System and method for continuously monitoring cell data after disconnection of storage battery

Abstract

The invention discloses a system and method for continuously monitoring battery cell data after a storage battery is disconnected, and belongs to the technical field of vehicle battery management. The system comprises a battery module, a battery management system BMS, a power supply conversion module and a data storage module. The core of the method is as follows: after a whole vehicle is powered off and a low-voltage storage battery is disconnected, a power conversion module takes electricity from at least one battery cell of a battery module and supplies power to a BMS slave board and a data storage module; the BMS slave board collects and stores the voltage and temperature data of all the battery cells according to a preset period; when the storage battery is reconnected and the BMS mainboard is powered on, the stored historical data are directly read, the SOC value recorded before power-off is directly corrected based on the OCV-SOC relation of the battery open circuit voltage and the state of charge, and finally the corrected SOC value is sent to the instrument to be displayed. The problem of SOC display deviation caused by the fact that self-discharge cannot be monitored due to power failure of the BMS after the vehicle is parked for a long time is solved, and the method has the advantages of being accurate in display, capable of checking data, safe and low in consumption.

Description

Technical Field

[0001] This invention relates to the field of automotive battery management technology, specifically to a system and method that allows a battery management system (BMS) to continue monitoring and storing cell data after the vehicle's low-voltage battery is disconnected, and to use this data to correct the battery's state of charge when the vehicle is powered on again. Background Technology

[0002] Currently, electric or hybrid vehicles are generally equipped with a Battery Management System (BMS) to monitor the status of the battery pack, ensuring safety, optimizing performance, and estimating remaining charge. The BMS is typically powered by a low-voltage onboard battery to enable real-time data acquisition, computation, and communication.

[0003] In practical applications, when vehicles need to undergo long-distance ocean transport, long-term parking, or maintenance, the negative terminal of the battery is often manually disconnected to prevent the low-voltage battery from running out of power. At this time, the battery supplying power to the vehicle's low-voltage network is physically disconnected, and the BMS, which relies on it for power, immediately loses power and enters a non-operating state. Under these circumstances, the BMS can no longer monitor the voltage and temperature changes of individual cells within the battery pack.

[0004] Even when stationary, power batteries, especially lithium-ion batteries, exhibit slow self-discharge, and their self-discharge rate is significantly affected by ambient temperature. If there are manufacturing differences or minor defects between cells, the self-discharge rate of individual cells may be abnormally high, leading to a gradual increase in voltage inconsistencies among the cells within the battery pack. Over time, this can cause battery performance degradation, increased safety risks, and the BMS (Battery Management System) will be unable to detect any changes in cell state that occurred during the period when the vehicle is restarted.

[0005] When the vehicle reconnects to the battery and powers on, the Battery Management System (BMS) is activated. In traditional control logic, the BMS, upon activation, directly uses the State of Charge (SOC) value recorded before the vehicle was powered off and sends it to the instrument cluster for display. Since the actual battery charge has changed due to self-discharge while the vehicle is parked, the BMS does not compensate for or correct for this charge loss, causing a discrepancy between the SOC value displayed on the instrument cluster and the actual remaining battery charge. This discrepancy can mislead the driver's judgment of the vehicle's remaining range, affecting the driving experience, and in severe cases, may even lead to vehicle breakdown due to misjudgment of battery charge.

[0006] Publication number (CN103392248B) discloses a method for monitoring battery packs. Its core lies in detecting and recording events such as the date and time the battery pack is opened, and storing this event data in a non-erasable storage medium. This method is primarily used to verify warranty claims and identify unauthorized intervention. However, this approach focuses on recording events rather than continuously monitoring intrinsic state parameters such as cell voltage and temperature. Therefore, it cannot provide continuous data on the performance evolution of the battery during resting periods and cannot be used to correct state of charge (SOC) or analyze changes in cell health. Summary of the Invention

[0007] This invention aims to overcome the shortcomings of the prior art and provide a system and method for continuing to monitor cell data after the battery is disconnected. Its core lies in the fact that when the vehicle's low-voltage battery is physically disconnected, the system can obtain energy from the battery module itself through an independent power supply mechanism to maintain the continuous operation of key monitoring units, thereby completely recording the cell data during the period of inactivity. When the vehicle is powered on again, the system can read the cell data to quickly and accurately correct the battery's State of Charge (SOC), eliminating SOC display deviations caused by long-term inactivity.

[0008] To achieve the above objectives, the present invention adopts the following technical solution: A system for continuing to monitor cell data after disconnection of the battery includes: a battery module 1, a battery management system (BMS), a power conversion module 2, and a data storage module 3; the BMS includes a BMS slave board and a BMS main board; the power conversion module 2 has its input end connected to at least one cell of the battery module 1, and its output end connected to the BMS slave board and the data storage module 3, drawing power from the cells of the battery module 1 and converting it into the working power required by the BMS slave board and the data storage module 3; the data storage module 3 is connected to the BMS slave board and the BMS main board, and stores the cell data collected by the BMS slave board.

[0009] Furthermore, when the vehicle is powered off and the low-voltage battery is disconnected, the power conversion module 2 supplies power to the BMS slave board and the data storage module 3. The BMS slave board continuously collects the voltage and temperature data of all cells in the battery module 1 and stores them in the data storage module 3.

[0010] Furthermore, the BMS transmits the collected cell voltage and temperature signals of battery module 1 to the data storage module 3 from the board; after the system is powered on again, the BMS mainboard reads the cell data from the data storage module 3 and performs battery state of charge (SOC) correction; after receiving the KL15 signal, the BMS mainboard sends the corrected battery SOC value to the vehicle instrument panel based on the cell data.

[0011] Furthermore, the power conversion module 2 draws power from multiple cells specified in the battery module 1.

[0012] Furthermore, the data storage module 3 is a non-volatile memory, preferably an EEPROM or Flash memory.

[0013] Furthermore, the BMS slave board periodically collects and stores cell data according to a preset wake-up detection time interval.

[0014] The present invention also provides a method for continuing to monitor cell data after disconnecting the battery, comprising the following steps: S1: After the vehicle is powered off and the low-voltage battery is disconnected, the power conversion module 2 is started to draw power from the cells of the battery module 1 and supply power to the BMS slave board and data storage module 3. S2: The BMS collects voltage and temperature data of all cells in battery module 1 from the board and stores the collected data in data storage module 3; S3: When the vehicle battery is reconnected and the system resumes power supply, the BMS mainboard is woken up; S4: The BMS motherboard directly reads the cell data stored during the battery disconnection period from the data storage module 3; S5: The BMS motherboard corrects the state of charge (SOC) of the battery pack based on the read cell data; S6: When the BMS mainboard receives the KL15 signal, it sends the corrected SOC value to the vehicle's instrument panel for display.

[0015] Furthermore, in step S1, the power conversion module 2 draws power from at least two selected cells in the battery module 1.

[0016] Furthermore, in step S2, the BMS slave board periodically performs cell data acquisition and storage at preset fixed or configurable time intervals.

[0017] Furthermore, in step S4, the data read by the BMS motherboard is all cell voltage and temperature data collected and stored by the BMS from the board during the battery disconnection period.

[0018] Compared with the prior art, the present invention has the following beneficial effects: (1) The present invention enables the core monitoring unit to continue working under extreme conditions where the low-voltage battery is completely disconnected through the power conversion module, filling the gap in the status monitoring of vehicles during long-term static periods such as transportation and storage, and realizing the closed loop of the battery life cycle data chain.

[0019] (2) The present invention uses continuous and real cell voltage data recorded during the resting period to correct the SOC. The result is far more accurate than the estimation algorithm that relies on old historical data or complex but data-free estimation algorithm. It can effectively avoid sudden jumps in the range display after the vehicle restarts and improve user trust.

[0020] (3) The present invention can store continuously recorded data and can completely restore the state of the cell at any moment during the resting period. This not only facilitates the accurate location of the occurrence time and evolution process of faults such as abnormal self-discharge and increased voltage difference, but also provides irreplaceable first-hand data for assessing the health status of the battery after long-term storage, which has important safety and commercial value.

[0021] (4) This invention can be implemented by adding independent functional modules or making minimal upgrades to the existing BMS hardware, without changing the main electrical architecture of the vehicle, and the system modification cost is low. Its principle is applicable to lithium-ion battery packs of various chemical systems, and has broad application prospects and extremely high promotion value. Attached Figure Description

[0022] This manual includes the following figures, which illustrate the following: Figure 1 This is a logical structure block diagram of a battery cell data monitoring system that continues to monitor battery data after disconnection according to the present invention; Figure 2 This is a detailed flowchart of the method described in this invention; The components include: 1. Battery module; 2. Power conversion module; 3. Data storage module. Detailed Implementation

[0023] The specific embodiments of the present invention will be further described in detail below with reference to the accompanying drawings, in order to help those skilled in the art to have a more complete, accurate and in-depth understanding of the inventive concept and technical solution of the present invention, and to facilitate its implementation.

[0024] The core of the system described in this invention is an independent auxiliary monitoring subsystem, powered by the high-voltage battery pack itself, added to the traditional battery management system (BMS). This subsystem maintains critical monitoring functions during low-voltage battery disconnection. The overall hardware configuration of the system is as follows: Figure 1 As shown, it mainly includes the following parts: Battery module 1, or the vehicle's high-voltage power battery pack, consists of multiple lithium-ion cells connected in series, parallel, or a hybrid series-parallel configuration, providing energy to high-voltage loads such as the drive motor. The battery pack integrates necessary cell voltage acquisition harnesses connected to the positive and negative terminals of each cell, as well as multiple temperature sensors.

[0025] The Battery Management System (BMS) adopts a master-slave distributed architecture, consisting of one BMS mainboard and multiple BMS slave boards. Each BMS slave board is responsible for monitoring one or more cells in battery module 1. Internally, each BMS slave board includes a microcontroller unit (MCU), an analog front-end (AFE), and communication interfaces. The MCU is an ultra-low-power automotive-grade MCU, such as a chip based on the ARM Cortex-M0+ core. In sleep mode, this MCU can draw less than 1μA of current and is responsible for controlling data acquisition timing, processing raw data, communicating with the storage module, and managing its own power consumption. The AFE integrates a high-precision analog-to-digital converter (ADC) and a multiplexer. The ADC converts cell voltage and temperature sensor resistance values ​​into digital signals. The communication interface uses a daisy-chain or CAN bus to communicate with the BMS mainboard. This communication interface is switched off during battery disconnection to conserve energy. The BMS mainboard uses a more powerful MCU or microprocessor (MPU). Its main functions include: aggregating data from all slave boards via the communication bus, executing complex battery state estimation algorithms, managing battery balancing, performing fault diagnosis, and communicating with the vehicle network via a high-speed CAN bus.

[0026] The input of power conversion module 2 is directly connected to a designated individual battery cell inside battery module 1. It includes a DC-DC converter. Since the input is taken from the battery cells of battery module 1, and the total voltage varies with the state of charge (SOC), the converter needs to adapt to a wide range of input voltages and stably output the low voltage required by the system, such as 3.3V. This converter has a high level of electrical isolation, meeting automotive-grade safety requirements, to isolate the high-voltage power battery circuit from the low-voltage control circuit, preventing high-voltage intrusion that could cause personal injury or equipment damage. The output provides two independent 3.3V regulated power supplies: one supplies power to the MCU and necessary peripherals such as the SPI interface and internal clock on the BMS slave board; the other supplies power to the data storage module 3. The enable control receives control signals from the BMS mainboard. When the vehicle is normally powered off, the BMS mainboard sends a high-level pulse to enable the module, putting it into standby mode. The module has a main power failure detection function; when it detects a power failure at its constant power input KL30 from the low-voltage battery, it automatically switches to a working mode that draws power from the battery cells. The power conversion module 2 also integrates input undervoltage lockout protection. When the voltage of any of its power supply circuits is detected to be lower than a preset safety threshold, the module will automatically shut down its output and completely stop working to prevent over-discharge from damaging the battery cells. This protection is hardware-based and has the highest priority.

[0027] Data storage module 3 preferably uses automotive-grade serial peripheral interface Flash memory. Its capacity selection must consider the monitoring cycle and the expected maximum storage time. Battery module 1 and the SPI bus are connected to the MCU on the BMS slave board. The chip select signal is designed to be controllable separately by the BMS slave board and the BMS main board. During the autonomous monitoring phase, the BMS slave board controls the chip select signal to be active to write data; after the system is powered on again, the BMS main board controls the chip select signal to be active to read historical data. Data memory 3 is internally divided into multiple fixed-size sectors. Data is written cyclically in frames. Each frame includes: a frame header, a time index, all collected cell voltage values, all collected temperature values, and a frame check sequence. The cyclic writing strategy ensures efficient use of memory space and always retains the latest data.

[0028] Figure 2 This is a detailed flowchart of the method described in this invention, and its steps are as follows.

[0029] S1: When the vehicle is powered off normally, the Battery Management System (BMS) performs a pre-configuration operation. After receiving the vehicle power-down command, the BMS mainboard completes routine data saving and status updates. The BMS mainboard sends a high-level pulse signal lasting 100-200 milliseconds to the enable pin of power conversion module 2 via a dedicated general-purpose input / output (GPIO) pin. This signal commands power conversion module 2 to enter standby active state. The module's internal circuitry begins monitoring its main power input, i.e., the constant power from the low-voltage battery. Simultaneously, the BMS mainboard sends configuration parameter packets to all BMS slave boards via a communication bus such as CAN or a daisy chain. This parameter packet includes the autonomous monitoring wake-up time interval T, for example, set to 7200 seconds. This parameter will be stored in the non-volatile memory of the microcontroller (MCU) on the BMS slave board. In addition, auxiliary parameters such as the starting address for data storage and the data acquisition filtering coefficient can also be sent. After completing the above configuration, the BMS mainboard and slave boards enter a low-power sleep state. At this time, the vehicle's low-voltage network can be safely disconnected.

[0030] S2: When the low-voltage battery connection is physically disconnected, the autonomous monitoring phase immediately begins. The battery disconnection causes the main power supply voltage to the BMS motherboard and power conversion module 2 to rapidly drop to zero. Power conversion module 2 automatically activates, detecting the low-voltage battery loss, and its internal state machine immediately triggers a working mode switch. The module begins to draw power from at least two pre-selected cells in the battery module connected to its input. The internal isolated DC-DC converter quickly starts, converting and regulating the high voltage from the cells into two independent 3.3V DC power supplies within a very short time. One 3.3V power supply provides power to the MCU core and necessary communication interfaces of the BMS slave board; the other provides power to the data storage module 3. During this phase, the BMS motherboard is completely powered down due to the lack of power.

[0031] S3: With stable backup power, the BMS periodically performs data acquisition and storage tasks from the board, repeating this process until the battery is reconnected. After receiving power from the board MCU, the BMS wakes up from sleep mode and first reads the preset wake-up time interval T from the non-volatile configuration area. Then, the MCU configures its internal low-power timer, setting a timer of duration T, and shuts down all unnecessary peripherals, entering a deep sleep mode where MCU power consumption is extremely low. When the low-power timer reaches T, an interrupt is generated to wake the MCU. The MCU then performs the following operations in sequence: Powering on the analog front-end (AFE) and analog-to-digital converter (ADC). Controlling the multiplexer to sequentially select the voltage acquisition path for each individual cell it is responsible for, which is then sampled with high precision by the ADC. Controlling the multiplexer to select the measurement circuits of each temperature sensor, which is then sampled by the ADC and converted into temperature values. After each acquisition task is completed, the power to the analog front-end (AFE) and ADC is immediately turned off to save power. The MCU then adds a serial number to all the cell voltage and temperature data collected and packages them into a fixed-format data frame. It calculates a cyclic redundancy check (CRC) code for this data frame and appends it to the end of the frame to ensure data integrity. The MCU controls data storage module 3 via the SPI interface to write the complete data frame with the CRC code to the next available sector of the Flash memory. The writing strategy is sequential cyclic writing to ensure efficient use of storage space and to always retain the most recent continuous data. After writing is complete, the MCU controls the Flash memory to enter a low-power state. After completing one "acquisition-storage" task, the MCU resets the low-power timing for duration T and re-enters deep sleep mode, waiting for the next timing wake-up. This S3 step is executed cyclically with a period of T.

[0032] S4: When the vehicle needs to be put back into use, the low-voltage battery is reconnected. The vehicle's low-voltage network is restored to power, the BMS mainboard receives power, and its MCU starts and completes hardware initialization. After initialization, the BMS mainboard first directly accesses the data storage module 3 via its controlled chip select signal and SPI bus. Starting from the beginning address of the memory, the BMS mainboard continuously reads data until it encounters an invalid frame header or data that fails CRC check, thus completely acquiring all historical cell voltage and temperature data sequences stored in stage S3. At the same time, after receiving main power, the BMS slave board automatically exits the autonomous monitoring loop mode and returns to normal controlled state.

[0033] S5: After completing the basic system initialization, the BMS mainboard first performs a data reading operation. The BMS mainboard reads the complete cell voltage data sequence stored in data storage module 3 during the period when the vehicle battery was disconnected. This data is collected at fixed time intervals, reflecting the historical voltage changes of each individual cell under static conditions. The algorithm built into the BMS mainboard directly performs SOC correction based on the read historical voltage data. There is a definite correlation between the reduction in battery capacity during long-term static periods and the decrease in cell voltage. The algorithm analyzes the overall trend of the collected cell voltage changes. Combined with the known "open-circuit voltage (OCV) - SOC" curve pre-calibrated in the laboratory for this battery model, the observed total voltage change is directly mapped to the total SOC decay.

[0034] Specifically, the algorithm performs the following operations: It obtains a representative voltage value from historical data, such as the average voltage of all cells, or the voltage of a reference cell at the beginning and end of the storage period, and calculates the difference ΔV. Based on the range of this representative voltage value, it determines the average slope dOCV / dSOC of that interval from the "open-circuit voltage OCV-SOC" curve.

[0035] The SOC attenuation ΔSOC = ΔV / (dOCV / dSOC). Subsequently, the SOC_old value stored when the vehicle was powered off is read from non-volatile memory and directly corrected: SOC_corrected = SOC_old - ΔSOC. After the direct calculation, the algorithm performs boundary protection and a rationality check to limit SOC_corrected to a reasonable physical range.

[0036] S6: After completing the SOC correction calculation and system self-test, the BMS mainboard waits for the vehicle ignition signal. When the driver starts the vehicle, the KL15 signal line is powered on. The BMS mainboard detects a valid KL15 signal. The BMS mainboard immediately sends a standard vehicle status message containing the SOC_final value to the instrument cluster via the vehicle's CAN network. After receiving the message, the instrument cluster controller parses the SOC_final value and drives the display to update the battery percentage and the estimated driving range information calculated based on it. Afterward, the BMS enters normal driving monitoring mode, using SOC_final as the initial benchmark, and performs dynamic online SOC estimation by integrating the charging and discharging current in real time.

[0037] Traditional solutions completely lose monitoring of the vehicle's battery level while the battery is disconnected, and upon power restoration, can only rely on outdated data, leading to display errors. This embodiment, however, utilizes a power conversion module to directly draw power from the battery pack after battery disconnection, maintaining continuous operation of the BMS slave board and data storage module, and fully recording the static voltage changes of the battery cells. When the vehicle is powered back on, the BMS mainboard can directly read this real, continuous historical data and, based on the inherent OCV-SOC relationship of the battery, quickly and accurately calculate the SOC decay caused by self-discharge, thereby instantly correcting the instrument display value. This makes the range information obtained by the driver when starting the vehicle for the first time after a long period of parking more reliable, greatly improving user experience and driving safety.

[0038] The system in this embodiment can periodically wake up and record the voltage and temperature data of the battery module cells with extremely low power consumption even when the entire vehicle is completely powered off. Any abnormal self-discharge of individual cells, a continuous increase in voltage difference, or abnormal temperature during this period will be recorded. After-sales personnel or battery data analysts can read this historical data to accurately pinpoint the time and location of the problem, providing crucial evidence that is unavailable through traditional methods for fault diagnosis, quality traceability, and battery health status assessment. This significantly improves after-sales service efficiency and the ability to manage the entire battery system lifecycle.

[0039] The system architecture of this invention is clear, and the interfaces between the newly added power conversion module and data storage module and the existing BMS are clearly defined. The pre-configuration, data reading, and correction algorithm modules added to the BMS software require minimal modification to the existing vehicle electrical architecture, making it easy to integrate and promote in platform-based projects for various electric vehicles, hybrid vehicles, and plug-in hybrid vehicles. Its principles are also applicable to energy storage power stations, two-wheeled electric vehicles, and other fields that use battery management systems and may face long-term static scenarios, demonstrating broad application potential.

[0040] The present invention has been described above by way of example with reference to the accompanying drawings. Obviously, the specific implementation of the present invention is not limited to the above-described manner. Any non-substantial improvements made using the inventive concept and technical solution; or the direct application of the inventive concept and technical solution to other situations without modification, are all within the protection scope of the present invention.

Claims

1. A system for continuing to monitor data of a battery cell after disconnecting the battery, characterized by, The application relates to a battery management system (BMS) and a method for collecting and storing battery cell data. The application relates to a battery management system (BMS) and a method for collecting and storing battery cell data.

2. The system for continuing to monitor data of the battery cells after disconnecting the battery according to claim 1, wherein, The application relates to a battery management system (BMS) and a method for collecting and storing battery cell data.

3. The system of claim 1, wherein, The application relates to a battery management system (BMS) and a method for collecting and storing battery cell data.

4. The system for continuing to monitor data of the battery cells after disconnecting the battery of claim 1, wherein, The application relates to a battery management system (BMS) and a method for collecting and storing battery cell data.

5. The system of claim 1, wherein, The application relates to a battery management system (BMS) and a method for collecting and storing battery cell data.

6. The system of claim 1, wherein, The application relates to a battery management system (BMS) and a method for collecting and storing battery cell data.

7. A method of operating a system for monitoring battery cell data after disconnecting the battery according to any one of claims 1 to 6, characterized in that The application relates to a battery management system (BMS) and a method for collecting and storing battery cell data. The application relates to a battery management system (BMS) and a method for collecting and storing battery cell data. The application relates to a battery management system (BMS) and a method for collecting and storing battery cell data. The application relates to a battery management system (BMS) and a method for collecting and storing battery cell data. The application relates to a battery management system (BMS) and a method for collecting and storing battery cell data. The application relates to a battery management system (BMS) and a method for collecting and storing battery cell data. The application relates to a battery management system (BMS) and a method for collecting and storing battery cell data.

8. The method of claim 7, wherein, The application relates to a battery management system (BMS) and a method for collecting and storing battery cell data.

9. The method of claim 7, wherein, The application relates to a battery management system (BMS) and a method for collecting and storing battery cell data.

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