Battery management control system and control method, and vehicle

Abstract

A battery management control system (100) and a control method, and a vehicle (200). The battery management control system (100) comprises: a main control chip (1), a power supply module (2), a drive module (3), a first control circuit (4), and a second control circuit (5). An input end (201) of the power supply module (2) is electrically connected to a first voltage end, a first output end (202) of the power supply module (2) is electrically connected to a first power supply end (ADC1) of the main control chip (1), and a monitoring end (203) of the power supply module (2) is electrically connected to a reset end (RESET) of the main control chip (1). An enable end (EN) of the drive module (3) is electrically connected to a second output end (FS1B) of the power supply module (2), and an output end (301) of the drive module (3) is electrically connected to a relay (150). A first end (401) of the first control circuit (4) is electrically connected to a control end (101) of the main control chip (1), and a second end (402) of the first control circuit (4) is electrically connected to the enable end (EN) of the drive module (3). A first end (501) of the second control circuit (5) is electrically connected to the enable end (EN) of the drive module (3) and a second voltage end, a second end (502) of the second control circuit (5) is electrically connected to the first voltage end, and a third end (503) of the second control circuit (5) is electrically connected to a voltage input end (302) of the drive module (3). The battery management control system (100) can meet predictable requirements when the drive module (3) is disconnected from a high voltage, and can improve the functional safety level of the drive module (3).

Description

Battery management control system and control method, and vehicle

[0001] The present application claims priority to the Chinese patent application No. 202410859718.X, filed on June 28, 2024, the content of which is incorporated herein by reference in its entirety. TECHNICAL FIELD

[0002] The present disclosure relates to the technical field of battery management system, and in particular to a battery management control system and control method, and vehicle. BACKGROUND

[0003] With the rapid development of new energy vehicles in recent years, the combination of new energy vehicle industry and information technology in the research of automatic driving technology of vehicles has also been highly valued by the relevant industry. For new energy vehicles, the increase of various electronic components inside and the newly added battery pack compared to traditional vehicles greatly increase the risk of systematic failure and random hardware failure of new energy vehicles, so the functional safety design of vehicles is gradually put on the research and development process. The international standard for functional safety design in the automotive electronics industry is ISO26262 (based on IEC61508 (Generic standard for Functional Safety of electr)), and ISO26262 is the first functional safety standard applicable to road vehicles, and China released the corresponding national standard GB / T34590 in 2017. The national standard GB / T34590 is defined to avoid unreasonable risks caused by electronic and electrical system failures. That is, random hardware failure and systematic failure will not cause errors in the safety system, thereby causing injury and death to people. SUMMARY

[0004] The present disclosure provides a battery management control system and control method, and vehicle, which can meet the predictable needs when the drive module is disconnected from high voltage, and improve the functional safety level of the drive module.

[0005] In a first aspect, a battery management control system is provided. The battery management control system comprises a master control chip, a power module, a drive module, a first control circuit and a second control circuit; an input end of the power module is electrically connected with a first voltage end, a first output end of the power module is electrically connected with a first power supply end of the master control chip; a monitoring end of the power module is electrically connected with a reset end of the master control chip; an enable end of the drive module is electrically connected with a second output end of the power module; the enable end of the drive module is electrically connected with the second output end of the power module, and an output end of the drive module is electrically connected with a relay.

[0006] The first end of the first control circuit is electrically connected with the control end of the master control chip, the second end of the first control circuit is electrically connected with the enable end of the driving module and the second voltage end, and the third end of the first control circuit is electrically connected with the ground end; the first end of the second control circuit is electrically connected with the enable end of the driving module and the second voltage end, the second end of the second control circuit is electrically connected with the first voltage end, and the third end of the second control circuit is electrically connected with the voltage input end of the driving module.

[0007] The master control chip is configured to output a power-on signal to the first control circuit, and the first control circuit is configured to be turned off under the control of the power-on signal. The second control circuit is configured to be turned on under the control of the second voltage signal of the second voltage end to transmit the first voltage signal of the first voltage end to the driving module; and the driving module is configured to work under the driving of the second voltage signal and the first voltage signal.

[0008] The power supply module is configured to receive the working state signal of the master control chip through the first control end, and output a power-off signal through the second output end after a delay first period when the master control chip works abnormally. The second control circuit is configured to be turned off under the control of the power-off signal, and the driving module is configured to stop working under the control of the power-off signal.

[0009] According to the above technical means, some embodiments of the present disclosure provide a battery management control system. The control system can make the first control circuit conductive or cut off by the master control chip sending a power-on or power-off signal to the first control circuit, so that the driving module can work or not work; and when the first control circuit is cut off, the second control circuit is turned on, so that the relay can be turned on to complete the work of supplying power to the battery pack. When the master control chip is abnormal, the power supply module resets the master control chip and controls the driving module to stop working in a delayed manner, which ensures the delay and predictability of the disconnection output of the driving module and further improves the functional safety level of the driving module.

[0010] In some embodiments, the first control circuit includes a first transistor; the second control circuit includes a second transistor, a third transistor and a first resistor; the control end of the first transistor is electrically connected with the first end of the first control circuit, the first end of the first transistor is electrically connected with the second end of the first control circuit, and the second end of the first transistor is electrically connected with the ground end; the control end of the second transistor is electrically connected with the second end of the first resistor and the second end of the first control circuit, the first end of the second transistor is electrically connected with the control end of the third transistor, and the second end of the second transistor is electrically connected with the ground end; the first end of the third transistor is electrically connected with the first voltage end, the second end of the third transistor is electrically connected with the third end of the second control circuit; and the first end of the first resistor is electrically connected with the second voltage end.

[0011] According to the technical means, the first transistor, the second transistor and the third transistor can be used to control whether the driving module is turned on in some embodiments of the present disclosure.

[0012] In some embodiments, the second control circuit further comprises: a second resistor and a third resistor; a first end of the second resistor is electrically connected to the first end of the second transistor, a second end of the second resistor is electrically connected to the control end of the third transistor, and further electrically connected to the second end of the third resistor; a first end of the third resistor is electrically connected to the first end of the third transistor.

[0013] According to the technical means, the second resistor and the third resistor mainly play a role of current limiting in some embodiments of the present disclosure.

[0014] In some embodiments, the driving module further comprises: a switching circuit, a communication circuit, a fourth transistor and a fifth transistor; a first end of the switching circuit is electrically connected to the enable end of the driving module, a second end of the switching circuit is electrically connected to the second end of the communication circuit, a third end of the switching circuit is electrically connected to the control end of the fourth transistor, and a fourth end of the switching circuit is electrically connected to the control end of the fifth transistor; a first end of the fourth transistor is electrically connected to the first control end of the driving module, and a second end of the fourth transistor is electrically connected to the high-side driving end of the relay; a second end of the fifth transistor is electrically connected to the second control end of the driving module, and a first end of the fifth transistor is electrically connected to the low-side driving end of the relay; a first end of the communication circuit is electrically connected to the communication end of the master control chip.

[0015] According to the technical means, the enable end of the driving module receives a high level to work, and the switching circuit sends a signal to turn on the fourth transistor and the fifth transistor, so as to turn on the relay in some embodiments of the present disclosure.

[0016] In some embodiments, the driving module further comprises: a protection circuit; a first end of the protection circuit is electrically connected to the enable end of the driving module, and a second end of the protection circuit is electrically connected to the first end of the switching circuit.

[0017] According to the technical means, the protection circuit mainly plays a role of current limiting and voltage dividing to prevent damage to the driving module caused by excessive current or voltage in some embodiments of the present disclosure.

[0018] In some embodiments, the battery management control system further comprises: a driving state diagnosis module; a first end of the driving state diagnosis module is electrically connected to the detection end of the master control chip, and a second end of the driving state diagnosis module is electrically connected to the second control end of the driving module; the driving state diagnosis module is configured to collect the output voltage of the driving module.

[0019] According to the technical means, the driving state diagnosis module in some embodiments of the present disclosure is mainly configured to detect the output voltage of the driving module and feed back to the master control chip, and the master control chip judges whether the driving module works normally.

[0020] In some embodiments, the driving state diagnosis module comprises a sampling circuit, a comparator, a diode, a fourth resistor, a fifth resistor, a sixth resistor and a seventh resistor; the first end of the sampling circuit is electrically connected with the first end of the fourth resistor and the second control end of the driving module, the second end of the sampling circuit is electrically connected with the second end of the fourth resistor and the first end of the fifth resistor; the third end of the sampling circuit is electrically connected with the first input end of the comparator; the second input end of the comparator is electrically connected with the first end of the sixth resistor and the first end of the seventh resistor, the second end of the sixth resistor is electrically connected with the ground, and the second end of the seventh resistor is electrically connected with the second voltage end; the output end of the comparator is electrically connected with the positive electrode of the diode, and the negative electrode of the diode is electrically connected with the detection end of the master control chip.

[0021] According to the technical means, in some embodiments of the present disclosure, the output voltage is sampled through the fourth resistor and the fifth resistor, and the level is obtained through the comparator, so as to judge whether the driving module works normally. Generally, the high level of output voltage means that the driving module works normally, and the low level of output voltage means that the driving module is abnormal.

[0022] In some embodiments, the power module comprises a system base chip; the first end of the system base chip is electrically connected with the input end of the power module, the second end of the system base chip is electrically connected with the first output end of the power module, and the third end of the system base chip is electrically connected with the second end of the power module; the fourth end of the system base chip is electrically connected with the second output end of the power module; the system base chip can send a reset signal to the master control chip; the system base chip is configured to detect whether the output voltage of the master control chip is under voltage, if yes, a first signal is output after a first time delay to stop the driving module from working and reset the master control chip; if not, no action is taken.

[0023] According to the technical means, in some embodiments of the present disclosure, the system base chip supplies power to the master control chip and monitors the working state of the master control chip.

[0024] In some embodiments, the power module further comprises: a direct current power conversion module and a stabilized voltage power conversion module; an input end of the direct current power conversion module is electrically connected with the first voltage end, an output end of the direct current power conversion module is electrically connected with the second power supply end of the master control chip, and further electrically connected with the second power supply end of the driving module; an input end of the stabilized voltage power conversion module is electrically connected with the first voltage end, an output end of the stabilized voltage power conversion module is electrically connected with the third power supply end of the master control chip; the direct current power conversion module is configured to supply power to the master control chip and the driving module; and the stabilized voltage power conversion module is configured to supply power to the master control chip.

[0025] According to the above technical means, in some embodiments of the present disclosure, the direct current power conversion module and the stabilized voltage power conversion module mainly supply power to other circuits in the battery management control system.

[0026] In some embodiments, the battery management control system further comprises: a total current acquisition module; an output end of the total current acquisition module is electrically connected with a current acquisition end of the master control chip; and the total current acquisition module comprises: a first current acquisition module and a second current acquisition module.

[0027] The first current acquisition module comprises: a bus interface circuit and a shunt; the shunt is electrically connected with an input end of the bus interface circuit, and a communication end of the bus interface circuit is electrically connected with a first current acquisition end of the master control chip; and the shunt is configured to acquire current in the circuit when the master control chip is running.

[0028] The second current acquisition module comprises: an analog signal acquisition circuit and a Hall sensor; the Hall sensor is electrically connected with an input end of the analog signal acquisition circuit, and an output end of the analog signal acquisition circuit is electrically connected with a second current acquisition end of the master control chip; and the Hall sensor is configured to acquire current in the circuit when the master control chip is running.

[0029] The master control chip is further configured to receive a current signal transmitted by the total current acquisition module, control the driving circuit to stop working if it is determined that the current signal exceeds an expected current, and take no action if it is determined that the current signal does not exceed the expected current.

[0030] According to the above technical means, in some embodiments of the present disclosure, the total current acquisition module is responsible for acquiring current in the circuit and transmitting a current signal to the master control chip, and the master control chip judges the size of the current to determine whether thermal runaway occurs.

[0031] In some embodiments, the battery management control system further comprises: a voltage and temperature acquisition module; an output end of the voltage and temperature acquisition module is electrically connected with a voltage and temperature acquisition end of the master control chip; and the voltage and temperature acquisition module is configured to acquire a single cell voltage and temperature of a battery in the circuit in real time, and transmit a voltage signal and a temperature signal to the master control chip.

[0032] The master control chip is further configured to receive a voltage signal and a temperature signal transmitted by the voltage and temperature acquisition module, and if it is determined that the voltage signal and the temperature signal are out of an expected range, the master control chip controls the driving circuit to stop working; if it is determined that the voltage signal and the temperature signal are not out of the expected range, the master control chip does not take action.

[0033] According to the above technical means, in some embodiments of the present disclosure, the voltage and temperature acquisition module is responsible for acquiring the voltage and temperature in the circuit, and transmits the voltage signal and the temperature signal to the master control chip, and the master control chip judges the size of the voltage and the temperature, so as to judge whether thermal runaway occurs.

[0034] In a second aspect, a control method of a battery management control system is provided. The control method is applied to the battery management control system.

[0035] The control method comprises: outputting a power-on signal to the first control circuit by the master control chip, so that the first control circuit is disconnected, the second control circuit is turned on, and the driving module works; receiving a working state signal of the master control chip by the power supply module; if it is determined that the master control chip is abnormal, outputting a power-off signal by the second output end of the power supply module after a first time period, so that the second control circuit is turned off and the driving module stops working; if it is determined that the master control chip is normal, the power supply module does not take action.

[0036] In some embodiments, the battery management control system further comprises: a driving state diagnosis module; the first end of the driving state diagnosis module is electrically connected to the detection end of the master control chip, and the second end of the driving state diagnosis module is electrically connected to the second control end of the driving module.

[0037] Outputting a power-on signal to the first control circuit by the master control chip, so that the first control circuit is disconnected, the second control circuit is turned on, and the driving module works, comprising: acquiring the output voltage of the driving module by the driving state diagnosis module; outputting the voltage level to the master control chip by the driving state diagnosis module; if it is determined by the master control chip that the voltage level is high, it is determined that the driving module works normally; if it is determined by the master control chip that the voltage level is low, it is determined that the driving module is abnormal.

[0038] In some embodiments, the battery management control system further comprises: a total current acquisition module and a voltage and temperature acquisition module; the output end of the total current acquisition module is electrically connected to the current acquisition end of the master control chip; and the output end of the voltage and temperature acquisition module is electrically connected to the voltage and temperature acquisition end of the master control chip.

[0039] The control method further comprises:

[0040] The main control chip detection circuit determines whether the circuit has thermal runaway; if the circuit has thermal runaway, the first control circuit is turned on, the second control circuit is turned off, and the driving module stops working; if the circuit has not thermal runaway, the first control circuit is turned off, the second control circuit is turned on, and the driving module works normally; the total current acquisition module acquires the current signal in the circuit and transmits it to the main control chip; the voltage and temperature acquisition module acquires the voltage signal and temperature signal of the single battery voltage and temperature in the circuit and transmits them to the main control chip; the main control chip receives the current signal, voltage signal and temperature signal; if at least one of the current signal, voltage signal or temperature signal exceeds the preset range, it is determined that thermal runaway occurs; if the current signal, voltage signal and temperature signal do not exceed the preset range, it is determined that thermal runaway does not occur.

[0041] In a third aspect, a vehicle is provided. The vehicle includes the battery management control system described above.

[0042] Therefore, the above technical solutions of the present disclosure have the following beneficial effects:

[0043] (1) The battery management control system in some embodiments of the present disclosure can meet the predictable needs when the driving module is disconnected from high voltage, and improve the functional safety level of the driving module.

[0044] (2) The detection method in some embodiments of the present disclosure can detect thermal runaway, and then the main control chip can disconnect the driving module, thereby actively disconnecting the high voltage.

[0045] It should be understood that the above general description and the following detailed description are only exemplary and explanatory, and cannot limit the present disclosure. BRIEF DESCRIPTION OF DRAWINGS

[0046] The drawings incorporated into the specification and forming part of the specification, show embodiments consistent with the present disclosure, and together with the specification, serve to explain the principles of the present disclosure, and do not constitute undue limitation on the present disclosure.

[0047] FIG. 1 is a block diagram of a battery management control system according to some embodiments;

[0048] FIG. 2 is a circuit diagram of a battery management control system according to some embodiments;

[0049] FIG. 3 is a structural diagram of a battery management control system according to some embodiments;

[0050] FIG. 4 is a flowchart of a control method according to some embodiments;

[0051] FIG. 5 is a flowchart of another control method according to some embodiments;

[0052] FIG. 6 is a flowchart of yet another control method, according to some embodiments;

[0053] FIG. 7 is a block diagram of a vehicle, according to some embodiments. DETAILED DESCRIPTION

[0054] In order to make the ordinary person skilled in the art better understand the technical solutions of the present disclosure, the technical solutions in the embodiments of the present disclosure will be clearly and completely described below with reference to the drawings.

[0055] It should be noted that the terms "first", "second", and the like in the specification and claims of the present disclosure and the above-described drawings are used to distinguish similar objects, and do not necessarily have to describe a specific order or a chronological sequence. It should be understood that the data thus used can be interchanged under appropriate circumstances, so that the embodiments of the present disclosure described herein can be implemented in an order other than that illustrated or described herein. The implementation described in the following exemplary embodiments does not represent all implementations consistent with the present disclosure. Rather, they are merely examples of devices and methods consistent with some aspects of the present disclosure as detailed in the appended claims.

[0056] With the rapid development of new energy vehicles in recent years, the research on the automatic driving technology of new energy vehicles combined with information technology has also been highly valued by the relevant industry. For new energy vehicles, the increase of various electronic components inside and the addition of battery packs compared to traditional vehicles greatly increase the risk of systematic failure and random hardware failure of new energy vehicles, so the functional safety design of vehicles has gradually been put on the research and development process. The international standard for functional safety design in the automotive electronics industry is ISO 26262 (based on IEC 61508 (Generic standard for Functional Safety of electr)), ISO 26262 is the first functional safety standard applicable to road vehicles, and China released the corresponding national standard GB / T 34590 on its basis in 2017. The national standard GB / T 34590 is defined to avoid unreasonable risks caused by electronic and electrical system failures. That is, random hardware failure and systematic failure will not cause the wrong function of the safety system, thereby causing injury and death to people.

[0057] In the related art, when the battery management control system charges or discharges the battery, it needs to have a safety function to ensure functional safety in the event of a fault. In the related art, in the design of the battery management control system, for battery charging or discharging management, when the battery is over-temperature or over-charged or over-discharged, the battery management control system needs to send a signal to disconnect the relay through the control drive module. However, when the battery management control system fails, this safety function will fail. The failure of the safety function can cause the actuator to execute incorrectly, resulting in a dangerous situation. Moreover, in the current battery management control system, there is less hardware-level functional safety design for the control and diagnosis of the drive module, and the functional safety level requirements for avoiding power interruption and unintended power interruption are not considered.

[0058] For the whole vehicle system, the functional safety of the system needs to meet the demand of safe driving. In order to meet the demand of safe driving, it is required to improve the avoidance of thermal runaway and the avoidance of unintended power interruption to C level or above.

[0059] Based on this, some embodiments of the present disclosure provide a battery management control system. As shown in FIG. 1, the battery management control system 100 includes a master control chip 1, a power module 2, a drive module 3, a first control circuit 4 and a second control circuit 5.

[0060] The input end 201 of the power module 2 is electrically connected with the first voltage end PWR_12V, and the first output end 202 of the power module 2 is electrically connected with the first power supply end ADC1 of the master control chip 1; the monitoring end 203 of the power module 2 is electrically connected with the reset end RESET of the master control chip 1; the enable end EN of the drive module 3 is electrically connected with the second output end FS1B of the power module 2; and the output end 301 of the drive module 3 is electrically connected with the relay 150.

[0061] The relay 150 is arranged in the battery pack. That is, when the relay 150 is turned on, the battery pack can be charged or powered.

[0062] The first end 401 of the first control circuit 4 is electrically connected with the control end 101 of the master control chip 1, the second end 402 of the first control circuit 4 is electrically connected with the enable end EN of the drive module 3, and is also electrically connected with the second voltage end 5V_VCC, and the third end of the first control circuit 4 is electrically connected with the ground end; the first end 501 of the second control circuit 5 is electrically connected with the enable end EN of the drive module 3, and is also electrically connected with the second voltage end 5V_VCC, the second end 502 of the second control circuit 5 is electrically connected with the first voltage end PWR_12V, and the third end 503 of the second control circuit 5 is electrically connected with the voltage input end 302 of the drive module 3.

[0063] The master control chip 1 is configured to output a power-on signal to the first control circuit 4, and the first control circuit 4 is configured to be turned off under the control of the power-on signal. The second control circuit 5 is configured to be turned on under the control of the second voltage signal of the second voltage terminal 5V_VCC, so as to transmit the first voltage signal of the first voltage terminal PWR_12V to the driving module 3. The driving module 3 is configured to work under the driving of the second voltage signal and the first voltage signal.

[0064] When the driving module 3 needs to be powered off, the master control chip 1 is configured to output a power-off signal to the first control circuit 4.

[0065] The power supply module 2 is configured to receive the working state signal of the master control chip 1 through the first control terminal (such as the monitoring terminal 203 of the power supply module 2), and output a power-off signal after a first time period of delay when the master control chip 1 works abnormally. The second control circuit 5 is configured to be turned off under the control of the power-off signal, and the driving module 3 is configured to stop working under the control of the power-off signal.

[0066] According to the above technical means, some embodiments of the present disclosure provide a battery management control system. The control system sends a power-on or power-off signal to the first control circuit through the master control chip, so that the first control circuit is cut off or turned on, so that the driving module can work or not work. When the first control circuit is cut off, the second control circuit is turned on, so that the relay can be turned on, and the work of supplying power to the battery pack is completed. When the master control chip is abnormal, the power supply module resets the master control chip, and controls the driving module to stop working in a delayed manner, so as to ensure the delay and predictability of the disconnection of the driving module. That is, this expectation is expected for the vehicle controller and the application layer. Whether the driving module will be disconnected can be judged by losing communication, so that whether the driving module will be disconnected becomes predictable, thereby further improving the functional safety level of the driving module.

[0067] As shown in FIG. 2, in some embodiments, the first control circuit 4 includes a first transistor Q1, and the second control circuit 5 includes a second transistor Q2, a third transistor Q3 and a first resistor R1.

[0068] The control terminal of the first transistor Q1 is electrically connected with the first terminal of the first control circuit, the first terminal of the first transistor Q1 is electrically connected with the second terminal of the first control circuit, and the second terminal of the first transistor Q1 is electrically connected with the ground terminal.

[0069] The control end of the second transistor Q2 is electrically connected with the second end of the first resistor R1 and the second end of the first control circuit, the first end of the second transistor Q2 is electrically connected with the control end of the third transistor Q3, and the second end of the second transistor Q2 is electrically connected with the ground end; the first end of the third transistor Q3 is electrically connected with the first voltage end PWR_12V, and the second end of the third transistor Q3 is electrically connected with the third end of the second control circuit; and the first end of the first resistor R1 is electrically connected with the second voltage end 5V_VCC.

[0070] In some embodiments of the present disclosure, whether the driving module 3 is turned on or not can be controlled through the first transistor Q1, the second transistor Q2 and the third transistor Q3.

[0071] In some embodiments, the first transistor Q1 and the second transistor Q2 are N-type metal-oxide-semiconductor (NMOS) tubes, which are usually turned on at a high level; and the third transistor Q3 is a P-type metal-oxide-semiconductor (PMOS) tube, which is usually turned on at a low level.

[0072] In some embodiments, the control end of the first transistor Q1 refers to the gate of the MOS tube, the control end of the second transistor Q2 refers to the gate of the MOS tube, and the control end of the third transistor Q3 refers to the gate of the MOS tube.

[0073] Under normal circumstances, the main control chip 1 outputs a power-on signal to the first control circuit 4, and the first control circuit 4 is configured to be disconnected under the control of the power-on signal. That is, the control end of the first transistor Q1 receives the power-on signal transmitted by the main control chip 1, and the power-on signal is at a low level. At this time, the first transistor Q1 is cut off, the second voltage end 5V_VCC supplies power to the enable end EN of the driving module 3, so that the driving module starts to work.

[0074] And, since the first transistor Q1 is cut off, the voltage of the second voltage end 5V_VCC can make the second transistor Q2 conduct at a high level. When the second transistor Q2 is turned on, the first end of the second transistor Q2 is in communication with the second end. At this time, the first end of the second transistor is equivalent to the ground, that is, the low level; since the control end of the third transistor Q3 is electrically connected with the first end of the second transistor Q2, the control end of the third transistor Q3 is at a low level, and the third transistor Q3 is turned on at a low level. In this case, the first end of the third transistor Q3 is in communication with the second end, and the first voltage signal of the first voltage end PWR_12V is transmitted to the driving module 3, which supplies power to the relay under the condition that the driving module 3 is turned on.

[0075] The driving module is turned on, which means that the enable end of the driving module starts to work and is turned on when receiving a high level.

[0076] In the abnormal case (when the master control chip works abnormally), the master control chip 1 does not work and cannot output a signal. At this time, the control end of the first transistor Q1 is still at a low level, and the first transistor Q1 is in a cut-off state. When the power module 2 receives the working state signal of the master control chip as an abnormal signal through the first control end, a power-down signal is output through the second output end after a delay of the first time period, and the power-down signal is at a low level.

[0077] Since the first transistor Q1 is cut off, the power-down signal is transmitted to the enable end EN of the driving module, so that the driving module 3 stops working, so that the driving module will not be turned on; and the power-down signal is also transmitted to the control end of the second transistor Q2, so that the second transistor Q2 is cut off, and in the case that the second transistor Q2 is cut off, the third transistor Q3 is also cut off, so that the first voltage signal of the first voltage end PWR_12V cannot be transmitted to the driving module 3, and the relay cannot be powered.

[0078] The power module outputs the power-down signal after a delay of the first time period, which is equivalent to an expectation. This expectation is predictable for the vehicle controller and is also predictable for the application layer. Whether the driving module will be disconnected can be determined by losing communication, so that whether the driving module will be disconnected becomes predictable.

[0079] It should be noted that the abnormal case generally means that the power module detects that the master control chip outputs an under-voltage or detects that the master control chip generates a fault to reset, and then outputs the power-down signal through the second output end after a delay of the first time period, so as to meet the predictable demand through the delay.

[0080] As shown in FIG. 2, in some embodiments, the second control circuit 5 further includes a second resistor R2 and a third resistor R3; the first end of the second resistor R2 is electrically connected with the first end of the second transistor Q2, the second end of the second resistor R2 is electrically connected with the control end of the third transistor Q3, and is also electrically connected with the second end of the third resistor R3; the first end of the third resistor R3 is electrically connected with the first end of the third transistor Q3.

[0081] In the case that the second transistor Q2 is turned on, the second resistor R2 and the third resistor R3 divide the voltage of the first voltage end PWR_12V, so that the third transistor Q3 is turned on.

[0082] As shown in FIG. 2, the driving module 3 comprises a switch circuit 31, a communication circuit 32, a fourth transistor Q4 and a fifth transistor Q5; a first end of the switch circuit 31 is electrically connected with an enable end EN of the driving module 3, a second end of the switch circuit 31 is electrically connected with a second end of the communication circuit 32, a third end of the switch circuit 31 is electrically connected with a control end of the fourth transistor Q4, a fourth end of the switch circuit 31 is electrically connected with a control end of the fifth transistor Q5; a first end of the fourth transistor Q4 is electrically connected with a first control end (such as a voltage input end 302 of the driving module 3) of the driving module 3, a second end of the fourth transistor Q4 is electrically connected with a high-side driving end of the relay; a second end of the fifth transistor Q5 is electrically connected with a second control end of the driving module 3, a first end of the fifth transistor Q5 is electrically connected with a low-side driving end of the relay; a first end of the communication circuit 32 is electrically connected with a communication end of the master control chip 1.

[0083] In some embodiments of the present disclosure, the enable end EN of the driving module 3 receives a high level, and the switch circuit 31 sends a signal to make the fourth transistor Q4 and the fifth transistor Q5 conduct, so that the relay 150 is normally turned on.

[0084] That is, in a normal case, the master control chip 1 outputs a power-on signal to the first control circuit 4, and the first control circuit 4 is configured to be disconnected under the control of the power-on signal. The control end of the first transistor Q1 receives the power-on signal transmitted by the master control chip 1, and the power-on signal is low level. At this time, the first transistor Q1 is cut off, and the second voltage end 5V_VCC supplies power to the enable end EN of the driving module 3, so that the driving module starts to work. Then the switch circuit sends a signal to make the fourth transistor Q4 and the fifth transistor Q5 conduct after working.

[0085] And because the first transistor Q1 is cut off, the voltage of the second voltage end 5V_VCC can make the second transistor Q2 conduct at high level. When the second transistor Q2 is turned on, the first end and the second end of the second transistor Q2 are in communication. At this time, the first end of the second transistor is equivalent to ground, that is, low level; because the control end of the third transistor Q3 is electrically connected with the first end of the second transistor Q2, the control end of the third transistor Q3 is low level, and the third transistor Q3 is turned on at low level, so the first end and the second end of the third transistor Q3 are in communication, and the first voltage signal of the first voltage end PWR_12V is transmitted to the driving module 3. In this case, because the fourth transistor Q4 and the fifth transistor Q5 have been turned on, the relay 150 can be normally turned on.

[0086] In the abnormal case (referring to the abnormal working of the master chip), the master chip 1 does not work, and thus cannot output the signal. At this time, the control end of the first transistor Q1 is still at the low level, and is in the off state. When the power module 2 receives the working state signal of the master chip as the abnormal signal through the first control end, the power-off signal is output through the second output end after the first delay period, and the power-off signal is at the low level.

[0087] Since the first transistor Q1 is off, the power-off signal is transmitted to the enable end EN of the driving module, so that the driving module 3 stops working, and thus the driving module cannot be turned on; that is, the fourth transistor Q4 and the fifth transistor Q5 are in the off state.

[0088] Moreover, the power-off signal is also transmitted to the control end of the second transistor Q2, so that the second transistor Q2 is off. In the case that the second transistor Q2 is off, the third transistor Q3 is also off, so that the first voltage signal of the first voltage end PWR_12V cannot be transmitted to the driving module 3, and thus the relay cannot be powered on.

[0089] In some embodiments, as shown in FIG. 2, the driving module 3 further includes a protection circuit 33.

[0090] The first end of the protection circuit 33 is electrically connected with the enable end EN of the driving module 3, and the second end of the protection circuit 33 is electrically connected with the first end of the switching circuit 31.

[0091] In some embodiments of the present disclosure, the protection circuit mainly plays a role of current limiting and voltage dividing, to prevent the driving module 3 from being damaged by excessive current or voltage.

[0092] In some embodiments, as shown in FIG. 2, the battery management control system 100 further includes a driving state diagnosis module 6. The first end of the driving state diagnosis module 6 is electrically connected with the detection end of the master chip 1, and the second end of the driving state diagnosis module 6 is electrically connected with the second control end of the driving module 3. The driving state diagnosis module 6 is configured to collect the output voltage of the driving module 3.

[0093] In some embodiments of the present disclosure, the driving state diagnosis module is mainly configured to detect the output voltage of the driving module 3, and feedback to the master chip 1, so that the master chip 1 can determine whether the driving module 3 is working normally.

[0094] In some embodiments, the driving state diagnosis module 6 includes a sampling circuit 61, a comparator 62, a diode D1, a fourth resistor R4, a fifth resistor R5, a sixth resistor R6, and a seventh resistor R7.

[0095] The first end of the sampling circuit 61 is electrically connected with the first end of the fourth resistor R4 and the second control end of the driving module 3; the second end of the sampling circuit 61 is electrically connected with the second end of the fourth resistor R4 and the first end of the fifth resistor R5; and the third end of the sampling circuit 61 is electrically connected with the first input end of the comparator 62.

[0096] The second input end of the comparator 62 is electrically connected with the first end of the sixth resistor R6 and the first end of the seventh resistor R7. The second end of the sixth resistor R6 is electrically connected with the ground, and the second end of the seventh resistor R7 is electrically connected with the second voltage end 5V_VCC. The output end of the comparator 62 is electrically connected with the anode of the diode D1, and the cathode of the diode D1 is electrically connected with the detection end of the main control chip 1.

[0097] According to the above technical means, in some embodiments of the present disclosure, the output voltage is sampled by the fourth resistor R4 and the fifth resistor R5, and the size of the level is obtained by the comparator, so as to determine whether the driving module 3 works normally. Generally, if the output voltage is high level, it indicates that the driving module 3 works normally, and if the output voltage is low level, it indicates that the driving module 3 is abnormal.

[0098] In some embodiments, as shown in FIG. 3, the power module 2 includes a system basis chip (SBC).

[0099] The first end of the system basis chip is electrically connected with the input end of the power module 2, the second end of the system basis chip is electrically connected with the first output end of the power module 2, and the third end of the system basis chip is electrically connected with the second end of the power module 2; the fourth end of the system basis chip SBC is electrically connected with the second output end of the power module 2; and the system basis chip can send a reset signal to the main control chip 1.

[0100] The system basis chip is configured to detect whether the output voltage of the main control chip 1 is under voltage, if yes, the system basis chip SBC outputs a first signal (i.e. a power-off signal) to make the driving module 3 stop working after a first time delay, and makes the main control chip 1 reset; and if not, the system basis chip does not act.

[0101] According to the above technical means, in some embodiments of the present disclosure, the system basis chip supplies power for the main control chip 1 and monitors the working state of the main control chip 1.

[0102] As shown in FIG. 3, in some embodiments, the power module 2 further comprises: a direct current power conversion module DC-DC and a voltage stabilizing power conversion module LDO; an input end of the direct current power conversion module is electrically connected with the first voltage end PWR_12V, an output end of the direct current power conversion module is electrically connected with the second power supply end of the main control chip 1, and is also electrically connected with the second power supply end of the driving module 3; an input end of the voltage stabilizing power conversion module is electrically connected with the first voltage end PWR_12V, an output end of the voltage stabilizing power conversion module is electrically connected with the third power supply end of the main control chip 1; the direct current power conversion module is configured to supply power to the main control chip 1 and the driving module 3; the voltage stabilizing power conversion module is configured to supply power to the main control chip 1.

[0103] Since there are many functions to be executed in the entire circuit, and the voltage required for each function to be executed is different, different power modules are required to supply power thereto. In some embodiments of the present disclosure, the direct current power conversion module and the voltage stabilizing power conversion module mainly supply power to other circuits in the battery management control system.

[0104] In some embodiments, as shown in FIG. 3, the battery management control system 100 further comprises: a total current acquisition module 7; an output end of the total current acquisition module 7 is electrically connected with the current acquisition end of the main control chip 1; the total current acquisition module 7 comprises: a first current acquisition module 71 and a second current acquisition module 72.

[0105] The first current acquisition module 71 comprises: a bus interface circuit and a shunt; the shunt is electrically connected with the input end of the bus interface circuit, a communication end of the bus interface circuit is electrically connected with the first current acquisition end of the main control chip 1; the shunt is configured to acquire the current in the circuit when the main control chip 1 is running.

[0106] The second current acquisition module 72 comprises: an analog signal acquisition circuit and a Hall sensor; the Hall sensor is electrically connected with the input end of the analog signal acquisition circuit, an output end of the analog signal acquisition circuit is electrically connected with the second current acquisition end of the main control chip 1; the Hall sensor is configured to acquire the current in the circuit when the main control chip 1 is running.

[0107] The main control chip 1 is further configured to receive the current signal transmitted by the total current acquisition module, and judge whether the current signal exceeds the expected current, if yes, control the driving circuit to stop working; if not, do nothing.

[0108] In some embodiments of the present disclosure, the total current acquisition module is responsible for acquiring the current in the circuit, and transmitting the current signal to the main control chip 1, and the main control chip 1 judges the size of the current, so as to judge whether the thermal runaway is generated.

[0109] In some embodiments, as shown in FIG. 3, the battery management control system 100 further comprises: a voltage temperature acquisition module 8; the output end of the voltage temperature acquisition module is electrically connected with the voltage temperature acquisition end of the master control chip 1.

[0110] The voltage temperature acquisition module 8 is configured to acquire the single voltage and temperature of the battery in the circuit in real time, and transmit the voltage signal and the temperature signal to the master control chip 1.

[0111] The master control chip 1 is further configured to receive the voltage signal and the temperature signal transmitted by the voltage temperature acquisition module, and judge whether the voltage signal and the temperature signal are out of the expected range, if yes, control the driving circuit to stop working; if not, do nothing.

[0112] According to the above technical means, in some embodiments of the present disclosure, the voltage temperature acquisition module is responsible for acquiring the voltage and temperature in the circuit, and transmitting the voltage signal and the temperature signal to the master control chip 1, and the master control chip 1 judges the size of the voltage and temperature, so as to judge whether thermal runaway occurs.

[0113] In some embodiments, the master control chip 1 in the battery management control system 100 is connected in communication with the vehicle controller through the vehicle bus interface module. The system base chip SBC supplies power for the vehicle bus interface module, and the first voltage end PWR_12V also supplies power for the vehicle bus interface module; and the DC-DC module also supplies power for the vehicle bus interface module.

[0114] It should be noted that the power supply 1, the power supply 2 and the power supply 3 in FIG. 3 refer to different power supply modules providing power supply voltage for other circuits. For example, the power supply 1 is provided by the DC-DC module, the power supply 2 is provided by the LDO module, and the power supply 3 is provided by the total voltage acquisition chip.

[0115] In a second aspect, some embodiments of the present disclosure further provide a control method of a battery management control system, which is applied to the above-mentioned battery management control system.

[0116] The control method is as follows: the master control chip 1 outputs a power-on signal to the first control circuit 4, the first control circuit 4 is disconnected, the second control circuit 5 is turned on, and the driving module 3 works; the power supply module 2 receives the working state signal of the master control chip 1, judges whether the master control chip 1 is abnormal; if yes, the power supply module 2 outputs a power-off signal through the second output end after a delay of the first time period, the second control circuit 5 is closed, and the driving module 3 stops working; if not, the power supply module 2 does nothing.

[0117] In some embodiments, the master chip 1 outputs a power-on signal to the first control circuit 4, the first control circuit 4 is turned off, the second control circuit 5 is turned on, and the working of the driving module 3 is controlled, including: the driving state diagnosis module collects the output voltage of the driving module 3; the driving state diagnosis module outputs the level to the master chip 1; the master chip 1 judges whether the level is high, if yes, the driving module 3 works normally; if not, the driving module 3 is abnormal.

[0118] The control method further comprises: the master chip 1 detects whether the circuit is in thermal runaway, if yes, the first control circuit 4 is turned on, the second control circuit 5 is turned off, and the driving module 3 stops working; if not, the first control circuit 4 is turned off, the second control circuit 5 is turned on, and the driving module 3 works normally.

[0119] The total current collection module collects the current signal in the circuit and transmits it to the master chip 1; the voltage temperature collection module collects the voltage signal and temperature signal of the single cell voltage and temperature of the circuit and transmits them to the master chip 1.

[0120] The master chip 1 receives the current signal, the voltage signal and the temperature signal, and judges whether at least one of them is out of the preset range; if yes, thermal runaway occurs; if not, thermal runaway does not occur.

[0121] As shown in FIG. 4, the control method comprises the following steps S101-S108:

[0122] In step S101, the battery management control system is powered on.

[0123] In step S102, the master chip controls the working of the driving module.

[0124] The master chip outputs a power-on signal to make the first transistor turn off, at the same time, the high level signal transmitted by the second voltage end makes the driving module work, and the second transistor and the third transistor are turned on.

[0125] In step S103, the driving module controls the relay to close.

[0126] The driving module controls the fourth transistor and the fifth transistor to turn on after receiving the high level signal.

[0127] In step S104, the driving module outputs state sampling.

[0128] The sampling circuit collects the output voltage of the driving module to judge whether the driving module works normally.

[0129] In step S105, whether the comparator outputs a high level.

[0130] If yes, go to step S106, otherwise, go to step S107. The high level output of the comparator indicates that the driving module is working normally, and the low level output of the comparator indicates that the driving module is working abnormally.

[0131] In step S106, the driving module is working normally.

[0132] In step S107, the main control chip reports the abnormality of the driving module.

[0133] In step S108, the relay cannot be turned on to high voltage.

[0134] The abnormality of the driving module cannot make the fourth transistor and the fifth transistor conduct, so that the relay cannot be turned on.

[0135] In some embodiments, as shown in FIG. 5, the control method further includes steps S201-S211:

[0136] In step S201, the driving module is working normally.

[0137] The normal working of the driving module is based on FIG. 4, that is, the driving module has been detected.

[0138] In step S202, the SBC detects that the main control chip is abnormal.

[0139] In step S203, the SBC pulls down the reset end of the main control chip and resets the main control chip.

[0140] The main control chip is abnormal and cannot work, and the reset is used to solve the abnormal problem.

[0141] In step S204, the main control chip keeps the first transistor Q1 closed.

[0142] In step S205, the SBC delays to pull down FS1B.

[0143] In step S206, the second transistor Q2 is closed.

[0144] The second transistor is cut off when receiving a low level signal.

[0145] In step S207, the third transistor Q3 is closed.

[0146] The third transistor is cut off when receiving a high level signal.

[0147] In step S208, the relay disconnects the high side voltage.

[0148] The signal of the first voltage end cannot be transmitted to the driving module, and the relay cannot be turned on.

[0149] In step S209, the relay is disconnected.

[0150] In step S210, the enable end of the driving module is pulled low.

[0151] The driving module receives a low-level signal and thus cannot work normally.

[0152] In step S211, the driving module stops working.

[0153] Here, step S203 and step S205 are performed simultaneously, and step S206 and step S210 are also performed simultaneously.

[0154] In some embodiments, as shown in FIG. 6, the control method further includes steps S301-S309 as follows:

[0155] In step S301, the driving module works normally.

[0156] The normal working of the driving module is based on FIG. 4, that is, the driving module has been detected.

[0157] In step S302, the master control chip detects thermal runaway.

[0158] It is explained that the circuit temperature is high at this time, and continuous work will cause safety problems, and thus the relay needs to be disconnected.

[0159] In step S303, the master control chip controls the first transistor Q1 to be turned on.

[0160] The master control chip can output a high-level signal to the first transistor to make the first transistor turned on.

[0161] In step S304, the second transistor Q2 is turned off.

[0162] Since the first transistor Q1 is turned on, the first end of the first transistor Q1 is grounded. That is, the first end of the first transistor Q1 is at a low level, and the first end of the first transistor Q1 is electrically connected to the control end of the second transistor, so that the second transistor Q2 receives a low level and is cut off.

[0163] In step S305, the third transistor Q3 is turned off.

[0164] Since the second transistor Q2 receives a low level and is cut off, the control end of the third transistor can only receive the voltage divided by the first voltage end, so as to be cut off.

[0165] In step S306, the relay disconnects the high-side voltage.

[0166] The voltage of the first voltage end cannot be transmitted to the driving module, so that the relay cannot be powered on and thus is disconnected.

[0167] In step S307, the relay is turned off.

[0168] In step S308, the enable terminal of the driving module is pulled low.

[0169] Since the first end of the first transistor Q1 is at a low level and the first end of the first transistor Q1 is electrically connected to the enable terminal of the driving module, the driving module receives a low level and cannot work normally.

[0170] In step S309, the driving module stops working.

[0171] Here, step S304 and step S308 are performed at the same time.

[0172] As shown in FIG. 7, some embodiments of the present disclosure further provide a vehicle 200, which comprises the above-mentioned battery management control system 100.

[0173] In summary, some embodiments of the present disclosure provide a vehicle with a higher functional safety level, which meets market demand.

[0174] The above merely provides a specific implementation manner of the present disclosure, but the protection scope of the present disclosure is not limited thereto, and any change or replacement within the technical scope disclosed by the present disclosure should be covered within the protection scope of the present disclosure. Therefore, the protection scope of the present disclosure should be subject to the protection scope of the claims.

Claims

1. A battery management and control system (100), comprising: Main control chip (1); The power module (2) has an input terminal (201) electrically connected to a first voltage terminal, and a first output terminal (202) electrically connected to a first power supply terminal of the main control chip (1); the monitoring terminal (203) of the power module (2) is electrically connected to the reset terminal (RESET) of the main control chip (1). The drive module (3) has its enable terminal (EN) electrically connected to the second output terminal (FS1B) of the power module (2); the output terminal (301) of the drive module (3) is electrically connected to the relay (150). The first control circuit (4) has its first end (401) electrically connected to the control end (101) of the main control chip (1), its second end (402) electrically connected to the enable end (EN) of the drive module (3) and also electrically connected to the second voltage end, and its third end (403) electrically connected to the ground end. as well as The second control circuit (5) has a first terminal (501) electrically connected to the enable terminal (EN) of the drive module (3) and also electrically connected to the second voltage terminal. The second terminal (502) of the second control circuit (5) is electrically connected to the first voltage terminal. The third terminal (503) of the second control circuit (5) is electrically connected to the voltage input terminal (302) of the drive module (3). The main control chip (1) is configured to output a power-on signal to the first control circuit (4), the first control circuit (4) is configured to disconnect under the control of the power-on signal, and the second control circuit (5) is configured to turn on under the control of the second voltage signal at the second voltage terminal, so as to transmit the first voltage signal at the first voltage terminal to the drive module (3); the drive module (3) is configured to operate under the drive of the second voltage signal and the first voltage signal. The power module (2) is configured to receive the working status signal of the main control chip (1) through the first control terminal. When the main control chip (1) is working abnormally, it outputs a power-down signal through the second output terminal (FS1B) after a first time delay. The second control circuit (5) is configured to shut down under the control of the power-down signal. The drive module (3) is configured to stop working under the control of the power-down signal.

2. The battery management control system (100) according to claim 1, wherein, The first control circuit (4) includes a first transistor (Q1); the second control circuit (5) includes a second transistor (Q2), a third transistor (Q3), and a first resistor (R1); The control terminal of the first transistor (Q1) is electrically connected to the first terminal (401) of the first control circuit (4), the first terminal of the first transistor (Q1) is electrically connected to the second terminal (402) of the first control circuit (4), and the second terminal of the first transistor (Q1) is electrically connected to the ground terminal. The control terminal of the second transistor (Q2) is electrically connected to the second terminal of the first resistor (R1) and also electrically connected to the second terminal (402) of the first control circuit (4). The first terminal of the second transistor (Q2) is electrically connected to the control terminal of the third transistor (Q3), and the second terminal of the second transistor (Q2) is electrically connected to the ground terminal. The first terminal of the third transistor (Q3) is electrically connected to the first voltage terminal, and the second terminal of the third transistor (Q3) is electrically connected to the third terminal (503) of the second control circuit (5). The first end of the first resistor (R1) is electrically connected to the second voltage terminal.

3. The battery management control system (100) according to claim 2, wherein, The second control circuit (5) further includes: a second resistor (R2) and a third resistor (R3); The first end of the second resistor (R2) is electrically connected to the first end of the second transistor (Q2), and the second end of the second resistor (R2) is electrically connected to the control terminal of the third transistor (Q3) and also electrically connected to the second end of the third resistor (R3). The first terminal of the third resistor (R3) is electrically connected to the first terminal of the third transistor (Q3).

4. The battery management control system (100) according to any one of claims 1 to 3, wherein, The drive module (3) further includes: a switching circuit (31), a communication circuit (32), a fourth transistor (Q4), and a fifth transistor (Q5); The first terminal of the switching circuit (31) is electrically connected to the enable terminal (EN) of the driving module (3), the second terminal of the switching circuit (31) is electrically connected to the second terminal of the communication circuit (32), the third terminal of the switching circuit (31) is electrically connected to the control terminal of the fourth transistor (Q4), and the fourth terminal of the switching circuit (31) is electrically connected to the control terminal of the fifth transistor (Q5). The first terminal of the fourth transistor (Q4) is electrically connected to the first control terminal of the driving module (3), and the second terminal of the fourth transistor (Q4) is electrically connected to the high-side driving terminal of the relay (150); the second terminal of the fifth transistor (Q5) is electrically connected to the second control terminal of the driving module (3), and the first terminal of the fifth transistor (Q5) is electrically connected to the low-side driving terminal of the relay (150); The first end of the communication circuit (32) is electrically connected to the communication end of the main control chip (1).

5. The battery management control system (100) according to claim 4, wherein, The drive module (3) further includes: a protection circuit (33); The first end of the protection circuit (33) is electrically connected to the enable terminal (EN) of the drive module (3), and the second end of the protection circuit (33) is electrically connected to the first end of the switch circuit (31).

6. The battery management control system (100) according to any one of claims 1 to 5 further comprises: Drive status diagnostic module (6); The first end of the drive state diagnostic module (6) is electrically connected to the detection end of the main control chip (1), and the second end of the drive state diagnostic module (6) is electrically connected to the second control end of the drive module (3). The drive status diagnostic module (6) is configured to acquire the output voltage of the drive module (3).

7. The battery management control system (100) according to claim 6, wherein, The drive state diagnostic module (6) includes: a sampling circuit (61), a comparator (62), a diode (D1), a fourth resistor (R4), a fifth resistor (R5), a sixth resistor (R6), and a seventh resistor (R7); The first terminal of the sampling circuit (61) is electrically connected to the first terminal of the fourth resistor (R4) and also electrically connected to the second control terminal of the driving module (3); the second terminal of the sampling circuit (61) is electrically connected to the second terminal of the fourth resistor (R4) and also electrically connected to the first terminal of the fifth resistor (R5); the third terminal of the sampling circuit (61) is electrically connected to the first input terminal of the comparator (62). The second input terminal of the comparator (62) is electrically connected to the first terminal of the sixth resistor (R6) and also electrically connected to the first terminal of the seventh resistor (R7). The second terminal of the sixth resistor (R6) is electrically connected to the ground terminal, and the second terminal of the seventh resistor (R7) is electrically connected to the second voltage terminal. The output terminal of the comparator (62) is electrically connected to the positive terminal of the diode (D1), and the negative terminal of the diode (D1) is electrically connected to the detection terminal of the main control chip (1).

8. The battery management control system (100) according to any one of claims 1 to 7, wherein, The power module (2) includes: a system base chip; The first terminal of the system base chip is electrically connected to the input terminal (201) of the power module (2), the second terminal of the system base chip is electrically connected to the first output terminal (202) of the power module (2), the third terminal of the system base chip is electrically connected to the second terminal of the power module (2), and the fourth terminal of the system base chip is electrically connected to the second output terminal (FS1B) of the power module (2). The system base chip can send a reset signal to the main control chip (1); The system base chip is configured to detect whether the output voltage of the main control chip (1) is undervoltage. If so, it outputs a first signal after a first time delay to stop the drive module (3) from working and reset the main control chip (1). If not, it does not take any action.

9. The battery management control system (100) according to claim 8, wherein, The power module (2) further includes: a DC power conversion module and a voltage regulator conversion module; The input terminal of the DC power conversion module is electrically connected to the first voltage terminal, the output terminal of the DC power conversion module is electrically connected to the second power supply terminal of the main control chip (1), and is also electrically connected to the second power supply terminal of the drive module (3); The input terminal of the voltage regulator conversion module is electrically connected to the first voltage terminal, and the output terminal of the voltage regulator conversion module is electrically connected to the third power supply terminal of the main control chip (1). The DC power conversion module is configured to supply power to the main control chip (1) and the drive module (3); the voltage regulator conversion module is configured to supply power to the main control chip (1).

10. The battery management control system (100) according to any one of claims 1 to 9, further comprising: Total current acquisition module (7); The output terminal of the total current acquisition module (7) is electrically connected to the current acquisition terminal of the main control chip (1); The total current acquisition module (7) includes: a first current acquisition module (71) and a second current acquisition module (72); The first current acquisition module (71) includes: a bus interface circuit and a current shunt; the current shunt is electrically connected to the input terminal of the bus interface circuit, and the communication terminal of the bus interface circuit is electrically connected to the first current acquisition terminal of the main control chip (1); The current shunt is configured to collect the current in the circuit of the main control chip (1) during operation; The second current acquisition module (72) includes: an analog signal acquisition circuit and a Hall sensor; the Hall sensor is electrically connected to the input terminal of the analog signal acquisition circuit, and the output terminal of the analog signal acquisition circuit is electrically connected to the second current acquisition terminal of the main control chip (1); The Hall sensor is configured to collect the current in the circuit of the main control chip (1) during operation; The main control chip (1) is also configured to receive the current signal transmitted by the total current acquisition module (7). If it is determined that the current signal exceeds the expected current, the control drive circuit stops working; if it is determined that the current signal does not exceed the expected current, no action is taken.

11. The battery management control system (100) according to any one of claims 1 to 10, further comprising: Voltage and temperature acquisition module (8); the output terminal of the voltage and temperature acquisition module (8) is electrically connected to the voltage and temperature acquisition terminal of the main control chip (1); The voltage and temperature acquisition module (8) is configured to acquire the individual cell voltage and temperature of the battery in the circuit in real time, and transmit the voltage signal and temperature signal to the main control chip (1); The main control chip (1) is also configured to receive voltage and temperature signals transmitted by the voltage and temperature acquisition module (8). If it is determined that the voltage and temperature signals exceed the expected range, the control drive circuit stops working; if it is determined that the voltage and temperature signals do not exceed the expected range, no action is taken.

12. A control method for a battery management control system, applied to a battery management control system (100) according to any one of claims 1 to 11; the control method comprising: The main control chip (1) outputs the power-on signal to the first control circuit (4) so ​​that the first control circuit (4) is disconnected, the second control circuit (5) is turned on, and the drive module (3) works. The power module (2) receives the operating status signal of the main control chip (1); If the main control chip (1) is found to be abnormal, the power-down signal is output through the second output terminal (FS1B) of the power module (2) after a delay of the first time period, so that the second control circuit (5) is turned off and the drive module (3) stops working; If it is determined that the main control chip (1) is normal, the power module (2) is controlled to not operate.

13. The control method of the battery management control system according to claim 12, wherein, The battery management control system (100) further includes: a drive state diagnostic module (6); the first end of the drive state diagnostic module (6) is electrically connected to the detection end of the main control chip (1), and the second end of the drive state diagnostic module (6) is electrically connected to the second control end of the drive module (3); The process involves the main control chip (1) outputting a power-on signal to the first control circuit (4) to disconnect the first control circuit (4), turn on the second control circuit (5), and activate the drive module (3), comprising: The output voltage of the drive module (3) is acquired by the drive status diagnostic module (6); The driving state diagnostic module (6) outputs a level to the main control chip (1); If the main control chip (1) determines that the level is high, then the drive module (3) is working normally. If the main control chip (1) determines that the level is low, then the driver module (3) is determined to be abnormal.

14. The control method of the battery management control system according to claim 12 or 13, wherein, The battery management control system (100) further includes: a total current acquisition module (7) and a voltage and temperature acquisition module (8); the output terminal of the total current acquisition module (7) is electrically connected to the current acquisition terminal of the main control chip (1); the output terminal of the voltage and temperature acquisition module (8) is electrically connected to the voltage and temperature acquisition terminal of the main control chip (1); The control method further includes: The detection circuit is accessed via the main control chip (1); If thermal runaway is determined to have occurred in the circuit, the first control circuit (4) is turned on, the second control circuit (5) is turned off, and the drive module (3) stops working. If it is determined that the circuit has not experienced thermal runaway, then the first control circuit (4) is turned off, the second control circuit (5) is turned on, and the drive module (3) operates normally. The current signal in the circuit is acquired by the total current acquisition module (7) and transmitted to the main control chip (1); the voltage and temperature signals of the individual cell voltage and temperature of the battery in the circuit are acquired by the voltage and temperature acquisition module (8) and transmitted to the main control chip (1). The main control chip (1) receives the current signal, the voltage signal, and the temperature signal. If it is determined that at least one of the current signal, the voltage signal, or the temperature signal exceeds a preset range, then thermal runaway is determined to have occurred. If it is determined that the current signal, the voltage signal, and the temperature signal do not exceed the preset range, then it is determined that thermal runaway has not occurred.

15. A vehicle (200) comprising a battery management control system (100) according to any one of claims 1 to 11.

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