KR102621445B1 - Battery Management System for Aircraft and method for controlling thereof - Google Patents

Abstract

The present invention is a battery management system for aircraft that allows the auxiliary microcontroller (MCU) to operate when the main microcontroller (MCU) fails, so that it can operate normally even when an error or problem occurs in the main microcontroller (MCU). and its control method. The battery management system for an aircraft according to an embodiment of the present invention controls the charging and discharging status of each battery cell in a battery pack 10 in which a plurality of battery cells are connected, and the input measured from the battery pack is controlled. a monitoring unit 110 that receives at least one of current, input voltage, and input temperature; An MCU unit 120 that generates a charge/discharge signal for charging or discharging the battery cells from at least one of the input current, input voltage, and input temperature; and a charge/discharge control unit 130 that controls charging or discharging of the battery cells according to the charge/discharge signal, wherein the MCU unit 120 generates the charge/discharge signal and outputs it to the charge/discharge control unit. It may include a first MCU 121 and a second MCU 122 that generates the charge/discharge signal and outputs it to the charge/discharge control unit when a failure occurs in the first MCU 121.

Description

Battery management system for aircraft and method for controlling the same {Battery Management System for Aircraft and method for controlling the same}

The present invention relates to a battery management system and method for an aircraft, and more specifically, to a battery management system and method for an aircraft that controls a battery pack containing a plurality of battery cells to be used efficiently and safely.

Lithium-ion batteries are widely used as an energy source in electrical applications and as a storage and source of power. However, typically one lithium-ion battery cell alone does not provide sufficient power. Therefore, lithium-ion batteries are used to increase voltage and current by connecting multiple battery cells in series and parallel to form an overall battery system.

Systems using high voltage and large currents require circuits that handle multiple batteries for energy management and protection purposes, and are called battery management systems (BMS). The Battery Management System (BMS) measures various factors such as current, voltage, and temperature of secondary batteries used in electric vehicles, hybrid electric vehicles, and aircraft through sensors to control the charging and discharging status and remaining amount of the battery. It is a system that controls secondary batteries to create an optimal operating environment in conjunction with other control systems within the electrical system of aircraft, etc.

In general, a battery management system can be designed to have many functions. However, the conventional battery management system may have a problem in which the entire battery management system does not operate if a problem occurs in the microcontroller (Micro Control Unit, MCU). Accordingly, if an error occurs in the microcontroller (Micro Control Unit, MCU), the entire system may be shut down or become uncontrollable.

Korean registered patent 10-0846710 (2008.07.10) Korean Patent Publication 10-2014-0139322 (2014.12.05) Korean Patent Publication 10-2017-0021120 (2017.02.27)

The purpose of the present invention is to provide an aircraft battery that can operate normally even if an error or problem occurs in the main microcontroller (MCU) by enabling the auxiliary microcontroller (MCU) to operate when the main microcontroller (MCU) fails. To provide a management system and method.

The battery management system for an aircraft according to an embodiment of the present invention controls the charging and discharging status of each battery cell in a battery pack 10 in which a plurality of battery cells are connected, and the input measured from the battery pack is controlled. a monitoring unit 110 that receives at least one of current, input voltage, and input temperature; An MCU unit 120 that generates a charge/discharge signal for charging or discharging the battery cells from at least one of the input current, input voltage, and input temperature; and a charge/discharge control unit 130 that controls charging or discharging of the battery cells according to the charge/discharge signal, wherein the MCU unit 120 generates the charge/discharge signal and outputs it to the charge/discharge control unit. It may include a first MCU 121 and a second MCU 122 that generates the charge/discharge signal and outputs it to the charge/discharge control unit when a failure occurs in the first MCU 121.

The first MCU 121 generates an approval signal to check whether the first MCU 121 is operating normally at a set reference time interval, and the second MCU 122 determines whether the first MCU 121 is operating normally from the approval signal. can do.

The first MCU (121) generates an approval signal pulse in the form of a pulse to check whether it is operating normally at a set reference time interval, and the second MCU (122) generates an approval signal pulse from the first MCU (121) greater than the reference time. If the approval signal pulse is not input within the set determination time, it may be determined that the first MCU 121 has a failure.

The MCU unit 120 has a first control signal output from the first MCU 121 and a second control signal output from the second MCU 122 as input signals. 123), and may further include a switching element 124 operated by the output signal of the XOR unit 123.

If there is no operation for a set time, the MCU unit 120 disables all peripheral devices and activates a power saving mode. In the power saving mode, it wakes up at set time intervals, checks the discharge current for a certain period of time, and performs a power saving mode if there is no discharge current. can do.

The MCU unit 120 receives the battery temperature measured from the battery pack at set time intervals, controls the external heater to operate above the set temperature if the battery temperature is higher than the set reference temperature, and controls the battery temperature. If is higher than 0 degrees and lower than the reference temperature, the heater can be controlled to supply a set minimum discharge current.

The control method of the aircraft battery management system according to an embodiment of the present invention controls charging and discharging of battery cells by a method operating in the aircraft battery management system, so that battery cells can be efficiently and stably managed and controlled. there is.

According to the present invention, by allowing the auxiliary microcontroller (MCU) to operate when the main microcontroller (MCU) fails, it can operate normally even when an error or problem occurs in the main microcontroller (MCU).

In addition, power can be saved by including a low-power mode and operating in a low-power mode when the battery management system is not operating.

In addition, normal and stable battery operation may be possible even when applied to aircraft and operated in extreme temperature conditions.

1 is a block diagram schematically showing a battery management system for an aircraft according to an embodiment of the present invention.
FIG. 2 is a circuit diagram briefly showing the internal structure of the MCU unit in the aircraft battery management system of FIG. 1.
FIG. 3 is a diagram schematically showing the operation in the MCU unit of FIG. 2 being switched from the main microcontroller (MCU) to the auxiliary microcontroller (MCU).
FIG. 4 is a flowchart schematically showing the low-power mode implemented within the MCU unit of the aircraft battery management system of FIG. 1.
FIG. 5 is a flowchart schematically showing a heating operation for battery cells operated in a cryogenic environment in the aircraft battery management system of FIG. 1.

Hereinafter, specific details for carrying out the present invention will be described in detail with reference to the accompanying drawings based on preferred embodiments of the present invention. At this time, the same reference numbers are assigned to components that are disclosed in the drawings of one embodiment and that are the same as those disclosed in the drawings of other embodiments, and descriptions of other embodiments may be applied in the same manner, and detailed descriptions thereof are provided. It can be omitted. In addition, known functions or configurations related to the present invention refer to known technologies, and detailed descriptions thereof are simplified or omitted here.

In addition, the terms used in this specification are general terms that are currently widely used as much as possible while considering the function in the present invention, but this may vary depending on the intention or precedent of a technician working in the field, the emergence of new technology, etc. You can. In addition, in certain cases, there are terms arbitrarily selected by the inventor, and in this case, the meaning will be described in detail in the description of the relevant invention. Therefore, the terms used in this specification should be defined based on the meaning of the term and the overall content of the present invention, rather than simply the name of the term.

Throughout this specification, when a part 'includes' a certain element, this means that it does not exclude other elements but may further include other elements, unless specifically stated to the contrary. Additionally, the term 'unit' used in this specification refers not only to a hardware configuration such as FPGA or ASIC, but also to a software configuration. However, 'wealth' is not limited to software or hardware. The 'part' may be configured to reside on an addressable storage medium and may be configured to run on one or more processors. Thus, as an example, 'part' refers to components such as software components, object-oriented software components, class components, and task components, as well as processes, functions, properties, procedures, and subroutines. includes segments of program code, drivers, firmware, microcode, circuits, data, databases, data structures, tables, arrays, and variables. The functionality provided within the components and 'parts' may be combined into a smaller number of components and 'parts' or may be further separated into additional components and 'parts'.

The present invention mainly relates to a battery management system or a control method installed in a portable or on-board battery pack for an aircraft. However, the present invention is not limited to this and can also be applied to a battery management system applied to a battery pack installed in various devices that use various electrical energy, such as electric vehicles, hybrid electric vehicles, or ships. The battery management system (BMS) of the present invention measures various factors such as current, voltage, and temperature in a battery pack equipped with a large number of secondary battery cells through sensors to control the charging and discharging status, remaining amount, and safety of the battery. It is a system that does.

Figure 1 shows a block diagram schematically showing an aircraft battery management system 100 according to an embodiment of the present invention. FIG. 2 is a circuit diagram briefly showing the internal structure of the MCU unit 120 in the aircraft battery management system of FIG. 1. FIG. 3 is a diagram schematically showing the operation of the MCU unit 120 of FIG. 2 being switched from the main microcontroller 121 to the auxiliary microcontroller 122.

Referring to the drawings, the aircraft battery management system 100 controls the charging and discharging states of each battery cell in a battery pack 10 in which a plurality of battery cells are connected, and includes a monitoring unit 110; MCU unit (120); and a charge/discharge control unit 130, and the MCU unit 120 may include a first MCU 121 and a second MCU 121 that respectively generate charge/discharge control signals. At this time, the first MCU 121 may be the main control microcontroller (MCU), and the second MCU 122 may replace the first MCU 121 if a problem or failure occurs in the operation of the first MCU 121. It can be an auxiliary or redundant microcontroller (MCU) that operates as a

Therefore, by allowing the auxiliary microcontroller (MCU) to operate when the main microcontroller (MCU) fails, it is possible to operate normally even if an error or problem occurs in the main microcontroller (MCU).

The monitoring unit 110 may receive at least one of the input current, input voltage, and input temperature measured in the battery pack 10. The MCU unit 120 may generate a charge/discharge signal for charging or discharging battery cells from at least one of input current, input voltage, and input temperature. The charge/discharge control unit 130 may control charging or discharging of battery cells according to charge/discharge signals.

At this time, the monitoring unit 110 receives the current measured from the battery pack 10 and generates current data, and the MCU unit 120 charges or discharges each battery cell from the operating status and current data of the external load. A charge/discharge control signal is generated, and the charge/discharge control unit 130 can control charging or discharging of battery cells according to the charge/discharge control signal. At this time, the charge/discharge control unit 130 may control the charge or discharge of the battery cells by controlling the charge/discharge switch 300 according to the charge/discharge control signal.

Additionally, the first MCU 121 and the second MCU 122 each generate a charge/discharge control signal and output it to the charge/discharge control unit to control the charge and discharge states of the battery cells. At this time, the first MCU 121 operates as a main controller, and the second MCU 122 operates as an auxiliary controller when a failure occurs in the first MCU 121. In this case, if a problem or failure occurs in the first MCU (121), which is the main controller, the second MCU (122), which is an auxiliary controller, can be operated normally even if an error or problem occurs in the first MCU (121). You can make it work.

The battery management system 100 according to the present invention can be used in aircraft. In this case, if even a small failure occurs, the damage can be severe, so even if a failure occurs in the main controller, the auxiliary controller is operated and the battery management system (100) This can be done to prevent overall problems from occurring.

The first MCU 121 generates an approval signal to check whether the first MCU 121 is operating normally at a set reference time interval, and the second MCU 122 can determine whether the first MCU 121 is operating normally from the approval signal. As shown in FIG. 3, the first MCU 121 may generate and output an approval signal to check whether it is operating normally at regular time intervals. That is, the first MCU 121 may perform a routine inside the first MCU 121 to determine whether it is operating normally at regular time intervals, and output an approval signal if it operates normally.

At this time, if the approval signal is output from the first MCU 121 at regular time intervals, the first MCU 121 is operating normally, and the second MCU 122 is not operating. If the approval signal is not output from the first MCU 121 at regular time intervals, the first MCU 121 does not operate normally, and the second MCU 122 operates normally. That is, if the second MCU 122 does not receive an acknowledgment signal from the first MCU 121 for a set time, the second MCU 122 determines that a failure has occurred in the first MCU 121 and operates in an operating mode. The charging and discharging signal is generated and output to the charging and discharging control unit to control the charging and discharging status of the battery cells.

Lithium-ion batteries can be used as battery cells, but a single lithium-ion battery alone may not provide enough power to run the system. Therefore, multiple cells can be connected in series and/or parallel to generate the voltage and current required to drive the system. A battery management system can be applied to control the charging and discharging states of multiple battery cells for energy management and protection. At this time, the main controller that controls the battery management system may additionally include a backup controller to improve the safety of the system.

A failure in the underlying microcontroller (MCU) can shut down the entire battery management system or prevent it from achieving the necessary control. Therefore, in addition to the basic microcontroller, a separate auxiliary microcontroller that operates when an error occurs in the basic microcontroller may be further included.

The first MCU 121 communicates with other elements within the battery management system 100, retrieves sensing data such as current, voltage, and temperature from the monitoring unit 110, and controls the charge/discharge switch 300 accordingly. It performs the function of a master controller. The first MCU 121 may send an approval signal to the second MCU 122 at fixed time intervals, allowing the second MCU 122 to check whether the first MCU 121 is operating. If a failure occurs in the first MCU 121, the second MCU 122 does not receive an approval signal, and the second MCU 122 operates in place of the first MCU 121 to control the system.

The battery management system 100 includes a monitoring unit 110; MCU unit (120); Charge/discharge control unit 130; Power supply unit 140; Protection circuit unit 150; storage unit 160; Communications Department (170); and the interface 180, which can handle state-of-charge balancing, error processing of each battery cell, overcharge and overdischarge protection, and short circuit.

The battery management system 100 is connected to a current measurement unit 410, a voltage measurement unit 420, and a temperature measurement unit 430 including a current sensor, a voltage sensor, and a temperature sensor, respectively, in the battery pack 10. Current, voltage, and temperature measured in battery cells can be input. At this time, the current, voltage, and temperature may each be input through the monitoring unit 110, converted into current data, voltage data, and temperature data, and then input to the MCU unit 120.

The MCU unit 120 uses the battery voltage (V), battery current (I), and battery temperature (T) transmitted through the monitoring unit 110 to determine the state of charging (SOC) and health status of the battery. The charging and discharging of the battery can be controlled by estimating the state of health (SOH).

The state of charging (SOC) of the battery receives the battery current and/or battery voltage under the current temperature conditions, selects the initial value of the SOC value and covariance, predicts the SOC estimate and error covariance, and calculates the Kalman gain. , SOC estimate calculation, and error covariance calculation steps may be sequentially calculated from the battery state of charge estimate. At this time, the error covariance value calculated after calculating the estimate can be fed back into the error covariance prediction.

The state of health (SOH) of the battery can be calculated as an estimated value by receiving the measured battery current and battery voltage, including initial value selection, state filter, and weight filter.

At this time, each of the state filter and the weight filter may receive the measured battery current and battery voltage, and may include sequential estimation and error covariance prediction, Kalman gain calculation, estimation value calculation, and error covariance calculation steps.

The charge/discharge control unit 130 can balance the charge state of each cell by discharging battery cells with a relatively high state of charge and charging battery cells with a relatively low state of charge. The power supply unit 140 is a device that supplies power to the battery management system 100 using an auxiliary battery. The protection circuit unit 150 is a circuit to protect the battery pack 10 from external shock, overcurrent, low voltage, etc. using firmware, etc.

The storage unit 160 may store data such as current SOC and SOH when the battery management system 100 is turned off. The storage unit 160 is a non-volatile storage device that can be written and erased electrically and may be an EEPROM. The communication unit 170 can communicate with an external controller, transmitting information about SOC and SOH from the battery management system 100 to an external controller, or receiving information about the status of an aircraft or load operating conditions from an external controller. It can be received and transmitted to the MCU unit 120. The external interface 180 can connect auxiliary devices of the battery management system 100, such as a cooling fan and a main switch, to the MCU unit 120.

The battery management system 100 includes a heating control unit 200; A charge/discharge switch 300 may be further included. The heating control unit 200 may include a heating switch that turns the heater on and off according to a control signal input from the heater and the battery management system 100. The heating switch (MOSFET) turns on when the detected temperature falls below a set current, for example, ??20 degrees, and operates the heater to apply heat to the heating plate installed under the battery pack to prevent the battery pack (10) from falling below the set temperature. You can control it so that it doesn't happen.

The charge/discharge switch 300 may include a charge switch, a discharge switch, and a cutoff protection unit. The charging switch can turn on and off the charging current flowing from the external charger to the battery pack 10 by a control signal input from the charging and discharging control unit 130. The discharge switch can turn on or off the discharge current flowing from the battery pack 10 to an external load in response to a control signal input from the charge/discharge control unit 130. The blocking protection unit includes a fuse and can protect the battery pack 10 by blocking the current when overcurrent flows.

In the present invention, the discharge current is blocked when it exceeds a specific current, for example, 600A, and the charging current can be blocked when all battery cells are fully charged to a set level.

As shown in FIG. 3, the first MCU 121 generates an acknowledgment signal pulse in the form of a pulse to confirm normal operation at a set reference time interval, and the second MCU 122 receives the signal from the first MCU 121. If the approval signal pulse is not input within the determination time set to be greater than the reference time, it may be determined that there is a failure in the first MCU 121.

If the second MCU 122 does not receive an approval signal from the first MCU 121, it receives data such as current, voltage, and temperature and controls the battery management system. Referring to FIG. 2, the MCU unit 120 further includes an XOR unit 123 and a switching element 124, and the first MCU ( The battery management system may be controlled to operate by one of the first control signal output from 121) and the second control signal output from the second MCU 122.

The XOR unit 123 may perform an XOR operation using the first control signal output from the first MCU 121 and the second control signal output from the second MCU 122 as input signals. The switching element 124 may be operated by the output signal of the XOR unit 123 using a MOSFET element.

When a failure occurs in the first MCU (121), it is difficult to predict whether the signal at all control pins will be high or the signal at all control pins will be low, so the first MCU (121) It is possible to read and generate a control signal to the XOR element of the XOR unit 123 accordingly. A simplified circuit diagram of the control signals between the first MCU 121 and the second MCU 122 is shown in FIG. 2.

Accordingly, Table 1 shows the output of the second MCU (122) based on the output of the first MCU (121) at the point of failure.

1st MCU 2nd MCU MOSFET 0 0 turn off 0 One turn on One 0 turn on One One turn off

At this time, the first MCU (121) and the second MCU (122) form a redundant system, and basically the first MCU (121) and the second MCU (122) operate normally as the main control device and the auxiliary control device, respectively. It performs the function and basically controls the system by outputting a control signal from the first MCU (121), and only when it is determined that a failure or problem occurs in the first MCU (121), the second MCU (122) takes control. The system can be controlled by outputting signals.

As another embodiment, a recovery program set for the first MCU 121 may be driven while the second MCU 122 outputs a control signal. When the first MCU 121 is restored by the recovery program and is ready to operate normally, the second MCU 122 becomes the main control device and the first MCU 121 becomes the auxiliary control device and can be operated. . The recovery program may include a routine for shutting down and restarting the power of the first MCU 121.

To this end, as another embodiment, a signal line through which the output of the second MCU 122 is input to the first MCU 121 may be added in the circuit diagram shown in FIG. 2. In this case, the second MCU 122 may generate an approval signal pulse in the form of a pulse to check whether it is operating normally at a set reference time interval. If an acknowledgment signal pulse is not input from the second MCU 122 within a determination time set larger than the reference time, the first MCU 121 may determine that the second MCU 122 has a failure and output a control signal.

As another embodiment, when the first MCU 121 is restored by a recovery program and is ready to operate normally, a signal indicating that the first MCU 121 is prepared and operating normally may be output to the second MCU 122. . The second MCU 122 may stop outputting the control signal, and the first MCU 121 may output the control signal. In this case, the first MCU 121 becomes the main control device again, and the second MCU 122 becomes an auxiliary control device and can be operated.

FIG. 4 is a flowchart schematically showing the implementation of a low power mode (power saving mode) implemented within the MCU unit of the aircraft battery management system 100 of FIG. 1.

Referring to the drawing, the MCU unit 120 may disable all peripheral devices and activate a power saving mode when the BMS controller is not operated for a set time. In power saving mode, the device wakes up at set time intervals and checks the discharge current for a certain period of time. If there is no discharge current, power saving mode can be performed. At this time, whether the BMS controller is operating can be determined by checking whether discharge current is output.

The low power mode may be implemented in the microcontroller (MCU) of the MCU unit 120 to save power when the battery management system is not operating. For this purpose, an algorithm can be designed to activate the power saving mode of the microcontroller (MCU) after the battery management system is disabled. The microcontroller (MCU) can be designed to wait 10 minutes after the battery management system is disabled and activate power saving mode.

In sleep mode, an interrupt can be initiated to wake up the microcontroller (MCU) after a defined interval to check the discharge current as shown in the figure. If there is no discharge current to the load, the microcontroller (MCU) can go back into sleep mode to save power.

Accordingly, the aircraft battery management system 100 can minimize power consumption and mode switching time by using the low power mode.

Meanwhile, in the low-power mode, both the first MCU 121 and the second MCU 122 may operate in their respective low-power modes. At this time, the output interval of the approval signal output from the first MCU 121 may be controlled to become larger. Accordingly, the decision time interval for determining whether the approval signal is input from the second MCU 122 can be controlled to be larger. Therefore, the MCU unit 120 is controlled so that the output interval of the approval signal output from the first MCU 121 becomes larger and the approval signal monitoring interval of the second MCU 122 becomes larger, thereby consuming power in the low strategy mode. can be minimized.

FIG. 5 is a flowchart schematically showing a heating operation for battery cells operated in a cryogenic environment in the aircraft battery management system 100 of FIG. 1 .

Referring to the drawing, the aircraft battery management system 100 receives the battery temperature measured from the battery pack 10 at set time intervals, and when the battery temperature is higher than the set reference temperature, operates the external heater above the set temperature. If the battery temperature is higher than 0 degrees and lower than the standard temperature, it can be controlled so that the minimum discharge current set to the heater is supplied.

The battery pack 10 heating algorithm of the aircraft battery management system 100 is designed to protect the battery system at extremely low temperatures, and in the embodiment shown in the figure, the heat plate of the battery system can be activated when the temperature falls below ??20 degrees. there is.

At this time, in the range of 0 degrees to 20 degrees, the minimum discharge current is supplied to the heater, and in the range of -20 degrees to -40 degrees, the current to prevent the battery from freezing for a long time so that the battery pack 10 can provide a certain optimal discharge. Heat can be applied to the battery pack 10 by applying to the heater. Therefore, it is possible to ensure that the battery system operates in optimal conditions even under extreme temperature conditions.

Meanwhile, the control method of the aircraft battery management system according to an embodiment of the present invention controls charging and discharging of battery cells by a method operating in the aircraft battery management system, thereby managing and controlling the battery cells efficiently and stably. can do.

According to the present invention, by allowing the auxiliary microcontroller (MCU) to operate when the main microcontroller (MCU) fails, it is possible to operate normally even when an error or problem occurs in the main microcontroller (MCU).

In addition, power can be saved by including a low-power mode and operating in a low-power mode when the battery management system is not operating.

In addition, normal and stable battery operation may be possible even when applied to aircraft and operated in extreme temperature conditions.

So far, the technical idea of the present invention has been disclosed through the disclosure of preferred embodiments of the present invention that ensure the specificity of the idea. A person skilled in the art to which the present invention pertains will understand that the preferred embodiment may be implemented in a modified form without departing from the technical idea (essential characteristics) of the present invention. Therefore, the disclosed embodiments should be considered from an explanatory rather than a limiting perspective, and the scope of the present invention should be interpreted to include not only the matters disclosed in the claims but also all differences within the scope of equivalents.

Claims (7)

Controlling the charging and discharging status of each battery cell in the battery pack 10, which consists of a plurality of battery cells connected,
a monitoring unit 110 that receives at least one of input current, input voltage, and input temperature measured in the battery pack;
An MCU unit 120 that generates a charge/discharge signal for charging or discharging the battery cells from at least one of the input current, input voltage, and input temperature; and
and a charge/discharge control unit 130 that controls charging or discharging of the battery cells according to the charge/discharge signal,
The MCU unit 120 generates the charge/discharge signal and outputs it to the charge/discharge control unit, and when a failure occurs in the first MCU 121, it generates the charge/discharge signal and outputs the charge/discharge signal to the charge/discharge control unit. Includes a second MCU 122 that outputs to a discharge control unit,
The first MCU 121 generates an approval signal to check whether the first MCU 121 is operating normally at a set reference time interval, and the second MCU 122 determines whether the first MCU 121 is operating normally from the approval signal. And
While the second MCU 122 outputs a control signal, the first MCU 121 runs a set recovery program,
The recovery program is a battery management system for an aircraft including a routine for shutting down and restarting the power of the first MCU (121). delete According to paragraph 1,
Generates an approval signal pulse in the form of a pulse to check whether the first MCU 121 is operating normally at a set reference time interval,
Aircraft battery management that determines that the first MCU (121) has a failure when the second MCU (122) does not receive the approval signal pulse from the first MCU (121) within a determination time set to be greater than the reference time. system. According to paragraph 1,
The MCU unit 120,
An XOR unit 123 that performs an XOR operation using the first control signal output from the first MCU 121 and the second control signal output from the second MCU 122 as input signals, and
A battery management system for an aircraft further comprising a switching element (124) operated by an output signal of the XOR unit (123). According to paragraph 1,
The MCU unit 120 disables all peripheral devices and activates power saving mode when there is no operation for a set time,
In the power saving mode, a battery management system for an aircraft wakes up at set time intervals, checks the discharge current for a certain period of time, and performs a power saving mode if there is no discharge current. According to paragraph 1,
The MCU unit 120 receives the battery temperature measured from the battery pack at set time intervals, controls the external heater to operate above the set temperature if the battery temperature is higher than the set reference temperature, and controls the battery temperature. A battery management system for an aircraft that controls the minimum discharge current set to be supplied to the heater when the temperature is higher than 0 degrees and lower than the reference temperature. delete

Images