WO2023035118A1 - 过放保护方法及系统、车辆、电池管理系统及存储介质 - Google Patents

过放保护方法及系统、车辆、电池管理系统及存储介质 Download PDF

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Publication number
WO2023035118A1
WO2023035118A1 PCT/CN2021/117019 CN2021117019W WO2023035118A1 WO 2023035118 A1 WO2023035118 A1 WO 2023035118A1 CN 2021117019 W CN2021117019 W CN 2021117019W WO 2023035118 A1 WO2023035118 A1 WO 2023035118A1
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WIPO (PCT)
Prior art keywords
unit
power
battery
vehicle
switch unit
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PCT/CN2021/117019
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English (en)
French (fr)
Inventor
马行
田伟
王兴昌
黄振慧
卢方友
Original Assignee
宁德时代新能源科技股份有限公司
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Application filed by 宁德时代新能源科技股份有限公司 filed Critical 宁德时代新能源科技股份有限公司
Priority to EP21956307.9A priority Critical patent/EP4220890A4/en
Priority to CN202180054568.XA priority patent/CN116325412A/zh
Priority to JP2023526412A priority patent/JP2023547250A/ja
Priority to KR1020237016653A priority patent/KR20230097066A/ko
Priority to PCT/CN2021/117019 priority patent/WO2023035118A1/zh
Publication of WO2023035118A1 publication Critical patent/WO2023035118A1/zh
Priority to US18/139,359 priority patent/US20230256862A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/14—Preventing excessive discharging
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/0029—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with safety or protection devices or circuits
    • H02J7/00306—Overdischarge protection
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/03—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for
    • B60R16/033—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for characterised by the use of electrical cells or batteries
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/0029—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with safety or protection devices or circuits
    • H02J7/0031—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with safety or protection devices or circuits using battery or load disconnect circuits
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/30—Parking brake position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/547—Voltage
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/11—Electric energy storages
    • B60Y2400/112—Batteries
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J9/00—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting
    • H02J9/002—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which a reserve is maintained in an energy source by disconnecting non-critical loads, e.g. maintaining a reserve of charge in a vehicle battery for starting an engine
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Definitions

  • the present application relates to the technical field of batteries, in particular to an over-discharge protection method and system, a vehicle, a battery management system and a storage medium.
  • the vehicle-mounted 12V lithium battery power supply is usually used to supply power to the starting unit of the vehicle, so that the starting unit is in a working state. At this time, if the starting unit receives the enable signal, it can start. The vehicle can also briefly provide energy for the electrical equipment in the vehicle after the vehicle is turned off.
  • the vehicle battery may be over-discharged due to reasons such as forgetting to turn off the electrical equipment in the vehicle for a long time, thereby causing damage to the battery.
  • technicians usually control the battery to be in an over-discharge protection state after the state of charge of the battery power supply is close to 0, that is, disconnect the connection line between the battery and the electrical equipment to To protect the battery, these connecting lines include the connecting line between the battery and the starting unit of the vehicle. Once the battery is in the over-discharge protection state, only an additional low-current device can be used to recharge the battery. Otherwise, the connection line between the battery and the starting unit cannot be restored, and the vehicle cannot be started, resulting in poor user experience.
  • the embodiment of the present application provides an over-discharge protection method and system, a vehicle, a battery management system, and a storage medium, which are used to disconnect the discharge circuit of the battery for the first time when the current power of the power battery is still sufficient to start the vehicle, reducing the The energy consumption of the power battery is reduced, so that the energy of the power battery is used to start the vehicle as much as possible, and the user experience is improved.
  • an embodiment of the present application provides an over-discharge protection method for a vehicle.
  • the vehicle includes a power battery, a switch unit, a start unit, and a battery management system; the switch unit is connected between the power battery and the start unit, and the switch unit is in the In the on state, the power battery supplies power to the starter unit; when the starter unit is powered, it can start the vehicle when it receives the enable signal; the battery management system is connected to the control terminal of the switch unit to control the switch unit to be turned on Or disconnect, the battery management system is also connected to the power battery; the method is applied to the battery management system, and the method includes: detecting the current power of the power battery; when the current power is less than the first preset power and greater than or equal to the second preset power, And when the switch unit is in the on state, turn off the switch unit; when the current power is less than the first preset power and greater than or equal to the second preset power, and the switch unit is in the off state, if a hardware trigger signal is received, then
  • the battery management system when the current power is reduced to less than the first preset power, the battery management system will cut off the path between the power battery and the starting unit by disconnecting the switch unit, thereby reducing the power of the switch unit and Static energy consumption of the starting unit; before the current power is further reduced to the second preset power, if the hardware trigger signal sent by the user through the vehicle’s wake-up unit is received, the power battery and the starting unit can also be connected by turning on the switch unit. unit to start the vehicle.
  • the path between the control power battery and the starting unit is always disconnected to protect the power battery from being over-discharged.
  • the discharge circuit of the battery when the current power of the power battery is still enough to start the vehicle, the discharge circuit of the battery will be disconnected for the first time, which not only reminds the user that the power of the power battery is low and needs to be charged for the power battery, but also reduces this problem.
  • the power consumption of the power battery can be used to start the vehicle as much as possible, which improves the user experience.
  • if the hardware trigger signal is received, after turning on the switch unit further includes: if the hardware trigger signal is not received within the first preset time after the switch unit is turned on, turning off the switch unit.
  • the hardware trigger signal is not received within the first preset time after the switch unit is turned on, it is considered that the user does not need to start the vehicle at this time, and the switch unit is turned off at this time to reduce energy consumption.
  • the energy of the power battery is used to start the vehicle as much as possible, which improves the user experience.
  • the difference between the first preset power and the second preset power is greater than the sum of the self-consumption power and the conduction loss power; wherein, the self-consumption power is when the switch unit is in the off state, the power battery passes through The power consumed in the second preset time, the conduction loss power is the power consumed by the power battery after the first preset time when the switch unit is in the conduction state.
  • the difference between the first preset electricity quantity and the second preset electricity quantity is set to be: enough to maintain the battery within the second preset time
  • the switch unit can be turned on through the hardware trigger signal, and can be continuously turned on
  • the power battery supplies power to the starting unit, and the starting unit will start the vehicle when receiving the enabling signal, which improves user experience.
  • turning off the switch unit includes: turning off the switch unit if it is detected that the vehicle is in a parked state.
  • the switch unit if the switch unit is disconnected when the vehicle is in the driving state, it may cause power failure of the electrical equipment of the vehicle connected behind the switch unit, which may affect driving safety. First, detect whether the vehicle is in the parking state, and if it is in the parking state, then disconnect the switch unit, which effectively improves the safety of the vehicle driving.
  • the method further includes: prohibiting the switch unit from being turned on if a hardware trigger signal is received when the switch unit is in the off state for a time greater than or equal to a third preset time.
  • the switch unit when the time when the switch unit is in the off state reaches the third preset time, it is considered that the vehicle has been left for too long, and the battery is facing the risk of being over-discharged. At this time, even if a hardware trigger signal is received, the Keep the switch unit disconnected to protect the battery from being damaged by over-discharge. In addition, even if the battery management system misjudges that the current power level of the battery is between the first preset power level and the second preset power level, but determines that the switch unit has been in the off state for more than the third preset time, the switch unit will still be kept. In the disconnected state, it can be seen that the double judgment more effectively ensures that the power battery will not be damaged due to over-discharge, and also improves the safety of the vehicle.
  • the battery management system includes a wake-up unit and a drive unit; the first end of the wake-up unit is connected to the first end of the hardware switch of the vehicle, the second end of the hardware switch is grounded, and the second end of the wake-up unit is connected to the power The battery, the third end of the wake-up unit is connected to the switch unit through the drive unit; wherein, the hardware switch is used to be controlled by the user to be in the off state or the on state, and the first end of the wake-up unit receives the signal when the hardware switch is in the on state.
  • Hardware trigger signal after receiving the hardware trigger signal, the first terminal of the wake-up unit connects the second terminal of the wake-up unit with the third terminal of the wake-up unit, so that the drive unit is powered by the power battery, and the drive unit is in the state of being powered , when the current power is less than the first preset power and greater than or equal to the second preset power, and the switch unit is in the off state, and the hardware trigger signal is received, the switch unit can be turned on.
  • the user can ground the first end of the wake-up unit by turning on the hardware switch, so as to simulate that the first end of the wake-up unit has received the hardware trigger signal, and the wake-up unit will connect the power battery and the drive unit at this time , the drive unit is powered by the power battery, so that the drive unit is in a controllable state, and then the current power is less than the first preset power and greater than or equal to the second preset power, and the switch unit is in the off state, and receives When the hardware triggers the signal, the switch unit is turned on.
  • the drive unit used to control the switch unit is directly powered by the power battery, and no additional battery is required for power supply, and it is also possible to avoid affecting the control of the switch unit due to the failure of the additional battery, which improves the vehicle performance. Stability of operation.
  • the wake-up unit is a PNP triode
  • the base of the triode serves as the first end of the wake-up unit
  • the emitter/collector of the triode serves as the second end of the wake-up unit
  • the collector/emitter of the triode serves as the wake-up unit the third end.
  • the vehicle also includes a conversion unit; the power battery is connected to the second end of the wake-up unit through the conversion unit; the conversion unit is used to convert the voltage output by the power battery into a voltage within the range that the wake-up unit can receive Voltage.
  • the system can be adapted to power batteries that output different voltages by setting the conversion unit.
  • the battery management system further includes a diode; the first end of the wake-up unit is connected to the first end of the hardware switch through the diode, the first end of the wake-up unit is connected to the anode of the diode, and the cathode of the diode is connected to the hardware switch. first end.
  • the battery management system is further provided with diodes, which play a role in preventing backflow, so as to protect the wake-up circuit from damage, and effectively improve the reliability of the wake-up circuit.
  • the embodiment of the present application provides an over-discharge protection system for a vehicle.
  • the vehicle includes a power battery, a switch unit, a start unit, and a battery management system; the switch unit is connected between the power battery and the start unit, and the switch unit is in the In the on state, the power battery supplies power to the starter unit; when the starter unit is powered, it can start the vehicle when it receives the enable signal; the battery management system is connected to the control terminal of the switch unit to control the switch unit to be turned on Or disconnected, the battery management system is also connected to the power battery; the system includes: a detection unit, used to detect the current power battery; a control unit, used for the current power is less than the first preset power and greater than or equal to the second preset When the power is set and the switch unit is in the on state, the switch unit is turned off; when the current power is less than the first preset power and greater than or equal to the second preset power, and the switch unit is in the off state, if a hardware trigger is received signal,
  • an embodiment of the present application provides a vehicle, including the above-mentioned over-discharge protection system for the vehicle.
  • an embodiment of the present application provides a battery management system, including: at least one processor; and a memory communicatively connected to the at least one processor; wherein, the memory stores instructions executable by the at least one processor, The instructions are executed by at least one processor, so that the at least one processor can execute the vehicle over-discharge protection method of any one of the above embodiments.
  • an embodiment of the present application provides a computer-readable storage medium storing a computer program, and when the computer program is executed by a processor, the vehicle over-discharge protection method of any one of the above-mentioned embodiments is implemented.
  • Fig. 1 is a schematic diagram of mode conversion of a power battery disclosed in an embodiment of the present application
  • Fig. 2 is a structural schematic diagram 1 of a vehicle disclosed in an embodiment of the present application.
  • FIG. 3 is a first schematic flow diagram of a vehicle over-discharge protection method disclosed in an embodiment of the present application
  • FIG. 4 is a second schematic flow diagram of a vehicle over-discharge protection method disclosed in an embodiment of the present application.
  • Fig. 5 is a schematic flow diagram III of a vehicle over-discharge protection method disclosed in an embodiment of the present application.
  • Fig. 6 is a schematic flowchart 4 of a vehicle over-discharge protection method disclosed in an embodiment of the present application.
  • Fig. 7 is a structural schematic diagram II of a vehicle disclosed in an embodiment of the present application.
  • Fig. 8 is a structural schematic diagram III of a vehicle disclosed in an embodiment of the present application.
  • Fig. 9 is a structural schematic diagram 4 of a vehicle disclosed in an embodiment of the present application.
  • Fig. 10 is a schematic structural diagram of an over-discharge protection system for a vehicle disclosed in an embodiment of the present application.
  • Fig. 11 is a schematic structural diagram of a battery management system disclosed in an embodiment of the present application.
  • the vehicle-mounted 12V lithium battery power supply is usually used to supply power to the starting unit of the vehicle, so that the starting unit is in a working state. At this time, if the starting unit receives the enable signal, it can start.
  • the on-board 12V lithium battery power supply can also be used to temporarily provide energy for the electrical equipment in the vehicle after the vehicle is turned off.
  • lithium-ion batteries generally use lithium alloy metal oxide as the positive electrode material of lithium-ion batteries, use graphite as the negative electrode material of lithium-ion batteries, and use non-aqueous electrolytes.
  • state of charge of lithium batteries is a certain value close to 0 After that, if you continue to discharge the lithium battery, the lithium battery will be damaged.
  • technicians in order to prevent the battery from being over-discharged, technicians usually control the battery to be in an over-discharge protection state after the state of charge of the battery is close to 0, that is, by continuously disconnecting the switch between the battery and the electric device or the starting unit unit, to keep the connection line between the battery and the electrical equipment or the starting unit always disconnected to protect the battery, until it is detected that the battery power is greater than a preset value, it is considered that the battery no longer has the risk of over-discharging, and then passes The switch unit is turned on to connect the connection line between the battery and the electric device or the starting unit, so that the battery supplies power to the electric device or the starting unit.
  • the inventor of the present application noticed that once the battery is in the over-discharge protection state, only an additional small current device can be used to recharge the battery, otherwise the connection line between the battery and the starting unit cannot be restored, and the vehicle cannot be started.
  • low-current devices are usually not equipped on electric vehicles, and users can only go to after-sales stores of electric vehicles to find matching low-current devices to recharge the batteries, which is not a good user experience.
  • the present application proposes the following technical idea: setting two preset electric quantities—a first predetermined electric quantity and a second predetermined electric quantity, wherein the second predetermined electric quantity is smaller than the first predetermined electric quantity.
  • the power battery After receiving the hardware trigger signal generated by the user through external hardware triggering, the power battery is used to supply power to the starting unit by turning on the switch unit, so that the starting unit starts the vehicle when it receives the enabling signal;
  • the second preset power level is low, it is considered that the battery is currently at risk of over-discharging, and the switch unit is continuously turned off at this time.
  • Fig. 1 when the current power is greater than or equal to the first preset power, it is considered that the power battery is currently in the normal mode, at this time the power battery can supply power to the starting unit normally; when the current power is less than the first preset When the power is set and is greater than or equal to the second preset power, the power battery is in a low consumption mode by disconnecting the switch unit.
  • the switch unit When the power battery is in this mode, if a hardware trigger signal is received, the switch unit can be turned on , so that the power battery is in the normal mode, that is, the power battery can supply power for the starting unit; after the power battery enters the low consumption mode for n days, n is a positive number, it is considered that the current power will be less than the second preset power, and the power battery is at this time
  • Over-discharge protection mode when the power battery is in this mode, even if a hardware trigger signal is received, the switch unit will not be turned on to protect the battery from being damaged, and only a small current device can be used to replenish power so that the power of the power battery Greater than or equal to the first preset electric quantity, that is, to restore the power battery to the normal mode.
  • the embodiment of the present application provides a vehicle over-discharge protection method, which is applied to the battery management system 1 (Battery Management System, BMS) in the vehicle.
  • BMS Battery Management System
  • the vehicle also includes: a power battery 2, a switch unit 3 and a starter Unit 4.
  • the switch unit 3 is connected between the power battery 2 and the start unit 4.
  • the power battery 2 can supply power for the start unit 4, and the start unit 4 can receive the power when it is powered.
  • the battery management system 1 is connected to the control terminal of the switch unit 3 for controlling the switch unit 3 to be turned on or off, and the battery management system 1 is also connected to the power battery 2 .
  • FIG. 3 a schematic flowchart of a vehicle over-discharge protection method can refer to FIG. 3 , including:
  • Step 101 detecting the current power level of the power battery.
  • Step 102 judging whether the current power is less than the first preset power and greater than or equal to the second preset power, if so, proceed to step 103; otherwise, proceed to step 101; wherein, the second preset power is less than the first preset power .
  • Step 103 judging whether the switch unit is in a conduction state, if yes, proceed to step 104; otherwise, proceed to step 105.
  • Step 104 disconnect the switch unit.
  • Step 105 if a hardware trigger signal is received, turn on the switch unit.
  • the BMS detects the current power of the power battery, and the BMS will judge whether the detected current power of the power battery is between the first preset power and the second preset power, if it is between the first preset power and the second Between the preset power levels, it is further judged whether the switch unit is in the conduction state. If the switch unit is still in the conduction state, the switch unit is turned off to reduce the energy consumption of the power battery; if the switch unit is already in the off state, At this time, if a hardware trigger signal is received, the switch unit is turned on so that the power battery supplies power to the starting unit, and then the vehicle can be started by sending an enabling signal to the starting unit. If the current power is not between the first preset power and the second preset power, re-detect the current power of the battery, and continue to judge whether the updated current power is between the first preset power and the second preset power.
  • the switch unit is continuously turned off to protect the battery from being damaged due to over-discharge.
  • the second preset The value of power is usually obtained by technicians through a large number of experimental tests before leaving the factory.
  • the hardware trigger signal may be a signal generated by a user through a hardware switch disposed outside the vehicle, such as a trunk door of the vehicle or a door handle of a vehicle door, but is not limited thereto.
  • the user generates the hardware trigger signal through the hardware switch.
  • the user can generate the hardware trigger signal by opening the trunk door of the vehicle, or the user can generate the hardware trigger signal by twisting the door handle of the vehicle door. limit.
  • the BMS will detect the current power of the power battery, and when the current power is reduced to less than the first preset power, it will cut off the path between the power battery and the starting unit by disconnecting the switch unit, thereby reducing The static energy consumption of the switch unit and the start-up unit, before the current power is further reduced to the second preset power, if the hardware trigger signal sent by the user through the wake-up unit of the vehicle is received, the switch unit can also be turned on to connect The power battery and the starting unit are used to start the vehicle; when the current power of the battery is reduced to less than the second preset power, even if a hardware trigger signal is received, the BMS will no longer turn on the switch unit, maintaining the path between the power battery and the starting unit It is in the disconnected state to ensure that the power battery will not discharge to the starting unit through the switch unit to avoid damage to the power battery due to excessive discharge.
  • the path between the control power battery and the starting unit is always disconnected to protect the power battery from being over-discharged.
  • the discharge circuit of the battery is disconnected for the first time, which not only reminds the user that the power of the power battery is low and needs to be charged for the power battery, but also reduces the energy consumption of the power battery at this time.
  • the energy of the power battery is used to start the vehicle as much as possible, which improves the user experience.
  • steps 201 to 205 are substantially the same as steps 101 to 105 , and will not be repeated here, except that step 206 is also included.
  • Step 206 if no hardware trigger signal is received within the first preset time after the switch unit is turned on, then turn off the switch unit.
  • the setting of the first preset time is usually obtained by technicians through a large number of experimental tests before leaving the factory. It should be noted that the setting of the first preset time needs to be longer than the time from when the starting unit is powered to receiving the enabling signal and starting the vehicle. The purpose is to enable the vehicle to be started by continuously turning on the switch unit for a first preset time.
  • the hardware trigger signal is not received within the first preset time after the switch unit is turned on, it is considered that the user does not need to start the vehicle at this time, and the switch unit is turned off at this time to reduce energy consumption. It is possible to use the energy of the power battery to start the vehicle, which improves the user experience.
  • the difference between the first preset power and the second preset power is set to be greater than the sum of the self-loss power and the conduction loss power.
  • the self-consumption power is the power consumption of the power battery after the second preset time when the switch unit is in the off state.
  • the power consumed by the preset time, this part of the loss mainly considers the self-discharge rate of the battery cells in the power battery, and the 100uA power consumption of the PCB board soldered with the power battery, switch unit, and starting unit, etc.
  • the second preset time is usually determined by Technicians have obtained it through a large number of experimental tests before leaving the factory.
  • the conduction loss power is the power loss of the power battery after the first preset time when the switch unit is in the conduction state. The amount of power lost.
  • the difference between the first preset electricity quantity and the second preset electricity quantity is set to be sufficient to maintain the battery within the second preset time, and the switch unit can be turned on by a hardware trigger signal, and can be continuously turned on After the switch unit passes the first preset time, the power battery supplies power to the starting unit, and the starting unit will start the vehicle when receiving the enabling signal, which improves the user experience.
  • step 301 , step 302 , step 303 and step 305 are substantially the same as step 101 , step 102 , step 103 and step 105 , and will not be repeated here. The difference is that step 304 is different.
  • Step 304 if it is detected that the vehicle is in a parked state, turn off the switch unit.
  • the vehicle is in the parked state, that is, the vehicle is in the parked state.
  • whether the vehicle is in the parked state can be judged by detecting the distance traveled by the vehicle within a preset time.
  • the power battery may also be connected to other electrical equipment through the switch unit, if the switch unit is disconnected while the vehicle is driving, it may affect the use of some electrical equipment, and these electrical equipment may affect the driving safety of the vehicle For example, the electric lock of the car door may fail due to the disconnection of the switch unit, thereby affecting the safety of the vehicle. Therefore, the embodiment of the present application will reduce the power consumption of the power battery by turning off the switch unit when the vehicle is detected to be in a parked state and the driving safety of the vehicle will not be affected.
  • the switch unit if the switch unit is disconnected when the vehicle is in the driving state, it may cause the electrical equipment of the vehicle connected behind the switch unit to lose power, which may affect driving safety.
  • the switch unit needs to be disconnected in this application, It first detects whether the vehicle is in the parking state, and if it is in the parking state, then disconnects the switch unit, which effectively improves the driving safety of the vehicle.
  • step 401 to step 405 are substantially the same as step 101 to step 105 , and will not be repeated here, the difference is that step 406 is also included.
  • Step 406 when the switch unit is in the off state for a time greater than or equal to a third preset time, if a hardware trigger signal is received, the switch unit is prohibited from being turned on.
  • the third preset time is usually obtained by technicians through a large number of experimental tests before leaving the factory.
  • the time that the switch unit is in the off state is greater than or equal to the third preset time, it can be considered that the vehicle has been left for too long and the battery is currently in existence. The risk of being over-discharged, at this time, even if the hardware trigger signal is received, the switching unit is kept in the off state.
  • the switch unit when the time when the switch unit is in the off state reaches the third preset time, it is considered that the vehicle has been left for too long, and the battery is facing the risk of being over-discharged. At this time, even if a hardware trigger signal is received, the battery remains The switch unit is in a disconnected state to protect the battery from being damaged due to over-discharge. In addition, even if the battery management system misjudges that the current power level of the battery is between the first preset power level and the second preset power level, but determines that the switch unit has been in the off state for more than the third preset time, the switch unit will still be kept. In the disconnected state, it can be seen that the double judgment more effectively ensures that the power battery will not be damaged due to over-discharge, and also improves the safety of the vehicle.
  • the battery management system 1 includes a wake-up unit 11 and a drive unit 12, and the connection relationship is as follows: the first end of the wake-up unit 11 is connected to the first end of the hardware switch 5 of the vehicle, and the first end of the hardware switch The second terminal is grounded, the second terminal of the wake-up unit 11 is connected to the power battery 2 , and the third terminal of the wake-up unit 11 is connected to the switch unit 3 through the driving unit 12 .
  • the hardware switch 5 is used to be controlled by the user to be in an off state or an on state, and the first end of the wake-up unit 11 can receive a hardware trigger signal when the hardware switch 5 is in the on state, and the first end of the wake-up unit 11 receives After the hardware triggers the signal, connect the second end of the wake-up unit 11 and the third end of the wake-up unit 11 to supply power for the drive unit 12 by the power battery 2.
  • the switch unit 3 is turned on.
  • the battery management system 1 specifically includes a wake-up unit 11 and a drive unit 12.
  • the user can ground the first end of the wake-up unit 11 by turning on the hardware switch 5 to simulate that the first end of the wake-up unit 11 has received a hardware trigger signal.
  • the wake-up unit 11 will be connected to the power battery 2 and the starting unit 4, and the power battery 2 will supply power to the starting unit 4, so that the starting unit 4 is in a controllable state, so that the starting unit 4 can be used when the current power is less than the first preset power.
  • the switch unit 3 is in the off state, and when the hardware trigger signal is received, the switch unit 3 is turned on.
  • the hardware switch 5 may be a trunk door of a vehicle or a door handle of a vehicle door, but is not limited thereto.
  • the user generates the hardware trigger signal through the hardware switch 5.
  • the user can generate the hardware trigger signal by opening the trunk door of the vehicle, or the user can generate the hardware trigger signal by twisting the door handle of the vehicle door.
  • the battery management system specifically includes a wake-up unit and a drive unit.
  • the user can ground the first end of the wake-up unit by turning on the hardware switch, thereby simulating that the first end of the wake-up unit has received a hardware trigger signal.
  • the wake-up unit is connected to the power battery and the drive unit, the power battery supplies power to the drive unit, so that the drive unit is in a controllable state, and then the current power is less than the first preset power and greater than or equal to the second preset power, and
  • the switch unit is in an off state, and when a hardware trigger signal is received, the switch unit is turned on.
  • the drive unit used to control the switch unit is directly powered by the power battery, no additional battery is required for power supply, and the control of the switch unit can be avoided due to the failure of the additional battery, which improves the stability of the vehicle operation sex.
  • the wake-up unit 11 is a PNP transistor Q1 .
  • the base of the transistor Q1 serves as the first terminal of the wake-up unit 11
  • the emitter/collector of the transistor Q1 serves as the second terminal of the wake-up unit 11
  • the collector/emitter of the transistor Q1 serves as the third terminal of the wake-up unit 11.
  • the vehicle further includes a conversion unit 6 , and the power battery 2 is connected to the second end of the wake-up unit 11 through the conversion unit 6 .
  • the conversion unit 6 is used to convert the voltage output by the power battery 2 into a voltage within the voltage range that the wake-up unit 11 can receive.
  • the conversion unit 6 is provided to convert the output voltage of the power battery 2 into a voltage within the voltage range that the wake-up unit 11 can receive, and then the drive unit 12 is powered by the wake-up unit 11 .
  • the power management system can be adapted to power batteries that output different voltages.
  • the battery management system 1 further includes a diode D1.
  • the first end of the wake-up unit 11 is connected to the first end of the hardware switch 5 through the diode D1 , the first end of the wake-up unit 11 is connected to the anode of the diode D1 , and the cathode of the diode D1 is connected to the first end of the hardware switch 5 .
  • a diode is also provided in the battery management system, which plays a role of preventing backflow, so as to protect the wake-up circuit from damage, and effectively improve the reliability of the wake-up circuit.
  • the power battery 2 is specifically a structure in which multiple cells are connected, the power battery 2 is connected to the battery management system 1, the switch unit 3 is arranged in the battery management system 1, and the switch unit 3 Specifically, the MOSFET array shown in the figure is arranged on the connection line between the positive pole of the power battery 2 and the starting unit 4 .
  • the hardware switch 5 is connected to the base of the triode Q1 through the diode D1 and the resistor R1
  • the positive pole of the power battery 2 is connected to the emitter of the triode Q1 through the conversion unit 6 provided in the battery management system 1, and the emitter of the triode Q1 It is also connected to the base of the transistor Q1 through the resistor R2, and technicians can adjust the transistor Q1 by setting the resistance values of the resistors R1 and R2 to make it work normally.
  • the collector of the transistor Q1 is connected to the control terminal of the MOSFET switch tubes in the MOSFET array through the drive unit 12 to control each MOSFET switch tube to be turned on or off, thereby controlling the entire switch unit 3 to be turned on or off.
  • the drive unit 12 specifically includes a power module, a Microcontroller Unit (Microcontroller Unit, MCU) and a MOSFET drive module.
  • MCU Microcontroller Unit
  • MOSFET drive module specifically includes a power module, a Microcontroller Unit (Microcontroller Unit, MCU) and a MOSFET drive module.
  • the collector of the transistor Q1 passes through the power module, the MCU and the MOSFET drive module in turn to control the conduction of each MOSFET switch. or disconnect.
  • An embodiment of the present application provides an over-discharge protection system for a vehicle.
  • the over-discharge protection system for a vehicle includes a detection unit 501 and a control unit 502. Connected to the control unit 502.
  • the vehicle includes a power battery, a switch unit, a start unit, and a battery management system; the switch unit is connected between the power battery and the start unit, and when the switch unit is in a conducting state, the power battery supplies power to the start unit; the start unit is powered In the state, the vehicle can be started when the enable signal is received; the battery management system is connected to the control terminal of the switch unit to control the switch unit to be turned on or off.
  • the detection unit 501 will detect the current power of the power battery, and the control unit 502 will disconnect the switch unit when the current power is less than the first preset power and greater than or equal to the second preset power, and the switch unit is in the on state; When the power is less than the first preset power and greater than or equal to the second preset power, and the switch unit is in the off state, if a hardware trigger signal is received, the switch unit is turned on; wherein, the second preset power is less than the first preset power Set power.
  • this embodiment is a system embodiment corresponding to the embodiment corresponding to FIG. 3 , and this embodiment can be implemented in cooperation with the embodiment corresponding to FIG. 3 .
  • the relevant technical details mentioned in the embodiment corresponding to FIG. 3 are still valid in this embodiment, and will not be repeated here to reduce repetition.
  • the relevant technical details mentioned in this embodiment may also be applied in the embodiment corresponding to FIG. 3 .
  • An embodiment of the present application provides a vehicle, including the above-mentioned over-discharge protection system for the vehicle.
  • An embodiment of the present application provides a battery management system, please refer to the schematic structural diagram of the battery management system in FIG.
  • the memory 602 stores instructions executable by at least one processor 601, and the instructions are executed by the at least one processor 601, so that the at least one processor 601 can execute any one of the vehicle over-discharge protection methods described above.
  • the memory 602 and the processor 601 are connected by a bus, and the bus may include any number of interconnected buses and bridges, and the bus connects one or more processors 601 and various circuits of the memory 602 together.
  • the bus may also connect together various other circuits such as peripherals, voltage regulators, and power management circuits, all of which are well known in the art and therefore will not be further described herein.
  • the bus interface provides an interface between the bus and the transceivers.
  • a transceiver may be a single element or multiple elements, such as multiple receivers and transmitters, providing means for communicating with various other devices over a transmission medium.
  • the data processed by the processor 601 is transmitted on the wireless medium through the antenna, and further, the antenna also receives the data and transmits the data to the processor 601 .
  • Processor 601 is responsible for managing the bus and general processing, and may also provide various functions including timing, peripheral interface, voltage regulation, power management, and other control functions. And the memory 602 may be used to store data used by the processor 601 when performing operations.
  • An embodiment of the present application provides a computer-readable storage medium storing a computer program, and when the computer program is executed by a processor, the above vehicle over-discharge protection method is realized.
  • the program is stored in a storage medium, and includes several instructions to make a device ( It may be a single-chip microcomputer, a chip, etc.) or a processor (processor) to execute all or part of the steps of the methods described in the various embodiments of the present application.
  • the aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), magnetic disk or optical disc, etc., which can store program codes. .

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Abstract

本申请实施例提供一种过放保护方法及系统、车辆、电池管理系统及存储介质。车辆包括动力电池、开关单元、启动单元、以及电池管理系统；该方法应用于电池管理系统，方法包括：检测动力电池的当前电量；在当前电量小于第一预设电量且大于或等于第二预设电量，且开关单元处于导通状态时，断开开关单元；在当前电量小于第一预设电量且大于或等于第二预设电量，且开关单元处于断开状态时，若接收到硬件触发信号，则导通开关单元；其中，第二预设电量小于第一预设电量。本申请在动力电池的当前电量还足以启动车辆的情况下，就断开电池的放电回路，减小了动力电池的能耗，以尽可能地将动力电池的能量都用于启动车辆，提高了用户体验。

Description

过放保护方法及系统、车辆、电池管理系统及存储介质 技术领域
本申请涉及电池技术领域，特别是涉及一种过放保护方法及系统、车辆、电池管理系统及存储介质。
背景技术
随着电池相关技术的不断发展，电池电源被广泛地应用于手机、电动车、电动工具和储能等领域。在电动车领域，以车载12V锂电池电源为例，车载12V锂电池电源通常用于为车辆的启动单元供电，使启动单元处于工作状态，此时若启动单元接收到使能信号，则可以启动车辆，也可以在车辆熄火后为车内的用电设备短暂地提供能量。
在实际应用中，可能会因为长时间忘记关闭车内的用电设备等原因，使车载电池电源被过度放电，从而对电池造成损坏。目前，为避免电池电源被过度放电，技术人员通常会在电池电源的荷电状态接近于0后，控制电池处于过放保护状态，即，断开电池与用电设备之间的连接线路，以保护电池，这些连接线路中，包括电池与车辆的启动单元之间的连接线路。电池一旦处于过放保护状态，仅能采用额外的小电流装置对电池进行补电，否则无法恢复电池与启动单元之间的连接线路，则车辆无法被启动，用户体验不佳。
发明内容
本申请实施例提供了一种过放保护方法及系统、车辆、电池管理系统及存储介质，用以在动力电池的当前电量还足以启动车辆的情况下，就首次断开电池的放电回路，减小了动力电池的能耗，以尽可能地将动力电池的能量都用于启动车辆，提高了用户体验。
第一方面，本申请实施例提供了一种车辆的过放保护方法，车辆包括动力电池、开关单元、启动单元、以及电池管理系统；开关单元连接在动力电池与启动单元之间，开关单元处于导通状态时，动力电池为启动单元供电；启动单元在被供电的状态下，能够在接收到使能信号时启动车辆；电池管理系统连接于开关单元的控制端，用于控制开关单元导通或断开，电池管理系统还连接于动力电池；方法应用于电池管理系统，且方法包括：检测动力电池的当前电量；在当前电量小于第一预设电量且大于或等于第二预设电量，且开关单元处于导通状态时，断开开关单元；在当前电量小 于第一预设电量且大于或等于第二预设电量，且开关单元处于断开状态时，若接收到硬件触发信号，则导通开关单元；其中，第二预设电量小于第一预设电量。
本申请实施例的技术方案中，电池管理系统在当前电量减小到小于第一预设电量时，会通过断开开关单元，切断动力电池与启动单元之间的通路，进而减小开关单元及启动单元的静态能耗；在当前电量进一步减小到第二预设电量之前，若接收到了用户通过车辆的唤醒单元发送的硬件触发信号，还可以通过导通开关单元，来连通动力电池和启动单元，以启动车辆，相较于相关技术中，仅在动力电池的当前电量快减小到0时，控制动力电池与启动单元的通路始终处于断开状态，以保护动力电池不被过度放电，本申请实施例会在动力电池的当前电量还足以启动车辆的情况下，就首次断开电池的放电回路，既提醒了用户动力电池的电量已不多，需要给动力电池充电，也减小了此时动力电池的能耗，以尽可能地将动力电池的能量都用于启动车辆，提高了用户体验。
在一些实施例中，若接收到硬件触发信号，则导通开关单元之后，还包括：若在导通开关单元后的第一预设时间内没有接收到硬件触发信号，则断开开关单元。
在上述实施例中，若在导通开关单元后的第一预设时间内没有接收到硬件触发信号，则认为用户此时不需要启动车辆，此时断开开关单元，以减小能耗，尽可能地将动力电池的能量都用于启动车辆，提高了用户体验。
在一些实施例中，第一预设电量与第二预设电量的差值，大于自损耗电量和导通损耗电量的总和；其中，自损耗电量为开关单元处于断开状态时，动力电池经过第二预设时间所损耗的电量，导通损耗电量为开关单元处于导通状态时，动力电池经过第一预设时间所损耗的电量。
在上述实施例中，第一预设电量和第二预设电量的差值被设置为：足以维持电池在第二预设时间内，都能通过硬件触发信号导通开关单元，且能够持续导通开关单元经过第一预设时间，以由动力电池为启动单元供电，启动单元会在接收到使能信号时启动车辆，提高了用户体验。
在一些实施例中，断开开关单元，包括：若检测到车辆处于驻车状态，则断开开关单元。
在上述实施例中，若在车辆处于行车状态时断开开关单元，可能会导致开关单元后接入的车辆的用电设备掉电，可能影响行车安全，本申请会在需要断开开关单元时，先检测车辆是否处于驻车状态，若处于驻车状态，再断开开关单元，有效提高了车辆行车的安全性。
在一些实施例中，断开开关单元之后，还包括：在开关单元处于断开状态的时间大于或等于第三预设时间时，若接收到硬件触发信号，禁止导通开关单元。
在上述实施例中，在开关单元处于断开状态的时间到达第三预设时间时，认为车辆已被放置过久，电池面临着被过度放电的风险，此时即使接收到硬件触发信号，也保持开关单元处于断开状态，以保护电池不会因为被过度放电而损坏。另外，即使电池管理系统误判电池的当前电量在第一预设电量和第二预设电量之间，但判定开关单元处于断开状态的时间超过了第三预设时间，还是会保持开关单元处于断开状态， 可见，双重判定更加有效地保证了动力电池不会因为被过度放电而损坏，同时也提高了车辆的安全性。
在一些实施例中，电池管理系统包括唤醒单元和驱动单元；唤醒单元的第一端连接于车辆的硬件开关的第一端，硬件开关的第二端接地，唤醒单元的第二端连接于动力电池，唤醒单元的第三端通过驱动单元连接于开关单元；其中，硬件开关用于被用户控制处于断开状态或导通状态，唤醒单元的第一端在硬件开关处于导通状态时接收到硬件触发信号，唤醒单元的第一端在接收到硬件触发信号后，连通唤醒单元的第二端和唤醒单元的第三端，以由动力电池为驱动单元供电，驱动单元在被供电的状态下，能够在当前电量小于第一预设电量且大于或等于第二预设电量，以及开关单元处于断开状态，且接收到硬件触发信号时，导通开关单元。
在上述实施例中，用户可以通过导通硬件开关，使唤醒单元的第一端接地，以此来模拟唤醒单元的第一端接收到了硬件触发信号，此时唤醒单元会连通动力电池和驱动单元，由动力电池为驱动单元供电，以使驱动单元处于可控状态，进而可以在当前电量小于第一预设电量且大于或等于第二预设电量，以及开关单元处于断开状态，且接收到硬件触发信号时，导通开关单元。本申请的实施例中，用于控制开关单元的驱动单元是直接由动力电池供电的，无需额外设置电池进行供电，也可以避免由于额外设置的电池没电而影响开关单元的控制，提高了车辆运行的稳定性。
在一些实施例中，唤醒单元为PNP型三极管，三极管的基极作为唤醒单元的第一端，三极管的发射极/集电极作为唤醒单元的第二端，三极管的集电极/发射极作为唤醒单元的第三端。
在一些实施例中，车辆还包括转换单元；动力电池通过转换单元连接于唤醒单元的第二端；转换单元用于将动力电池输出的电压，转换成在唤醒单元能够接收到的电压范围内的电压。
在上述实施例中，通过设置转换单元，可以使该系统适应于输出不同电压的动力电池。
在一些实施例中，电池管理系统还包括二极管；唤醒单元的第一端通过二极管连接于硬件开关的第一端，唤醒单元的第一端连接于二极管的正极，二极管的负极连接于硬件开关的第一端。
在上述实施例中，电池管理系统中还设置有二极管，起到了防倒灌的作用，以保护唤醒电路不受损坏，有效提升了唤醒电路的可靠性。
第二方面，本申请实施例提供了一种车辆的过放保护系统，车辆包括动力电池、开关单元、启动单元、以及电池管理系统；开关单元连接在动力电池与启动单元之间，开关单元处于导通状态时，动力电池为启动单元供电；启动单元在被供电的状态下，能够在接收到使能信号时启动车辆；电池管理系统连接于开关单元的控制端，用于控制开关单元导通或断开，电池管理系统还连接于动力电池；该系统包括：检测单元，用于检测动力电池的当前电量；控制单元，用于在当前电量小于第一预设电量且大于或等于第二预设电量，且开关单元处于导通状态时，断开开关单元；在当前电量小于第一预设电量且大于或等于第二预设电量，且开关单元处于断开状态时，若接 收到硬件触发信号，则导通开关单元；其中，第二预设电量小于第一预设电量。
第三方面，本申请实施例提供了一种车辆，包括上述车辆的过放保护系统。
第四方面，本申请实施例提供了一种电池管理系统，包括：至少一个处理器；以及，与至少一个处理器通信连接的存储器；其中，存储器存储有可被至少一个处理器执行的指令，指令被至少一个处理器执行，以使至少一个处理器能够执行上述任一实施例的车辆的过放保护方法。
第五方面，本申请实施例提供了一种计算机可读存储介质，存储有计算机程序，计算机程序被处理器执行时实现上述任一实施例的车辆的过放保护方法。
上述说明仅是本申请技术方案的概述，为了能够更清楚了解本申请的技术手段，而可依照说明书的内容予以实施，并且为了让本申请的上述和其它目的、特征和优点能够更明显易懂，以下特举本申请的具体实施方式。
附图说明
为了更清楚地说明本申请实施例的技术方案，下面将对本申请实施例中所需要使用的附图作简单地介绍，显而易见地，下面所描述的附图仅仅是本申请的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据附图获得其他的附图。
图1是本申请一实施例公开的一种动力电池的模式转换示意图；
图2是本申请一实施例公开的一种车辆的结构示意图一；
图3是本申请一实施例公开的一种车辆的过放保护方法的流程示意图一；
图4是本申请一实施例公开的一种车辆的过放保护方法的流程示意图二；
图5是本申请一实施例公开的一种车辆的过放保护方法的流程示意图三；
图6是本申请一实施例公开的一种车辆的过放保护方法的流程示意图四；
图7是本申请一实施例公开的一种车辆的结构示意图二；
图8是本申请一实施例公开的一种车辆的结构示意图三；
图9是本申请一实施例公开的一种车辆的结构示意图四；
图10是本申请一实施例公开的一种车辆的过放保护系统的结构示意图；
图11是本申请一实施例公开的一种电池管理系统的结构示意图；
在附图中，附图并未按照实际的比例绘制。
标记说明：电池管理系统1，动力电池2，开关单元3，启动单元4，硬件开关5，转换单元6，唤醒单元11，驱动单元12，PNP型三极管Q1，二极管D1，电阻R1，电阻R2，检测单元501，控制单元502，处理器601，存储器602。
具体实施方式
下面结合附图和实施例对本申请的实施方式作进一步详细描述。以下实施例的详细描述和附图用于示例性地说明本申请的原理，但不能用来限制本申请的范围，即 本申请不限于所描述的实施例。
在本申请的描述中，需要说明的是，除非另有说明，“多个”的含义是两个以上；术语“上”、“下”、“左”、“右”、“内”、“外”等指示的方位或位置关系仅是为了便于描述本申请和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本申请的限制。此外，术语“第一”、“第二”、“第三”等仅用于描述目的，而不能理解为指示或暗示相对重要性。“垂直”并不是严格意义上的垂直，而是在误差允许范围之内。“平行”并不是严格意义上的平行，而是在误差允许范围之内。
下述描述中出现的方位词均为图中示出的方向，并不是对本申请的具体结构进行限定。在本申请的描述中，还需要说明的是，除非另有明确的规定和限定，术语“安装”、“相连”、“连接”应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或一体地连接；可以是直接相连，也可以通过中间媒介间接相连。对于本领域的普通技术人员而言，可视具体情况理解上述术语在本申请中的具体含义。
在本文中提及“实施例”意味着，结合实施例描述的特定特征、结构或特性可以包含在本申请的至少一个实施例中。在说明书中的各个位置出现该短语并不一定均是指相同的实施例，也不是与其它实施例互斥的独立的或备选的实施例。本领域技术人员显式地和隐式地理解的是，本文所描述的实施例可以与其它实施例相结合。
在本申请实施例的描述中，术语“和/或”仅仅是一种描述关联对象的关联关系，表示可以存在三种关系，例如A和/或B，可以表示：单独存在A，同时存在A和B，单独存在B这三种情况。另外，本文中字符“/”，一般表示前后关联对象是一种“或”的关系。
随着电池相关技术的不断发展，电池电源被广泛地应用于手机、电动车、电动工具和储能等领域。在电动车领域，以车载12V锂电池电源为例，车载12V锂电池电源通常用于为车辆的启动单元供电，使启动单元处于工作状态，此时若启动单元接收到使能信号，则可以启动车辆，车载12V锂电池电源也可以用来在车辆熄火后为车内的用电设备短暂地提供能量。
在实际应用中，由于电池和用电设备或启动单元之间的连接线路通常处于常闭状态，电池可能会因为长时间忘记关闭车内的用电设备等原因被过度放电，从而对电池造成损坏。例如锂离子电池，一般使用锂合金金属氧化物作为锂离子电池的正极材料，使用石墨作为锂离子电池的负极材料，并使用非水电解质，当锂电池的荷电状态为接近0的某一值后，若继续对锂电池进行放电，则会损坏锂电池。
目前，为避免电池被过度放电，技术人员通常会在电池的荷电状态接近于0后，控制电池处于过放保护状态，即，通过持续断开电池与用电设备或启动单元之间的开关单元，来保持电池与用电设备或启动单元之间的连接线路始终断开，以保护电池，直到检测到电池的电量大于一个预设值后，认为电池不再存在过度放电的风险，再通过导通开关单元，来连通电池与用电设备或启动单元之间的连接线路，以由电池为用电设备或启动单元供电。
本申请的发明人注意到，电池一旦处于过放保护状态，仅能采用额外的小电流 装置对电池进行补电，否则无法恢复电池与启动单元之间的连接线路，车辆也就无法被启动，而这种小电流装置通常不会配置在电动车上，用户就只能去电动车的售后门店寻找匹配的小电流装置，以对电池进行补电，用户体验不佳。
基于上述问题，本申请提出了以下技术构思：设置两个预设电量—第一预设电量和第二预设电量，其中，第二预设电量小于第一预设电量。在检测到电池的电量小于较高的第一预设电量时，首次断开动力电池与启动单元连接线路上的开关单元，此时动力电池不再为启动单元供电，减少了能耗，以供在接收到用户通过外部硬件触发产生硬件触发信号后，通过导通开关单元，以由动力电池为启动单元供电，使启动单元在接收到使能信号时启动车辆；在检测到电池的电量大于较低的第二预设电量时，认为电池当前存在过度放电风险，此时持续断开开关单元。
在一些实施例中，请参考图1，在当前电量大于或等于第一预设电量时，认为动力电池当前处于正常模式，此时动力电池可以为启动单元正常供电；在当前电量小于第一预设电量且大于或等于第二预设电量时，通过断开开关单元，使动力电池处于低消耗模式，在动力电池处于该模式下时，若接收到硬件触发信号，则可以通过导通开关单元，使动力电池处于正常模式，即可以由动力电池为启动单元供电；在动力电池在进入低消耗模式n天后，n为正数，认为当前电量会小于第二预设电量，此时动力电池处于过放保护模式，在动力电池处于该模式下时，即使接收到硬件触发信号，也不会导通开关单元，以保护电池不被损坏，只能通过小电流装置补电，使动力电池的电量大于或等于第一预设电量，即，使动力电池恢复正常模式。
本申请实施例提供了一种车辆的过放保护方法，应用于车辆中的电池管理系统1(Battery Management System，BMS)，请参考图2，车辆还包括：动力电池2、开关单元3和启动单元4。
开关单元3连接在动力电池2与启动单元4之间，开关单元3处于导通状态时，动力电池2可以为启动单元4供电，而启动单元4在被供电的状态下，能够在接收到使能信号时启动车辆，另外，电池管理系统1连接于开关单元3的控制端，用于控制开关单元3导通或断开，电池管理系统1还连接于动力电池2。
根据本申请的一些实施例，车辆的过放保护方法的流程示意图可以参考图3，包括：
步骤101，检测动力电池的当前电量。
步骤102，判断当前电量是否小于第一预设电量且大于或等于第二预设电量，若是，则进入步骤103；否则，继续进行步骤101；其中，第二预设电量小于第一预设电量。
步骤103，判断开关单元是否处于导通状态，若是，则进入步骤104；否则，进入步骤105。
步骤104，断开开关单元。
步骤105，若接收到硬件触发信号，则导通开关单元。
具体地，由BMS检测动力电池的当前电量，BMS会判断检测得到的动力电池的当前电量，是否在第一预设电量和第二预设电量之间，若在第一预设电量和第二预 设电量之间，再进一步判断开关单元是否处于导通状态，若开关单元仍处于导通状态，则断开开关单元，以减小动力电池的能耗；若开关单元已处于断开状态，此时若接收到硬件触发信号，则导通开关单元，以由动力电池为启动单元供电，进而可以通过向启动单元发送使能信号启动车辆。若当前电量不在第一预设电量和第二预设电量之间，则重新检测电池的当前电量，并继续判断更新后的当前电量是否在第一预设电量和第二预设电量之间。
在一些实施例中，若判定当前电量已经小于第二预设电量，则认为电池当前存在过度放电风险，则持续断开开关单元，以保护电池不会因被过度放电而损坏，第二预设电量的取值通常由技术人员通过大量出厂前的实验测试得到。
在一些实施例中，硬件触发信号可以是用户通过设置在车辆外部的硬件开关而产生的信号，硬件开关例如为车辆的后备箱门或者车辆的车门的门把手，但不限于此。用户通过硬件开关产生硬件触发信号，举例来说，可以是用户通过打开车辆的后备箱门产生硬件触发信号，也可以是用户通过扭动车辆的车门的门把手来产生硬件触发信号，在此不作限制。
本实施例中，BMS会检测动力电池的当前电量，在当前电量减小到小于第一预设电量时，会通过断开开关单元，切断了动力电池与启动单元之间的通路，进而减小了开关单元及启动单元的静态能耗，在当前电量进一步减小到第二预设电量之前，若接收到了用户通过车辆的唤醒单元发送的硬件触发信号，还可以通过导通开关单元，来连通动力电池和启动单元，以启动车辆；在电池的当前电量减小到小于第二预设电量时，即使接收到硬件触发信号，BMS也不再会导通开关单元，保持动力电池与启动单元的通路处于断开状态，以保证动力电池不会再通过开关单元向启动单元放电，避免动力电池因被过度放电而损坏。相较于相关技术中，仅在动力电池的当前电量快减小到0时，控制动力电池与启动单元的通路始终处于断开状态，以保护动力电池不被过度放电，本申请会在动力电池的当前电量还足以启动车辆的情况下，就首次断开电池的放电回路，既提醒了用户动力电池的电量已不多，需要给动力电池充电，也减小了此时动力电池的能耗，以尽可能地将动力电池的能量都用于启动车辆，提高了用户体验。
在一些实施例中，请参考图4，步骤201至步骤205与步骤101至步骤105大致相同，在此不再赘述，区别在于还包括步骤206。
步骤206，若在导通开关单元后的第一预设时间内没有接收到硬件触发信号，则断开开关单元。
第一预设时间的设置通常由技术人员通过大量出厂前的实验测试得到，需要注意的是，第一预设时间的设置需要大于启动单元从被供电到接收使能信号并启动车辆的时间，以能够通过持续导通开关单元经过第一预设时间，来启动车辆的目的。
本实施例中，若在导通开关单元后的第一预设时间内没有接收到硬件触发信号，则认为用户此时不需要启动车辆，此时断开开关单元，以减小能耗，尽可能地将动力电池的能量都用于启动车辆，提高了用户体验。
在一些实施例中，第一预设电量与第二预设电量的差值被设置为，大于自损耗 电量和导通损耗电量的总和。
其中，自损耗电量为开关单元处于断开状态时，动力电池经过第二预设时间所损耗的电量，自损耗电量可以理解为是，动力电池在不向启动单元供电的情况下，经过第二预设时间所损耗的电量，这部分损耗主要考虑动力电池中电芯的自放电率，和焊接有动力电池、开关单元及启动单元等的PCB板的100uA功耗，第二预设时间通常由技术人员通过大量出厂前的实验测试得到。
导通损耗电量为开关单元处于导通状态时，动力电池经过第一预设时间所损耗的电量，导通损耗电量可以理解为是，动力电池为启动单元供电的时间到达第一预设时间所损耗的电量。
本实施例中，第一预设电量和第二预设电量的差值被设置为：足以维持电池在第二预设时间内，都能通过硬件触发信号导通开关单元，且能够持续导通开关单元经过第一预设时间，以由动力电池为启动单元供电，启动单元会在接收到使能信号时启动车辆，提高了用户体验。
在一些实施例中，请参考图5，步骤301、步骤302、步骤303和步骤305与步骤101、步骤102、步骤103和步骤105大致相同，在此不再赘述，区别在于，步骤304不同。
步骤304，若检测到车辆处于驻车状态，则断开开关单元。
车辆处于驻车状态即为车辆处于停车状态，举例来说，可以通过检测车辆在预设时间内行驶的路程来判断，车辆是否处于驻车状态。
由于动力电池可能还通过开关单元连接于其他用电设备，若在车辆处于行车状态下断开开关单元，可能会影响某些用电设备的使用，而这些用电设备可能会影响车辆的行车安全，例如车门的电动锁可能会由于开关单元的断开而失效，进而影响到车辆的安全性。故本申请的实施例会在检测到车辆处于驻车状态，不会影响车辆的行车安全的情况下，通过断开开关单元来减小动力电池的能耗。
本实施例中，若在车辆处于行车状态时断开开关单元，可能会导致开关单元后接入的车辆的用电设备掉电，可能影响行车安全，本申请会在需要断开开关单元时，先检测车辆是否处于驻车状态，若处于驻车状态，再断开开关单元，有效提高了车辆行车的安全性。
在一些实施例中，请参考图6，步骤401至步骤405与步骤101至步骤105大致相同，在此不再赘述，区别在于，还包括步骤406。
步骤406，在开关单元处于断开状态的时间大于或等于第三预设时间时，若接收到硬件触发信号，禁止导通开关单元。
第三预设时间通常由技术人员通过大量出厂前的实验测试得到，在开关单元处于断开状态的时间大于或等于第三预设时间时，则可以认为车辆已被放置过久，电池当前存在被过度放电的风险，此时即使接收到硬件触发信号，也保持开关单元处于断开状态。
本实施例中，在开关单元处于断开状态的时间到达第三预设时间时，认为车辆已被放置过久，电池面临着被过度放电的风险，此时即使接收到硬件触发信号，也保 持开关单元处于断开状态，以保护电池不会因为被过度放电而损坏。另外，即使电池管理系统误判电池的当前电量在第一预设电量和第二预设电量之间，但判定开关单元处于断开状态的时间超过了第三预设时间，还是会保持开关单元处于断开状态，可见，双重判定更加有效地保证了动力电池不会因为被过度放电而损坏，同时也提高了车辆的安全性。
在一些实施例中，请参考图7，电池管理系统1包括唤醒单元11和驱动单元12，连接关系如下：唤醒单元11的第一端连接于车辆的硬件开关5的第一端，硬件开关的第二端接地，唤醒单元11的第二端连接于动力电池2，唤醒单元11的第三端通过驱动单元12连接于开关单元3。
硬件开关5用于被用户控制处于断开状态或导通状态，唤醒单元11的第一端在硬件开关5处于导通状态时可以接收到硬件触发信号，唤醒单元11的第一端在接收到硬件触发信号后，连通唤醒单元11的第二端和唤醒单元11的第三端，以由动力电池2为驱动单元12供电，驱动单元12在被供电的状态下，能够在当前电量小于第一预设电量且大于或等于第二预设电量，以及开关单元3处于断开状态，且接收到硬件触发信号时，导通开关单元3。
电池管理系统1具体包括唤醒单元11和驱动单元12，用户可以通过导通硬件开关5，使唤醒单元11的第一端接地，以此来模拟唤醒单元11的第一端接收到了硬件触发信号，此时唤醒单元11会连通动力电池2和启动单元4，由动力电池2为启动单元4供电，以使启动单元4处于可控状态，进而使启动单元4可以在当前电量小于第一预设电量且大于或等于第二预设电量，以及开关单元3处于断开状态，且接收到硬件触发信号时，导通开关单元3。
在一些实施例中，硬件开关5可以为车辆的后备箱门或者车辆的车门的门把手，但不限于此。用户通过硬件开关5产生硬件触发信号，举例来说，可以是用户通过打开车辆的后备箱门产生硬件触发信号，也可以是用户通过扭动车辆的车门的门把手来产生硬件触发信号，在此不作限制。
本实施例中，电池管理系统具体包括唤醒单元和驱动单元，用户可以通过导通硬件开关，使唤醒单元的第一端接地，以此来模拟唤醒单元的第一端接收到了硬件触发信号，此时唤醒单元会连通动力电池和驱动单元，由动力电池为驱动单元供电，以使驱动单元处于可控状态，进而可以在当前电量小于第一预设电量且大于或等于第二预设电量，以及开关单元处于断开状态，且接收到硬件触发信号时，导通开关单元。本申请中，用于控制开关单元的驱动单元是直接由动力电池供电的，无需额外设置电池进行供电，也可以避免由于额外设置的电池没电而影响开关单元的控制，提高了车辆运行的稳定性。
在一些实施例中，请参考图8，唤醒单元11为PNP型三极管Q1。
具体地，三极管Q1的基极作为唤醒单元11的第一端，三极管Q1的发射极/集电极作为唤醒单元11的第二端，三极管Q1的集电极/发射极作为唤醒单元11的第三端。
在一些实施例中，请参考图8，车辆还包括转换单元6，动力电池2通过转换 单元6连接于唤醒单元11的第二端。
转换单元6用于将动力电池2输出的电压，转换成在唤醒单元11能够接收到的电压范围内的电压。
由于动力电池2输出的电压与唤醒单元11能够接收到的电压范围可能是不匹配的，这可能导致动力电池2无法通过唤醒单元11为驱动单元12供电。本申请的实施例通过设置转换单元6，来将动力电池2输出的电压，转换成在唤醒单元11能够接收到的电压范围内的电压，进而通过唤醒单元11为驱动单元12供电。
本实施例中，通过设置转换单元，可以使该电源管理系统适应于输出不同电压的动力电池。
在一些实施例中，请参考图8，电池管理系统1还包括二极管D1。
唤醒单元11的第一端通过二极管D1连接于硬件开关5的第一端，唤醒单元11的第一端连接于二极管D1的正极，二极管D1的负极连接于硬件开关5的第一端。
本实施例中，电池管理系统中还设置有二极管，起到了防倒灌的作用，以保护唤醒电路不受损坏，有效提升了唤醒电路的可靠性。
在一些实施例中，请参考图9，动力电池2具体为多个电芯连接而成的结构，动力电池2连接于电池管理系统1，开关单元3设置在电池管理系统1中，开关单元3具体为图中所示的MOSFET阵列，设置在动力电池2的正极与启动单元4的连接线路上。另外，硬件开关5通过二极管D1和电阻R1连接于三极管Q1的基极，动力电池2的正极通过设置在电池管理系统1中的转换单元6，连接于三极管Q1的发射极，三极管Q1的发射极还通过电阻R2连接于三极管Q1的基极，技术人员可以通过设置电阻R1和电阻R2的阻值来调试三极管Q1，使其正常工作。
三极管Q1的集电极通过驱动单元12连接于MOSFET阵列中MOSFET开关管的控制端，用于控制各MOSFET开关管导通或断开，进而控制整个开关单元3导通或断开。其中，驱动单元12具体包括电源模块、微控制单元(Microcontroller Unit，MCU)和MOSFET驱动模块，具体地，三极管Q1的集电极依次通过电源模块、MCU和MOSFET驱动模块，控制各MOSFET开关管导通或断开。
本申请的一个实施例提供了一种车辆的过放保护系统，车辆的过放保护系统的方框示意图可以参考图10，车辆的过放保护系统包括检测单元501和控制单元502，检测单元501连接于控制单元502。此外，车辆包括动力电池、开关单元、启动单元、以及电池管理系统；开关单元连接在动力电池与启动单元之间，开关单元处于导通状态时，动力电池为启动单元供电；启动单元在被供电的状态下，能够在接收到使能信号时启动车辆；电池管理系统连接于开关单元的控制端，用于控制开关单元导通或断开。
检测单元501会检测动力电池的当前电量，控制单元502会在当前电量小于第一预设电量且大于或等于第二预设电量，且开关单元处于导通状态时，断开开关单元；在当前电量小于第一预设电量且大于或等于第二预设电量，且开关单元处于断开状态时，若接收到硬件触发信号，则导通开关单元；其中，第二预设电量小于第一预设电量。
不难发现，本实施例为与图3对应的实施例相对应的系统实施例，本实施例可与图3对应的实施例互相配合实施。图3对应的实施例中提到的相关技术细节在本实施例中依然有效，为了减少重复，这里不再赘述。相应地，本实施例中提到的相关技术细节也可应用在图3对应的实施例中。
本申请的一个实施例提供了一种车辆，包括上述车辆的过放保护系统。
本申请的一个实施例提供了一种电池管理系统，请参考图11中电池管理系统的结构示意图，包括：至少一个处理器601；以及，与至少一个处理器601通信连接的存储器602；其中，存储器602存储有可被至少一个处理器601执行的指令，指令被至少一个处理器601执行，以使至少一个处理器601能够执行上述任一车辆的过放保护方法。
其中，存储器602和处理器601采用总线方式连接，总线可以包括任意数量的互联的总线和桥，总线将一个或多个处理器601和存储器602的各种电路连接在一起。总线还可以将诸如外围设备、稳压器和功率管理电路等之类的各种其他电路连接在一起，这些都是本领域所公知的，因此，本文不再对其进行进一步描述。总线接口在总线和收发机之间提供接口。收发机可以是一个元件，也可以是多个元件，比如多个接收器和发送器，提供用于在传输介质上与各种其他装置通信的单元。经处理器601处理的数据通过天线在无线介质上进行传输，进一步，天线还接收数据并将数据传送给处理器601。
处理器601负责管理总线和通常的处理，还可以提供各种功能，包括定时，外围接口，电压调节、电源管理以及其他控制功能。而存储器602可以被用于存储处理器601在执行操作时所使用的数据。
本申请的一个实施例提供了一种计算机可读存储介质，存储有计算机程序，计算机程序被处理器执行时实现上述车辆的过放保护方法。
即，本领域技术人员可以理解，实现上述实施例方法中的全部或部分步骤是可以通过程序来指令相关的硬件来完成，该程序存储在一个存储介质中，包括若干指令用以使得一个设备(可以是单片机，芯片等)或处理器(processor)执行本申请各个实施例所述方法的全部或部分步骤。而前述的存储介质包括：U盘、移动硬盘、只读存储器(ROM，Read-Only Memory)、随机存取存储器(RAM，Random Access Memory)、磁碟或者光盘等各种可以存储程序代码的介质。
最后应说明的是：以上各实施例仅用以说明本申请的技术方案，而非对其限制；尽管参照前述各实施例对本申请进行了详细的说明，本领域的普通技术人员应当理解：其依然可以对前述各实施例所记载的技术方案进行修改，或者对其中部分或者全部技术特征进行等同替换；而这些修改或者替换，并不使相应技术方案的本质脱离本申请各实施例技术方案的范围，其均应涵盖在本申请的权利要求和说明书的范围当中。尤其是，只要不存在结构冲突，各个实施例中所提到的各项技术特征均可以任意方式组合起来。本申请并不局限于文中公开的特定实施例，而是包括落入权利要求的范围内的所有技术方案。

Claims (13)

  1. 一种车辆的过放保护方法，所述车辆包括动力电池、开关单元、启动单元、以及电池管理系统；所述开关单元连接在所述动力电池与所述启动单元之间，所述开关单元处于导通状态时，所述动力电池为所述启动单元供电；所述启动单元在被供电的状态下，能够在接收到使能信号时启动所述车辆；所述电池管理系统连接于所述开关单元的控制端，用于控制所述开关单元导通或断开，所述电池管理系统还连接于所述动力电池；
    所述方法应用于所述电池管理系统，且所述方法包括：
    检测所述动力电池的当前电量；
    在所述当前电量小于第一预设电量且大于或等于第二预设电量，且所述开关单元处于导通状态时，断开所述开关单元；
    在所述当前电量小于所述第一预设电量且大于或等于所述第二预设电量，且所述开关单元处于断开状态时，若接收到硬件触发信号，则导通所述开关单元；
    其中，所述第二预设电量小于所述第一预设电量。
  2. 根据权利要求1所述的车辆的过放保护方法，其中，所述若接收到硬件触发信号，则导通所述开关单元之后，还包括：
    若在导通所述开关单元后的第一预设时间内没有接收到所述硬件触发信号，则断开所述开关单元。
  3. 根据权利要求2所述的车辆的过放保护方法，其中，所述第一预设电量与所述第二预设电量的差值，大于自损耗电量和导通损耗电量的总和；
    其中，所述自损耗电量为所述开关单元处于断开状态时，所述动力电池经过第二预设时间所损耗的电量，所述导通损耗电量为所述开关单元处于导通状态时，所述动力电池经过所述第一预设时间所损耗的电量。
  4. 根据权利要求1至3中任一所述的车辆的过放保护方法，其中，所述断开所述开关单元，包括：
    若检测到所述车辆处于驻车状态，则断开所述开关单元。
  5. 根据权利要求1至4中任一所述的车辆的过放保护方法，其中，所述断开所述开关单元之后，还包括：
    在所述开关单元处于断开状态的时间大于或等于第三预设时间时，若接收到所述硬件触发信号，禁止导通所述开关单元。
  6. 根据权利要求1至5中任一所述的车辆的过放保护方法，其中，所述电池管理系统包括唤醒单元和驱动单元；
    所述唤醒单元的第一端连接于所述车辆的硬件开关的第一端，所述硬件开关的第二端接地，所述唤醒单元的第二端连接于所述动力电池，所述唤醒单元的第三端通过驱动单元连接于所述开关单元；
    其中，所述硬件开关用于被用户控制处于断开状态或导通状态，所述唤醒单元的 第一端在所述硬件开关处于导通状态时接收到所述硬件触发信号，所述唤醒单元的第一端在接收到所述硬件触发信号后，连通所述唤醒单元的第二端和所述唤醒单元的第三端，以由所述动力电池为所述驱动单元供电，所述驱动单元在被供电的状态下，能够在所述当前电量小于所述第一预设电量且大于或等于所述第二预设电量，以及所述开关单元处于断开状态，且接收到所述硬件触发信号时，导通所述开关单元。
  7. 根据权利要求6所述的车辆的过放保护方法，其中，所述唤醒单元为PNP型三极管，所述三极管的基极作为所述唤醒单元的第一端，所述三极管的发射极/集电极作为所述唤醒单元的第二端，所述三极管的集电极/发射极作为所述唤醒单元的第三端。
  8. 根据权利要求6或7所述的车辆的过放保护方法，其中，所述车辆还包括转换单元；
    所述动力电池通过所述转换单元连接于所述唤醒单元的第二端；
    所述转换单元用于将所述动力电池输出的电压，转换成在所述唤醒单元能够接收到的电压范围内的电压。
  9. 根据权利要求6至8中任一所述的车辆的过放保护方法，其中，所述电池管理系统还包括二极管；
    所述唤醒单元的第一端通过所述二极管连接于所述硬件开关的第一端，所述唤醒单元的第一端连接于所述二极管的正极，所述二极管的负极连接于所述硬件开关的第一端。
  10. 一种车辆的过放保护系统，所述车辆包括动力电池、开关单元、启动单元、以及电池管理系统；所述开关单元连接在所述动力电池与所述启动单元之间，所述开关单元处于导通状态时，所述动力电池为所述启动单元供电；所述启动单元在被供电的状态下，能够在接收到使能信号时启动所述车辆；所述电池管理系统连接于所述开关单元的控制端，用于控制所述开关单元导通或断开，所述电池管理系统还连接于所述动力电池；
    所述系统包括：
    检测单元，用于检测所述动力电池的当前电量；
    控制单元，用于在所述当前电量小于第一预设电量且大于或等于第二预设电量，且所述开关单元处于导通状态时，断开所述开关单元；在所述当前电量小于所述第一预设电量且大于或等于所述第二预设电量，且所述开关单元处于断开状态时，若接收到硬件触发信号，则导通所述开关单元；其中，所述第二预设电量小于所述第一预设电量。
  11. 一种车辆，包括如权利要求10所述的车辆的过放保护系统。
  12. 一种电池管理系统，包括：
    至少一个处理器；以及，
    与所述至少一个处理器通信连接的存储器；其中，
    所述存储器存储有可被所述至少一个处理器执行的指令，所述指令被所述至少一个处理器执行，以使所述至少一个处理器能够执行如权利要求1至9中任一所述的车辆的过放保护方法。
  13. 一种计算机可读存储介质，存储有计算机程序，所述计算机程序被处理器执行时实现权利要求1至9中任一项所述的车辆的过放保护方法。
PCT/CN2021/117019 2021-09-07 2021-09-07 过放保护方法及系统、车辆、电池管理系统及存储介质 WO2023035118A1 (zh)

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