Battery management system and electric equipment

Abstract

The utility model discloses a battery management system and an electric device, and relates to the field of battery management, the electric device comprises a plurality of first-class motor systems and a plurality of second-class motor systems, the battery management system comprises a plurality of discharge interfaces, a plurality of first-class motor systems and a plurality of second-class motor systems, each discharge interface is used for connecting at least one first-type motor system and at least one second-type motor system; and a plurality of battery units, each battery unit is connected with one discharge interface, and each battery unit is used for supplying power to the at least one first-type motor system and the at least one second-type motor system. The technical scheme of the utility model aims to improve the balance of the battery of the electric equipment.

Description

Technical Field

[0001] The utility model relates to the technical field of aircraft, and particularly relates to a battery management system and an electric device. Background Art

[0002] Currently, electric aircraft usually provide power through a single battery or a group of batteries (formed by several batteries connected in parallel and series). When any one of the batteries fails (such as a short circuit), the entire group of batteries will stop power output, causing the entire aircraft to lose power and thus unable to fly normally. Summary of the Utility Model

[0003] The main purpose of the utility model is to provide a battery management system, aiming to solve the problem of power loss of the motor caused by battery failure, and is beneficial to improving the power balance of the electric device.

[0004] To achieve the above object, the battery management system proposed by the utility model is applied to an electric device. The electric device includes a plurality of first type motor systems and a plurality of second type motor systems. The battery management system includes:

[0005] A plurality of discharge interfaces, each of which is used to connect at least one of the first type motor systems and at least one of the second type motor systems;

[0006] A plurality of battery units, each of which is connected to one of the discharge interfaces, and each of which is used to supply power to at least one of the first type motor systems and at least one of the second type motor systems.

[0007] In one embodiment, the plurality of battery units are divided into at least two first battery unit groups, and each of the first battery unit groups includes at least two battery units;

[0008] The battery management system further includes:

[0009] At least two emergency control switches, each of which is connected between two of the battery units in each of the first battery unit groups.

[0010] In one embodiment, the battery management system further includes: an emergency control switch;

[0011] The number of the battery units is two, and the power output ends of the two battery units are connected to each other through the emergency control switch;

[0012] The number of the battery units is more than two, and the power output ends of every two battery units are connected to each other through one emergency control switch.

[0013] In one embodiment, each of the battery units includes:

[0014] A battery controller, connected to the emergency control switch, is configured to control the emergency control switch to close when there is a battery unit with power supply failure in the first battery unit group, so that the normally powered battery units supply power to the first type of motor system and the second type of motor system powered by the battery unit with power supply failure.

[0015] In one embodiment, each of the battery units further includes:

[0016] A battery cell module, connected to the discharge interface of the corresponding battery unit;

[0017] A main control switch, serially arranged between the battery cell module and the discharge interface, and the controlled end of the main control switch is connected to the battery controller in the corresponding battery unit;

[0018] The battery controller is further configured to control the main control switch to disconnect the electrical connection between the battery cell module and the discharge interface when the power supply of its own battery unit fails.

[0019] In one embodiment, the number of the main control switches is multiple, and the multiple main control switches are arranged in parallel.

[0020] In one embodiment, the multiple battery units are divided into at least two second battery unit groups, and each second battery unit group includes at least two battery units; the battery management system further includes:

[0021] At least two charging interfaces, and each charging interface is connected to each battery unit in the second battery unit group through the discharge interface corresponding to the battery unit.

[0022] In one embodiment, each of the battery units includes:

[0023] A battery cell module, connected to the discharge interface of the corresponding battery unit;

[0024] A main control switch, serially arranged between the battery cell module and the discharge interface;

[0025] A battery controller, connected to the controlled end of the main control switch; wherein,

[0026] The battery controller is configured to control the main control switch to be turned on / off according to the power information of the battery units in the second battery unit group when the battery unit is charging.

[0027] In one embodiment, the battery management system further includes:

[0028] At least two charging control switches, each of the charging control switches being connected between the charging interface and the common terminal of each battery cell in the second battery cell group.

[0029] In one embodiment, each of the battery cells includes:

[0030] A battery cell module, connected to the discharge interface of the corresponding battery cell;

[0031] A main control switch, serially arranged between the battery cell module and the discharge interface;

[0032] A battery controller, connected to the controlled end of the main control switch, and the battery controller is further configured to control the main control switch to turn on / off when the battery cell is charging / discharging;

[0033] A battery cell acquisition unit, respectively connected to the battery cell module and the battery controller; the battery cell acquisition unit is configured to acquire the operating parameters of the battery cell module and output them to the battery controller;

[0034] A current sensor, respectively connected to the battery cell module and the battery controller, for acquiring the current when the battery cell module is charging / discharging and outputting it to the battery controller;

[0035] A pre-charge control switch, arranged in parallel with the main control switch.

[0036] The present utility model further provides an electric device, including:

[0037] A plurality of first mounting seats;

[0038] A plurality of first type motor systems and a plurality of second type motor systems, respectively arranged on the plurality of first mounting seats in one-to-one correspondence; and,

[0039] The battery management system as described above, and a plurality of battery cells of the battery management system are respectively connected to the plurality of first type motor systems and the plurality of second type motor systems in correspondence.

[0040] In one embodiment, the electric device is an aircraft, and the first mounting seats are arranged on the wings and / or the tail fins of the aircraft.

[0041] In one embodiment, the wing has a first position and a second position, and the distance from the first position to the fuselage is greater than the distance from the second position to the fuselage;

[0042] The first type motor system is arranged on the arm near the first position of the wing;

[0043] The second type motor system is arranged on the arm near the second position of the wing and / or on the tail fin;

[0044] The battery cells in the battery management system are arranged at the first position and the second position of the wing.

[0045] In one embodiment, the battery cells arranged at the first position of the wing on one side of the fuselage supply power to the first type of motor system of the arm close to the first position of the wing on the same side of the fuselage, and the second type of motor system of the tail wing on the opposite side of the fuselage.

[0046] The battery cells arranged at the second position of the wing on one side of the fuselage supply power to the second type of motor system on the arm close to the second position of the wing on the same side of the fuselage, and the first type of motor system close to the first position of the wing on the opposite side of the fuselage.

[0047] In one embodiment, the battery cells arranged at the first position of the wing on one side of the fuselage and the battery cells arranged at the second position of the wing on the opposite side of the fuselage are configured in a first battery cell group of the battery management system, and the battery cells in the first battery cell group supply power to each other in a backup manner.

[0048] And / or, the battery cells arranged at the first position and the second position of the wing on the same side of the fuselage are configured in a second battery cell group of the battery management system, and the battery cells in the second battery cell group are arranged in parallel during charging.

[0049] In one embodiment, the ratio range between the total number of the first type of motor system and the second type of motor system and the number of battery cells in the battery management system is: 1:1 to 4:1.

[0050] In one embodiment, the electric device is an aircraft, and the aircraft further includes:

[0051] A flight management computer, which is communicatively connected to each battery cell in the battery management system; the flight management computer is configured to receive the battery information output by the battery cell, so as to control the work of each battery cell according to the battery information and the aircraft.

[0052] In the technical solution of the present utility model, during discharge output, a design method of independent discharge of multiple battery cells is adopted, and each battery cell respectively provides electric energy to at least one first type of motor system and at least one second type of motor system. In the power management system of the present utility model, the power sources are distributed, rather than one battery cell supplying power to all the motors on the aircraft, and each battery cell in the power management system of the present utility model supplies power to different types of motor systems at the same time, rather than one battery cell supplying power to one type of motor system, which can achieve similar energy consumption effects during the actual discharge process, thereby reducing the situation that the power consumption of a certain battery cell is significantly different from that of other battery cells, resulting in a decrease in the balance between battery cells and the appearance of the cask short board effect. Brief Description of the Drawings

[0053] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on the structures shown in these drawings.

[0054] Figure 1 Schematic diagram of the circuit module of an embodiment of the battery management system of the present invention;

[0055] Figure 2 Schematic diagram of the circuit module of another embodiment of the battery management system of the present invention;

[0056] Figure 3 Schematic diagram of the circuit module of yet another embodiment of the battery management system of the present invention;

[0057] Figure 4 Schematic diagram of the circuit structure of an embodiment of the battery management system of the present invention;

[0058] Figure 5 Schematic diagram of the circuit structure of another embodiment of the battery management system of the present invention;

[0059] Figure 6 Schematic diagram of the circuit structure of yet another embodiment of the battery management system of the present invention;

[0060] Figure 7 Schematic diagram of the circuit structure of an embodiment of the battery unit in the battery management system of the present invention;

[0061] Figure 8 Schematic diagram of the structure of an embodiment where the electric device of the present invention is an aircraft;

[0062] Figure 9 Schematic diagram of the structure of another embodiment where the electric device of the present invention is an aircraft;

[0063] Figure 10 Schematic diagram of the structure of yet another embodiment where the electric device of the present invention is an aircraft.

[0064] Description of the reference numerals in the drawings:

[0065] 10. Battery cell; 20. Emergency control component; BMU. Cell acquisition unit; J1. Discharge interface; 200. First type of motor system; 300. Second type of motor system; 21. Emergency control switch; BCU. Battery controller; 13. Main control switch; 14. Current sensor; K3. Pre-charge control switch; J2. Charge interface; 22. Charge control switch

[0066] The realization, functional features and advantages of the present utility model will be further described in conjunction with the embodiments and with reference to the accompanying drawings. Detailed implementation manners

[0067] Next, the technical solutions in the embodiments of the present utility model will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present utility model. Obviously, the described embodiments are only a part of the embodiments of the present utility model, rather than all of the embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present utility model.

[0068] It should be noted that if there are directional indications (such as up, down, left, right, front, back...) involved in the embodiments of the present utility model, the directional indications are only used to explain the relative position relationship and movement conditions between components in a specific posture (as shown in the accompanying drawings). If the specific posture changes, the directional indications will also change accordingly.

[0069] In addition, if there are descriptions involving "first", "second", etc. in the embodiments of the present utility model, the descriptions of "first", "second", etc. are only for descriptive purposes and cannot be understood as indicating or implying their relative importance or implicitly indicating the quantity of the indicated technical features. Thus, the features defined with "first", "second" may explicitly or implicitly include at least one such feature. In addition, the technical solutions between various embodiments can be combined with each other, but it must be based on the fact that those of ordinary skill in the art can implement them. When the combination of technical solutions appears to be contradictory or unable to be implemented, it should be considered that such a combination of technical solutions does not exist and is not within the protection scope required by the present utility model.

[0070] The main solution of the battery management system of the present utility model is as follows: during discharge output, a design method of independent discharge of multiple battery units is adopted, and each battery unit supplies power to at least one tilting motor system and at least one hovering motor system respectively. The power source of the battery management system of the present utility model adopts a distributed manner, rather than a single battery unit supplying power to all the motors on the aircraft. Moreover, each battery unit of the battery management system of the present utility model supplies power to different types of motor systems simultaneously, rather than a single battery unit supplying power to a single type of motor system, which can achieve an effect of similar energy consumption during the actual discharge process, thereby solving the problem that the power consumption of a certain battery unit is significantly different from that of other battery units, resulting in a decrease in the balance between battery units and the appearance of the cask short-board effect, which is beneficial to improving the balance of the battery management system.

[0071] Currently, based on the requirements of power and safety for aircraft, the power source is often divided into multiple batteries to supply power to multiple motors. To avoid power loss caused by battery failure, most often either the motor double-winding method is adopted to avoid power loss of the motor due to battery failure, or multiple battery packs are directly connected in parallel to ensure that the motors have power supply when the battery fails. The above two methods have at least the following technical defects: The motor double-winding scheme is to have two windings for each motor, and each winding needs to work independently, increasing the probability of winding failure, and the double-winding has high requirements for the control cooperation of the motor controller. Poor cooperation will result in a low efficiency of converting electrical energy into kinetic energy. The multi-battery parallel scheme requires very good consistency between batteries, otherwise there will be a problem of mutual charging, and the charging time is slower after parallel connection. Parallel management requires relatively complex pre-charge and charge control by software.

[0072] Please refer to Figures 1 to 10 , the present utility model proposes a battery management system, aiming to reduce the significant difference in power consumption of a certain battery unit 10 compared with other battery units 10, resulting in a decrease in the balance between battery units 10 and the appearance of the cask short-board effect, and improving the balance of battery units 10.

[0073] In an embodiment of the present utility model, the battery management system is applied to an electric device. The electric device includes multiple first-type motor systems 200 and multiple second-type motor systems 300. The battery management system includes:

[0074] Multiple discharge interfaces J1, each of the discharge interfaces J1 is used to connect at least one of the first-type motor systems 200 and at least one of the second-type motor systems 300;

[0075] Multiple battery units 10, each of the battery units 10 is connected to one of the discharge interfaces J1, and each of the battery units 10 is used to supply power to at least one of the first-type motor systems 200 and at least one of the second-type motor systems 300.

[0076] Please refer to Figures 8 to 10 In this embodiment, the electric device can be an aircraft, an electric vehicle, a ship, etc. In the following embodiments of the present invention, the aircraft is taken as an example for illustration. The aircraft includes a fuselage, wings connected to the fuselage, a tail wing, a battery unit of the battery management system provided on the wings, and a motor system and a propeller provided on the arms of the wings or the tail wing. The battery unit 10 can be at least two battery cell modules composed of battery cells in a battery pack (or called a battery pack). At least two battery cell modules 10 form a battery pack, and the two battery cell modules can supply power to two different loads respectively. For example, when applied to an aircraft, one of the two battery cell modules can supply power to the motor system, and the other can supply power to other high-voltage loads. Of course, it can also supply power to the same load. When supplying power to the same load, the two battery units 10 do not supply power simultaneously, or can supply power simultaneously when the power is lower than a certain value. The battery unit 10 can also be an independent battery pack, and each battery pack supplies power to different motor systems, for example, supplies power to two motor systems with different functions. In the following embodiments of the present invention, the battery unit 10 is taken as an independent battery pack for illustration.

[0077] The wings of the aircraft are symmetrically arranged along the fuselage. A tail wing is provided at the tail of the fuselage. The tail wing and the fuselage are integrally formed or mechanically connected, and the tail wing is symmetrically arranged along the fuselage. The tail wing is any one of a V-shaped tail wing, a Y-shaped tail wing, an H-shaped tail wing, an X-shaped tail wing, a T-shaped tail wing or a U-shaped tail wing. Of course, in some other embodiments, the tail wing may not be provided.

[0078] There are at least two types of motor systems, namely a first type of motor system 200 and a second type of motor system 300. The first type of motor system 200 is a hovering motor system, and the second type of motor system 300 is a tilting motor system. In this embodiment, the first type of motor system 200 is optionally distributed on the arms of the wings, and the second type of motor system 300 is optionally distributed on the arms of the wings and / or the tail wing. Multiple first type of motor systems 200 are symmetrically distributed on the arms of the wings on both sides of the fuselage. The first type of motor system 200 is provided on the outer side of the second type of motor system 300 on the wings away from the fuselage. And on the arm of each wing, two first type of motor systems 200 are symmetrically distributed on the front and rear sides of the wing. A part of the multiple second type of motor systems 300 is symmetrically distributed on the wings on both sides of the fuselage, and another part of the second type of motor systems 300 is symmetrically distributed on both tail wings. Optionally, the position of each battery unit 10 can correspond to the motor system it supplies power to, so as to shorten the distance between the battery unit 10 and the motor system. The motor systems are symmetrically distributed. Correspondingly, the battery units 10 are symmetrically distributed, which can improve the overall balance of the aircraft.

[0079] Both the hovering motor system and the tilting motor system are used to drive the corresponding propellers to rotate, so as to provide lift in various flight modes of the aircraft (vertical takeoff, landing, forward flight, and transitions between takeoff and forward flight, and between forward flight and landing). The angle of the propeller driven by the hovering motor system is fixed. The hovering motor system drives the corresponding propeller to operate, providing vertical lift for the takeoff and landing of the aircraft.

[0080] The power direction of the propeller driven by the tilting motor system can be changed as needed to adapt to different flight modes of the aircraft. The tilting motor system and the propeller set on the wing and / or tail fin form a propulsion assembly that can tilt relative to the wing and / or tail fin, enabling the propulsion assembly to provide vertical lift for takeoff and landing, horizontal thrust during forward flight, and corresponding angular lift during the transitions between takeoff and forward flight and between forward flight and landing.

[0081] Optionally, in this embodiment, the aircraft can take off from the ground, where the vertical thrust is provided by the propellers driven by the hovering motor system and the propellers (in a vertical configuration) driven by the tilting motor system. As the aircraft reaches a certain flight altitude or flight speed, the propellers driven by the tilting motor system gradually tilt forward to start accelerating forward. As the aircraft reaches a certain forward flight speed and enters the cruise phase, when the axis of the propellers driven by the tilting motor system is aligned with the cruise direction and vertical thrust is no longer needed to maintain the flight altitude, the hovering motor system can stop working. That is to say, the aircraft can transition from vertical lift to horizontal thrust by changing the power direction of the propellers driven by the tilting motor system to enter forward flight. As the aircraft starts to move forward at a certain speed, the lift will be provided by the wing and the propellers driven by the tilting motor system. During landing, the vertical lift is also provided by the propellers driven by the hovering motor system and the propellers driven by the tilting motor system in a vertical configuration.

[0082] It can be understood that after the motor system and each battery unit 10 are assembled to the aircraft body, the motor system and each battery unit 10 are electrically connected through their respective corresponding discharge interfaces J1, that is, the power intake port set on the motor system and the discharge interface J1 set on the battery management system are pluggable and electrically connected. Optionally, the discharge interface J1 and the power intake port can be electrically connected through conductors such as cables. In this way, when the aircraft is working, the reserved discharge interface J1 of the battery unit 10 is plugged into the power intake port on the motor system side to supply power to the hovering motor system and the tilting motor system.

[0083] It should be noted that since the hover motor system usually operates in the take-off state and landing state of the aircraft, and the tilting motor system needs to operate in all flight modes of the aircraft, the power consumption of the tilting motor system is relatively large compared to the hover motor system. If each battery unit 10 supplies power to each tilting motor system and hover motor system uniformly, power loss may occur due to battery failure. If each battery unit 10 supplies power to one motor system respectively, the power of the battery unit 10 supplying power to the tilting motor system will be lower than that of the battery unit 10 supplying power to the hover motor system, resulting in uneven power of each battery unit 10 of the entire aircraft. As a result, it takes a long time and effort to balance the power source by dividing it into multiple batteries to supply power to multiple motors when charging the hover motor system and the tilting motor system. Moreover, the long-term uneven power also affects the service life of the battery. Therefore, in this embodiment, the battery power supply is set such that each battery unit 10 supplies power to at least one hover motor system and at least one tilting motor system simultaneously. While dividing the power source into multiple batteries to supply power to multiple motor systems, it can also ensure the balance of the discharge capacity of each battery unit 10.

[0084] Optionally, in the first type of motor system 200 and the second type of motor system 300 powered by the same battery unit 10, the number of the first type of motor system 200 and the second type of motor system 300 can be set to be the same or different. For example, the number of the first type of motor system 200 is set to be greater than that of the second motor system. The number of the first type of motor system 200 and the second type of motor system 300 powered by different battery units 10 is set to be the same, that is, each battery unit 10 can supply power to one first type of motor system 200 and one second type of motor system 300, or each battery unit 10 can supply power to multiple first type of motor systems 200 with the same number and multiple second type of motor systems 300 with the same number.

[0085] The motor system includes a motor, a motor controller, an encoder, etc. The battery unit 10 can provide the working voltage required for the motor, the motor controller, the encoder, etc. For example, when receiving a low-voltage power supply instruction, it provides a working voltage to the motor controller, the encoder, etc., so that the motor controller, the encoder, etc. can start working. When receiving a high-voltage power-on instruction, and when the aircraft meets the condition of allowing high-voltage power-on, it completes high-voltage power-on, that is, supplies power to the motor winding. The motor controller drives the motor to work according to the received flight control instruction, enabling the aircraft to fly in various modes.

[0086] It should be noted that, based on the requirements of power and safety, the power source of the aircraft is often divided into multiple batteries to supply power to multiple motors respectively. To avoid power loss caused by battery failure, most often the dual-winding method of the motor is used to avoid power loss of the motor due to battery failure, or by directly paralleling multiple battery packs, it is also possible to ensure that the motor has power supply when a single battery fails. The above two methods have at least the following technical defects: The dual-winding motor scheme has each motor with two windings, and each winding needs to work independently, increasing the probability of winding failure, and the dual-winding has high requirements for the control cooperation of the motor controller. Poor cooperation will result in low efficiency of converting electrical energy into kinetic energy; while the multi-battery parallel scheme requires very good consistency between batteries, otherwise there will be a problem of mutual charging, and the charging time is slower after parallel connection, and parallel management requires relatively complex pre-charging and charging control by software.

[0087] Please refer to Figures 1 to 10 , in an embodiment, there are two battery units 10, and the power output terminals of the two battery units 10 are connected to each other through the emergency control switch 21;

[0088] If there are more than two battery units 10, the power output terminals of every two battery units 10 are connected to each other through one emergency control switch 21.

[0089] Please refer to Figure 3 , in this embodiment, according to different loads applied, the number of battery units 10 is also different, and the loads powered by each battery unit 10 can also be set differently. Any two battery units 10 can be backed up by each other through an emergency control switch 21. When there are more than two battery units 10 in the battery management system, each battery unit 10 can be backed up and powered by other battery units 10, that is, one battery unit 10 can back up and power more than one battery unit 10, and one battery unit 10 can also be backed up and powered by multiple battery units 10. Or, each battery unit 10 can be backed up and powered by one battery unit 10, that is, any two battery units 10 are backed up and powered by each other.

[0090] Please refer to Figures 1 to 10 , in an embodiment, multiple battery units 10 are at least divided into two first battery unit groups, each first battery unit group includes two battery units 10, and the power output terminals of the two battery units 10 in each group are connected to each other through one emergency control switch 21;

[0091] Or, each first battery unit group includes at least three battery units 10, and the power output terminals of every two battery units 10 in each group are connected to each other through one emergency control switch 21.

[0092] In this embodiment, in each first battery unit group, the number of battery units 10 can be two, three or more than three. When the number is two, two battery units 10 in the same battery unit group are interconnected through an emergency control switch 21. When the number is three or more than three, every two battery units 10 in the same battery unit group are interconnected through an emergency control switch 21. Each battery unit 10 can be backed up by other battery units 10 for power supply, that is, one battery unit 10 can supply power to more than one battery unit 10, and one battery unit 10 can also be backed up by multiple battery units 10 for power supply. Alternatively, each battery unit 10 can be backed up by one battery unit 10 for power supply, that is, every two battery units 10 back up each other. The emergency control switch 21 can be implemented by a relay. When the emergency control switch 21 is closed, it can realize the electrical connection between the battery unit 10 and the first type of motor system 200 and the second type of motor system 300 powered by other battery units 10, so that while the battery unit 10 can supply power to the first type of motor system 200 and the second type of motor system 300 powered by itself, it can also supply power to other first type of motor systems 200 and second type of motor systems 300. In the case that any battery unit 10 in the first battery unit group fails and cannot supply power, the first type of motor system 200 and the second type of motor system 300 that need to be powered by the failed battery unit 10 can be powered by other battery units 10, that is, the normally powered battery unit 10 will bear the power consumption of the motor powered by the paired battery unit 10. Therefore, at least one battery unit 10 can supply power to multiple motors at this time. When each battery unit 10 discharges normally, it supplies power to the motor system powered by itself respectively. When a battery unit 10 fails, an emergency function will be adopted. This emergency function can enable the motor system to have the working ability, so as to ensure that the whole aircraft can continue to be in a balanced working state in an emergency.

[0093] Optionally, each of the battery units 10 includes:

[0094] A battery controller BCU, which is connected to the emergency control switch 21. The battery controller BCU is used to control the emergency control switch 21 to close when there is a battery unit 10 with power supply failure in the first battery unit group, so that the normally powered battery unit 10 supplies power to the first type of motor system and the second type of motor system powered by the battery unit 10 with power supply failure.

[0095] Each of the battery units 10 further includes:

[0096] A battery cell module 12, which is connected to the discharge interface J1 of the corresponding battery unit 10;

[0097] The main control switch 13 is serially arranged between the battery cell module 12 and the discharge interface J1, and the controlled end of the main control switch 13 is connected to the battery controller BCU in the corresponding battery cell;

[0098] The battery controller BCU is further configured to control the main control switch 13 to be turned on / off according to the power information of the battery cells 10 in the second battery cell group when the battery cell 10 is charging / discharging; and, when the power supply of its own battery cell 10 fails, control the main control switch 13 to disconnect the electrical connection between the battery cell module 12 and the discharge interface J1.

[0099] Each of the battery cells further includes:

[0100] A cell acquisition unit BMU, which is respectively connected to the battery cell module 12 and the battery controller BCU; the cell acquisition unit BMU is configured to acquire the operation parameters of the battery cell module 12 and output them to the battery controller BCU;

[0101] A current sensor 14, which is respectively connected to the battery cell module 12 and the battery controller BCU, and is used to acquire the current when the battery cell module 12 is charging / discharging and output it to the battery controller BCU;

[0102] A pre-charge control switch K3, which is arranged in parallel with the main control switch 13.

[0103] Please refer to Figures 4 to 7, in this embodiment, each battery unit 10 may include, but is not limited to, a battery cell module 12, a BMU (battery cell acquisition unit BMU), a battery controller BCU, a current sensor 14, a fuse, a pre-charge control switch K3, a main control switch 13, a pre-charge resistor, a discharge interface J1, and several wires. The main control switch 13, the emergency control switch, and the pre-charge control switch K3 can all be implemented by switches such as relays. One BMU can be set for each battery cell module 12. The BMU has the functions of collecting the temperature, voltage of the battery cells, and balancing the battery cells, and can send the collected battery information to the BCU through a closed-loop differential communication method, wireless Bluetooth communication, or other wireless communication methods. Taking the battery manager having four battery units 10 as an example, BCUn represents that each of the four battery units 10 has a BCU, and n represents 1 / 2 / 3 / 4. Each BCU works independently. The BCU has the functions of communicating with the current sensor 14, controlling the pre-charge control switch K3, controlling the main control switch 13, and communicating with the flight management computer. The BCU can transmit the information of the battery unit 10 to the flight management computer, and the BCU also has control strategies such as charge management, discharge management, fault management, and emergency control switch 21 management. For example, when the BCU realizes the high-voltage power-on function, the user can operate the console to trigger the corresponding high-voltage power-on control instruction, and rely on the flight management computer to transmit the high-voltage power-on signal of the console to the BCU. The BCU first controls the pre-charge control switch K3 to close according to the actual state of the battery to pre-charge the motor system, and completes the relevant high-voltage power-on operations when the motor system allows high-voltage power-on. Among them, the process of allowing high-voltage power-off also requires the cooperation of the flight management computer and the console. The user operates the high-voltage power-off control instruction of the console, and the flight management computer transmits the power-off instruction to the BCU. The BCU disconnects the main relay to complete the high-voltage power-off. When the battery unit 10 is abnormal, the BCU controls the emergency relay to close. When any one of the four battery units 10 cannot continue to supply power to the motor system, another battery unit 10 matched with it can supply power to the corresponding motor system to ensure that the motor system can work.

[0104] It can be understood that the battery cell acquisition unit BMU can monitor the conditions of the battery cells of each battery unit 10 in real time, such as the voltage, temperature, etc. of the battery cells. At the same time, the current sensor 14 can also collect the output current of each battery unit 10, so that each battery unit 10 can obtain its own battery information, which includes but is not limited to voltage, current, power, and temperature, etc. In the case of a sudden drop in battery power, overcurrent output of the battery unit 10 (caused by reasons such as a short circuit in the line), abnormal battery temperature, etc., the battery unit 10 can control itself to disconnect the connection with the discharge interface J1, so that the battery unit 10 fails during operation. Refer to Figure 10, for the case where a single battery cell 10 fails, this embodiment adopts emergency treatment measures. The battery cells 10 are grouped to work as backups for each other. During normal operation, they work independently without affecting each other. Only when one of the battery cells 10 fails, the backup control strategy is enabled. This embodiment takes the battery management system having four battery cells 10, and each battery cell 10 supplying power to two motor systems as an example for illustration. Among them, the four battery cells 10 are respectively labeled as battery pack 1, battery pack 2, battery pack 3, and battery pack 4. Battery pack 1 and battery pack 3 form a first battery cell group in pairs, and battery pack 2 and battery pack 4 form another first battery cell group in pairs. During the flight of the aircraft in the air, if any one of the four battery cells 10 cannot supply power, the battery cell 10 in the same first battery cell group will bear the power consumption of the motors powered by the battery cell 10 paired with it. Therefore, at this time, one battery pack needs to supply power to the four motor systems. In this way, it can ensure that the four motors can work at a certain power to maintain the flight demand. When the other first battery cell group is supplying power normally, the remaining four motor systems of the whole machine can work at full power. Through flight control, the flight attitude of the whole machine can be adjusted to a balanced state, and the occurrence of unilateral power imbalance can be reduced. The battery cells 10 are connected together by an emergency relay in pairs. The battery controllers BCU of the two battery cells 10 can both control the closing of the emergency relay. This emergency relay can only be closed and is not allowed to be disconnected. After each use of the emergency relay, a new emergency relay must be replaced to continue using. The failure modes of the battery cell 10 include but are not limited to thermal runaway faults. Taking the thermal runaway fault as an example, the BCU in the battery cell 10 is constantly detecting thermal runaway faults. When one of the battery cells 10 has a thermal runaway fault, the other battery cell 10 will receive the thermal runaway fault warning information and confirm it. After confirming that the thermal runaway fault actually occurs, it will close the emergency relay and at the same time feedback the status of the emergency relay to the battery cell 10 with the thermal runaway. After the battery cell 10 with the thermal runaway receives the closed state of the emergency relay, it will disconnect the main relay of the battery cell 10 with the thermal runaway. The battery cell 10 without the thermal runaway will detect the temperature around the emergency relay in real time to avoid the chain reaction caused by the thermal runaway of the battery cell 10. Similarly, when the battery cell 10 fails due to a sharp drop in battery power, overcurrent, etc. of the battery cell 10, the above emergency treatment measures can also be adopted, that is, when one of the battery cells 10 fails, the other battery cell 10 will receive the failure information and confirm it. After confirming that the failure actually occurs, it will close the emergency relay to complete the emergency backup of each battery cell 10. The battery cells 10 in this embodiment are grouped to work as backups for each other. During normal operation, they work independently without affecting each other. Only when one of the battery cells 10 fails, the backup control strategy is enabled, so that the normally working battery cells 10 can share the power supply capacity of the failed battery cell 10.

[0105] Optionally, the number of the main control switches 13 is multiple, and the multiple main control switches 13 are arranged in parallel.

[0106] In this embodiment, the main control switches 13 are arranged in multiple paths in parallel (for example, two paths in parallel, and the two main control switches are respectively marked as main control switches K1 and K2). The main control switches 13 arranged in multiple paths in parallel are controlled by the battery controller BCU. When the battery unit 10 is charging / discharging, they can be turned on simultaneously, or turned on at different times, or any one of the main control switches 13 arranged in multiple paths in parallel can be turned on. Specifically, it can be set according to the actual application scenario and is not limited here. By arranging the main control switches 13 in multiple paths in parallel, the risk that the battery unit 10 cannot be charged / discharged due to the failure of a single main control switch 13 can be reduced.

[0107] Please refer to Figures 1 to 10 , in one embodiment, the multiple battery packs are divided into at least two second battery unit groups, and each second battery unit group includes at least two battery packs; the battery management system includes:

[0108] At least two charging interfaces J2, and each charging interface J2 is connected to each battery unit 10 in the second battery unit group through the corresponding discharge interface J1 of the battery pack.

[0109] Each battery unit further includes:

[0110] At least two charging control switches 22, and each charging control switch 22 is connected between the charging interface J2 and the common end of each battery unit 10 in the second battery unit group.

[0111] Please refer to Figure 5 and 10, in this embodiment, the charging interface J2 can be set on the wings on both sides of the aircraft fuselage. The number of charging interfaces J2 can be two, or more than two, and can be specifically set according to the number of battery units 10, which is not limited here. This embodiment takes the number of charging interfaces J2 being two, the battery unit 10 being a battery pack, and the number of battery packs being four as an example for illustration. Among them, the aircraft is provided with one charging interface J2 on each of the wings on both sides of the fuselage. The four battery packs are respectively marked as battery pack 1, battery pack 2, battery pack 3, and battery pack 4. One charging interface J2 is set between battery pack 1 and battery pack 2, and the other charging interface J2 is set between battery pack 3 and battery pack 4. In the same second battery unit group, two battery packs share one charging interface J2. A dedicated charging control switch 22 can be set on the charging circuit. The closing of the main control switch 13 inside the battery pack and the charging control switch 22 can form a closed loop for the charging circuit. In some embodiments, the charging circuit and the discharging circuit share the negative electrode. During the charging process of the battery pack, the charging pile, the flight management computer, and the console will all participate. The charging pile provides the electric energy required for charging the battery pack, the flight management computer transmits the real-time information of the battery to the console, and the personnel can view the battery real-time information through the console.

[0112] Optionally, each of the battery units 10 includes:

[0113] a battery cell module 12, connected to the discharging interface J1 of the corresponding battery unit 10;

[0114] a main control switch 13, serially arranged between the battery cell module 12 and the discharging interface J1;

[0115] The battery controller BCU is used to control the on / off of the main control switch 13 according to the power information of the battery packs in the second battery unit group when the battery pack is charging.

[0116] In this embodiment, each battery unit 10 has a battery module 12 composed of a single battery cell. The battery module 12 can be a lithium battery, a lead-acid battery, etc. The number of batteries can be set according to the power required by the aircraft, and is not limited here. The battery module 12 is electrically connected to the charging interface J2 of the second battery unit group through the discharge interface J1. The battery controllers BCU of each battery group in the same second battery unit group can realize information exchange through the flight control computer of the aircraft, or the battery controllers BCU communicate with each other through wired methods such as communication buses, wireless Bluetooth communication and other wireless communication methods. When charging, the two battery groups connected to the same charging interface J2 can obtain the power information of each battery module 12 through the battery acquisition unit BMU and the current sensor 14 when the charging control switch 22 is closed. The battery information may include but is not limited to the battery temperature, voltage and current, etc. The battery information of each battery group can also interact with each other. When the battery pack is in a charging state, the battery controller BCU of each battery pack can obtain battery information of each battery pack, and then generate a corresponding charging control strategy according to the obtained battery information, and control the charging of the battery pack in each second battery unit group according to the charging control strategy.

[0117] Among them, the charging control strategy includes: according to the battery information, when it is determined that the power difference of the battery groups in the second battery cell group is greater than or equal to the preset difference, controlling the battery group with lower power to be charged first; according to the battery information, when it is determined that the power difference of the battery groups in the second battery cell group is less than the preset difference, controlling each of the battery groups to be charged simultaneously; or, controlling each of the battery groups to be charged in turn according to a preset charging cycle; or, controlling each of the battery groups to be charged one by one in a preset charging order. It can be understood that the preset difference can be an allowable difference that can meet the balance of each battery. When the difference between each battery group in the second battery cell group is greater than or equal to the preset difference, it means that the power difference between the battery groups is large. Therefore, before parallel charging, the battery with lower power can be charged first. In this process, the battery groups can be charged one by one in the charging order of charging the battery group with lower power first and the battery group with lower power later, until the difference between each battery group is less than the preset difference.

[0118] When each battery pack reaches balance, each battery pack can be charged simultaneously, i.e., multiple battery packs are charged in parallel, or each battery pack can be charged one by one according to a preset charging sequence, or each battery pack can be charged in turn according to a certain cycle, for example, each battery pack is charged for 1 hour. Of course, each battery pack can also be charged in a combination of the above methods. For example, each battery pack can be charged simultaneously to a certain power first, then each battery pack is charged in turn, and finally each single battery pack is charged one by one. Or, each battery pack can be charged in turn to a certain power first, then each single battery pack is charged one by one, and finally each battery pack is charged simultaneously. Or, each single battery pack can be charged one by one to a certain power first, then each battery is charged in turn, and finally each battery pack is charged simultaneously. When combining charging methods, the sequence of charging methods can be adjusted according to actual applications and is not limited here.

[0119] The present utility model also provides an electric device. Please refer to Figures 1 to 10 , the electric device includes:

[0120] a plurality of first mounting seats;

[0121] a plurality of first type motor systems 200 and a plurality of second type motor systems 300, which are respectively and correspondingly arranged on the plurality of first mounting seats; and,

[0122] the battery management system as described above, and a plurality of battery units 10 of the battery management system are respectively connected to the plurality of first type motor systems 200 and the plurality of second type motor systems 300 correspondingly.

[0123] In this embodiment, the electric device can be an aircraft, an electric vehicle, a ship, etc. The following embodiments of the present utility model will be described by taking an aircraft as an example. The aircraft includes a fuselage, a first mounting seat, and the aforementioned battery management system. The specific structure of the battery management system refers to the above embodiment. Since this aircraft adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought by the technical solutions of the above embodiments and will not be elaborated here one by one.

[0124] Please refer to Figures 8 to 10, in this embodiment, the power supply relationship between the battery unit 10 and the first type of motor system 200 and the second type of motor system 300 can refer to the embodiments of the above battery management system, which will not be elaborated here. Among them, the first type of motor system 200 is a hovering motor system, and the second type of motor system 300 is a tilting motor system. The distribution positions of the tilting motor system and the hovering motor system can be set according to the functional requirements, model, etc. of the aircraft, which are not limited here. There are many forms of the first mounting seat. Optionally, the first mounting seat is arranged on the wing and / or tail of the aircraft. Of course, in other embodiments, the first mounting seat can also be arranged on the fuselage.

[0125] Please refer to Figures 8 to 10 , optionally, the wing has a first position and a second position, and the distance from the first position to the fuselage is greater than the distance from the second position to the fuselage;

[0126] The first type of motor system 200 is arranged on the arm near the first position of the wing;

[0127] The second type of motor system 300 is arranged on the arm near the second position of the wing and / or on the tail;

[0128] The battery unit 10 in the battery management system is arranged at the first position and the second position of the wing.

[0129] In this embodiment, a tail is arranged at the tail of the fuselage. The tail and the fuselage are integrally formed or mechanically connected, and the tail is symmetrically arranged along the fuselage. The first type of motor system 200 is optionally distributed on the arm of the wing. The second type of motor system 300 is optionally distributed on the wing and / or the tail. A plurality of the first type of motor systems 200 are symmetrically distributed on the arms near the first position of the wing on both sides of the fuselage, and are symmetrically installed on the outer sides of the wings on both sides of the fuselage away from the tilting motor system. And the two hovering motor systems on the same side of the wing are located on the front and rear sides of the wing, that is, two first type of motor systems 200 are symmetrically distributed on each side of the wing. Among the plurality of second type of motor systems 300, a part of the second type of motor systems 300 are symmetrically distributed on both sides of the fuselage near the second position of the wing, and another part of the second type of motor systems 300 are symmetrically distributed on the tail at the rear side of the fuselage.

[0130] Each battery unit 10 in the battery management system can be arranged at the first position and the second position of the wings on both sides of the fuselage. Of course, in other embodiments, some or all of the battery units 10 can also be arranged on the tail wing at the rear of the fuselage or the arm of the wing, which is not limited here. The tilting motor system is distributed on the arms of the wings on both sides of the fuselage and the tail wing at the rear of the fuselage, and the hovering motor system is distributed on the arms of the wings on both sides of the fuselage. Each battery unit 10 corresponds to at least one motor system to shorten the distance between the battery unit 10 and the motor system.

[0131] Optionally, the battery unit 10 arranged at the first position of the wing on one side of the fuselage supplies power to the first type of motor system 200 on the arm close to the first position of the wing on the same side of the fuselage and the second type of motor system 300 on the tail wing on the opposite side of the fuselage.

[0132] The battery unit 10 arranged at the second position of the wing on one side of the fuselage supplies power to the second type of motor system 300 on the arm close to the second position of the wing on the same side of the fuselage and the first type of motor system 200 on the arm close to the first position of the wing on the opposite side of the fuselage.

[0133] In this embodiment, each battery unit 10 can supply power to at least one tilting motor system and at least one hovering motor system, that is, each battery unit 10 can supply power to one tilting motor system and one hovering motor system, or can supply power to multiple tilting motor systems and multiple hovering motor systems, or can supply power to one tilting motor system and multiple hovering motor systems, as long as it is ensured that the number and type of the motor systems powered by each battery unit 10 are the same. Such an arrangement can ensure the battery balance of each battery unit 10. The battery unit 10 arranged at the first position of the wing supplies power to the hovering motor system on the arm close to the first position of the wing, and at the same time cross-supplies power to the tilting motor system on the tail wing on the opposite side of the fuselage. The battery unit 10 arranged at the second position of the wing supplies power to the motor system on the same side of the fuselage close to the second position of the wing, and at the same time cross-supplies power to the hovering motor system on the arm of the wing on the opposite side of the fuselage. Among the two hovering motor systems symmetrically distributed on the arms of each wing, one hovering motor system is powered by the battery unit 10 arranged at the first position of the wing on the same side of the fuselage, and the other hovering motor system is powered by the battery unit 10 arranged at the second position of the wing on the opposite side of the fuselage. In this embodiment and the following embodiments, an example is given with the number of battery units 10 being four, and the number of both the tilting motor system and the hovering motor system being four. Refer to Figure 9, wherein the four battery units 10 are respectively labeled as battery pack 1, battery pack 2, battery pack 3, and battery pack 4; the four tilting motor systems are respectively labeled as tilting motor 1, tilting motor 2, tilting motor 3, and tilting motor 4; the four hovering motor systems are respectively labeled as hovering motor 1, hovering motor 2, hovering motor 3, and hovering motor 4. Each battery unit 10 is allocated to supply power to one hovering motor and one tilting motor. The battery pack 1 at the first position of the left wing is allocated to supply power to the hovering motor 1 and the tilting motor 4, the battery pack 4 at the first position of the right wing is allocated to supply power to the hovering motor 3 and the tilting motor 2, the battery unit 2 at the second position of the left wing is allocated to supply power to the hovering motor 4 and the tilting motor 1, and the battery unit 3 at the second position of the right wing is allocated to supply power to the hovering motor 2 and the tilting motor 3. With such an arrangement, similar energy consumption effects can be achieved during the actual discharge process, and the power consumption ratio of a certain battery unit 10 can be reduced from being significantly different from those of the other three battery units 10, thus avoiding the cask effect; moreover, the motor allocation of the battery units 10 is cross-distributed. When a certain battery unit 10 fails to supply power normally, the power reduction of the whole aircraft occurs on both the left and right sides of the whole aircraft rather than on a single side, which is beneficial to the attitude balance control of the aircraft.

[0134] Please refer to Figures 1 to 10 , in one embodiment, the battery unit 10 at the first position of the wing disposed on one side of the fuselage and the battery unit 10 at the second position of the wing on the opposite side of the fuselage are configured in a first battery unit group of the battery management system, and the battery units 10 within the first battery unit group supply power to each other as backups;

[0135] And / or, the battery units 10 at the first position and the second position of the wings on the same side of the fuselage are configured in a second battery unit group of the battery management system, and the battery units within the second battery unit group are connected in parallel during charging.

[0136] In this embodiment, in each first battery unit group, the number of battery units 10 can be two or more than two. In the same first battery unit group, an electrical connection can be achieved between the battery unit 10 and the first type of motor system 200 and the second type of motor system 300 powered by other battery units 10, so that while the battery unit 10 can supply power to the first type of motor system 200 and the second type of motor system 300 powered by itself, it can also supply power to other first type of motor systems 200 and second type of motor systems 300. The battery units 10 are grouped to supply power in a backup manner. They work independently during operation and do not affect each other. Only when one of the battery units 10 fails, a backup control strategy is enabled. For example, when there are four battery units 10 in the aircraft, the battery pack 1 at the second position on one side (such as the left side) of the wing and the battery pack 3 at the first position on the other side (such as the right side) of the wing form a pair to form a first battery unit group, and the battery pack 2 at the first position on the left side of the wing and the battery pack 4 at the second position on the right side of the wing form a pair to form another first battery unit group to ensure the balanced operation of the whole machine. With such a setting, when any one of the battery units 10 in the first battery unit group fails and cannot supply power, the first type of motor system 200 and the second type of motor system 300 that need to be powered by the failed battery unit 10 can be powered by other battery units 10, that is, the normally powered battery unit 10 will bear the power consumption of the motor system powered by its paired battery unit 10. Therefore, at least one battery unit 10 can supply power to multiple motor systems at this time. When each battery unit 10 discharges normally, it supplies power to the motor system powered by itself respectively. When a battery unit 10 fails, an emergency function will be adopted. This emergency function can enable the motor system to have the working ability, so as to ensure that in an emergency, the whole aircraft can continue to be in a balanced working state and the occurrence of unilateral power imbalance can be reduced.

[0137] Please refer to Figure 5 and 10, optionally, the charging interface J2 can be set on the wings on both sides of the aircraft fuselage. The number of charging interfaces J2 can be two, or more than two, and can be specifically set according to the number of battery units 10, without limitation here. The battery units arranged on the wings on both sides of the fuselage are divided into at least two second battery unit groups, and each second battery unit group is charged by one charging interface J2. In this embodiment, taking the number of the second battery unit groups and the charging interfaces J2 both being two and the total number of battery units 10 being four as an example, one charging interface J2 is set on each of the left and right sides of the wing of the aircraft, one charging interface J2 is set between battery pack 1 and battery pack 2, and the other is set between battery pack 3 and battery pack 4. In the same second battery unit group, two battery units 10 share one charging interface J2, that is, the battery units 10 in the second battery unit group are connected in parallel during charging. Information interaction can be realized between the battery units 10 in the same second battery unit group through the flight control computer of the aircraft, or through wired methods such as communication buses, wireless Bluetooth communication, and other wireless communication methods for communication connection. During charging, the battery information of the two battery units 10 connected to the same charging interface J2 can also be interacted with each other, so that each battery unit 10 can obtain the battery information of each battery unit 10, and then generate a corresponding charging control strategy according to the obtained battery information, and control the battery units 10 in each second battery unit group to charge according to the charging control strategy. Among them, the charging control strategy can specifically refer to the embodiments of the above battery management system, which will not be elaborated here.

[0138] Please refer to Figures 1 to 10 , in one embodiment, the ratio range between the total number of the first type of motor systems 200 and the second type of motor systems 300 and the number of battery units 10 in the battery management system is: 1:1 to 4:1.

[0139] In this embodiment, the ratio between the total number of the first type of motor systems 200 and the second type of motor systems 300 and the number of battery units 10 in the battery management system can be 1:1 or 1.5:1 or 2:1 or 3:1 or 4:1. One battery unit 10 can supply power to at least one first type of motor system 200 and at least one second type of motor system 300. Please refer to Figures 8 to 10, optionally, a battery cell 10 can supply power to a first type of motor system 200 and a second type of motor system 300. At this time, the ratio between the total number of the first type of motor system 200 and the second type of motor system 300 and the number of battery cells 10 in the battery management system is 2:1. The number of battery cells 10 is four, the number of hovering motor systems is four, and the number of tilting motor systems is four. A battery cell 10 can supply power to two first type of motor systems 200 and a second type of motor system 300. The number of battery cells 10 is four, the number of hovering motor systems is four, and the number of tilting motor systems is two. At this time, the ratio between the total number of the first type of motor system 200 and the second type of motor system 300 and the number of battery cells 10 in the battery management system is 2:1. A battery cell 10 can supply power to a first type of motor system 200 and a second type of motor system 300. The number of battery cells 10 is four, the number of hovering motor systems is two, and the number of tilting motor systems is two. The motor system is a dual-winding motor, and the two windings of each motor system are powered by two different battery cells 10. At this time, the ratio between the total number of the first type of motor system 200 and the second type of motor system 300 and the number of battery cells 10 in the battery management system is 1:1. Of course, in other embodiments, the ratio between the total number of the first type of motor system 200 and the second type of motor system 300 and the number of battery cells 10 in the battery management system can also be set to other ratios, as long as it satisfies that one battery cell 10 supplies power to two different types of motor systems, and the number and type of motor systems powered by each battery cell 10 are the same. There is no limitation here.

[0140] Please refer to Figures 1 to 10 , in one embodiment, the aircraft further includes:

[0141] A flight control computer (not shown in the figure), the flight control computer is communicatively connected to each battery cell 10 in the battery management system; the flight control computer is configured to receive battery information output by the battery cell 10 to control the operation of each battery cell 10 according to the battery information and the aircraft.

[0142] The battery information of the four battery cells 10 is respectively managed by their respective battery controllers, and the battery information of the four battery cells 10 is respectively sent to the flight control computer, and the flight control computer can make a reasonable execution command after comprehensively considering the current state of the battery.

[0143] In this embodiment, the high-voltage power-on process requires the participation of the flight control computer and the console (ground monitoring room). The user operates the corresponding high-voltage power-on control instruction on the console, and relies on the flight control computer to transmit the high-voltage power-on signal of the console to the BCU. When the BCU allows high-voltage power-on according to the actual state of the battery, it completes the relevant operations for high-voltage power-on. The high-voltage power-off process also requires the cooperation of the flight control computer and the console. The user operates the high-voltage power-off control instruction on the console, and the flight control computer transmits the power-off instruction to the BCU, and the BCU disconnects the main relay to complete the high-voltage power-off. During the charging process of the battery unit 10, the charging pile provides the electric energy required for charging to the battery unit 10. The battery unit 10 transmits the battery information to the flight control computer, and the flight control computer transmits the real-time information of the battery to the console, and the user can view the real-time information of the battery through the console.

[0144] The above is only an exemplary embodiment of the present invention, and does not limit the patent scope of the present invention. Any equivalent structural transformation made under the technical concept of the present invention by using the content of the specification and drawings of the present invention, or directly / indirectly applied to other related technical fields, is included in the patent protection scope of the present invention.

Claims

1. A battery management system, applied to electric equipment, characterized in that: The electric device includes a plurality of first-type motor systems and a plurality of second-type motor systems, and the battery management system includes: A plurality of discharge interfaces, each of the discharge interfaces being used to connect at least one of the first type of motor system and at least one of the second type of motor system; A plurality of battery cells, each of which is connected to a discharge interface, and each of which is used to supply power to at least one of the first-type motor systems and at least one of the second-type motor systems.

2. The battery management system according to claim 1, characterized in that: The plurality of battery cells are divided into at least two first battery cell groups, each of the first battery cell groups comprising at least two battery cells; The battery management system further comprises: At least two emergency control switches, each of the emergency control switches is connected between two of the battery cells of each of the first battery cell groups.

3. The battery management system according to claim 1, characterized in that: The battery management system further includes: an emergency control switch; There are two battery units, and the power output ends of the two battery units are connected to each other through the emergency control switch; There are more than two battery units, and the power output ends of every two battery units are connected to each other through an emergency control switch.

4. The battery management system according to claim 2, characterized in that: Each of the battery cells comprises: A battery controller is connected to the emergency control switch. The battery controller is used to control the emergency control switch to close when a battery cell with power supply failure exists in the first battery cell group, so that the battery cells with normal power supply can supply power to the first type of motor system and the second type of motor system powered by the battery cell with power supply failure.

5. The battery management system according to claim 4, characterized in that: Each of the battery cells further comprises: A battery cell module connected to a discharge interface of the corresponding battery unit; A main control switch is arranged in series between the battery cell module and the discharge interface, and a controlled end of the main control switch is connected to a battery controller in the corresponding battery unit; The battery controller is also used to control the main control switch to disconnect the electrical connection between the battery module and the discharge interface when the power supply of its own battery unit fails.

6. The battery management system according to claim 1, characterized in that: The plurality of battery cells are divided into at least two second battery cell groups, each of the second battery cell groups includes at least two battery cells; The battery management system further comprises: At least two charging interfaces, each of which is connected to each of the battery cells in the second battery cell group through a discharge interface corresponding to the battery cell.

7. The battery management system according to claim 6, characterized in that: Each of the battery cells comprises: A battery cell module connected to a discharge interface of the corresponding battery unit; A main control switch, arranged in series between the battery module and the discharge interface; A battery controller is connected to the controlled end of the main control switch; wherein, The battery controller is used to control the main control switch to be on / off according to the power information of the battery cells in the second battery cell group when the battery cells are charged; At least two charging control switches, each of which is connected between the charging interface and a common terminal of each of the battery cells in the second battery cell group.

8. An electric device, characterized in that: include: a plurality of first mounting seats; A plurality of first-type motor systems and a plurality of second-type motor systems are respectively arranged on a plurality of the first mounting seats in a one-to-one correspondence; as well as, According to the battery management system as described in any one of claims 1 to 7, a plurality of battery cells of the battery management system are respectively connected to a plurality of the first-type motor systems and a plurality of the second-type motor systems.

9. The electric device according to claim 8, characterized in that The electric device is an aircraft, and the first mounting seat is configured on the wing and / or tail of the aircraft.

10. The electric device according to claim 9, characterized in that The aircraft comprises a fuselage, the wing has a first position and a second position, the first position is at a greater distance from the fuselage than the second position is at a greater distance from the fuselage; The first type of motor system is disposed on an arm at a first position near the wing; The second type of motor system is arranged on the arm and / or the tail wing at a second position close to the wing; The battery units in the battery management system are arranged on the wings and / or the arms and / or the tail.

11. The electric device according to claim 9, characterized in that The aircraft comprises a fuselage, the wing has a first position and a second position, the first position is farther from the fuselage than the second position, a battery unit arranged at the first position of the wing on one side of the fuselage supplies power to a first type of motor system of an arm arranged on the same side of the fuselage close to the first position of the wing, and a second type of motor system of the tail arranged on the opposite side of the fuselage; The battery unit arranged at the second position of the wing on one side of the fuselage supplies power to the second type of motor system on the arm arranged at the second position on the same side of the fuselage close to the wing, and to the first type of motor system at the first position on the opposite side of the fuselage close to the wing.

12. The electric device according to claim 9, characterized in that The aircraft comprises a fuselage, the wing has a first position and a second position, the first position is farther from the fuselage than the second position, the battery cells at the first position of the wing on one side of the fuselage and the battery cells at the second position of the wing on the opposite side of the fuselage are configured in a first battery cell group of the battery management system, and the battery cells in the first battery cell group back up each other for power supply; And / or, the battery cells arranged at the first position and the second position of the wing on the same side of the fuselage are configured in a second battery cell group of the battery management system, and the battery cells in the second battery cell group are arranged in parallel during charging.

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