Battery management system and battery management method of electric automobile and electric automobile

Abstract

The invention provides a battery management system and method of an electric vehicle and the electric vehicle. The battery management system comprises a battery pack, a battery management module and a battery management module, the battery management module is electrically connected with the battery pack, the battery management module comprises an AFE chip and a communication conversion chip, the AFE chip is used for collecting parameters of the battery pack, and the communication conversion chip is used for converting the parameters; and the battery control module is electrically connected with the battery management module through a daisy chain and is used for sending a first instruction for collecting the parameters to the battery management module and receiving and analyzing the converted parameters transmitted by the battery management module. Therefore, the problems of interference and attenuation possibly encountered in the signal transmission process are effectively reduced, and the accuracy and continuity of data transmission among modules of the battery management system are ensured.

Description

Technical Field

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

[0002] Currently, in the battery management system of electric vehicles, the AFE (Analog Front End) chip is electrically connected to both the battery pack and the high-voltage board. The high-voltage board is further electrically connected to the main board, which includes a communication conversion chip and a microcontroller. The AFE chip collects parameter information such as voltage, temperature, and current of the individual cells in the battery pack, and transmits this information to the high-voltage board via a daisy-chain connection. Upon receiving this information, the high-voltage board transmits it to the microcontroller via the communication conversion chip, and the microcontroller then transmits the parameter information to the main board via CAN communication. When using this communication method, the raw signal of the parameter information needs to be transmitted between the AFE chip and the high-voltage board. Long-distance transmission can easily lead to signal distortion. This method results in a lack of guaranteed communication stability. Summary of the Invention

[0003] In view of this, the present invention aims to provide a battery management system, a battery management method, and an electric vehicle to solve the problem that the stability of communication cannot be guaranteed in the prior art.

[0004] This invention provides a battery management system for an electric vehicle, the battery management system comprising: Battery pack; A battery management module is electrically connected to the battery pack. The battery management module includes an AFE chip and a communication conversion chip. The AFE chip is used to collect parameters of the battery pack, and the communication conversion chip is used to convert the parameters. The battery control module is electrically connected to the battery management module via a daisy chain. It is used to send a first instruction to the battery management module to collect the parameters, and to receive and analyze the converted parameters transmitted by the battery management module.

[0005] In one embodiment, there are multiple battery packs and battery management modules, and the battery packs and battery management modules correspond one-to-one. Multiple battery management modules are electrically connected sequentially via the daisy chain, and the battery management modules located at both ends are electrically connected to the battery control module via the daisy chain.

[0006] Another aspect of the present invention provides a battery management method for an electric vehicle, the battery management method being applied to the aforementioned battery management system, the battery management method comprising: The battery control module sends a first instruction, which instructs the collection of battery pack parameters. The AFE chip collects the parameters of the battery pack according to the first instruction and transmits the parameters to the communication conversion chip; The communication conversion chip converts the parameters of the battery pack and transmits the converted parameters to the battery control module via a daisy chain. The battery control module analyzes the converted parameters.

[0007] In one embodiment, the battery pack and the battery management module each include multiple modules, and the battery pack and the battery management module correspond one-to-one. The multiple battery management modules are electrically connected sequentially through the daisy chain. The battery management modules located at both ends are electrically connected to the battery control module through the daisy chain. The first instruction also indicates communication through the first end of the daisy chain. The step of transmitting the converted parameters to the battery control module via a daisy chain also includes: The converted parameters and the corresponding AFE chip identifier are transmitted from the first end of the daisy chain to the battery control module; The battery control module further analyzes the converted parameters by: The battery control module identifies whether the number of AFE chips is equal to the number of all AFE chips connected in the daisy chain based on the received AFE chip identifier, wherein the number of all AFE chips is pre-stored; If the number of AFE chips is found to be less than the total number of AFE chips connected in the daisy chain, a second instruction is sent to the battery management module, instructing communication to be performed through the first and second ends of the daisy chain, respectively.

[0008] In one embodiment, the step of sending the second instruction to the battery management module includes: The second instruction is sent through the first and second ends of the daisy chain, respectively. The step of transmitting the converted parameters to the battery control module via a daisy chain also includes: When the battery management module receives the second instruction, it obtains the endpoint of the second instruction through the daisy chain, and transmits the converted parameters and the corresponding identifier of the AFE chip through the daisy chain and the corresponding endpoint to the battery control module.

[0009] In one embodiment, the step of the battery control module analyzing the converted parameters includes: The battery control module identifies whether the number of AFE chips is equal to the total number of AFE chips connected in the daisy chain based on the identifiers of the AFE chips received from the first and second ends of the daisy chain. If the number of AFE chips received is equal to the total number of AFE chips connected in the daisy chain, then it is determined that there is a single point of failure in the daisy chain. If the number of AFE chips received is less than the total number of AFE chips connected in the daisy chain, it is determined that there are at least two breakpoints in the daisy chain.

[0010] In one embodiment, the battery management method further includes the following steps: If it is determined that there are at least two breakpoints in the daisy chain, the fault reporting time will be extended.

[0011] In one embodiment, the battery management method further includes the following steps: If it is determined that there are at least two breakpoints in the daisy chain, the cached data of the AFE chip between the two furthest breakpoints is called, and the parameters of the AFE chip transmitted to the battery control module and the cached data are processed as the parameters between the breakpoints.

[0012] In one embodiment, the step of processing the parameters and cached data transmitted to the AFE chip of the battery control module as parameters between breakpoints includes: The parameters transmitted to the AFE chip of the battery control module are averaged, and the average value and cached data are processed to serve as parameters between breakpoints.

[0013] In another aspect, the present invention provides an electric vehicle, which includes the battery management system described above.

[0014] Beneficial effects In view of this, embodiments of the present invention aim to provide a battery management system, a battery management method, and an electric vehicle. The battery management system includes: a battery pack; a battery management module electrically connected to the battery pack, the battery management module including an AFE chip and a communication conversion chip, wherein the AFE chip is used to collect parameters of the battery pack, and the communication conversion chip is used to convert the parameters; a battery control module electrically connected to the battery management module via a daisy chain, used to send a first instruction to the battery management module to collect the parameters, and to receive and analyze the converted parameters transmitted by the battery management module. Therefore, by integrating the communication conversion chip onto the core circuit board of the battery management module, before the various battery status signals collected by the analog front-end (AFE) chip are transmitted over long distances, the signals are first standardized by the communication conversion chip. This not only achieves preprocessing before signal transmission but also significantly enhances the stability and reliability of the internal communication link of the system. This architecture optimization effectively reduces the interference and attenuation problems that may be encountered during signal transmission, thereby ensuring the accuracy and continuity of data transmission between the modules of the battery management system. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the structure of a battery management system for electric vehicles using existing technology.

[0016] Figure 2 This is a schematic diagram of the structure of a battery management system for an electric vehicle provided in the first embodiment of the present invention.

[0017] Figure 3 This is a schematic flowchart of a battery management method for an electric vehicle provided in the second embodiment of the present invention. Detailed Implementation

[0018] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0019] Please see Figure 1 , Figure 1 This is a schematic diagram of the battery management system of an existing electric vehicle. (Example) Figure 1As shown, the battery management system 10 includes a battery pack 101, a battery management module 102, a high-voltage board 103, and a main board 104. Multiple battery packs 101 and multiple battery management modules 102 are included, and they correspond one-to-one. Each battery pack 101 contains multiple battery cells. Each battery management module 102 includes multiple AFE chips 121, and each AFE chip 121 collects parameter information from one battery cell. That is, the number of AFE chips 121 in a battery management module 102 is equal to the number of battery cells in the corresponding battery pack 101, and they correspond one-to-one; each AFE chip 121 collects parameter information from one corresponding battery cell. After all the AFE chips 121 in the battery management modules 102 have collected the parameter information of the battery pack, they transmit it to the high-voltage board 103 via a daisy-chain configuration. The high-voltage board 103 includes a communication conversion chip 131 and a microcontroller 132. After receiving the aforementioned parameter information, the high-voltage board 103 converts it through the communication conversion chip 131 and transmits it to the microcontroller 132. The microcontroller 132 then transmits the parameter information to the main board 104 via CAN communication for analysis. When communicating using this method, the AFE chip 121 and the high-voltage board 103 need to transmit the original signal of the parameter information. Long-distance transmission can easily lead to signal distortion. Furthermore, since the communication conversion chip 131 is located on the high-voltage board 103, all parameter information collected by the AFE chips 121 needs to be converted by this chip. If the communication conversion chip 131 fails, communication between all AFE chips 121 will be interrupted, resulting in a wide-ranging impact. This method leads to a lack of guaranteed communication stability and fault isolation, resulting in inefficient interaction.

[0020] This invention provides a battery management system and battery management method for electric vehicles to solve the above-mentioned technical problems.

[0021] Based on this, please refer to Figure 2 , Figure 2 This is a schematic diagram of the structure of a battery management system for an electric vehicle provided in an embodiment of the present invention. Figure 2 As shown, the battery management system 20 includes a battery pack 201, a battery management module 202, and a battery control module 203.

[0022] The battery management module 202 is electrically connected to the battery pack 201. The battery management module 202 includes an AFE chip 221 and a communication conversion chip 222. The AFE chip 221 collects parameters of the battery pack, such as voltage, temperature, and current, and further transmits the equalization control signal to the battery pack 201. The communication conversion chip 222 converts the parameters. The AFE chip 221 and the communication conversion chip 222 can be integrated on a single circuit board as an integrated circuit board. The AFE chip 221 outputs the raw signals of the battery pack parameters, and the communication conversion chip 222 converts these raw signals into standardized communication signals, increasing the stability and reliability of signal transmission.

[0023] The battery control module 203 is electrically connected to the battery management module 202 via a daisy chain. It sends a first instruction to the battery management module 202 to acquire parameters, and receives and analyzes the converted parameters transmitted by the battery management module 202. Specifically, the battery control module 203 sends the first instruction to the AFE chip 221 of the battery management module 202 to acquire parameters. The AFE chip 221 acquires the battery pack parameters according to the first instruction and transmits them to the communication conversion chip 222. The communication conversion chip 222 converts the original parameters of the battery pack and then transmits the converted parameters to the battery control module 203 via a daisy chain. The battery control module 203 analyzes the received converted parameters. In this embodiment, the daisy chain can be an isoSPI daisy chain, which can further convert the signal converted by the communication conversion chip 222 into an isolated serial differential signal. The isoSPI daisy chain supports long-distance, interference-resistant two-wire differential signal transmission. Furthermore, the high-voltage reference ground of the battery pack and the low-voltage reference ground of the battery control module 203 are isolated to ensure safety.

[0024] The battery control module 203 includes a microcontroller 231 and a motherboard 232. The microcontroller 231 and the motherboard 232 communicate via CAN. The motherboard 232 sends the first instruction mentioned above, which is then transmitted to the battery management module 202 via the microcontroller 231. The battery management module 202 collects and converts the parameters of the battery pack. The microcontroller 231 further processes the received parameters converted by the battery management module 202, such as SOC (State of Charge) estimation, SOH (State of Health) estimation, and equalization management. Specifically, based on the voltage, current, and temperature of the battery pack 201, complex algorithms such as the ampere-hour integration method and Kalman filtering can be used to calculate the battery's SOC in real time. The battery's State of Health can also be estimated. Furthermore, based on the voltage data, it can be determined whether and how to initiate equalization. The microcontroller 231 then sends the processed information to the motherboard 232 via CAN communication. The motherboard 232 makes decisions based on the received information, such as determining whether charging or discharging is possible based on the SOC, and what the charging / discharging power should be. Send commands to the motor controller, charger, and instrument panel. Display information such as remaining battery power and driving range on the instrument panel.

[0025] Therefore, by integrating the communication conversion chip 222 onto the core circuit board of the battery management module 202, the various battery status signals collected by the AFE chip 221 are first converted into standardized communication signals before long-distance transmission. This not only achieves preprocessing before signal transmission but also enhances the stability and reliability of signal transmission within the system. This architectural optimization effectively reduces interference and attenuation problems that may be encountered during signal transmission, thereby ensuring the accuracy and continuity of data transmission between modules of the battery management system.

[0026] Optionally, the battery pack 201 includes multiple types, such as... Figure 2 As shown, the battery pack includes battery pack 1, battery pack 2, ... and battery pack N. The number of battery management modules 202 is the same as that of battery pack 201, and they correspond one-to-one. Multiple battery management modules 202 are connected in series via a daisy chain, and the battery management modules 202 at both ends are connected to the battery control module 203 via a daisy chain.

[0027] Specifically, each battery management module 202 includes multiple AFE chips and multiple communication conversion chips. The number of AFE chips and communication conversion chips are equal and correspond one-to-one. As mentioned earlier, the AFE chip is used to collect parameter information of the corresponding battery cell, and the corresponding communication conversion chip is used to convert the parameter information collected by the AFE chip into signals. One AFE chip and one communication conversion chip are integrated into one circuit board, meaning that the battery management module 202 includes multiple integrated circuit boards. These multiple integrated circuit boards are connected in series, and each integrated circuit board has the same function: collecting parameter information of the corresponding battery cell in the battery pack, converting the collected information into signals, and performing equalization command control, etc. Furthermore, all battery management modules 202 are connected in series via a daisy chain, and the battery management modules 202 at both ends of this series circuit are electrically connected to a microcontroller 231, which is electrically connected to the battery control module 203, via a daisy chain. The microcontroller 231 is further electrically connected to the mainboard 232. Therefore, through the daisy-chain loop structure design, communication in two directions is achieved throughout the daisy chain. Specifically, the motherboard 232 can communicate with the battery management module 202 through both ends of the daisy chain (i.e., the first end 241 and the second end 242). When the motherboard 232 detects a break in the daisy chain by analyzing the information fed back by the battery management module 202, it can obtain parameter information collected by the AFE chip 221 from both ends of the daisy chain, thereby maximizing the integrity of the information throughout the entire daisy chain.

[0028] In this embodiment, each AFE chip 221 is integrated with a communication conversion chip 222. This ensures that the communication conversion chip 222 is only responsible for processing various parameter information collected by the AFE chip 221 directly integrated in the same package, forming a one-to-one processing mechanism. When a communication conversion chip 222 malfunctions or fails during system operation, the fault is strictly controlled within a local area, affecting only the parameter information conversion function collected by its paired AFE chip 221. Meanwhile, other AFE chips 221 and their associated communication conversion chips 222 within the system can still maintain normal operation, and their parameter information conversion remains completely unaffected. This fault isolation mechanism significantly reduces the scope of information loss due to single-point failures; secondly, by effectively controlling the spread of faults, it greatly reduces the probability of safety risks such as overcharging or over-discharging in the battery management system 20; and finally, it ensures the stability and reliability of the entire system operation, allowing the system to maintain normal operation of basic functions even when some components malfunction.

[0029] This invention proposes a battery management method based on the structure of the aforementioned battery management system. Please refer to the details below. Figure 3 The battery management method includes the following steps: Step S1: Send a first command through the battery control module, the first command instructing the collection of battery pack parameters.

[0030] Step S2: The AFE chip collects the parameters of the battery pack according to the first instruction and transmits the parameters to the communication conversion chip.

[0031] Step S3: The communication conversion chip converts the parameters of the battery pack and transmits the converted parameters to the battery control module via a daisy chain.

[0032] Step S4: The battery control module analyzes the converted parameters.

[0033] Therefore, before transmitting the original parameter information of the battery pack, the signal is standardized by a communication conversion chip to form a standardized communication signal. This not only achieves preprocessing before signal transmission but also enhances the stability and reliability of the internal communication link of the system. It effectively reduces interference and attenuation problems that may be encountered during signal transmission, thereby ensuring the accuracy and continuity of data transmission between modules of the battery management system.

[0034] Optionally, the first instruction, in addition to instructing the AFE chip to acquire battery pack parameters, also instructs the transmission of converted parameters through the first end 241 of the daisy chain. Combined with... Figure 2 As shown, all battery management modules 202 collect parameters of battery pack 201 through AFE chip 221 and convert the parameters through communication conversion chip 222. These parameters are then transmitted in a daisy chain in one direction (e.g., clockwise or counter-clockwise). Taking clockwise transmission as an example, the battery management module 202 corresponding to battery pack N transmits the parameter to the previous battery management module, and so on, until it reaches the battery management module corresponding to battery pack 1. From there, the parameter is transmitted from the battery management module corresponding to battery pack 1 to the battery control module 203, i.e., from the first end 241 of the daisy chain to the microcontroller 231 of the battery control module 203. Therefore, if any battery management module 202 malfunctions, such as an AFE chip 221 malfunctioning or a communication conversion chip 222 malfunctioning, the parameters of the corresponding battery pack cannot be transmitted to the battery management module 203. The battery management module 203 can identify this malfunction based on the received information.

[0035] Specifically, while transmitting the converted parameters via a daisy chain and from the first end of the daisy chain to the battery control module, the corresponding AFE chip identifier can also be transmitted to the battery control module via the same path. That is, each battery management module transmits the converted parameters and the corresponding AFE chip identifier to the battery control module simultaneously. Each AFE chip has a unique identifier, which, along with the parameters collected by the AFE chip, is transmitted to the battery control module, allowing the battery control module to correlate the battery pack's parameter information with the AFE chip. When the battery control module analyzes the converted parameters, it can further determine whether the number of AFE chips is equal to the total number of AFE chips connected in the daisy chain, based on the received AFE chip identifiers. The total number of AFE chips on the daisy chain is pre-stored. If the number of AFE chips is found to be less than the total number of AFE chips connected in the daisy chain, a second instruction is sent to the battery management module, instructing the transmission of parameters from the first and second ends of the daisy chain (e.g., ...). Figure 2 The first end 241 and the second end 242 communicate with each other.

[0036] Specifically, to ensure the integrity of parameter information, this embodiment monitors the parameters collected by all AFE chips in the daisy chain. Specifically, the number of AFE chips is determined by identifying the number of their identifiers. If the number of AFE chips returning from the first end of the daisy chain (i.e., the positive daisy chain) is less than the total number of AFE chips connected to the daisy chain, a break in the daisy chain is identified. A second instruction is then sent to the battery management module, specifically from the first and second ends of the daisy chain (e.g.,...). Figure 2 The first end 241 and the second end 242 respectively send a second instruction, instructing the acquisition of parameters collected by the AFE chip and the AFE chip identifier from both ends of the daisy chain (i.e., the first end and the second end), that is, from the positive and negative chains of the daisy chain respectively. When the battery management module receives the second instruction, it obtains the endpoints of the daisy chain through which the second instruction passes, and transmits the converted parameters and the corresponding AFE chip identifier through the daisy chain and the corresponding endpoints to the battery control module. For example Figure 2When the battery management module 202 corresponding to battery pack 1 receives the second instruction, it determines that the second instruction is transmitted through the first endpoint 241 of the daisy chain. Therefore, it transmits the converted parameters and the corresponding AFE chip identifier clockwise through the daisy chain and then through the first endpoint 241 to the battery control module 203, i.e., through the positive chain of the daisy chain. Similarly, when the battery management module 202 corresponding to battery pack N receives the second instruction, it determines that the second instruction is transmitted through the second endpoint 242 of the daisy chain. Therefore, it transmits the converted parameters and the corresponding AFE chip identifier counterclockwise through the daisy chain and then through the second endpoint 242 to the battery control module 203, i.e., through the negative chain of the daisy chain.

[0037] The battery control module further identifies the number of AFE chips. Specifically, the battery control module determines whether the number of AFE chips received from the first and second ends of the daisy chain is equal to the total number of AFE chips connected to the daisy chain. If the number of received AFE chips is equal to the total number of AFE chips connected to the daisy chain, it is determined that there is a single point of failure in the daisy chain. If the number of received AFE chips is less than the total number of AFE chips connected to the daisy chain, it is determined that there are at least two points of failure in the daisy chain.

[0038] In other words, the identification of the number of AFE chips by receiving the identification marks from both ends of the daisy chain is performed based on the determination of a breakpoint in the daisy chain. If the number of AFE chips identified from both ends of the daisy chain equals the total number of AFE chips connected to the daisy chain, it indicates that there are no missing AFE chips (i.e., battery management modules), meaning there is a breakpoint. The battery management modules on both sides of this breakpoint can transmit information through the two ends of the daisy chain, ensuring information integrity. Furthermore, the breakpoint is marked, such as by incrementing a flag by 1. After completing the information collection and command issuance functions for this driving cycle, the problem is checked before the next information collection cycle to see if it still exists. If no breakpoint is found, the previous breakpoint determination may have been due to poor contact; if the breakpoint still exists, the next repair plan is implemented.

[0039] Another scenario is: if the number of AFE chips identified at both ends of the daisy chain is less than the total number of AFE chips connected by the daisy chain, it indicates that there is a missing AFE chip (i.e., battery management module), meaning there are at least two breakpoints, and the information of the AFE chip (i.e., battery management module) between the two breakpoints cannot be transmitted to the battery control module.

[0040] If it is determined that there are at least two breakpoints in the daisy chain, the fault reporting time is extended. This allows time to compensate for the information between the breakpoints.

[0041] The specific compensation solution is as follows: If it is determined that there are at least two breakpoints in the daisy chain, the cached data of the AFE chip between the two furthest breakpoints is retrieved, and the parameters of the AFE chip transmitted to the battery control module and the cached data are processed to serve as the parameters between the breakpoints. Specifically, the average value of the parameters transmitted to the AFE chip of the battery control module is taken, and the average value and the cached data are processed to serve as the parameters between the breakpoints.

[0042] In other words, when it is determined that there are at least two breakpoints in the daisy chain, the positions of the two furthest breakpoints can be determined based on the identifiers of the AFE chips received by the battery control module. Then, the cached data of the AFE chips between the two breakpoint positions can be called, and the cached data can be corrected by using the parameters of other known AFE chips, so as to serve as the parameters of the AFE chips between the two breakpoint positions in this round of acquisition.

[0043] Combination Figure 2 In the illustrated example, if the number of battery packs 201 is 20, the battery control module receives the identifiers of the AFE chips corresponding to battery packs 1 to 10 from the first end 241 of the daisy chain, and also receives the identifiers of the AFE chips corresponding to battery packs 14 to 20 from the first end 241 of the daisy chain. However, the identifiers of the AFE chips corresponding to battery packs 11 to 13 fail to be transmitted to the battery control module. Since the positions of the AFE chips corresponding to battery pack 11 and 13 are the two furthest breakpoints, the cached data of the AFE chips corresponding to battery packs 11 to 13 is retrieved, and this cached data is corrected using the parameters of the AFE chips corresponding to battery packs 1 to 10 and 14 to 20.

[0044] The above process resolves the lost link data acquisition issue within the fault reporting time. When the fault reporting time is restored, the fault will not be reported, thus not affecting the normal signal acquisition process. Subsequently, all daisy-chain link information is aggregated onto the mainboard. Simultaneously, the intermediate segment fault flag is incremented by 1. After completing the information acquisition and command issuance functions for this driving cycle, the fault is checked before the next information acquisition cycle to see if it still exists. If there is no intermediate segment fault, it indicates that the previous intermediate segment fault was likely caused by poor contact; if the intermediate segment fault still exists, the next repair plan is implemented.

[0045] The present invention also provides an electric vehicle including the battery management system 20 described above, and a battery management method described above that can be executed.

[0046] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A battery management system for an electric vehicle, characterized in that, The battery management system includes: Battery pack; A battery management module is electrically connected to the battery pack. The battery management module includes an AFE chip and a communication conversion chip. The AFE chip is used to collect parameters of the battery pack, and the communication conversion chip is used to convert the parameters. The battery control module is electrically connected to the battery management module via a daisy chain. It is used to send a first instruction to the battery management module to collect the parameters, and to receive and analyze the converted parameters transmitted by the battery management module.

2. The battery management system according to claim 1, characterized in that, The battery pack and the battery management module each include multiple modules, and the battery pack and the battery management module correspond one-to-one; Multiple battery management modules are electrically connected sequentially via the daisy chain, and the battery management modules located at both ends are electrically connected to the battery control module via the daisy chain.

3. A battery management method for an electric vehicle, characterized in that, The battery management method is applied to the battery management system according to claim 1 or 2, and the battery management method includes: The battery control module sends a first instruction, which instructs the collection of battery pack parameters. The AFE chip collects the parameters of the battery pack according to the first instruction and transmits the parameters to the communication conversion chip; The communication conversion chip converts the parameters of the battery pack and transmits the converted parameters to the battery control module via a daisy chain. The battery control module analyzes the converted parameters.

4. The battery management method according to claim 3, characterized in that, The battery pack and the battery management module each include multiple modules, and the battery pack and the battery management module correspond one-to-one. The multiple battery management modules are electrically connected sequentially through the daisy chain. The battery management modules located at both ends are electrically connected to the battery control module through the daisy chain. The first instruction also indicates that communication is performed through the first end of the daisy chain. The step of transmitting the converted parameters to the battery control module via a daisy chain also includes: The converted parameters and the corresponding AFE chip identifier are transmitted from the first end of the daisy chain to the battery control module; The battery control module further analyzes the converted parameters by: The battery control module identifies whether the number of AFE chips is equal to the number of all AFE chips connected in the daisy chain based on the received AFE chip identifier, wherein the number of all AFE chips is pre-stored; If the number of AFE chips is found to be less than the total number of AFE chips connected in the daisy chain, a second instruction is sent to the battery management module, instructing communication to be performed through the first and second ends of the daisy chain, respectively.

5. The battery management method according to claim 4, characterized in that, The step of sending the second instruction to the battery management module includes: The second instruction is sent through the first and second ends of the daisy chain, respectively. The step of transmitting the converted parameters to the battery control module via a daisy chain also includes: When the battery management module receives the second instruction, it obtains the endpoint of the second instruction through the daisy chain, and transmits the converted parameters and the corresponding identifier of the AFE chip through the daisy chain and the corresponding endpoint to the battery control module.

6. The battery management method according to claim 5, characterized in that, The steps for the battery control module to analyze the converted parameters include: The battery control module identifies whether the number of AFE chips is equal to the total number of AFE chips connected in the daisy chain based on the identifiers of the AFE chips received from the first and second ends of the daisy chain. If the number of AFE chips received is equal to the total number of AFE chips connected in the daisy chain, then it is determined that there is a single point of failure in the daisy chain. If the number of AFE chips received is less than the total number of AFE chips connected in the daisy chain, it is determined that there are at least two breakpoints in the daisy chain.

7. The battery management method according to claim 6, characterized in that, The battery management method further includes the following steps: If it is determined that there are at least two breakpoints in the daisy chain, the fault reporting time will be extended.

8. The battery management method according to claim 6 or 7, characterized in that, The battery management method further includes the following steps: If it is determined that there are at least two breakpoints in the daisy chain, the cached data of the AFE chip between the two furthest breakpoints is called, and the parameters of the AFE chip transmitted to the battery control module and the cached data are processed as the parameters between the breakpoints.

9. The battery management method according to claim 8, characterized in that, The step of processing the parameters and cached data transmitted to the AFE chip of the battery control module as parameters between breakpoints includes: The parameters transmitted to the AFE chip of the battery control module are averaged, and the average value and cached data are processed to serve as parameters between breakpoints.

10. An electric vehicle, characterized in that, The electric vehicle is used in a battery safety management system as described in claim 1 or 2.

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