Tandem battery control method, device and system

Abstract

This invention relates to a dual-battery control method, apparatus, and system. The dual-battery control method includes acquiring an input signal; determining whether the input signal is a manually forced switching signal; if the input signal is a manually forced switching signal, determining the state of the manually forced switching signal; if the manually forced switching signal is at an active level, generating a forced isolation operation command; if the manually forced switching signal changes from an active level to an inactive level, generating a data preservation operation command. Its advantages include significantly reducing the CAN bus load rate, avoiding system-wide communication paralysis caused by a single bus failure, and improving the communication stability of dual-battery collaborative control; achieving multi-state indication and bidirectional confirmation mechanisms with extremely low communication overhead, reducing bus occupancy, and improving the reliability of command transmission; and solving the industry pain point of battery status data loss due to direct power failure in traditional systems, ensuring that BMS data is completely uploaded to the backend server every time power is lost.

Description

Technical Field

[0001] This invention relates to the field of vehicle battery management technology, and in particular to a dual-battery control method, a dual-battery control device, a dual-battery control system, a computer device, and a computer-readable storage medium. Background Technology

[0002] With the rapid development of new energy mobile devices, dual-battery (tandem battery) systems are increasingly widely used in heavy-duty vehicles, construction machinery, and other fields. Dual-battery systems, through the coordinated operation of two battery packs, can effectively improve the equipment's range and power supply reliability. However, existing dual-battery control systems mainly have the following shortcomings: First, existing dual-battery systems mostly adopt simple parallel or series switching methods, lacking refined state management based on multi-dimensional input signals, making it difficult to take into account the intelligent switching of multiple working modes such as driving, charging, emergency forced operation, and low-power standby.

[0003] Secondly, in terms of communication architecture, traditional dual-battery systems typically connect two battery controllers directly to the same CAN bus, lacking effective communication isolation and gateway management mechanisms. This results in high bus load, a high risk of signal conflict, and a potential impact on the communication stability of the entire system when one of the battery controllers fails.

[0004] Third, existing systems often directly cut off all power supply during the shutdown process, which prevents the backend from receiving complete battery status data, affecting remote monitoring and data integrity.

[0005] Fourth, it lacks a flexible manual forced switching mechanism, making it difficult to easily achieve independent operation of a single battery when a battery malfunctions or needs repair.

[0006] Fifth, when two battery banks are connected in parallel, the voltage difference between them will generate a large circulating current (circulating current effect) between the battery banks and in the external circuitry. This circulating current can cause a rapid increase in battery and circuit temperature, potentially leading to melting of battery and control circuit contacts, damage to wires and electronic components, and severely impacting system performance and durability. Therefore, when two battery banks are connected in parallel, the voltage difference must be effectively controlled to avoid the hazards of circulating current.

[0007] Sixth, regarding the communication architecture, if both battery packs simultaneously interact with the vehicle control unit (VCU) and the charging station, it can lead to data bus conflicts and mutual interference of low-voltage control signals. This can cause communication failures in the vehicle's VCU computer and errors in the charging station, preventing the charging and discharging process from proceeding normally. This problem is particularly prominent in scenarios where both batteries are charging or discharging simultaneously.

[0008] Seventh, in charging scenarios, if the vehicle's all-in-one DC-DC module is not activated during the main drive battery charging process, the vehicle's DC24V battery will be unable to receive replenishment and will instead be depleted, thus failing to provide low-voltage power to the BMS system. This will cause the charging and discharging process to be interrupted due to BMS power failure. Therefore, the main drive battery must maintain necessary interaction with the vehicle during charging to ensure the normal operation of the DC-DC module.

[0009] Eighth, for the backup battery, if it also communicates with the vehicle controller during charging and discharging, the simultaneous interaction of both battery sets with the vehicle controller will inevitably lead to data communication errors. Both the main controller and the charging station will report errors, making normal charging and discharging impossible. Therefore, the backup battery needs to be isolated from the vehicle during charging and discharging.

[0010] Currently, no effective solutions have been proposed for the problems existing in related technologies, such as low communication reliability of dual-battery systems, inflexible switching between multiple working modes, easy data loss during power-off leading to incomplete background monitoring, and high power consumption due to continuous operation of communication modules. Summary of the Invention

[0011] The purpose of this application is to address the shortcomings of the prior art by providing a dual-battery control method, dual-battery control device, dual-battery control system, computer equipment, and computer-readable storage medium, so as to at least solve the problems of low communication reliability, inflexible switching between multiple working modes, easy data loss during power-off leading to incomplete background monitoring, and high power consumption caused by continuous operation of the communication module in the related art.

[0012] To achieve the above objectives, the technical solution adopted in this application is as follows: Firstly, a dual-cell battery control method is provided, comprising: Acquire input signal; Determine whether the input signal is a manually forced switching signal; If the input signal is a manual forced switching signal, determine the state of the manual forced switching signal; If the manual forced switching signal is at a valid level, a forced isolation operation command is generated; If the manually forced switching signal changes from an active level to an inactive level, a data preservation operation command is generated.

[0013] In some of these embodiments, it also includes: If the manual forced switching signal remains at an invalid level, determine whether the input signal is the vehicle key ON position signal or the charging pile wake-up signal; When the input signal is a vehicle key ON signal or a charging pile wake-up signal, determine the state of the input signal; Based on the state of the input signal, a data pass-through operation command is generated.

[0014] In some embodiments, if the input signal is the vehicle key ON position signal and the vehicle key ON position signal is at an active level, a first data pass-through operation command is generated, wherein the first data pass-through operation command is used to initiate bidirectional data pass-through.

[0015] In some embodiments, if the input signal is a charging pile wake-up signal and the charging pile wake-up signal is at an active level, a second data pass-through operation instruction is generated, wherein the second data pass-through operation instruction is used to stop bidirectional data pass-through.

[0016] In some embodiments, if the first acquired charging pile wake-up signal is at a valid level and the second acquired charging pile wake-up signal is at an invalid level, a third data pass-through operation instruction is generated, wherein the third data pass-through operation instruction is used to stop bidirectional data pass-through.

[0017] In some embodiments, the manual forced switching signal is active high, while the vehicle key ON signal and the charging pile wake-up signal are active low.

[0018] Secondly, a dual-battery control device is provided, comprising: The acquisition unit is used to acquire the input signal; The first judgment unit is used to determine whether the input signal is a manually forced switching signal; The second judgment unit is used to determine the state of the manual forced switching signal when the input signal is a manual forced switching signal; The generation unit is configured to generate a forced isolation operation command if the manual forced switching signal is at an active level, and to generate a data preservation operation command if the manual forced switching signal changes from an active level to an inactive level.

[0019] Thirdly, a dual-battery control system is provided, comprising: The dual-battery control device as described in the second aspect; A first controller, which is communicatively connected to the dual-battery control device; A second controller is communicatively connected to the dual-battery control device. The first CAN bus is communicatively connected to the dual-battery control device and the first controller. The second CAN bus is communicatively connected to the dual-battery control device and the second controller, respectively. The first CAN bus and the second CAN bus transmit data bidirectionally through the dual-battery control device.

[0020] In some of these embodiments, it also includes: The BMS constant-current relay is communicatively connected to the dual-battery control device.

[0021] Fourthly, a computer device is provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor, when executing the computer program, implements the dual-battery control method as described in the first aspect.

[0022] Fifthly, a computer-readable storage medium is provided having a computer program stored thereon that, when executed by a processor, implements the dual-battery control method as described in the first aspect.

[0023] Compared with related technologies, the dual-battery control method, dual-battery control device, dual-battery control system, computer equipment, and computer-readable storage medium provided in this application have the following technical effects: (1) The reliability improvement brought by dual CAN bus gateway isolation: significantly reduced CAN bus load rate, avoided the paralysis of the entire system communication caused by a single bus failure, and improved the communication stability of dual battery collaborative control; (2) Improved scene adaptability brought about by multi-mode intelligent switching: It realizes accurate identification and automatic / manual switching of four working modes: driving, charging, forced single battery, and low power standby, covering the entire life cycle usage scenarios of mobile devices; (3) Efficiency improvement brought by custom simplified protocol: multi-state indication and two-way confirmation mechanism are realized with extremely low communication overhead, which reduces bus occupation and improves the reliability of command transmission; (4) Data integrity guarantee brought by power-off self-locking mechanism: It solves the industry pain point of battery status data loss caused by direct power failure in traditional systems, and ensures that BMS data can be completely uploaded to the back-end server every time power is cut off; (5) Energy consumption optimization brought about by on-demand start and stop of communication module: The communication module (4G / 5G) is only started in three necessary scenarios: driving, charging and data security, and is turned off in forced mode and standby mode, which significantly reduces the static power consumption of the system. Attached Figure Description

[0024] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings: Figure 1This is a framework diagram of a dual-battery control system according to an embodiment of the present invention; Figure 2 This is a schematic diagram (a) of a dual-battery control method according to an embodiment of the present invention. Figure 3 This is a schematic diagram (II) of a dual-battery control method according to an embodiment of the present invention. Figure 4 This is a schematic diagram (III) of a dual-battery control method according to an embodiment of the present invention. Figure 5 This is a frame diagram of a dual-battery control device according to an embodiment of the present invention; Figure 6 This is a schematic diagram of a specific embodiment of the dual-battery control system according to an embodiment of the present invention. Detailed Implementation

[0025] To make the objectives, technical solutions, and advantages of this application clearer, the application is described and illustrated below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application. All other embodiments obtained by those skilled in the art based on the embodiments provided in this application without inventive effort are within the scope of protection of this application.

[0026] Obviously, the accompanying drawings described below are merely some examples or embodiments of this application. Those skilled in the art can apply this application to other similar scenarios based on these drawings without any inventive effort. Furthermore, it is understood that although the efforts made in this development process may be complex and lengthy, for those skilled in the art related to the content disclosed in this application, any changes to design, manufacturing, or production based on the technical content disclosed in this application are merely conventional technical means and should not be construed as insufficient disclosure of the content of this application.

[0027] In this application, the reference to "embodiment" means that a specific feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment that is mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described in this application may be combined with other embodiments without conflict.

[0028] Unless otherwise defined, the technical or scientific terms used in this application shall have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms “a,” “an,” “an,” “the,” and similar words used in this application do not indicate quantity limitation and may indicate singular or plural. The terms “comprising,” “including,” “having,” and any variations thereof used in this application are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or device that includes a series of steps or modules (units) is not limited to the listed steps or units, but may also include steps or units not listed, or may include other steps or units inherent to these processes, methods, products, or devices. The terms “connected,” “linked,” “coupled,” and similar words used in this application are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. “Multiple” used in this application refers to two or more. “And / or” describes the relationship between related objects, indicating that three relationships may exist; for example, “A and / or B” can represent: A alone, A and B simultaneously, and B alone. The character " / " generally indicates that the preceding and following objects are in an "or" relationship. The terms "first," "second," and "third" used in this application are merely to distinguish similar objects and do not represent a specific ordering of the objects.

[0029] Example 1 An illustrative embodiment of the present invention, such as Figure 1 As shown, a dual-battery control system includes a dual-battery control device, a first controller, a second controller, a first CAN bus, a second CAN bus, and a BMS (Battery Management System) constantly powered relay. The first controller is communicatively connected to the dual-battery control device; the second controller is communicatively connected to the dual-battery control device; the first CAN bus is communicatively connected to both the dual-battery control device and the first controller; the second CAN bus is communicatively connected to both the dual-battery control device and the second controller; and the BMS constantly powered relay is communicatively connected to the dual-battery control device. The first CAN bus and the second CAN bus transmit data bidirectionally through a dual-battery control device.

[0030] It should be noted that, in this invention, the dual-battery control device includes, but is not limited to, a microcontroller.

[0031] Furthermore, the dual-battery control system also includes a communication module. This communication module is connected to the dual-battery control device and is used for data exchange with the backend server.

[0032] One embodiment of the present invention, such as Figure 2 As shown, a dual-cell battery control method includes: Step S102: Acquire the input signal; Step S104: Determine whether the input signal is a manually forced switching signal; Step S106: If the input signal is a manual forced switching signal, determine the status of the manual forced switching signal; Step S108: If the manual forced switching signal is at an effective level, generate a forced isolation operation command; Step S110: If the manual forced switching signal changes from an effective level to an ineffective level, a data preservation operation command is generated.

[0033] It should be noted that the execution subject of steps S102 to S110 is the dual-battery control device.

[0034] It should be noted that steps S108 and S110 are parallel steps and have no specific execution order.

[0035] It should be noted that in step S102, the input signals include a manual forced switching signal, a vehicle key ON position signal, and a charging pile wake-up signal.

[0036] It should be noted that in step S106, determining the state of the manual forced switching signal involves detecting whether the manual forced switching signal is at a valid level.

[0037] It should be noted that in step S108, the manual forced switching signal is active high.

[0038] It should be noted that in step S108, the forced isolation operation command is used for: The dual-battery control device controls the BMS constant-power relay to disconnect, stops bidirectional data transmission between the first CAN bus and the second CAN bus, sends a BMS shutdown message through the first CAN bus, and controls the communication module to shut down.

[0039] It should be noted that in step S110, the data preservation operation instruction is used for: The dual-battery control device receives the shutdown message from controller A via the first CAN bus and sends an acknowledgment reply to the first CAN bus; the dual-battery control device outputs a power supply signal through the analog ON wake-up signal output terminal to maintain the power supply to controller B; the dual-battery control device restarts the bidirectional data transmission between the first CAN bus and the second CAN bus; the dual-battery control device controls the start of the communication module to send data to the background server.

[0040] like Figure 3 As shown, after step S112, the following steps are also included: Step S202: If the manual forced switching signal remains at an invalid level, determine whether the input signal is the vehicle key ON position signal or the charging pile wake-up signal; Step S204: When the input signal is the vehicle key ON position signal or the charging pile wake-up signal, determine the status of the input signal; Step S206: Generate a data pass-through operation command based on the state of the input signal.

[0041] It should be noted that step S204 includes: Step S302: If the input signal is the vehicle key ON position signal and the vehicle key ON position signal is at an active level, generate a first data pass-through operation command, wherein the first data pass-through operation command is used to start bidirectional data pass-through. Step S304: If the input signal is a charging pile wake-up signal and the charging pile wake-up signal is at an effective level, generate a second data pass-through operation command, wherein the second data pass-through operation command is used to stop bidirectional data pass-through. Step S306: If the first obtained charging pile wake-up signal is valid and the second obtained charging pile wake-up signal is invalid, generate a third data pass-through operation command, wherein the third data pass-through operation command is used to stop bidirectional data pass-through.

[0042] It should be noted that in steps S302 to S304, the vehicle key ON signal and the charging pile wake-up signal are active low.

[0043] It should be noted that steps S302 and S304 are parallel steps and have no sequential execution relationship.

[0044] It should be noted that in step S302, the first data pass-through operation instruction is used for: The dual-battery control device controls the bidirectional data transmission between the first CAN bus and the second CAN bus, and controls the start of the communication module.

[0045] It should be noted that in step S304, the second data pass-through operation instruction is used for: The dual-battery control device controls the cessation of bidirectional data transmission between the first CAN bus and the second CAN bus, controls the activation of only the second CAN bus to receive data, and controls the communication module.

[0046] Furthermore, for step S104, the following steps are also included: Step S112: If the input signal is the vehicle key ON position signal, determine the state of the vehicle key ON position signal; Step S114: If the ON position signal of the vehicle key is at an effective level, generate a driving command.

[0047] It should be noted that in step S114, the driving command is used for: The dual-battery control device initiates bidirectional data transmission between the first and second CAN buses and activates the communication module.

[0048] Furthermore, for step S104, the following steps are also included: Step S116: If the input signal is a charging pile wake-up signal, determine the status of the charging pile wake-up signal; Step S118: If the charging pile wake-up signal is at a valid level, generate a charging command.

[0049] It should be noted that in step S118, the charging command is used for: The dual-battery control device stops bidirectional data transmission between the first CAN bus and the second CAN bus, enables only the second CAN bus to receive data, and starts the communication module.

[0050] The dual-battery control device described above includes an acquisition unit, a first judgment unit, a second judgment unit, and a generation unit. The acquisition unit acquires an input signal; the first judgment unit determines whether the input signal is a manual forced switching signal; the second judgment unit determines the state of the manual forced switching signal if the input signal is a manual forced switching signal; and the generation unit generates a forced isolation operation command if the manual forced switching signal is at an active level, and generates a data preservation operation command if the manual forced switching signal changes from an active level to an inactive level.

[0051] Furthermore, the dual-battery control device also includes a third judgment unit and a fourth judgment unit. The third judgment unit is used to determine whether the input signal is a vehicle key ON signal or a charging pile wake-up signal if the manual forced switching signal remains at an invalid level. The fourth judgment unit is used to determine the state of the input signal if the input signal is a vehicle key ON signal or a charging pile wake-up signal. In addition, the generation unit is also used to generate data pass-through operation commands based on the state of the input signal.

[0052] Furthermore, the dual-battery control method of this application embodiment can be implemented by a computer device. Components of the computer device may include, but are not limited to, a processor and a memory storing computer program instructions.

[0053] In some embodiments, the processor may include a central processing unit (CPU), an application-specific integrated circuit (ASIC), or one or more integrated circuits that can be configured to implement the embodiments of this application.

[0054] In some embodiments, the memory may include a mass storage device for data or instructions. For example, and not limitingly, the memory may include a hard disk drive (HDD), a floppy disk drive, a solid-state drive (SSD), flash memory, an optical disk drive, a magneto-optical disk drive, magnetic tape, or a Universal Serial Bus (USB) drive, or a combination of two or more of these. Where appropriate, the memory may include removable or non-removable (or fixed) media. Where appropriate, the memory may be internal or external to a data processing device. In a particular embodiment, the memory is non-volatile memory. In a particular embodiment, the memory includes read-only memory (ROM) and random access memory (RAM). Where appropriate, the ROM may be a mask-programmed ROM, a programmable read-only memory (PROM), an erasable programmable read-only memory (EPROM), an electrically erasable programmable read-only memory (EEPROM), an electrically alterable read-only memory (EAROM), or flash memory, or a combination of two or more of these. Where appropriate, the RAM can be Static Random-Access Memory (SRAM) or Dynamic Random-Access Memory (DRAM). DRAM can be Fast Page Mode Dynamic Random-Access Memory (FPMDRAM), Extended Data Out Dynamic Random-Access Memory (EDODRAM), Synchronous Dynamic Random-Access Memory (SDRAM), etc.

[0055] Memory can be used to store or cache various data files that need to be processed and / or communicated, as well as possible computer program instructions executed by the processor.

[0056] The processor reads and executes computer program instructions stored in the memory to implement any of the dual-battery control methods in the above embodiments.

[0057] In some embodiments, the computer device may further include a communication interface and a bus. The processor, memory, and communication interface are connected via the bus and communicate with each other.

[0058] The communication interface is used to enable communication between the various units, devices, and / or equipment in the embodiments of this application. The communication interface can also enable data communication with other components such as external devices, image / data acquisition devices, databases, external storage, and image / data processing workstations.

[0059] A bus, including hardware, software, or both, couples components of a computer device together. Buses include, but are not limited to, at least one of the following: data bus, address bus, control bus, expansion bus, and local bus. For example, and not as a limitation, a bus may include an Accelerated Graphics Port (AGP) or other graphics bus, an Extended Industry Standard Architecture (EISA) bus, a Front Side Bus (FSB), a Hyper Transport (HT) interconnect, an Industry Standard Architecture (ISA) bus, an InfiniBand interconnect, a Low Pin Count (LPC) bus, a memory bus, a Micro Channel Architecture (MCA) bus, a Peripheral Component Interconnect (PCI) bus, a PCI-Express (PCI-X) bus, a Serial Advanced Technology Attachment (SATA) bus, a Video Electronics Standards Association Local Bus (VLB) bus, or other suitable buses, or a combination of two or more of these. Where appropriate, a bus may include one or more buses. Although specific buses are described and illustrated in the embodiments of this application, this application considers any suitable bus or interconnection.

[0060] The computer device can execute the dual-battery control method in the embodiments of this application.

[0061] Furthermore, in conjunction with the dual-battery control method in the above embodiments, this application embodiment can provide a computer-readable storage medium for implementation. This computer-readable storage medium stores computer program instructions; when executed by a processor, these computer program instructions implement any of the dual-battery control methods in the above embodiments.

[0062] Example 2 This embodiment relates to a specific implementation of the present invention.

[0063] The dual-battery control system of this invention includes a microcontroller (MCU), controller A, controller B, BMS (battery management system), and a communication module (such as a 4G / 5G module). The MCU acts as the core control gateway, responsible for signal detection, mode determination, CAN bus routing control, and communication module management. Controller A is connected to the MCU via a first CAN bus (CAN1) and is responsible for the drive control and status feedback of the main battery. Controller B is connected to the MCU via a second CAN bus (CAN2) and is responsible for the management and control of the auxiliary battery. The BMS is also connected to the MCU via the second CAN bus and is responsible for real-time monitoring of battery status and data reporting. The communication module is controlled by the MCU to start and stop, and is responsible for data interaction with the backend server.

[0064] For the dual-battery control system of the present invention, its pin definitions, signal descriptions, communication protocols, etc. are as follows: Figure 6 As shown.

[0065] It should be noted that when parsing BMS data, the microcontroller uses the Kalman filter algorithm for SOC estimation optimization.

[0066] It should be noted that the dual-battery control system also includes an OTA (Over-The-Air) remote upgrade module. This module is connected to both the microcontroller and the communication module, and is used to obtain upgrade information through the communication module and update the microcontroller accordingly.

[0067] The operating mode of the dual-battery control system of the present invention is as follows: (a) Driving mode (key ON) When the microcontroller detects that PD2 is low (wakes up when the vehicle key is in the ON position): (1) The microcontroller initiates bidirectional data transmission between CAN1 and CAN2 to realize data interaction between controller A and controller B / BMS; (2) The microcontroller sends a working status message (0x04) through CAN1 and waits for the controller B to reply with confirmation (0x05); (3) The microcontroller starts the communication module, parses and assembles the received CAN data, and sends it to the background server.

[0068] (ii) Charging mode (charging wake-up) When the microcontroller detects that PD3 is low (charging pile A+ wakes up): (1) The microcontroller stops the bidirectional data transmission between CAN1 and CAN2; (2) The microcontroller only enables CAN2 to receive CAN data from the BMS; (3) The microcontroller starts the communication module, parses and assembles the charging data into packets, and sends them to the background server; (4) When PD3 goes high (charging ends), the microcontroller stops bidirectional data transmission between CAN1 and CAN2, sends a stop message (0x0A) to controller B through CAN1, and shuts down the communication module.

[0069] It should be noted that in this embodiment, the two battery packs are connected to two separate charging stations for charging. The reason for this is that the different states of charge and internal resistances of the different battery packs result in different terminal voltages. If they share the same charging station, the battery pack with the higher voltage will create a circulating current to the battery pack with the lower voltage, which not only reduces charging efficiency but may also cause excessive temperature rise in the batteries and wiring, damaging the control circuit. Using dual-gun independent charging is a necessary measure to ensure the safety and efficiency of dual-battery charging.

[0070] Meanwhile, in this embodiment, the main drive battery maintains necessary interaction with the vehicle via the first CAN bus to activate the all-in-one DC-DC module to replenish the DC24V battery, preventing battery depletion from causing BMS power failure and interrupting the charging process. The backup battery, however, only interacts with the BMS via the second CAN bus and does not participate in vehicle communication, thus avoiding data bus conflicts and communication failures caused by simultaneous interaction between the two battery banks and the vehicle controller. These mechanisms together constitute the complete control logic for the charging mode in this embodiment.

[0071] (iii) Forced single-battery mode (manual forced switching) When the microcontroller detects that PE9 is high (manually forced switch to B battery power for the vehicle): (1) The microcontroller disconnects the BMS constant power by pulling PE2 high (PE2 outputs 24V constant power when it is low, and disconnects the power when it is high). (2) The microcontroller stops the bidirectional data transmission between CAN1 and CAN2; (3) The microcontroller sends a custom BMS shutdown message (0x10) via CAN1. (4) The microcontroller controls the communication module to shut down and enters a low-power standby state.

[0072] (iv) Power-off and data preservation process When PE9 changes from high to low (exits forced mode): (1) The microcontroller receives the shutdown message from controller A via CAN1 and replies with confirmation; (2) The microcontroller outputs an analog ON position wake-up signal through PD0 to maintain the power supply to controller B; (3) The microcontroller restarts the bidirectional data transmission between CAN1 and CAN2 and closes the CAN bus; (4) The microcontroller starts the communication module, parses and assembles the received CAN data, and sends it to the background server; (5) After the data upload is complete, the communication module is turned off.

[0073] The dual-battery control method of the present invention has the following technical effects: (a) Reliability improvement brought about by dual CAN bus gateway isolation Traditional dual-battery systems typically connect controller A, controller B, and the BMS to the same CAN bus. In this architecture, all devices share the same communication medium, and the bus load rate increases linearly with the number of devices. If a node experiences a communication failure (such as a message storm or persistent error frames), the entire bus will be blocked, and all devices will be unable to communicate normally.

[0074] This invention uses a microcontroller (dual-cell battery control device) as a gateway to divide the system into two independent CAN buses: CAN1 (first CAN bus) connects to controller A (vehicle drive control side), and CAN2 (second CAN bus) connects to controller B and the BMS (battery management side). The two buses exchange data selectively via the microcontroller. During normal driving, bidirectional transparent transmission is activated; during charging or forced mode, transparent transmission is cut off, and only single-channel reception is enabled.

[0075] The following technical effects can be achieved through the above methods: (1) The bus load rate can be reduced from 60%-80% in the traditional single-bus architecture to below 30%-40%; (2) When a single bus fails, the other bus can still work independently, and the system availability is improved from "single point failure means the whole system is paralyzed" to "fault isolation and degraded operation"; (3) The probability of CAN network collisions is greatly reduced and the message frame loss rate is significantly reduced.

[0076] (ii) Improved scene adaptability brought about by intelligent switching of multiple modes Existing dual-battery control strategies mostly employ single-mode or limited-mode switching, making it difficult to address the differentiated needs of various usage scenarios. This invention constructs a complete five-state machine model through a combination of three input signals (PD2 vehicle key ON position, PD3 charging pile wake-up, and PE9 manual forced switching): The following technical effects can be achieved through the above methods: (1) The mode switching response time can be controlled in milliseconds (signal detection + logic judgment + instruction execution). (2) Compared with traditional solutions that only support a single mode, the scene coverage capability is improved by 300%; (3) Manual forced switching provides hardware-level emergency measures, which can complete single-battery isolation without relying on CAN communication, greatly improving safety.

[0077] (III) Efficiency improvements brought about by custom simplified protocols This invention defines a dedicated CAN message (ID: 0x18FF3C81). The first byte can be parsed bit by bit to simultaneously carry multiple information such as the working status of controller A (0x04), the working status of controller B (0x02), and the BMS shutdown command (0x10). The remaining 7 bytes are padded with 0s. This design compresses multiple status flags into a single byte, which significantly improves communication efficiency compared to the traditional approach where each status occupies an independent message or independent byte.

[0078] Meanwhile, the protocol incorporates an acknowledgment mechanism—controller B replies with 0x05 to acknowledge receipt and 0x00 to indicate non-receipt—ensuring reliable instruction transmission and avoiding the risk of instruction loss due to a "send and forget" approach.

[0079] The following technical effects can be achieved through the above methods: (1) A single message can complete the exchange of state information that would require 3-5 messages in a traditional solution; (2) The bandwidth utilization of the CAN bus is increased by more than 50%; (3) The confirmation mechanism increases the success rate of instruction execution from 85%-90% without a confirmation scheme to over 99%.

[0080] (iv) Data integrity assurance provided by power-down self-locking mechanism Existing BMS systems typically cut off all power supply directly when the vehicle is powered off, resulting in the loss of final battery status data (SOC, SOH, fault information, etc.) before it can be uploaded. Although some solutions use delayed power-off circuits, they mostly rely on independent hardware timers and lack a linkage mechanism with CAN communication status and background confirmation.

[0081] This invention employs a data preservation process triggered by the falling edge of PE9: the microcontroller outputs a simulated ON wake-up signal via PD0 to maintain power supply to controller B → restarts CAN1-CAN2 bidirectional transparent transmission → closes the CAN bus to receive data → starts the communication module to assemble data packets and send them to the backend → the communication module shuts down upon completion. This process decouples "power-down" from "data upload," freeing data upload from the vehicle's power-down timing.

[0082] The following technical effects can be achieved through the above methods: (1) The data integrity rate in the backend has increased from 70%-80% in the traditional solution to nearly 100%; (2) Each power-off can provide an additional 2-5 seconds of data upload window; (3) The loss rate of battery historical data and fault information has been greatly reduced, providing complete data support for remote operation and maintenance and fault tracing.

[0083] (v) Energy consumption optimization resulting from on-demand start / stop of communication modules The communication module is one of the most power-consuming components in a dual-battery system. In traditional solutions, the communication module often operates continuously or relies solely on a simple timed wake-up, resulting in unnecessary energy waste. This invention deeply binds the start / stop of the communication module to its operating mode: The following technical effects can be achieved through the above methods: (1) The daily working time of the communication module can be reduced to 30%-50% of the actual operating time; (2) The system's static power consumption is reduced by 40%-60%; (3) For 18-ton mobile equipment, tens of kilowatt-hours of standby power consumption can be saved every year.

[0084] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0085] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the invention patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A method of controlling a dual battery, characterized by, include: Acquire input signal; Determine whether the input signal is a manually forced switching signal; If the input signal is a manual forced switching signal, determine the state of the manual forced switching signal; If the manual forced switching signal is at a valid level, a forced isolation operation command is generated; If the manually forced switching signal changes from an active level to an inactive level, a data preservation operation command is generated.

2. The dual-battery control method according to claim 1, characterized by, Also includes: If the manual forced switching signal remains at an invalid level, determine whether the input signal is the vehicle key ON position signal or the charging pile wake-up signal; When the input signal is a vehicle key ON signal or a charging pile wake-up signal, determine the state of the input signal; Based on the state of the input signal, a data pass-through operation command is generated.

3. The dual-battery control method according to claim 2, characterized in that, If the input signal is the vehicle key ON position signal, and the vehicle key ON position signal is at a valid level, a first data pass-through operation command is generated, wherein the first data pass-through operation command is used to initiate bidirectional data pass-through; or If the input signal is a charging pile wake-up signal and the charging pile wake-up signal is at an effective level, a second data pass-through operation command is generated, wherein the second data pass-through operation command is used to stop bidirectional data pass-through.

4. The dual-battery control method according to claim 3, characterized in that, If the first acquired charging pile wake-up signal is at a valid level and the second acquired charging pile wake-up signal is at an invalid level, a third data pass-through operation instruction is generated, wherein the third data pass-through operation instruction is used to stop bidirectional data pass-through.

5. The dual-battery control method according to claim 2, characterized in that, The manual forced switching signal is active high, while the vehicle key ON signal and the charging pile wake-up signal are active low.

6. A dual-battery control device, characterized in that, include: The acquisition unit is used to acquire the input signal; The first judgment unit is used to determine whether the input signal is a manually forced switching signal; The second judgment unit is used to determine the state of the manual forced switching signal when the input signal is a manual forced switching signal; The generation unit is configured to generate a forced isolation operation command if the manual forced switching signal is at an active level, and to generate a data preservation operation command if the manual forced switching signal changes from an active level to an inactive level.

7. A dual-battery control system, characterized in that, include: The dual-battery control device as described in claim 6; A first controller, which is communicatively connected to the dual-battery control device; A second controller is communicatively connected to the dual-battery control device. The first CAN bus is communicatively connected to the dual-battery control device and the first controller. The second CAN bus is communicatively connected to the dual-battery control device and the second controller, respectively. The first CAN bus and the second CAN bus transmit data bidirectionally through the dual-battery control device.

8. The dual-battery control system according to claim 7, characterized in that, Also includes: The BMS constant-current relay is communicatively connected to the dual-battery control device.

9. A computer device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the dual-battery control method as described in any one of claims 1 to 5.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it implements the dual-battery control method as described in any one of claims 1 to 5.

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