Intelligent management method and system of vehicle-mounted storage battery and electric vehicle
By collecting battery data and using a state machine with eight operating modes to manage the 12V battery, the problem of inaccurate battery management in electric vehicles is solved, real-time health status monitoring and power depletion prevention are achieved, and the energy distribution needs of advanced driver assistance systems are met.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-11-26
- Publication Date
- 2026-04-10
AI Technical Summary
The lack of precise management in existing 12V batteries leads to problems such as power depletion and vehicle failure to start, especially when the vehicle is stationary and static current consumes electricity, affecting the normal use of electric vehicles.
By collecting battery status data, calculating SOC, SOH, and SOE, a state machine with eight operating modes is used for fault diagnosis and charge/discharge circuit control, including wake-up source judgment, initialization, normal, latching, charging, over-discharge, over-charge, and fatal modes. Combined with MOSFET groups and charging current limiting circuits, precise management is achieved.
It enables real-time and precise monitoring of the health status and remaining energy of the 12V battery, providing scientific control decisions, preventing power depletion, meeting the high-power load requirements of advanced driver assistance systems, and improving the reliability and power of the 12V power system of electric vehicles.
Smart Images
Figure CN121822140A_ABST
Abstract
Description
Technical Field
[0001] This disclosure relates to the field of automotive technology, and more particularly to an intelligent management method, system, and electric vehicle for on-board batteries. Background Technology
[0002] In modern automobiles, the 12V lead-acid or lithium battery is the core of the vehicle's electrical system. In electric vehicles, the battery is responsible for powering the vehicle's electronic devices before starting the high-voltage system. Most vehicles do not have a dedicated controller to manage the battery, which can lead to situations where the battery runs out of power and the vehicle cannot start.
[0003] The increasing intelligence of vehicles, such as the widespread adoption of high-power loads like advanced driver assistance systems and large-screen infotainment systems, places higher demands on the power management of 12V batteries. When a vehicle is parked for an extended period, the static current will continuously drain the battery, potentially leading to depletion. Furthermore, if occupants of an electric vehicle use the in-vehicle entertainment system without a high voltage connection, it may drain the battery, causing further battery depletion.
[0004] Therefore, how to accurately manage 12V batteries is a technical problem that urgently needs to be solved. Summary of the Invention
[0005] In view of this, the present disclosure provides an intelligent management method, system and electric vehicle for vehicle batteries to solve the technical problem of the lack of precise management of 12V batteries in the prior art.
[0006] To achieve the above objectives, the technical solution adopted in this disclosure is: A first aspect of this disclosure provides an intelligent management method for an on-board battery, comprising: collecting and filtering battery state data of the battery, the battery state data including voltage, current and temperature data; calculating the SOC, SOH and SOE of the battery based on the battery state data, and performing fault diagnosis to obtain fault diagnosis results; switching between states of a state machine including at least eight operating modes according to the battery state data, vehicle state and fault diagnosis results, the eight operating modes including wake-up source judgment mode, initialization mode, normal mode, latching mode, charging mode, over-discharge mode, overcharge mode and fatal mode; and executing a corresponding battery charging and discharging circuit control strategy according to the current operating mode.
[0007] In some embodiments, switching between states of a state machine containing at least eight operating modes includes: in wake-up source judgment mode, entering initialization mode after detecting a valid wake-up source; in initialization mode, jumping to normal mode, overcharge mode, or fatal mode according to fault diagnosis results; in normal mode, entering latching mode when the battery's SOC is lower than a first latching threshold or the cell voltage is lower than a second latching threshold and the vehicle is stationary; entering over-discharge mode when a discharge MOS fault is determined, the vehicle is stationary, and the normal mode is maintained for a preset first duration; and entering charging mode when a charging permission signal is received and charging current is present.
[0008] In some embodiments, an effective wake-up source includes any of the following: detecting that the charging / discharging current continuously reaches a preset first threshold; detecting that the external voltage of the battery is higher than a preset first difference of the internal voltage; the SOC of the battery is lower than a preset second threshold; receiving a vehicle network wake-up signal; detecting that the system forced wake-up signal is valid and the system forced wake-up signal continues for a preset second duration.
[0009] In some embodiments, the corresponding battery charge / discharge loop control strategy is executed, including: executing the charge / discharge loop control strategy by controlling the switching states of the charging MOSFET group, the discharging MOSFET group and the charging current limiting circuit connected in series with the battery.
[0010] In some embodiments, a charging and discharging loop control strategy is executed by controlling the switching states of a charging MOSFET group, a discharging MOSFET group, and a charging current limiting circuit connected in series with the battery. This includes: in normal mode and charging mode, controlling the discharging MOSFET group to close, and controlling the switching of the charging MOSFET group according to the battery state, charging request, and preset rules, wherein the operating state of the charging MOSFET group and the operating state of the charging current limiting circuit are mutually exclusive; in latching mode, over-discharge mode, and fatal mode, controlling both the charging MOSFET group and the discharging MOSFET group to open, and enabling the charging current limiting circuit to allow only small current charging.
[0011] In some embodiments, in latching mode, the charge / discharge circuit control strategy includes: disconnecting the discharge circuit to the high-power load and the charging circuit from the high-power generator, enabling only the charging current limiting circuit, and charging the battery with a small current.
[0012] In some embodiments, in overcharge mode, the charge / discharge circuit control strategy includes: controlling the discharge MOSFET group to close, and preferentially executing the control strategy of disconnecting the charging MOSFET group, while temporarily closing the charging MOSFET group when the discharge current is detected to be greater than a third threshold.
[0013] In some embodiments, under the wake-up source judgment mode, the charging and discharging circuit control strategy includes: after a valid wake-up source is detected, the complete process from initialization mode, normal mode to charging mode is automatically executed through the mode switching of the state machine to realize automatic recharging of the battery.
[0014] A second aspect of this disclosure provides an intelligent management system for an on-board battery used to execute the intelligent management method for an on-board battery according to the first aspect of this disclosure. The system includes: a data acquisition and filtering module for acquiring and processing individual cell voltage, current, and temperature signals of the battery; a parameter calculation module for calculating the state of charge (SOC), state of health (SOH), and state of energy (SOE) of the battery; a fault diagnosis module for detecting overcharge, over-discharge, and overheating faults and outputting fault diagnosis results; a control module for implementing switching logic between multiple operating modes; and a hardware driving circuit for driving the charging MOSFET group, the discharging MOSFET group, and the charging current limiting circuit to execute the charging and discharging loop control strategy.
[0015] A third aspect of this disclosure is to provide an electric vehicle that includes an on-board battery intelligent management system according to a second aspect of this disclosure.
[0016] The beneficial effects of this disclosure compared to the prior art are as follows: By collecting multi-dimensional data such as voltage, current, and temperature, and comprehensively calculating SOC, SOH, and SOE, the system can accurately and in real time grasp the health status and remaining energy of the battery, providing a scientific basis for all subsequent control decisions; the adoption of a state machine with eight working modes, especially the introduction of wake-up source judgment mode and latching mode, constitutes a double guarantee against power failure; the rigorous state machine logic can flexibly cope with various complex working conditions such as vehicle stationary, running, charging, and faults; facing the popularization of high-power loads such as advanced driver assistance systems and large-screen infotainment systems, the technical solution of this disclosure provides a dynamic and adaptive energy distribution and protection strategy, meeting the higher reliability and higher power requirements of modern electric vehicles for 12V power supply systems. Attached Figure Description
[0017] To more clearly illustrate the technical solutions in the embodiments of this disclosure, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this disclosure. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0018] Figure 1 This is a flowchart illustrating an intelligent management method for a vehicle-mounted battery provided in an embodiment of this disclosure. Figure 2This is a circuit diagram of the intelligent management system for vehicle-mounted batteries provided in an embodiment of this disclosure; Figure 3 This is a diagram showing the working mode state transition of the intelligent management system for vehicle batteries provided in this embodiment of the disclosure; Figure 4 This is a structural block diagram of the intelligent management system for vehicle-mounted batteries provided in an embodiment of this disclosure. Detailed Implementation
[0019] Embodiments of this disclosure will now be described more fully with reference to the accompanying drawings, in which examples are illustrated. However, embodiments of this disclosure may be implemented in many different forms and should not be construed as limited to the embodiments specifically set forth herein; rather, these embodiments are provided so that this disclosure will be exhaustive and complete, and will fully convey the concepts of the embodiments to those skilled in the art, enabling them to practice the invention. In the drawings, related reference numerals denote the same elements, and therefore their descriptions will be omitted.
[0020] It should be understood that when an element is said to be connected to or connected to another element, the element can be directly connected to the other element, or there can be an intermediary element between them. Conversely, when an element is said to be directly connected to another element, there is no intermediary element.
[0021] Unless otherwise defined, all terms used herein (including technical and scientific terms) shall have the same meaning as commonly understood by one of ordinary skill in the art to which embodiments of this disclosure pertain. It should also be understood that terms, such as those defined in common dictionaries, shall be interpreted as having a meaning consistent with their meaning in the context of the relevant field, and shall not be interpreted in an idealized or overly rigid sense unless expressly so defined herein.
[0022] The term "...device" as used in the embodiments can refer to a software component or a hardware component configured to perform a specific function. Hardware components may include field-programmable gate arrays (FPGAs) or application-specific integrated circuits (ASICs). Software components may refer to data used by executable code and / or data stored in addressable storage media and used by executable code. Therefore, software components can be, for example, object-oriented software components, class components, and working components, and may include processes, functions, attributes, procedures, subroutines, program code segments, drivers, firmware, microcode, circuits, data, databases, data structures, tables, arrays, or variables.
[0023] The terminology used herein is for the purpose of describing particular embodiments and is not intended to be limiting of this disclosure. It should be understood that the terms “comprising,” “including,” and “having,” as used in this specification, specify the presence of features, quantities, steps, operations, elements, and / or components, but do not exclude the presence or addition of one or more other features, quantities, steps, operations, elements, components, and / or groups thereof.
[0024] The intelligent management method, system, and electric vehicle for on-board batteries according to embodiments of the present disclosure will now be described in detail with reference to the accompanying drawings.
[0025] Figure 1 This is a flowchart illustrating an intelligent management method for a vehicle-mounted battery provided in an embodiment of this disclosure. Figure 2 This is a circuit diagram of the intelligent management system for vehicle-mounted batteries provided in an embodiment of this disclosure; Figure 3 This is a diagram showing the working mode state transition of the intelligent management system for vehicle batteries provided in this embodiment of the disclosure; Figure 4 This is a structural block diagram of the intelligent management system for vehicle-mounted batteries provided in an embodiment of this disclosure. The following is in conjunction with... Figures 1 to 4 Together, we will describe the intelligent management method, system, and electric vehicle for on-board batteries provided in the embodiments of this disclosure.
[0026] like Figure 1 As shown in the embodiments of this disclosure, the intelligent management method for vehicle-mounted batteries includes: Step S101: Collect and filter battery status data of the storage battery, including voltage, current and temperature data.
[0027] In this embodiment of the disclosure, a series of analog quantities, such as individual battery voltage, individual battery temperature, and battery current, are collected, converted into actual physical values, and filtered to serve as the basis for software fault diagnosis.
[0028] Step S102: Calculate the SOC (State of Charge), SOH (State of Health), and SOE (State of Energy) of the battery based on the battery status data, and perform fault diagnosis to obtain the fault diagnosis results.
[0029] Specifically, fault diagnosis involves detecting overcharge, over-discharge, and overheating faults in the battery and outputting fault codes as the diagnosis results. This includes calculating the battery's state parameters such as SOC, SOH, and SOE, which can be understood as calculating the battery state parameter SOX.
[0030] Step S103: Based on battery status data, vehicle status and fault diagnosis results, switch between states of a state machine that includes at least eight working modes. The eight working modes include wake-up source judgment mode, initialization mode, normal mode, latch mode, charging mode, over-discharge mode, over-charge mode and fatal mode.
[0031] Switching between states in the state machine allows for control of the battery's operating mode. Specifically, based on the battery's current charging / discharging or fault state, the system can control the battery to enter charging, discharging, or fault states, and manage the battery's charging and discharging processes.
[0032] Step S104: Based on the current working mode, execute the corresponding battery charging and discharging circuit control strategy.
[0033] like Figure 2 As shown, in the intelligent management system of the vehicle-mounted battery of this embodiment, the battery 201 is a 12V battery composed of individual cells. The battery positive and negative terminals 209 include a positive terminal and a negative terminal. The charging current limiting circuit 208 can be a BUCK circuit, which, when operational, limits the charging current to within 2A. The charging MOSFET group 206 includes a parallel circuit composed of four charging MOSFETs connected in parallel. The charging MOSFET group 206 can be controlled by software to control the charging circuit's on / off state. The discharging MOSFET group 207 includes a parallel circuit composed of four charging MOSFETs connected in parallel. The discharging MOSFET group 207 can be controlled by software to control the discharging circuit's on / off state. The central processing unit 204 is connected to the analog front-end circuit 202, and the shunt 203 is connected in the main charging / discharging circuit. The analog front-end circuit 202 is also connected to the battery 20 and the shunt 203. The central processing unit 204 is connected to the MOS drive circuit 205, which controls the charging MOS transistor group 206 and the discharging MOS transistor group 207. This hardware solution can realize the conduction and cutoff of the battery charging and discharging circuits, and realize the opening or closing of the charging and discharging functions; at the same time, it can limit the charging current by controlling the switch of the charging current limiting circuit.
[0034] like Figure 3As shown, the state machine switches between states containing at least eight operating modes, including: in wake-up source judgment mode, entering initialization mode after detecting a valid wake-up source; in initialization mode, jumping to normal mode, overcharge mode, or fatal mode based on fault diagnosis results; in normal mode, entering latching mode when the battery's SOC is lower than the first latching threshold or the cell voltage is lower than the second latching threshold and the vehicle is stationary; entering over-discharge mode when a discharge MOS fault is detected, the vehicle is stationary, and the normal mode continues for a preset first duration; and entering charging mode when a charging permission signal is received and charging current is present. The first latching threshold can be 80%, and the second latching threshold can be 3.4V, but is not limited to these values.
[0035] Specifically, such as Figure 3 In the embodiment shown in this disclosure, the state machine includes the following eight operating modes: Wake-up source judgment mode 301: Upon entering this mode, the control module (controller) determines whether a valid wake-up source exists. A valid wake-up source exists if any of the following conditions occur: The charging / discharging current reaches a certain value and persists for a certain period of time, i.e., a preset first threshold, which can be 5 seconds; the external battery voltage is detected to be greater than the internal battery voltage by a certain value, i.e., a preset first difference, for example, which can be 1V; the central processing unit (CPU) detects that the state of charge (SOC) is lower than a preset second threshold, for example, which can be 80%; a vehicle network wake-up signal is received, i.e., wake-up is initiated via the vehicle network; a system forced wake-up signal is detected to be valid and persists for a preset second duration, i.e., the system is forced to wake up, for example, the system performs a forced wake-up when a grounding signal is detected to be valid for 5 seconds.
[0036] Jump condition 11: If the wake-up source is successfully detected, enter the initialization mode; otherwise, enter the controller sleep state.
[0037] In the wake-up source judgment mode, the charging and discharging circuit control strategy also includes: after a valid wake-up source is detected, the complete process from initialization mode, normal mode to charging mode is automatically executed through the mode switching of the state machine to realize automatic replenishment of the battery.
[0038] Initialization mode 302: After entering this mode, the system enters the normal network working mode and begins fault logic judgment, and further completes SOX calculation correction and begins normal SOX calculation; in addition, it judges whether the vehicle is stationary, that is, whether the vehicle is in P gear and the vehicle speed is 0.
[0039] Jump condition 21: When a MOS fault with no charge / discharge is detected and the initialization mode lasts for 3 seconds, or lasts for 6 seconds, or one of the following three conditions is met and the duration is greater than 3.2 seconds: hardware wake-up is effective, RTC wake-up is effective, or power latch is effective, enter normal mode.
[0040] No charge / discharge MOS fault means that no fault has occurred that causes the charge / discharge MOS to disconnect and the charging MOS to disconnect.
[0041] Jump condition 22: When a charging MOS fault is detected and the initialization mode lasts for more than 3.2 seconds, enter overcharge mode. A charging MOS fault means that the charging MOS is disconnected.
[0042] Jump condition 23: When a charge / discharge MOS fault is detected and the initialization mode duration is greater than 0.1s, enter fatal mode. A charge / discharge MOS fault means that the charge / discharge MOS is disconnected.
[0043] Normal mode 303 is the normal operating mode for the battery, allowing for normal charging and discharging. In this mode, the software continuously monitors the individual cell voltage and SOC of the battery. If the charging conditions are met (SOC less than a certain value, e.g., 80%), or the individual cell voltage less than a certain value, e.g., 3.4V), a charging request is sent via the CAN control module. If the power-locking conditions are met (SOC less than a certain value, e.g., 20%), or the individual cell voltage less than a certain value, e.g., 3.2V), an internal power-locking flag is activated.
[0044] Jump condition 31: When the power lock flag is determined to be established, no charging / discharging MOS disconnection fault has occurred, and the vehicle has been stationary for more than 60 seconds, the latch mode is entered.
[0045] Jump condition 32: When a discharge MOS fault is detected, the vehicle is stationary, and the duration in Normal mode exceeds a preset first duration, the over-discharge mode is entered. A discharge MOS fault means that the discharge MOS is disconnected. The first duration can be 1 second.
[0046] Jump condition 33: When a charging MOS fault or no charging request is detected and the duration in Normal mode is greater than 1 second, enter overcharge mode. A charging MOS fault or no charging request is detected if: the charging / discharging MOS is disconnected (fault mode is valid), the latched capacity is invalid, the voltage charging request is invalid and the SOC low charging request is invalid, or the total voltage is overvoltage.
[0047] Jump condition 34: When a charging / discharging MOS fault is detected, the vehicle is stationary, and the duration in Normal mode exceeds 0.1 seconds, enter fatal mode. A charging / discharging MOS fault, i.e., a fault mode where the charging / discharging MOS is disconnected, is valid.
[0048] Jump condition 35: When a charging request is detected, and the vehicle area controller coordinates the power module to work and responds via CAN to allow charging and there is charging current, the charging mode is entered.
[0049] In latching mode 304, the battery's charge level is low, and normal charging and discharging are not allowed. Only a small current charging is permitted through the BUCK circuit to protect the battery. Specifically, the charging and discharging circuit control strategy in latching mode is to disconnect the discharging circuit to the high-power load and the charging circuit from the high-power generator, enabling only the charging current-limiting circuit to charge the battery with a small current.
[0050] Jump condition 41: When the latch flag is no longer met, i.e., the SOC is greater than a certain value, such as 21%, and the individual cell voltage is greater than a certain value, such as 3.2V, for 10 seconds, or a forced wake-up is valid, or an external voltage higher than the internal voltage is detected, enter Normal mode. A forced wake-up is either a hardware wake-up or a power-assisted wake-up. A battery pack voltage greater than or equal to 11.3V indicates that the external voltage is higher than the internal voltage. An individual cell voltage greater than a certain value can be defined as an individual cell voltage higher than the latch entry threshold plus 0.05V above the latch entry threshold.
[0051] Jump condition 42: When the battery voltage is greater than a certain value, such as 9.3V, and there is a charging current greater than 1A for 1 minute, enter charging mode. Jump condition 42 can also be designed as follows: when the low-voltage battery has no request to exit charging and the low-voltage battery charging level is 1 or 2, or the battery is in charging state, and the following conditions are met: charging time greater than 2s, duration greater than 5.5s, exiting charging when fully charged is invalid, VCU has no exit charging command, charging MOS is not disconnected due to fault and charging current greater than 1A for 1 minute.
[0052] Charging mode 305 is the mode entered when the battery is charging. In this mode, the charging current is controlled according to the battery temperature and battery voltage; and a charging voltage request is sent according to its own voltage to achieve the purpose of battery protection.
[0053] Jump Condition 51: When the vehicle is stationary and the battery lock indicator is active and the charging time is greater than 5 seconds, or when the battery voltage is less than a certain value, such as 7V, and the discharge current lasts for more than 0.5 seconds, the battery lock mode is activated. The battery lock indicator being active activates the battery latch mode.
[0054] Jump condition 52: When the vehicle area controller sends a "charging not allowed" signal or loses the "charging allowed" signal, or there is a discharge current lasting for 1 minute, or there is a charging MOS fault, or the battery is fully charged, or the protection voltage is reached (e.g., maximum single-cell voltage 3.7V), the system enters Normal mode. Charging MOS fault and fully charged battery conditions include: effective exit from charging mode upon full charge, charging current greater than 6000mA, effective stopping of charging by the vehicle controller, a fault causing the charging MOS to disconnect, or total voltage overvoltage. Note that the fully charged voltage varies depending on the type of battery; for example, the maximum single-cell voltage may be 3.65V and the current less than 2A.
[0055] Jump condition 53: When both the charging and discharging MOS fail simultaneously and the vehicle remains stationary for more than 0.2 seconds, the system enters fatal mode. Simultaneous charging and discharging MOS failure, i.e., a fault mode where the charging and discharging MOS is disconnected, is valid.
[0056] Over-discharge mode 306: In this mode, the discharge MOS is disconnected to protect the battery from over-discharge, which is usually caused by a discharge MOS control failure or low cell voltage.
[0057] Jump condition 61: When there is no discharge MOS fault and the charging duration is greater than 1 minute, enter Normal mode.
[0058] Jump condition 62: When there is a charging current for a duration greater than 0.2s, enter charging mode.
[0059] Overcharge mode 307, corresponding to over-discharge mode, is generally triggered by a charging MOS control failure or excessively high cell voltage. To protect the battery from overcharging, the charging MOS is disconnected. In overcharge mode, the charge / discharge circuit control strategy is as follows: the discharge MOS transistor group is closed, and the control strategy of disconnecting the charging MOS transistor group is prioritized. Simultaneously, the charging MOS transistor group is temporarily closed when the discharge current exceeds a third threshold. This third threshold can be 0.5A, but is not limited to this value.
[0060] Jump condition 71: When there is no charging MOS fault, charging request, or power-locking request, and the voltage is not under protection voltage (e.g., maximum single-cell voltage 3.7V) and the duration is greater than 10s, enter Normal mode.
[0061] No charging request or power-locking request means that the latched power is valid, the voltage charging request is valid, or the SOC low charging request is valid. If it is not under the protection voltage, it means that the total voltage is not overvoltage.
[0062] Jump condition 72: When the charging and discharging MOS fails simultaneously and the vehicle remains stationary for 0.2 seconds, enter fatal mode.
[0063] Fatal Mode 308: When a serious fault occurs, such as a failure of both the charging and discharging MOSFETs or thermal runaway, this mode is entered, and normal charging and discharging are not allowed.
[0064] Jump condition 81: If the charging MOS or discharging MOS fails and the duration is greater than 60s, enter Normal mode.
[0065] In such Figure 2 Based on the circuit diagram shown, step S104 executes the corresponding battery charging and discharging circuit control strategy, including: executing the charging and discharging circuit control strategy by controlling the switching states of the charging MOSFET group, the discharging MOSFET group and the charging current limiting circuit connected in series with the battery.
[0066] Specifically, different modes employ different control strategies for the charging and discharging MOS and BUCK circuits.
[0067] In wake-up source judgment mode and initialization mode, the charging and discharging MOS and BUCK circuit maintain the same state as before the last sleep.
[0068] When controlling the charging MOS in normal mode and charging mode, the charging MOS will be disconnected if any of the following conditions are met: no sampling fault and the battery pack voltage is less than 12V and the Buck circuit is currently open; sampling fault and the Buck circuit is currently open; the Buck circuit has a closing request and the charging current is greater than 1A; low SOC in charging mode and the minimum single cell temperature is less than or equal to -20℃.
[0069] When controlling the charging MOS in normal mode and charging mode, the charging MOS will be closed if any of the following conditions are met: the discharge current is greater than 0.5A; the Buck circuit is not closed; or the BUCK closure condition is met in charging mode and lasts for 5 minutes.
[0070] When controlling the discharge MOS in normal mode and charging mode, the discharge MOS closes the first time the mode is entered; if the Buck circuit is not closed, the discharge MOS closes the first time.
[0071] When BUCK control is performed in normal mode and charging mode, BUCK is disabled when the charging MOS is closed and enabled when the charging MOS is open.
[0072] In latch mode, fatal mode, and over-discharge mode, the BUCK circuit is enabled if the charge / discharge MOS is disconnected.
[0073] When controlling the charging MOS in overcharge mode, if the overcharge mode is entered, the charging MOS is disconnected; if the discharge current is greater than 1A, the charging MOS is closed; if the charging current is greater than 1A, the charging MOS is disconnected after 1s.
[0074] In overcharge mode, the discharge MOS is closed, and the BUCK circuit remains unchanged.
[0075] When executing the charge / discharge loop control strategy by controlling the switching states of the charging MOSFET group, the discharging MOSFET group, and the charging current limiting circuit connected in series with the battery, in normal mode and charging mode, the discharging MOSFET group is controlled to be closed, and the charging MOSFET group is controlled to be switched on and off according to the battery status, charging request, and preset rules. The operating state of the charging MOSFET group and the operating state of the charging current limiting circuit are mutually exclusive. In latching mode, over-discharge mode, and fatal mode, both the charging MOSFET group and the discharging MOSFET group are controlled to be disconnected, and the charging current limiting circuit is enabled, allowing only a small current to charge, which can be 2A.
[0076] The technical solution of this disclosure embodiment is designed with 8 battery control modes, each with different charging and discharging control logic, which can accurately control the working state under different operating conditions; it is designed with automatic charging logic, which can wake up the vehicle to charge regardless of whether the vehicle is in a dormant state or a working state; it is designed with multiple fault modes, which control the enabling or disconnection of charging or discharging or current limiting under different modes and temperatures. For example, it can limit charging current when the temperature is low and the battery is low.
[0077] The intelligent management method for on-board batteries of electric vehicles provided in this disclosure collects multi-dimensional data such as voltage, current, and temperature, and comprehensively calculates SOC, SOH, and SOE. The system can accurately and in real time grasp the health status and remaining energy of the battery, providing a scientific basis for all subsequent control decisions. It adopts a state machine with eight working modes, especially the introduction of wake-up source judgment mode and latching mode, which constitutes a double guarantee against power failure. The rigorous state machine logic can flexibly cope with various complex operating conditions such as vehicle stationary, running, charging, and faults. Facing the popularization of high-power loads such as advanced driver assistance systems and large-screen infotainment systems, the technical solution of this disclosure provides a dynamic and adaptive energy distribution and protection strategy, meeting the needs of modern electric vehicles for higher reliability and higher power of 12V power supply systems.
[0078] This disclosure provides an intelligent management system for an on-board battery of an electric vehicle, used to execute the intelligent management method for the on-board battery of an electric vehicle as described in the above-described technical solution. For example... Figure 4 As shown, the intelligent management system for vehicle batteries includes: The data acquisition and filtering module 401 is used to acquire and process the individual cell voltage, current and temperature signals of the storage battery.
[0079] The parameter calculation module 402 is used to calculate the battery's state of charge (SOC), state of health (SOH), and state of energy (SOE).
[0080] The fault diagnosis module 403 is used to detect overcharge, over-discharge, and overheating faults and output fault diagnosis results.
[0081] The control module 404 is used to implement the switching logic between multiple working modes.
[0082] The hardware driver circuit 405 is used to drive the charging MOSFET group, the discharging MOSFET group and the charging current limiting circuit to execute the charging and discharging loop control strategy.
[0083] The intelligent management system for the on-board battery of electric vehicles provided in this disclosure collects multi-dimensional data such as voltage, current, and temperature, and comprehensively calculates SOC, SOH, and SOE. The system can accurately grasp the health status and remaining energy of the battery in real time, providing a scientific basis for all subsequent control decisions. It adopts a state machine with eight working modes, especially the introduction of wake-up source judgment mode and latching mode, which constitutes a double guarantee against power failure. The rigorous state machine logic can flexibly cope with various complex operating conditions such as vehicle stationary, running, charging, and faults. Facing the popularization of high-power loads such as advanced driver assistance systems and large-screen infotainment systems, the technical solution of this disclosure provides a dynamic and adaptive energy distribution and protection strategy, meeting the needs of modern electric vehicles for higher reliability and higher power of 12V power supply systems.
[0084] The electric vehicle provided in this disclosure includes the intelligent management system for the on-board battery of the electric vehicle described in the above technical solution.
[0085] The electric vehicle provided in this disclosure includes an intelligent management system for the on-board battery as described in the above-mentioned technical solution. This intelligent management system collects multi-dimensional data such as voltage, current, and temperature, and comprehensively calculates SOC, SOH, and SOE. The system can accurately and in real time grasp the health status and remaining energy of the battery, providing a scientific basis for all subsequent control decisions. It adopts a state machine with eight working modes, especially the introduction of wake-up source judgment mode and latching mode, which constitutes a double guarantee against power failure. The rigorous state machine logic can flexibly cope with various complex working conditions such as vehicle stationary, running, charging, and faults. Facing the popularization of high-power loads such as advanced driver assistance systems and large-screen infotainment systems, the technical solution of this disclosure provides a dynamic and adaptive energy distribution and protection strategy, meeting the requirements of modern electric vehicles for higher reliability and higher power of 12V power supply systems.
[0086] The above are merely preferred embodiments of this disclosure and are not intended to limit this disclosure. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this disclosure should be included within the scope of protection of this disclosure.
Claims
1. A method for intelligent management of vehicle-mounted batteries, characterized in that, include: Collect and filter battery status data of the storage battery, the battery status data including voltage, current and temperature data; Based on the battery state data, the battery's state of charge (SOC), state of health (SOH), and state of energy (SOE) are calculated, and fault diagnosis is performed to obtain the fault diagnosis results. Based on battery status data, vehicle status, and the fault diagnosis results, the state machine switches between states containing at least eight operating modes, including wake-up source judgment mode, initialization mode, normal mode, latch mode, charging mode, over-discharge mode, overcharge mode, and fatal mode. Based on the current operating mode, execute the corresponding battery charging and discharging circuit control strategy.
2. The intelligent management method according to claim 1, characterized in that, Switching between states in a state machine that contains at least eight operating modes, including: In the wake-up source determination mode, the initialization mode is entered after a valid wake-up source is detected; In the initialization mode, based on the fault diagnosis results, the system switches to normal mode, overcharge mode, or fatal mode. In the normal mode, when the SOC of the battery is lower than the first latching threshold or the single cell voltage is lower than the second latching threshold and the vehicle is stationary, the latching mode is entered. When a discharge MOS fault is detected, the vehicle is stationary and the normal mode is maintained for a preset first duration, the over-discharge mode is entered. When a charging enable signal is received and a charging current is present, the charging mode is entered.
3. The intelligent management method according to claim 2, characterized in that, The valid wake-up source includes any of the following: The charging / discharging current is detected to continuously reach a preset first threshold. The external battery voltage is detected to be higher than the preset first difference between the internal and external voltages. The SOC of the battery is lower than a preset second threshold. Received a vehicle network wake-up signal; The system is detected to be valid and the system is detected to be valid for a preset second duration.
4. The intelligent management method according to claim 1, characterized in that, The corresponding battery charging and discharging circuit control strategy is executed by controlling the switching states of the charging MOSFET group, the discharging MOSFET group and the charging current limiting circuit connected in series with the battery.
5. The intelligent management method according to claim 4, characterized in that, The charging and discharging loop control strategy is executed by controlling the switching states of the charging MOSFET group, the discharging MOSFET group, and the charging current limiting circuit connected in series with the battery, including: In normal mode and charging mode, the discharge MOS transistor group is controlled to close, and the charging MOS transistor group is controlled to turn on and off according to the battery status, charging request and preset rules. The operating state of the charging MOS transistor group is mutually exclusive with the operating state of the charging current limiting circuit. In latch mode, over-discharge mode, and fatal mode, both the charging MOSFET group and the discharging MOSFET group are disconnected, and the charging current limiting circuit is enabled, allowing only small current charging.
6. The intelligent management method according to claim 5, characterized in that, In the latching mode, the charging and discharging circuit control strategy includes: disconnecting the discharging circuit to the high-power load and the charging circuit from the high-power generator, enabling only the charging current limiting circuit, and charging the battery with a small current.
7. The intelligent management method according to claim 5, characterized in that, In the overcharge mode, the charge and discharge circuit control strategy includes: controlling the discharge MOS transistor group to close, and preferentially executing the control strategy of disconnecting the charging MOS transistor group, while temporarily closing the charging MOS transistor group when the discharge current is detected to be greater than a third threshold.
8. The intelligent management method according to claim 1, characterized in that, In the wake-up source determination mode, the charging and discharging circuit control strategy includes: After a valid wake-up source is detected, the state machine automatically executes the complete process from initialization mode, normal mode to charging mode through mode switching, thereby realizing automatic recharging of the battery.
9. An intelligent management system for vehicle-mounted batteries, characterized in that, For performing the intelligent management method as described in any one of claims 1 to 8, comprising: The data acquisition and filtering module is used to acquire and process the individual cell voltage, current, and temperature signals of the battery. The parameter calculation module is used to calculate the battery's state of charge (SOC), state of health (SOH), and state of energy (SOE). The fault diagnosis module is used to detect overcharge, over-discharge, and overheating faults and output fault diagnosis results. The control module is used to implement the switching logic between the multiple working modes; The hardware driver circuit is used to drive the charging MOSFET group, the discharging MOSFET group, and the charging current limiting circuit to execute the charging and discharging loop control strategy.
10. An electric vehicle, characterized in that, It includes the vehicle-mounted battery intelligent management system as described in claim 9.