CN220809202U

CN220809202U - Battery management system and electric automobile

Info

Publication number: CN220809202U
Application number: CN202322214954.XU
Authority: CN
Inventors: 刘鹏飞; 王驰; 吴壬华
Original assignee: Shenzhen Shinry Technologies Co Ltd
Current assignee: Shenzhen Shinry Technologies Co Ltd
Filing date: 2023-08-16
Publication date: 2024-04-19
Anticipated expiration: 2033-08-16

Abstract

The embodiment of the application provides a battery management system and an electric automobile, wherein the battery management system comprises a battery management module, a first battery, a second battery, a first battery interface and a second battery interface; the first end of the battery management module is connected with the first end of the first battery, and the second end of the first battery is connected with the first battery interface; the second end of the battery management module is connected with the first end of the second battery, and the second end of the second battery is connected with the second battery interface; the voltage of the first battery is greater than the voltage of the second battery. The embodiment of the application can reduce the management cost of the battery.

Description

Battery management system and electric automobile

Technical Field

The application relates to the technical field of electronic circuits, in particular to a battery management system and an electric automobile.

Background

With the development of electric and intelligent automobiles, higher and higher requirements are being placed on the reliability and safety of low-voltage power supply. More and more low-voltage batteries are now of the same type as the high-voltage batteries, and the high-voltage batteries and the low-voltage batteries are integrated together, simplifying management of the batteries. However, the high-voltage Battery and the low-voltage Battery require two Battery management systems (Battery MANAGEMENT SYSTEM, BMS) to manage separately, which is costly.

Disclosure of utility model

The embodiment of the application provides a battery management system and an electric automobile, which can reduce the management cost of batteries.

A first aspect of an embodiment of the present application provides a battery management system, including a battery management module, a first battery, a second battery, a first battery interface, and a second battery interface;

The first end of the battery management module is connected with the first end of the first battery, and the second end of the first battery is connected with the first battery interface;

The second end of the battery management module is connected with the first end of the second battery, and the second end of the second battery is connected with the second battery interface; the voltage of the first battery is greater than the voltage of the second battery.

Optionally, the second battery interface is connected to the first load.

Optionally, the battery management system further includes a first DC/DC converter, a third terminal of the first battery is connected to a first terminal of the first DC/DC converter, and a second terminal of the first DC/DC converter is connected to a third terminal of the second battery.

Optionally, the battery management system further includes a first DC/DC converter and a safety switch, the third end of the first battery is connected to the first end of the first DC/DC converter and the second load, the second end of the first DC/DC converter is connected to the first end of the safety switch, and the second end of the safety switch is connected to the third end of the second battery.

Optionally, the alternating current-to-direct current circuit comprises an input circuit and a power factor correction PFC circuit; the output end of the input circuit is connected with the first end of the PFC circuit, and the second end of the PFC circuit is connected with the first end of the first switching device.

Optionally, the second load is connected to a fifth battery, and the voltage of the first battery is greater than the voltage of the fifth battery.

Optionally, the battery management system further includes a first DC/DC converter and a safety switch, the third end of the first battery is connected to the first end of the first DC/DC converter, the second end of the first DC/DC converter is connected to the first end of the safety switch and the third end of the second battery, and the second end of the safety switch is connected to the second load.

Optionally, the battery management system further includes a third battery and a third battery interface, a third end of the battery management module is connected to a first end of the third battery, a second end of the third battery is connected to the third battery interface, and the third battery interface is connected to a third load; the voltage of the first battery is greater than the voltage of the third battery.

Optionally, the first battery interface is connected with high-voltage equipment, and the high-voltage equipment comprises a fifth load or an on-board charger (OBC) or a direct-current charging pile.

Optionally, the first battery interface is connected with the first load through a second DC/DC converter, or the first battery interface is connected with a fourth load through a second DC/DC converter, or the first battery interface is connected with the first load through an integrated module, or the first battery interface is connected with the fourth load through an integrated module;

The integrated module comprises a DC/DC converter and an integrated module of an OBC (on-board battery charger); or the integrated module comprises an integrated module of a DC/DC converter, an on-board charger OBC and a high-voltage distribution box PDU.

Optionally, the fourth load is connected to a fourth battery, and the voltage of the first battery is greater than the voltage of the fourth battery.

Optionally, the charging device supplies power to the integrated module.

A second aspect of the embodiment of the present application provides an electric vehicle, including the battery management system according to any one of the first aspect of the embodiment of the present application.

According to the battery management system provided by the embodiment of the application, two batteries are managed by one battery management module, so that the management cost of the batteries can be reduced.

Drawings

In order to more clearly illustrate the embodiments of the application or the technical solutions in the prior art, the drawings that are necessary for the description of the embodiments or the prior art will be briefly described, it being obvious that the drawings in the following description are only some embodiments of the application and that other drawings may be obtained from them without inventive effort for a person skilled in the art.

Fig. 1 is a schematic structural diagram of a battery management system according to an embodiment of the present application;

Fig. 2 is a schematic structural diagram of another battery management system according to an embodiment of the present application;

fig. 3 is a schematic structural diagram of another battery management system according to an embodiment of the present application;

fig. 4 is a schematic structural diagram of another battery management system according to an embodiment of the present application;

fig. 5 is a schematic structural diagram of another battery management system according to an embodiment of the present application;

Fig. 6 is a schematic structural diagram of another battery management system according to an embodiment of the present application;

fig. 7 is a schematic structural diagram of another battery management system according to an embodiment of the present application;

fig. 8 is a schematic structural diagram of another battery management system according to an embodiment of the present application;

fig. 9 is a schematic structural view of another battery management system according to an embodiment of the present application;

Fig. 10 is a schematic structural view of another battery management system according to an embodiment of the present application;

fig. 11a is a schematic structural diagram of another battery management system according to an embodiment of the present application;

fig. 11b is a schematic structural diagram of another battery management system according to an embodiment of the present application;

FIG. 11c is a schematic diagram of another battery management system according to an embodiment of the present application;

FIG. 11d is a schematic diagram of another battery management system according to an embodiment of the present application;

Fig. 12 is a schematic view of another battery management system according to an embodiment of the present application;

fig. 13a is a schematic structural diagram of another battery management system according to an embodiment of the present application;

fig. 13b is a schematic structural diagram of another battery management system according to an embodiment of the present application;

fig. 13c is a schematic structural diagram of another battery management system according to an embodiment of the present application;

fig. 14 is a schematic view of another battery management system according to an embodiment of the present application;

Fig. 15a is a schematic structural diagram of another battery management system according to an embodiment of the present application;

fig. 15b is a schematic structural diagram of another battery management system according to an embodiment of the present application;

Fig. 15c is a schematic structural diagram of another battery management system according to an embodiment of the present application;

Fig. 15d is a schematic structural diagram of another battery management system according to an embodiment of the present application;

fig. 15e is a schematic structural diagram of another battery management system according to an embodiment of the present application.

Detailed Description

The following description of the embodiments of the present application will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present application, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.

The terms first, second and the like in the description and in the claims and in the above-described figures are used for distinguishing between different objects and not necessarily for describing a sequential or chronological order. Furthermore, the terms "comprise" and "have," as well as any variations thereof, are intended to cover a non-exclusive inclusion. For example, a process, system, article, or apparatus that comprises a list of steps or elements is not limited to only those listed but may optionally include additional steps or elements not listed or inherent to such process, article, or apparatus.

Reference in the specification to "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment may be included in at least one embodiment of the application. The appearances of such phrases in various places in the specification are not necessarily all referring to the same embodiment, nor are separate or alternative embodiments mutually exclusive of other embodiments. Those of skill in the art will explicitly and implicitly appreciate that the described embodiments of the application may be combined with other embodiments.

Referring to fig. 1, fig. 1 is a schematic structural diagram of a battery management system according to an embodiment of the application. As shown in fig. 1, the battery management system 100 may include a battery management module 10, a first battery 21, a second battery 22, a first battery interface, and a second battery interface;

A first end of the battery management module 10 is connected with a first end of the first battery 21, and a second end of the first battery 21 is connected with the first battery interface;

A second end of the battery management module 10 is connected to a first end of the second battery 22, and a second end of the second battery 22 is connected to the second battery interface; the voltage of the first battery 21 is greater than the voltage of the second battery 22.

The battery management module 10 may be a battery management chip (may also be referred to as a charge management chip). The battery management module 10 can collect battery information through data collecting sensors of temperature, voltage, current and the like in the batteries (the first battery 21 and the second battery 22 shown in fig. 1), and perform data processing and analysis on the information, so as to control the charging and discharging processes of the batteries and achieve the purpose of protecting the batteries. The battery management module 10 of the embodiment of the application not only has the capability of collecting battery information, but also has the capability of controlling the charge and discharge of the battery, and the control loop can be reduced without waking up related devices of the whole vehicle controller (vehicle control unit, VCU) for control, thereby saving power consumption.

The first end of the battery management module 10 may obtain the battery information of the first battery 21, and the battery management module 10 may control the charging and discharging process of the first battery 21 through the first end of the battery management module 10, so as to achieve the purpose of protecting the first battery 21. The battery information may include: the battery charge, temperature, voltage, current, etc.

The second end of the battery management module 10 may obtain the battery information of the second battery 22, and the battery management module 10 may control the charging and discharging process of the second battery 22 through the second end of the battery management module 10, so as to achieve the purpose of protecting the second battery 22. The battery information may include: the battery charge, temperature, voltage, current, etc.

The data collection sensor of the first battery 21 may collect battery information of the first battery 21, and upload the battery information of the first battery 21 to the first end of the battery management module 10 through the first end of the first battery 21. A second end of the first battery 21 may be connected to a high voltage device (e.g., an on-board charger OBC or a dc charging post), which may charge the first battery 21 through the second end of the first battery 21.

The data collection sensor of the second battery 22 may collect battery information of the second battery 22, and upload the battery information of the second battery 22 to the second end of the battery management module 10 through the first end of the second battery 22. The second terminal of the second battery 22 may be connected to the second battery 22 through a DC/DC converter, and the first battery 21 may charge the second battery 22 through the DC/DC converter. Alternatively, the second end of the second battery 22 may be connected to a high voltage device (e.g., an on-board charger OBC or a DC charging post) through a DC/DC converter, and the high voltage device may convert the high voltage DC power to the low voltage DC power through the DC/DC converter to charge the second battery 22.

The first battery 21 and the second battery 22 may be the same type of battery, for example, both are lithium batteries. The first battery 21 may be a power battery on an electric vehicle, and may also be referred to as a high-voltage battery. The voltage of the first battery 21 is generally 100V or more. The first battery 21 may be used to power a motor on an electric vehicle.

The second battery 22 may be a battery on an electric vehicle that powers a low voltage load, also referred to as a low voltage battery. The voltage of the second battery 22 is typically around 12V.

The low voltage load may be an electronic control unit (electronic control unit, ECU) on the vehicle, which may include at least one of a car machine, a music player, a wiper, a steering module, a braking module. If the load with larger influence on the running safety of the vehicle, such as a steering module, a braking module and the like, loses power supply, the driving safety of the vehicle can be seriously influenced. The battery management module 10 can ensure the power supply of the low-voltage load by ensuring the normal power supply of the low-voltage battery, thereby improving the driving safety of the vehicle.

In the embodiment of the application, two batteries are managed by one battery management module, so that the management cost of the batteries can be reduced.

Referring to fig. 2, fig. 2 is a schematic diagram of another battery management system according to an embodiment of the application. Fig. 2 is based on fig. 1, and the second battery interface is connected to a first load 31 as shown in fig. 2. The first load 31 may be a low voltage load. The battery management module 10 can ensure the power supply of the first load 31 by ensuring the normal power supply of the second battery 22, thereby improving the driving safety of the vehicle.

Referring to fig. 3, fig. 3 is a schematic structural diagram of another battery management system according to an embodiment of the application. Fig. 3 is a view based on fig. 1, and as shown in fig. 3, the battery management system 100 further includes a first DC/DC converter 41, a third terminal of the first battery 21 is connected to a first terminal of the first DC/DC converter 41, and a second terminal of the first DC/DC converter 41 is connected to a third terminal of the second battery 22.

Wherein the first battery 21 may charge the second battery 22 through the third terminal of the first battery 21, the first DC/DC converter 41, and the third terminal of the second battery 22.

The third end of the first battery 21 may be a different port (as shown in fig. 3) than the second end of the first battery 21, or may be the same port (as shown in fig. 4). When the third terminal of the first battery 21 is a different terminal from the second terminal of the first battery 21, the high voltage device may charge the first battery 21 through the second terminal of the first battery 21, and the third terminal of the first battery 21 may charge the second battery 22 through the first DC/DC converter 41. When the third end of the first battery 21 is the same port as the second end of the first battery 21, the high voltage device may charge the first battery 21 through the second end of the first battery 21, and the second end of the first battery 21 (i.e., the third end of the first battery 21) may charge the second battery 22 through the first DC/DC converter 41.

The third end of the second battery 22 may be a different port or the same port as the second end of the second battery 22. When the third end of the second battery 22 is a different port from the second end of the second battery 22, the third end of the first battery 21 may charge the second battery 22 through the first DC/DC converter 41 and the third end of the second battery 22, and the second end of the second battery 22 may be connected to a high voltage device through the DC/DC converter, and the high voltage device may convert the high voltage direct current into the low voltage direct current through the DC/DC converter to charge the second battery 22. When the third terminal of the second battery 22 is the same port as the second terminal of the second battery 22, the third terminal of the first battery 21 may charge the second battery 22 through the first DC/DC converter 41, the second terminal of the second battery 22 (i.e., the third terminal of the second battery 22).

Referring to fig. 5, fig. 5 is a schematic structural diagram of another battery management system according to an embodiment of the application. Fig. 5 is a view based on fig. 2, and as shown in fig. 5, the battery management system 100 further includes a first DC/DC converter 41 and a safety switch 50, the third terminal of the first battery 21 is connected to the first terminal of the first DC/DC converter 41, the second terminal of the first DC/DC converter 41 is connected to the first terminal of the safety switch 50 and the second load 32, and the second terminal of the safety switch 50 is connected to the third terminal of the second battery.

The third end of the first battery 21 and the second end of the first battery 21 may be different ports or the same port. The third end of the second battery 22 may be a different port or the same port as the second end of the second battery 22.

In an embodiment of the present application, the safety switch 50 may be a switching tube, and the switching tube may include: any one or a combination of at least two of a diode, a triode, and a metal-oxide-semiconductor (MOS) field effect transistor.

The safety switch 50 may be a switch that does not require external control. When the safety switch 50 detects an abnormality (e.g., the safety switch detects an abnormality such as overcurrent or overvoltage), the safety switch is actively turned off.

In one possible embodiment, the safety switch 50 may be understood as a switch (e.g. a triode, a MOS field effect transistor, etc.), and when the safety switch 50 is turned on, the first battery 21 may charge the second battery 22 through the first DC/DC converter 41, and the first battery 21 may also supply power to the second load 32 through the first DC/DC converter 41. When the safety switch 50 is turned off, the first battery 21 can supply power to the second load 32 through the first DC/DC converter 41. When the first DC/DC converter 41 is turned off (e.g., the battery management module 10 may control the first DC/DC converter 41 to be turned off) when the first DC/DC converter 41 fails (e.g., the first DC/DC converter 41 is shorted or loses output capability), the safety switch 50 may be turned on (e.g., the battery management module 10 may control the safety switch 50 to be turned on), and the second battery 22 may supply power to the second load 32, thereby ensuring power supply to the second load 32.

In one possible embodiment, the safety switch 50 may be a diode, the first terminal of the safety switch 50 being the anode of the diode and the second terminal of the safety switch 50 being the cathode of the diode.

The second load 32 and the first load 31 may be low-voltage loads similar to those having a large influence on the running safety of the vehicle, such as a steering module and a brake module. The second load 32 and the first load 31 may be the same load, for example, both the second load 32 and the first load 31 are steering modules, and the second load 32 may be a backup steering module. The same load can be backed up, so that the reliability of low-voltage load power supply is ensured, and under the condition that one load loses power supply, the other load can work normally, so that the running safety of the vehicle is not influenced. For another example, the second load 32 and the first load 31 are both braking modules, and the second load 32 may be a backup braking module.

Referring to fig. 6, fig. 6 is a schematic structural diagram of another battery management system according to an embodiment of the application. Fig. 6 is a view based on fig. 2, and as shown in fig. 6, the battery management system 100 further includes a first DC/DC converter 41 and a safety switch 50, a third terminal of the first battery 21 is connected to a first terminal of the first DC/DC converter 41, a second terminal of the first DC/DC converter 41 is connected to a first terminal of the safety switch 50 and a second battery 22, and a second terminal of the safety switch 50 is connected to a second load 32.

In one possible embodiment, the safety switch 50 may be understood as a switch (e.g. a triode, a MOS field effect transistor, etc.), and when the safety switch 50 is turned on, the first battery 21 may charge the second battery 22 through the first DC/DC converter 41, and the first battery 21 may also supply power to the second load 32 through the first DC/DC converter 41. When the safety switch 50 is turned off, the first battery 21 can charge the second battery 22 through the first DC/DC converter 41. When the first DC/DC converter 41 is turned off (e.g., the battery management module 10 may control the first DC/DC converter 41 to be turned off) when the first DC/DC converter 41 fails (e.g., the first DC/DC converter 41 is shorted or loses output capability), the safety switch 50 may be turned on (e.g., the battery management module 10 may control the safety switch 50 to be turned on), and the second battery 22 may supply power to the second load 32, thereby ensuring power supply to the second load 32.

The second load 32 and the first load 31 may be the same load that has a large influence on the running safety of the vehicle, such as a steering module and a braking module. The second load 32 and the first load 31 may be the same load, for example, both the second load 32 and the first load 31 are steering modules, and the second load 32 may be a backup steering module. The same load can be backed up, so that the reliability of power supply of the load is ensured, and under the condition that one load loses power supply, the other load can work normally, so that the running safety of the vehicle is not influenced. For another example, the second load 32 and the first load 31 are both braking modules, and the second load 32 may be a backup braking module.

In the embodiment of the present application, the first DC/DC converter 41 may be controlled to be turned on and off by the battery management module 10. The battery management module 10 does not need to wake up related devices of the whole vehicle controller to control, so that a control loop can be reduced, and power consumption can be saved.

Referring to fig. 7, fig. 7 is a schematic diagram illustrating a structure of another battery management system according to an embodiment of the application. Fig. 7 is a view based on fig. 5, and as shown in fig. 7, the second load 32 is connected to the fifth battery 25, and the voltage of the first battery 21 is greater than the voltage of the fifth battery 25.

The fifth battery 25 may be a battery for supplying power to a low-voltage load on the electric vehicle, and may also be referred to as a low-voltage battery. The voltage of the fifth battery 25 is generally about 12V.

In the embodiment of the present application, the fifth battery 25 may be used to supply power to the second load 32, so as to ensure the reliability of power supply to the second load 32.

Referring to fig. 8, fig. 8 is a schematic diagram of a battery management system according to another embodiment of the application. Fig. 8 is a view based on fig. 6, and as shown in fig. 8, the second load 32 is connected to the fifth battery 25, and the voltage of the first battery 21 is greater than the voltage of the fifth battery 25.

Referring to fig. 9, fig. 9 is a schematic diagram of a battery management system according to another embodiment of the application. Fig. 9 is based on fig. 3, and as shown in fig. 9, the second battery interface is connected to the first load 31.

Referring to fig. 10, fig. 10 is a schematic diagram illustrating a structure of another battery management system according to an embodiment of the application. Fig. 10 is a view of fig. 9, showing a first battery interface for connecting a high voltage device, as shown in fig. 10.

The high-voltage equipment comprises a fifth load or an on-board charger OBC or a direct-current charging pile.

Referring to fig. 11a to 11d, fig. 11a is based on fig. 10, and as shown in fig. 11a, the first battery interface is connected to the first load 31 through a second DC/DC converter 42.

Fig. 11b is based on fig. 10, and as shown in fig. 11b, the first battery interface is connected to the fourth load 34 through the second DC/DC converter 42.

Wherein the fourth load 34 may be connected to a fourth battery (not shown in fig. 11 b), which may power the fourth load 34. The voltage of the first battery is greater than the voltage of the fourth battery. The fourth battery may be a battery on an electric vehicle that powers a low voltage load, also referred to as a low voltage battery. The voltage of the fourth battery is typically around 12V.

Fig. 11c is based on fig. 9, and as shown in fig. 11c, the first battery interface is connected to the first load 31 through an integration module 60. The charging device supplies power to the integrated module 60.

Fig. 11d is based on fig. 9, and as shown in fig. 11d, the first battery interface is connected to the fourth load 34 through an integration module 60. The charging device supplies power to the integrated module 60.

The integrated module comprises a DC/DC converter and an on-board charger (OBC); or the integrated module comprises an integrated module of a DC/DC converter, an on-board charger OBC and a high-voltage distribution box (power distribution unit, PDU).

The charging device may comprise a charging peg. The charging stake may be a direct current charging stake or an alternating current charging stake.

When the integrated module comprises the integrated module of the DC/DC converter and the vehicle-mounted charger OBC, the integrated module has the functions of the DC/DC converter (converting the direct current of the direct current charging pile into the direct current available for the battery) and the vehicle-mounted charger (converting the alternating current of the alternating current charging pile into the direct current available for the battery).

Referring to fig. 12, fig. 12 is a schematic diagram illustrating a structure of another battery management system according to an embodiment of the application. Fig. 12 is based on fig. 2. As shown in fig. 12, the battery management system 100 further includes a third battery 23 and a third battery interface, wherein a third end of the battery management module 10 is connected to a first end of the third battery 23, a second end of the third battery 23 is connected to the third battery interface, and the third battery interface is connected to a third load 33; the voltage of the first battery 21 is greater than the voltage of the third battery 23.

The third terminal of the battery management module 10 may obtain the battery information of the third battery 23, and the battery management module 10 may control the charging and discharging process of the third battery 23 through the third terminal of the battery management module 10, so as to achieve the purpose of protecting the third battery 23. The battery information may include: the battery charge, temperature, voltage, current, etc.

The data collection sensor of the third battery 23 may collect battery information of the third battery 23, and upload the battery information of the third battery 23 to the third terminal of the battery management module 10 through the first terminal of the third battery 23. The second terminal of the third battery 23 may be connected to the third battery 23 through a DC/DC converter, and the third battery 23 may charge the third battery 23 through the DC/DC converter. Alternatively, the second end of the third battery 23 may be connected to a high voltage device (for example, an on-board charger OBC or a DC charging pile) through a DC/DC converter, and the high voltage device may convert the high voltage DC power into the low voltage DC power through the DC/DC converter to charge the third battery 23.

The third battery 23, the first battery 21, and the second battery 22 may be the same type of battery, for example, all lithium batteries. The third battery 23 may be a battery on an electric vehicle that powers a low voltage load, also referred to as a low voltage battery. The voltage of the third battery 23 is generally about 12V.

The third load 33 and the first load 31 may be low-voltage loads similar to those having a large influence on the running safety of the vehicle, such as a steering module and a brake module. The third load 33 and the first load 31 may be the same load, for example, the third load 33 and the first load 31 are both steering modules, and the third load 33 may be a backup steering module. The same load can be backed up, so that the reliability of low-voltage load power supply is ensured, and under the condition that one load loses power supply, the other load can work normally, so that the running safety of the vehicle is not influenced. For another example, the third load 33 and the first load 31 are both braking modules, and the third load 33 may be a backup braking module.

Referring to fig. 13a to 13c, fig. 13a is based on fig. 12, as shown in fig. 13a, the high voltage device is connected to the first battery interface and the first end of the third DC/DC converter 43, the second end of the third DC/DC converter 43 is connected to the third battery interface, the third load 33 and the first end of the safety switch 50, and the second end of the safety switch 50 is connected to the second battery interface and the first load 31. The first battery 21 may supply power to the high voltage device, and may also charge the third battery 23 through the third DC/DC converter 43 to supply power to the third load 33. When the safety switch 50 detects that the third DC/DC converter 43 is operating normally, the safety switch 50 is turned on, and the first battery 21 can charge the second battery 22 through the third DC/DC converter 43. When the safety switch 50 detects that the third DC/DC converter 43 fails, the safety switch 50 is turned off, and the second battery 22 can ensure power supply to the first load 31, thereby improving reliability of power supply to the low-voltage load.

Fig. 13b is based on fig. 12, as shown in fig. 13b, the high voltage device is connected to the first battery interface, the first end of the third DC/DC converter 43 and the first end of the fourth DC/DC converter 44, the second end of the third DC/DC converter 43 is connected to the third battery interface and the third load 33, and the second end of the fourth DC/DC converter 44 is connected to the second battery interface and the first load 31.

The first battery 21 may supply power to the high voltage device, and may also charge the third battery 23 through the third DC/DC converter 43 to supply power to the third load 33. The first battery 21 may charge the second battery 22 through the fourth DC/DC converter 44 to supply power to the first load 31. The third battery 23 may supply power to the third load 33 when the third DC/DC converter 43 is turned off, and the second battery 22 may supply power to the first load 31 when the fourth DC/DC converter 44 is turned off, thereby ensuring the reliability of the power supply to the low voltage load.

Fig. 13c is based on fig. 12, and as shown in fig. 13c, the charging device is connected to the first end of the integrated module 60, the high voltage device is connected to the first battery interface and the second end of the integrated module 60, the third end of the integrated module 60 is connected to the third battery interface, the third load 33 and the first end of the safety switch 50, and the second end of the safety switch 50 is connected to the second battery interface and the first load 31.

The integrated module 60 may comprise an integrated module of a DC/DC converter and an on-board charger OBC; the integrated module 60 has the function of a DC/DC converter (converting the direct current of the DC charging post to the direct current available to the battery) and the function of an on-board charger (converting the alternating current of the ac charging post to the direct current available to the battery).

The first battery 21 may supply power to the high-voltage device, and may also charge the third battery 23 through the integration module 60 (the integration module 60 has a function of a DC/DC converter at this time) and supply power to the third load 33. The charging device may charge the first battery 21 through the integrated module 60 (at this time, the integrated module 60 has a function of an in-vehicle charger). When the safety switch 50 detects that the integrated module 60 is operating normally, the safety switch 50 is turned on, and the first battery 21 can charge the second battery 22 through the integrated module 60 (when the integrated module 60 has a function of a DC/DC converter). When the safety switch 50 detects that the integrated module 60 fails, the safety switch 50 is turned off, and the second battery 22 can ensure the power supply of the first load 31, so that the reliability of the power supply of the low-voltage load is improved.

Referring to fig. 14, fig. 14 is a schematic diagram of a battery management system according to another embodiment of the application. Fig. 14 is based on fig. 3. As shown in fig. 14, the battery management system 100 further includes a third battery 23 and a third battery interface, wherein a third end of the battery management module 10 is connected to a first end of the third battery 23, a second end of the third battery 23 is connected to the third battery interface, and the third battery interface is connected to a third load 33; the voltage of the first battery 21 is greater than the voltage of the third battery 23.

Referring to fig. 15a to 15e, fig. 15a is based on fig. 14, and as shown in fig. 15a, the second terminal of the first DC/DC converter 41 is connected to the third terminal of the third battery 23. The first battery 21 may charge the second battery 22 through the first DC/DC converter 41, and the first battery 21 may also charge the third battery 23 through the first DC/DC converter 41. The reliability of the charging of the low-voltage battery (the first battery 21 and the third battery 23) and, thus, the reliability of the power supply of the low-voltage load (the first load 31 and the third load 33) can be ensured.

Fig. 15b is a view based on fig. 14, and as shown in fig. 15b, the battery management system 100 further includes a safety switch 50, a third terminal of the third battery 23 is connected to a first terminal of the safety switch 50, and a second terminal of the safety switch 50 is connected to a second terminal of the first DC/DC converter 41. Wherein the first battery 21 can charge the second battery 22 through the first DC/DC converter 41. When the safety switch 50 detects that the first DC/DC converter 41 is operating normally, the safety switch 50 is turned on, and the first battery 21 can be charged to the third battery 23 through the first DC/DC converter 41. When the safety switch 50 detects that the first DC/DC converter 41 fails, the safety switch 50 is turned off, and the third battery 23 can ensure power supply of the third load 33, thereby improving reliability of low-voltage load power supply.

Fig. 15c is a view based on fig. 14, and as shown in fig. 15c, the battery management system 100 further includes a fifth DC/DC converter 45, a fourth terminal of the first battery 21 is connected to a first terminal of the fifth DC/DC converter 45, and a second terminal of the fifth DC/DC converter 45 is connected to the third battery 23.

Wherein the first battery 21 can charge the second battery 22 through the first DC/DC converter 41. The first battery 21 may charge the third battery 23 through the fifth DC/DC converter 45. The reliability of the charging of the low-voltage battery (the first battery 21 and the third battery 23) and, thus, the reliability of the power supply of the low-voltage load (the first load 31 and the third load 33) can be ensured.

Fig. 15d is a view based on fig. 14, and as shown in fig. 15d, the battery management system 100 further includes an integrated module 60, a second end of the first battery 21 is connected to a first end of the integrated module 60, a second end of the integrated module 60 is connected to a third end of the third battery 23, and a third end of the integrated module 60 is connected to a charging device.

Wherein the first battery 21 can charge the third battery 23 through the integrated module 60 (when the integrated module 60 has the function of a DC/DC converter). The charging device may charge the first battery 21 through the integrated module 60 (at this time, the integrated module 60 has a function of an in-vehicle charger). The charging of the first battery 21 and the charging of the third battery 23 can be achieved by the integration module 60.

Fig. 15e is a view based on fig. 14, and as shown in fig. 15e, the battery management system 100 further includes an integrated module 60, wherein a second end of the first battery 21 is connected to a first end of the integrated module 60, a second end of the integrated module 60 is connected to a third end of the third battery 23, a third end of the integrated module 60 is connected to a charging device, and a fourth end of the integrated module 60 is connected to a high voltage component.

The integrated module 60 may comprise an integrated module of a DC/DC converter, an on-board charger OBC and a high voltage distribution box PDU. The integrated module has the function of a DC/DC converter (converting the direct current of the direct current charging pile into the direct current available for the battery), the function of a vehicle-mounted charger (converting the alternating current of the alternating current charging pile into the direct current available for the battery) and the function of high-voltage power supply (supplying power to the high-voltage components through the high-voltage distribution box PDU).

Wherein the first battery 21 can charge the third battery 23 through the integrated module 60 (when the integrated module 60 has the function of a DC/DC converter). The charging device may charge the first battery 21 through the integrated module 60 (at this time, the integrated module 60 has a function of an in-vehicle charger). The first battery 21 may supply power to the high voltage components through the integrated module 60. Charging of the first battery 21, charging of the third battery 23 and powering of the high voltage components may be achieved by the integrated module 60.

The embodiment of the application also provides an electric automobile. The electric automobile can comprise the battery management system. The electric automobile can further comprise a whole automobile controller, and the whole automobile controller can receive the battery state reported by the battery management system.

In the foregoing embodiments, the descriptions of the embodiments are emphasized, and for parts of one embodiment that are not described in detail, reference may be made to related descriptions of other embodiments.

In the embodiments provided in the present application, it should be understood that the disclosed battery management system and electric vehicle may be implemented in other manners. For example, the above-described embodiments of the battery management system are merely illustrative, such as the division of the units is merely a logical functional division, and there may be additional divisions in actual implementation, such as multiple units or components may be combined or integrated into another system, or some features may be omitted, or not performed.

Claims

1. A battery management system, comprising a battery management module, a first battery, a second battery, a first battery interface and a second battery interface;

2. The battery management system of claim 1 wherein the second battery interface is coupled to a first load.

3. The battery management system of claim 1 or 2, further comprising a first DC/DC converter, a third terminal of the first battery being connected to a first terminal of the first DC/DC converter, a second terminal of the first DC/DC converter being connected to a third terminal of the second battery.

4. The battery management system of claim 2 further comprising a first DC/DC converter and a safety switch, a third terminal of the first battery being connected to a first terminal of the first DC/DC converter, a second terminal of the first DC/DC converter being connected to a first terminal of the safety switch and a second load, a second terminal of the safety switch being connected to a third terminal of the second battery.

5. The battery management system of claim 2 further comprising a first DC/DC converter and a safety switch, a third terminal of the first battery being connected to a first terminal of the first DC/DC converter, a second terminal of the first DC/DC converter being connected to a first terminal of the safety switch and a third terminal of the second battery, a second terminal of the safety switch being connected to a second load.

6. The battery management system of any one of claims 1-2, 4-5, further comprising a third battery and a third battery interface, wherein a third end of the battery management module is connected to a first end of the third battery, wherein a second end of the third battery is connected to the third battery interface, and wherein the third battery interface is connected to a third load; the voltage of the first battery is greater than the voltage of the third battery.

7. The battery management system according to any one of claims 2, 4 to 5, wherein the first battery interface is connected to the first load through a second DC/DC converter, or the first battery interface is connected to a fourth load through a second DC/DC converter, or the first battery interface is connected to the first load through an integration module, or the first battery interface is connected to the fourth load through an integration module;

8. The battery management system of claim 7 wherein the fourth load is connected to a fourth battery, the voltage of the first battery being greater than the voltage of the fourth battery.

9. The battery management system of claim 7, wherein a charging device powers the integrated module.

10. An electric vehicle comprising the battery management system according to any one of claims 1 to 9.