A BMS charge-discharge management system for an outboard motor battery

Abstract

The application discloses a BMS charge-discharge management system of an electric outboard motor battery, relates to the technical field of electric outboard motor control, and comprises a power battery module, a BMS control module, a battery main control module, an input detection module, a communication module and an external interface module, the power battery module is used for storing and outputting electric energy, and the BMS control module is electrically connected with the power battery module. The BMS control module and the main controller function are integrated and fused in the battery, so that the control panel in the battery has the battery management function and the general control function at the same time, three independent modules of the BMS, the main controller and the motor controller in the traditional scheme are simplified into two modules of the battery integrated control panel and the motor controller, the maximum output of the motor is limited according to the electric quantity, the working time of the machine is prolonged, the discharge is limited to save the electricity, the maximum output of the motor is increased, the temperature of the battery is reduced at the same time, and the battery is protected.

Description

Technical Field

[0001] This invention relates to the field of electric outboard motor control technology, specifically to a BMS charging and discharging management system for an electric outboard motor battery. Background Technology

[0002] With the development of new energy technologies, electric outboard motors are increasingly being used in small vessels, fishing boats, and water recreation equipment. Compared to traditional fuel-powered outboard motors, electric outboard motors offer advantages such as lower noise, less pollution, and simpler maintenance. The power battery, as a crucial energy component of the electric outboard motor, directly impacts the overall performance of the power system through its safety, stability, and control efficiency.

[0003] Currently, electric outboard motors typically consist of multiple independent modules, including a power battery, a battery management system (BMS), a motor controller, and a control handle. The BMS primarily handles functions such as individual battery cell voltage detection, current detection, temperature detection, charge / discharge protection, and power management. The motor controller receives control signals from the control handle and drives the motor accordingly. Existing technology separates the battery's BMS from the main control system. The throttle signal from the control handle must first be sent to the motor controller, which then interprets the signal before controlling the motor. This approach requires an additional independent motor controller module, increasing the number of system hardware components and the overall assembly complexity. Furthermore, the need for multiple control modules to communicate via protocols results in multiple signal conversions and transmissions, reducing system response speed. In addition, traditional BMS systems primarily focus on the battery's charge / discharge safety and cannot directly identify the control handle's status, such as neutral, forward / reverse rotation, and throttle position. Therefore, an additional control module is needed to perform these functions, increasing product development costs and system maintenance complexity. Summary of the Invention

[0004] The purpose of this invention is to provide a BMS charging and discharging management system for an electric outboard motor battery to solve the problems mentioned in the background art.

[0005] To achieve the above objectives, the present invention provides the following technical solution: a BMS charging and discharging management system for an electric outboard motor battery, comprising a power battery module, a BMS control module, a battery main control module, an input detection module, a communication module, and an external interface module. The power battery module is used to store and output electrical energy. The BMS control module is electrically connected to the power battery module and is used to collect information on cell voltage, current, temperature, and remaining charge in the power battery module, and to perform battery charging and discharging control, equalization control, and fault protection control based on the collected information. The battery main control module is electrically connected to the BMS control module and is integrated inside the power battery module. The system includes an MCU control unit for receiving external control signals, parsing and processing these signals, and generating control commands for operating the electric outboard motor. An input detection module is electrically connected to the battery main control module and is used to acquire PWM control signals and gear status signals output from the control handle. A communication module is connected to both the battery main control module and an external motor controller, and is used to send the control commands generated by the battery main control module to the motor controller via a communication protocol. The battery main control module generates motor operating parameters, including throttle opening and rotation direction, based on the input signals from the control handle, enabling the motor controller to control the electric outboard motor based on these parameters.

[0006] Preferably, the power battery module includes a cell assembly, a battery casing, a battery output interface disposed on the outside of the battery casing, a charging interface, and a lifting structure. The cell assembly is formed by combining multiple battery cells in series, parallel, or series-parallel configurations. The battery output interface includes a positive output terminal P+, a negative output terminal P-, a CAN communication high-level terminal CANH, and a CAN communication low-level terminal CANL. The positive output terminal P+ and the negative output terminal P- are used to provide power to the motor controller, and the CAN communication high-level terminal CANH and the CAN communication low-level terminal CANL are used to transmit control data.

[0007] Preferably, the BMS control module includes a voltage acquisition unit, a temperature acquisition unit, a current acquisition unit, a battery balancing unit, a protection control unit, and a fault diagnosis unit; the BMS control module determines the battery operating status based on the data acquired by the voltage acquisition unit, temperature acquisition unit, and current acquisition unit, and controls the charging and discharging processes of the power battery module through the protection control unit.

[0008] Preferably, the MCU control unit is used to receive the PWM signal output by the control handle, calculate the PWM signal duty cycle, convert the PWM duty cycle into throttle opening parameters according to a preset mapping relationship, determine the gear status of the control handle, and generate corresponding motor control data according to the throttle opening parameters and gear status.

[0009] Preferably, the input detection module includes a magnetic switch detection line HALL1, a PWM signal detection line HALL2, and a gear position detection line HALL3. The magnetic switch detection line HALL1 is used to detect whether the magnetic switch of the control handle is in a connected state. The PWM signal detection line HALL2 is used to receive the PWM control signal generated by the control handle. The gear position detection line HALL3 is used to detect whether the control handle is in neutral, forward, or reverse gear. The battery main control module has a start-up safety judgment function. When the magnetic switch of the control handle is detected to be in a disengaged state, the output of the motor start control signal is prohibited. When the magnetic switch of the control handle is detected to be in a connected state but the control handle is not in a neutral position, the output of the motor start control signal is prohibited. When the magnetic switch of the control handle is detected to be in a connected state and the control handle is in a neutral position, the motor start control is allowed.

[0010] Preferably, the system is equipped with a multi-level fault protection mechanism. In the case of a first-level fault, the BMS control module cuts off the power output and sends a fault code to the instrument through the communication module. In the case of a second-level fault, the BMS control module limits the power output and sends an alarm message to the instrument through the communication module.

[0011] Preferably, the external interface module includes a Type-C interface, which is communicatively connected to the battery main control module. It is used to connect to an external host computer to read battery operating parameters, motor operating status and fault record information, and to update the BMS control module program and the battery main control module program.

[0012] Preferably, the charging interface includes a positive charging terminal C+, a negative charging terminal C-, and a single-wire communication terminal SH. The BMS control module communicates with the charging device through the single-wire communication terminal SH to control the charging process.

[0013] Compared with the prior art, the beneficial effects of the present invention are: 1. The battery and its BMS charging and discharging management system of this electric outboard motor integrate the BMS control module with the main controller function inside the battery. This allows the control board inside the battery to have both battery management and overall control functions. It can directly receive and parse the control handle signal, generate motor control commands, and send them to the independent motor controller for execution through the communication module. This simplifies the three independent modules of BMS, main controller and motor controller in the traditional solution into two modules: the battery integrated control board and the motor controller.

[0014] 2. The battery and its BMS charging and discharging management system of this electric outboard motor directly complete signal parsing through the internal MCU of the battery and send control commands through CAN communication, which reduces the data forwarding process and improves the real-time control performance.

[0015] 3. The battery and its BMS charging and discharging management system of this electric outboard motor, through the setting of magnetic switch detection, neutral detection, multi-level fault protection and power limiting strategy, can avoid accidental start-up and improve the operating safety of the electric outboard motor. Through the Type-C interface, it can be connected to the host computer to realize data reading, parameter adjustment and program upgrade, which improves the convenience of product maintenance.

[0016] 4. The battery and its BMS charging and discharging management system of this electric outboard motor limit the maximum output of the motor according to the power level, thereby extending the machine's working time, limiting discharge to save power, increase the driving range, and reduce the battery temperature to protect the battery. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the overall structure of the present invention; Figure 2 This is a schematic diagram of the process of the present invention; Figure 3 This is a schematic diagram of the battery and electronic control system of the present invention; Figure 4 This is a schematic diagram of the 1000W power battery discharge and motor operation scheme of the present invention; Figure 5 This is a schematic diagram of the 500W power battery discharge and motor operation scheme of the present invention.

[0018] In the diagram: 1. Battery casing; 2. Cell assembly; 3. BMS control module; 4. Battery main control module; 5. Battery output interface; 6. Charging interface; 7. Lifting structure. Detailed Implementation

[0019] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0020] In the description of this invention, it should be noted that the terms "upper," "lower," "inner," "outer," "front end," "rear end," "both ends," "one end," and "the other end," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0021] like Figures 1 to 5 As shown, this embodiment is a BMS charging and discharging management system for an electric outboard motor battery. The power battery module stores and outputs electrical energy. Internally, it consists of multiple lithium battery cells connected in series or parallel to form a cell assembly 2. The cell assembly 2 is encapsulated within a battery casing 1. The battery casing 1 has positive and negative output interfaces for providing power to the motor controller. The power battery module is electrically connected to a BMS control module 3. The BMS control module 3 includes a voltage acquisition unit, a temperature acquisition unit, and a current acquisition unit, used to collect real-time information on the voltage, current, temperature, and remaining charge of each cell in the power battery module, and to perform overcharge protection, over-discharge protection, battery equalization control, and fault diagnosis protection control based on the collected information. The BMS control module 3 is electrically connected to a battery main control module 4, which is integrated inside the battery casing 1 of the power battery module. It shares the same circuit board with the BMS control module 3 or is connected via a ribbon cable, allowing the internal control board to simultaneously support both BMS and main control functions. The battery main control module 4 includes... The MCU control unit receives control signals from the external control handle, processes and analyzes these signals, converts the duty cycle of the PWM signal output from the control handle into throttle opening parameters, and determines the motor rotation direction based on the gear status signal, thereby generating control commands to control the operation of the electric outboard motor. The battery main control module 4 is electrically connected to an input detection module, which includes a magnetic switch detection circuit, a PWM signal detection circuit, and a gear status detection circuit, used to collect the magnetic switch status, PWM control signal, and gear status signal from the control handle, respectively. The battery main control module 4 is also connected to a communication module, which includes a CAN communication interface, used to send the motor operating parameters (including throttle opening and rotation direction) generated by the battery main control module 4 to an independent motor controller via the CAN communication protocol. The motor controller drives the electric outboard motor according to the received control commands. The motor controller itself retains independent motor drive control functions and is not part of the battery's internal integrated components. This solution simplifies the traditional three independent modules—BMS, main controller, and motor controller—into two modules: a battery integrated control board and a motor controller.

[0022] Specifically, the power battery module includes a cell assembly 2, a battery housing 1, a battery output interface 5 and a charging interface 6 located on the outside of the battery housing 1, and a lifting structure 7. The cell assembly 2 is formed by combining multiple lithium battery cells in series, parallel, or series-parallel configurations. The cells are connected by welding with nickel sheets or copper busbars, and the outside is covered with insulating barley paper and fireproof foam to enhance insulation and cushioning protection. The battery housing 1 is made of engineering plastic or metal. The housing has positioning grooves and pressure plates inside for fixing the cell assembly 2. The joints of the housing are sealed with sealing strips or ultrasonic welding for waterproofing to prevent moisture and rainwater from entering. The battery output interface 5 is embedded in one side wall of the battery housing 1, including a positive output terminal P+ and a negative output terminal P- for providing DC power to the motor controller, and a CAN communication high-level terminal CANH and a CAN communication low-level terminal CANL for exchanging control data with the motor controller via the CAN bus; the charging interface 6 is located on the other side or the same side of the battery housing 1, and is used to connect an external charger to charge the cell assembly 2; the lifting structure 7 is a foldable handle or grip groove located on the top of the battery housing 1, which facilitates one-handed lifting and quick positioning and disassembly when changing batteries.

[0023] Furthermore, the BMS control module 3 includes a voltage acquisition unit, a temperature acquisition unit, a current acquisition unit, a battery equalization unit, a protection control unit, and a fault diagnosis unit. The BMS control module 3 determines the battery operating status based on the data acquired by the voltage acquisition unit, temperature acquisition unit, and current acquisition unit, and controls the charging and discharging processes of the power battery module through the protection control unit.

[0024] Furthermore, the MCU control unit receives the PWM signal output from the control handle, performs high-precision sampling of the PWM signal through the internal timer capture unit, calculates the duty cycle of the PWM signal, and converts the duty cycle into throttle opening parameters according to a preset mapping relationship. This mapping relationship supports linear mapping or piecewise nonlinear mapping to adapt to different control sensitivity requirements. At the same time, the MCU control unit collects the gear status signal of the control handle through the input detection module to determine whether the current gear is in neutral, forward gear, or reverse gear, and generates corresponding motor control data based on the throttle opening parameters and gear status, including the motor target speed, rotation direction, start permission flag, and fault status information. When the gear is in neutral, a zero speed command is output regardless of the throttle opening to ensure safety.

[0025] Furthermore, the input detection module includes a magnetic switch detection line HALL1, a PWM signal detection line HALL2, and a gear position detection line HALL3. The magnetic switch detection line HALL1 is used to detect whether the magnetic switch of the control handle is in the connected state. The PWM signal detection line HALL2 is used to receive the PWM control signal generated by the control handle. The gear position detection line HALL3 is used to detect whether the control handle is in neutral, forward, or reverse gear. The battery main control module 4 has a start-up safety judgment function. When the magnetic switch of the control handle is detected to be in the disengaged state, the output of the motor start control signal is prohibited. When the magnetic switch of the control handle is detected to be in the connected state but the control handle is not in the neutral position, the output of the motor start control signal is prohibited. When the magnetic switch of the control handle is detected to be in the connected state and the control handle is in the neutral position, the motor start control is allowed.

[0026] Furthermore, the battery main control module 4 is equipped with a multi-level fault protection mechanism. In the first-level fault state, the BMS control module 3 cuts off the power output and sends a fault code to the instrument through the communication module. In the second-level fault state, the BMS control module 3 limits the power output and sends an alarm message to the instrument through the communication module.

[0027] Furthermore, the external interface module includes a Type-C interface and a charging interface 6. The Type-C interface is embedded in the side wall of the battery casing 1, and its data pins are connected to the communication serial port of the battery main control module 4 through internal wiring to realize bidirectional data transmission between the battery system and the external host computer. When the host computer establishes a connection with the battery main control module 4 through the Type-C interface, it can read battery operating parameters including the voltage of each cell, battery temperature, charging and discharging current, remaining capacity and cycle count, read motor operating status including motor speed, running time and fault code, and retrieve fault record information including historical fault types, occurrence time and recovery status. At the same time, the host computer can perform online upgrades and updates of the firmware program of the BMS control module 3 and the control program of the battery main control module 4 through this interface without disassembling the battery casing. System maintenance and functional optimization can be completed by replacing the chip or the body 1. The charging interface 6 is independently set on the battery casing 1, including the charging positive terminal C+, the charging negative terminal C-, and the single-wire communication terminal SH. The charging positive terminal C+ and the charging negative terminal C- are used to connect to the external charger to input charging current to the cell assembly 2. The single-wire communication terminal SH is used for communication handshake and charging parameter negotiation between the BMS control module 3 and the charger. The BMS control module 3 sends the current cell status and the upper limit of the allowed charging current to the charger through the single-wire communication terminal SH. The charger adjusts the output voltage and current according to the received information. When the BMS detects that the cell voltage has reached the set upper limit or the temperature has exceeded the safe range, it sends a stop command to the charger through the single-wire communication terminal SH. The charger then cuts off the output, realizing closed-loop safety management of the charging process.

[0028] Furthermore, the charging interface 6 includes a positive charging terminal C+, a negative charging terminal C-, and a single-wire communication terminal SH. The BMS control module 3 communicates with the charging device through the single-wire communication terminal SH to control the charging process.

[0029] The usage method of this embodiment is as follows: When the system starts, after the user presses the instrument switch, the instrument sends a wake-up signal to the battery system through the switch signal line SW. S1: Receive the start signal and start the BMS auxiliary power supply; S2: Detect the power battery status and perform a self-test of the entire BMS charge and discharge management system. The self-test includes cell voltage status, battery temperature status, current detection status, and communication line status; S3: After the self-test passes, control the main power relay to close and start the power output; S4: Collect the PWM control signal and gear status signal output by the control handle through the input detection module and perform a safety judgment: when the magnetic switch of the control handle is detected to be in the disengaged state, the output of the motor start control signal is prohibited and the standby mode is maintained; when the magnetic switch is detected to be in the connected state but the control handle is not in the neutral position, the output of the motor start control signal is prohibited; when the magnetic switch is detected to be in the connected state and the control handle is in the neutral position, the safety lock is released; S5: The battery main control module 4 integrated inside the power battery module analyzes and processes the collected control handle signal, wherein... The MCU control unit in the battery main control module 4 determines the throttle opening by calculating the PWM signal duty cycle and determines the motor rotation direction based on the gear status signal; S6, the battery main control module 4 generates a CAN control data frame containing throttle opening, motor rotation direction, safety status, and fault status based on the parsing results; S7, the CAN control data frame is sent to the motor controller via the communication module; S8, the motor controller drives the electric outboard motor according to the received CAN control data frame, continuously monitoring the remaining capacity and operating status of the power battery during operation. When the remaining capacity is lower than a preset threshold, the maximum allowable output current is reduced and a power limit command is sent to the motor controller. When a first-level fault is detected, the power output is cut off and a fault code is sent. When a second-level fault is detected, the power output is limited and an alarm message is sent. After receiving the wake-up signal, the BMS control module 3 starts the auxiliary power supply and enters the system initialization state. During system initialization, the BMS control module 3 sequentially detects the cell voltage status, battery temperature status, current detection status, communication line status, and control module operating status. When all test results are within the normal range, BMS control module 3 controls the main power relay to close, allowing the power battery module to enter normal power supply mode. When an abnormal state is detected, the system keeps the main power disconnected and sends a fault code to the instrument via CAN communication. After the system starts, battery main control module 4 continuously monitors the output signal of the control handle. When the magnetic switch is detected to be in the disengaged state, it is determined that the control handle is not in the working ready state, and the system remains in standby mode. When the magnetic switch is detected to be in the connected state, but the control handle is not in the neutral position, the system determines that there is a risk of misoperation and prohibits power output. When the magnetic switch is detected to be in the connected state and the control handle is in the neutral position, the system releases the safety lock, allowing the motor control function to enter standby mode.The above logic prevents users from starting the motor in unsafe conditions, improving the safety of the electric outboard motor operation. When the user rotates the control handle, the internal transcoding module generates a corresponding PWM control signal based on the rotation angle. This signal is input to the battery main control module 4 via the HALL2 signal line. The MCU in the battery main control module 4 samples the PWM signal and calculates the PWM duty cycle. According to a preset mapping relationship, the PWM duty cycle corresponds to the throttle opening, the handle direction signal corresponds to forward or reverse rotation, and the magnetic attraction detection signal corresponds to the start-allowed state. After the MCU completes data parsing, it encapsulates control parameters such as the motor target speed, motor rotation direction, throttle opening, safety status, and fault status into CAN communication data frames, which are then sent to the independent motor controller via CANH and CANL communication lines. The motor controller drives the motor according to the received control commands. During the operation of the electric outboard motor, the BMS control module 3 collects the remaining battery power in real time. When the remaining battery capacity is detected to be higher than a set threshold, the system maintains normal discharge mode. When the remaining battery capacity drops below 50%, the BMS control module 3 enters power limiting mode, reducing the maximum allowable output current, limiting the maximum output power of the motor, and sending a power limiting command to the motor controller via CAN communication. For a 1000W machine, its operating mode will be restricted, and the maximum output power of the motor will decrease, preventing it from operating at overclocked power. When the battery capacity drops below 40%, the motor power will be limited to 750W; when the battery capacity drops below 30%, the power will be limited to 500W; and when the battery capacity drops below 10%, the power will be limited to 200W. This avoids continuous high-current discharge of the battery, improves battery life, protects battery life, and extends the effective operating time of the machine. This invention sets up a multi-level fault protection mechanism. When a first-level fault such as cell overvoltage, cell undervoltage, output short circuit, overcurrent, severe temperature abnormality, or communication abnormality is detected, the BMS control module 3 immediately cuts off the power output and sends the corresponding fault code to the instrument via CAN communication, and the motor controller stops running. When a secondary fault is detected, such as temperature approaching the limit, low battery power, current exceeding the preset range, or partial communication abnormalities, the BMS control module 3 does not immediately cut off the output. Instead, it enters a limiting mode, reducing the maximum allowable output power and simultaneously sending alarm information to the instrument. This tiered protection method prevents the battery from continuing to operate under abnormal conditions, improving system safety and reliability. The invention also includes a Type-C communication interface, which connects to the battery main control module 4 and communicates with the internal control system via a CAN communication line. After connecting to an external host computer, it is possible to read battery operating data, read motor operating status, obtain fault records, modify system parameters, and upgrade the BMS and battery main control programs. Compared to traditional battery systems that require separate connections to the BMS module and main controller, this invention allows system maintenance to be completed solely through the battery-side interface.

[0030] Finally, it should be noted that the above descriptions are merely preferred embodiments of the present invention and are not intended to limit the present invention. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A battery management system (BMS) for charging and discharging an electric outboard motor battery, comprising a power battery module and an external interface module, characterized in that: The power battery module is used to store and output electrical energy. The power battery module is electrically connected to a BMS control module (3), which is used to collect information on cell voltage, current, temperature and remaining power in the power battery module, and to perform battery charging and discharging control, equalization control and fault protection control according to the collected information. The BMS control module (3) is electrically connected to a battery main control module (4) and is integrated inside the power battery module. The battery main control module (4) includes an MCU control unit, which is used to receive external control signals, analyze and process the control signals, and generate control commands for controlling the operation of the electric outboard motor. The battery main control module (4) is electrically connected to an input detection module, which is used to collect PWM control signals and gear status signals output by the control handle. The battery main control module (4) is connected to a communication module, which is used to send the control commands generated by the battery main control module (4) to the motor controller through a communication protocol. The battery main control module (4) generates motor operating parameters including throttle opening and rotation direction according to the input signal of the control handle, so that the motor controller controls the operation of the electric outboard motor according to the motor operating parameters.

2. The BMS charging and discharging management system for an electric outboard motor battery according to claim 1, characterized in that: The power battery module includes a cell assembly (2), a battery housing (1), a battery output interface (5) disposed on the outside of the battery housing (1), a charging interface (6), and a lifting structure (7). The cell assembly (2) is formed by multiple battery cells in series, parallel, or series-parallel combination. The battery output interface (5) includes a positive output terminal P+, a negative output terminal P-, a CAN communication high-level terminal CANH, and a CAN communication low-level terminal CANL. The positive output terminal P+ and the negative output terminal P- are used to provide power to the motor controller. The CAN communication high-level terminal CANH and the CAN communication low-level terminal CANL are used to transmit control data.

3. The BMS charging and discharging management system for an electric outboard motor battery according to claim 1, characterized in that: The BMS control module (3) includes a voltage acquisition unit, a temperature acquisition unit, a current acquisition unit, a battery equalization unit, a protection control unit, and a fault diagnosis unit. The BMS control module (3) determines the battery operating status based on the data acquired by the voltage acquisition unit, the temperature acquisition unit, and the current acquisition unit, and controls the charging and discharging processes of the power battery module through the protection control unit.

4. The BMS charging and discharging management system for an electric outboard motor battery according to claim 1, characterized in that: The MCU control unit is used to receive the PWM signal output by the control handle, calculate the PWM signal duty cycle, convert the PWM duty cycle into throttle opening parameters according to the preset mapping relationship, determine the gear status of the control handle, and generate corresponding motor control data according to the throttle opening parameters and gear status.

5. The BMS charging and discharging management system for an electric outboard motor battery according to claim 1, characterized in that: The input detection module includes a magnetic switch detection line HALL1, a PWM signal detection line HALL2, and a gear position detection line HALL3. The magnetic switch detection line HALL1 is used to detect whether the magnetic switch of the control handle is in the connected state. The PWM signal detection line HALL2 is used to receive the PWM control signal generated by the control handle. The gear position detection line HALL3 is used to detect whether the control handle is in neutral, forward, or reverse gear. The battery main control module (4) has a start safety judgment function. When the magnetic switch of the control handle is detected to be in the disengaged state, the output of the motor start control signal is prohibited. When the magnetic switch of the control handle is detected to be in the connected state but the control handle is not in the neutral position, the output of the motor start control signal is prohibited. When the magnetic switch of the control handle is detected to be in the connected state and the control handle is in the neutral position, the motor start control is allowed.

6. The BMS charging and discharging management system for an electric outboard motor battery according to claim 1, characterized in that: The battery main control module (4) is equipped with a multi-level fault protection mechanism. In the first-level fault state, the BMS control module (3) cuts off the power output and sends a fault code to the instrument through the communication module. In the second-level fault state, the BMS control module (3) limits the power output and sends an alarm message to the instrument through the communication module.

7. The BMS charging and discharging management system for an electric outboard motor battery according to claim 1, characterized in that: The external interface module includes a Type-C interface and a charging interface (6). The Type-C interface is connected to the battery main control module (4) for connecting to an external host computer to read battery operating parameters, motor operating status and fault record information, and to update the BMS control module (3) program and the battery main control module (4) program.

8. The BMS charging and discharging management system for an electric outboard motor battery according to claim 7, characterized in that: The charging interface (6) includes a positive charging terminal C+, a negative charging terminal C-, and a single-wire communication terminal SH. The BMS control module (3) communicates with the charging device through the single-wire communication terminal SH to control the charging process.

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