A supercapacitor control circuit and method for intelligently identifying vehicle starting mode

Abstract

This application relates to a supercapacitor control circuit and method for intelligently identifying vehicle start-up modes. The control circuit includes a main control module, a supercapacitor bank, a charging control module, a discharging control module, and an environmental information sampling module. The power output terminal of the charging control module is connected to the power input terminal of the supercapacitor bank, the power output terminal of the supercapacitor bank is connected to the power input terminal of the discharging control module, and the power output terminal of the discharging control module is connected in parallel with the power output terminal of the battery. The signal output terminal of the environmental information sampling module is connected to the third sampling signal input terminal of the main control module. Precise charging and discharging management of the supercapacitor is achieved through dynamic signal control of the main control module and the coordinated action of multiple sampling modules. By adjusting the output current of the supercapacitor bank, it effectively adapts to different environmental and operating conditions, improving the system's adaptability under extreme conditions such as low temperatures or frequent start-stop cycles, and exhibiting strong intelligent adjustment capabilities.

Description

Technical Field

[0001] The present invention relates to the technical field of supercapacitor control circuits, and in particular to a supercapacitor control circuit and method for intelligently identifying a vehicle startup mode. Background Art

[0002] At present, in the existing vehicle starting system, the battery is prone to be unable to provide sufficient starting current due to insufficient power in the case of low temperature, frequent start-stop or long-term parking, resulting in difficulty in starting the engine or even failure. At the same time, the battery needs to frequently provide large current to meet the starting requirements, which accelerates battery aging and shortens the service life. In order to solve this problem, supercapacitors are introduced as auxiliary power sources in the prior art, using their fast charging speed and strong instantaneous discharge capability to assist the battery in providing starting current. However, the traditional supercapacitor auxiliary system cannot automatically adjust the current output according to different environments and battery status during startup, resulting in energy waste and poor system adaptability under different temperatures and usage conditions. Therefore, there is an urgent need for a supercapacitor control circuit that can intelligently identify the starting mode and dynamically adjust the current according to environmental conditions to improve the system adaptability, extend the battery life, and serve as a reliable emergency power supply when the start fails. Summary of the invention

[0003] In order to solve the problem that the battery in the existing starting system is difficult to provide sufficient current under low temperature and frequent start-stop conditions, the present application provides a supercapacitor control circuit and method for intelligently identifying the vehicle starting mode.

[0004] A supercapacitor control circuit for intelligently identifying a vehicle startup mode, the supercapacitor control circuit for intelligently identifying a vehicle startup mode comprises a main control module, a supercapacitor group, a charging control module, a discharging control module, a first voltage sampling module, a second voltage sampling module and an environmental information sampling module, the power input end of the charging control module is connected to the power output end of the battery, the power output end of the charging control module is connected to the power input end of the supercapacitor group, the enable signal input end of the charging control module is connected to the first enable signal output end of the main control module, the power output end of the supercapacitor group is connected to the power input end of the discharging control module, the power output end of the discharging control module is connected in parallel with the power output end of the battery to provide the instantaneous current required by the vehicle, the enable signal input end of the discharging control module is connected to the second enable signal output end of the main control module, and the power output end of the discharging control module is connected to the power output end of the battery. The parallel point is connected to the signal input end of the first voltage sampling module, the signal output end of the first voltage sampling module is connected to the first sampling signal input end of the main control module, the common node between the power output end of the battery and the power input end of the charging control module is connected to the first signal input end of the second voltage sampling module, the common node between the power output end of the supercapacitor group and the power input end of the discharge control module is connected to the second signal input end of the second voltage sampling module, the signal output end of the second voltage sampling module is connected to the second sampling signal input end of the main control module, the environmental information sampling module is used to collect environmental information of the vehicle, the signal output end of the environmental information sampling module is connected to the third sampling signal input end of the main control module, and the main control module is used to configure discharge enable signals with different duty cycles according to the environmental information, and output the discharge enable signal to the discharge control module to adjust the auxiliary current output by the supercapacitor group.

[0005] By adopting the above technical solution, accurate charging and discharging management of supercapacitors is achieved through the dynamic signal control of the main control module and the synergy of multiple sampling modules. Specifically, the control circuit includes a first voltage sampling module and a second voltage sampling module, which are used to monitor the voltage status of the battery and the supercapacitor group respectively to ensure that appropriate current support is provided at startup. The environmental information sampling module is responsible for collecting environmental condition information such as the vehicle's external temperature and start-stop frequency, and sending the information to the main control module. The main control module generates a discharge enable signal with different duty cycles according to the environmental conditions to control the working state of the discharge control module. This technical means effectively adapts to different environments and working conditions by adjusting the output current of the supercapacitor group, improves the system's adaptability under extreme conditions such as low temperature or frequent start-stop, extends the service life of the battery, and provides emergency start support in specific occasions, with strong intelligent adjustment capabilities.

[0006] Preferably, the supercapacitor group includes a plurality of supercapacitors connected in series in sequence, each of the supercapacitors is set to withstand a voltage of 3V, and each of the supercapacitors is connected in parallel with a voltage-equalizing resistor.

[0007] By adopting the above technical solution, the voltage resistance can be enhanced through multiple supercapacitor structures connected in series, and the voltage balance between the supercapacitors can be achieved through the voltage equalizing resistor, preventing individual capacitors from overload and failure due to uneven voltage, thereby improving the stability and service life of the supercapacitor group and ensuring long-term reliable starting current support for the vehicle.

[0008] Preferably, the charging control module includes an input filter unit, a MOS tube MIN9, a MOS tube MIN10, a MOS tube MIN11, a MOS tube MIN12, a MOS tube MIN13, a control chip U7 and a bidirectional protection diode D26, the power input end of the input filter unit is connected to the power output end of the battery, the power output end of the input filter unit is connected to the first conductive end of the MOS tube MIN9, the second conductive end of the MOS tube MIN9 is connected to the first conductive end of the MOS tube MIN11, the second conductive end of the MOS tube MIN11 is grounded, the MOS tube MIN12 is connected between the common node between the second conductive end of the MOS tube MIN9 and the first conductive end of the MOS tube MIN11 and the ground, and the common node between the second conductive end of the MOS tube MIN9 and the first conductive end of the MOS tube MIN11 is connected to the MOS tube MIN13. The first conducting end of the MOS tube MIN10 is connected to the first conducting end of the MOS tube MIN13, the second conducting end of the MOS tube MIN13 is connected to the positive end of the bidirectional protection diode D26, the negative end of the bidirectional protection diode D26 is connected to the power input end of the supercapacitor group, the common node between the power output end of the input filter unit and the first conducting end of the MOS tube MIN9 is connected to the first signal acquisition end of the control chip U7, the common node between the second conducting end of the MOS tube MIN13 and the positive end of the bidirectional protection diode D26 is connected to the second signal acquisition end of the control chip U7, and the controlled ends of the MOS tube MIN9, the MOS tube MIN10, the MOS tube MIN11, the MOS tube MIN12 and the MOS tube MIN13 are all connected to the control chip U7.

[0009] By adopting the above technical solution, efficient current control and reverse protection functions are achieved, which can maintain a stable supercapacitor charging process when the battery voltage changes, avoiding low charging efficiency or safety hazards due to voltage fluctuations, thereby improving charging efficiency and the overall safety of the system.

[0010] Preferably, the discharge control module includes a MOS tube MIN3, a MOS tube MIN4, a transistor Q1, a transistor Q2, a diode D23 and a diode D4, the first conduction end of the MOS tube MIN4 is connected to the power output end of the supercapacitor group, the second conduction end of the MOS tube MIN4 is connected to the first conduction end of the MOS tube MIN3, the second conduction end of the MOS tube MIN3 is used to output an auxiliary current, the second enable signal output end of the main control module is connected to the positive end of the diode D4, and the negative end of the diode D4 is connected to the positive end of the diode D23 , a common node between the controlled end of the MOS tube MIN3 and the ground is connected to the negative end of the diode D23, a common node between the controlled end of the MOS tube MIN4 and the first conducting end of the transistor Q1 is connected to the negative end of the diode D23, the second conducting end of the transistor Q1 is grounded, the transistor Q2 is connected between the controlled end of the transistor Q1 and the ground, the controlled end of the transistor Q2 is connected to the second enable signal output end of the main control module, and a common node between the negative end of the diode D4 and the positive end of the diode D23 is connected to the controlled end of the transistor Q2.

[0011] By adopting the above technical solution, high-precision control and rapid response of the discharge process can be achieved, and a large current can be instantly replenished for the battery when the vehicle is started. At the same time, the discharge circuit is closed in the non-starting state to avoid unnecessary power consumption, thereby effectively improving the discharge efficiency of the circuit and the energy saving of the system.

[0012] Preferably, the first voltage sampling module includes a resistor R56, a resistor R63, a resistor R60 and a diode combination D19, a parallel point formed between the power output end of the discharge control module and the power output end of the battery is connected to the first end of the resistor R56, the second end of the resistor R56 is connected to the first end of the resistor R63, the second end of the resistor R63 is grounded, a common node between the second end of the resistor R56 and the first end of the resistor R63 is connected to the first end of the resistor R60, the second end of the resistor R60 is connected to pin 3 of the diode combination D19, pin 2 of the diode combination D19 is connected to the power supply, pin 1 of the diode combination D19 is grounded, and a common node between the second end of the resistor R60 and the pin of the diode combination D19 is connected to a test point T2.

[0013] By adopting the above technical solution, accurate battery voltage values ​​can be collected at different voltage points, ensuring that the data transmission to the main control module is stable and reliable, thereby realizing accurate monitoring of the voltage signal and improving the system's voltage collection accuracy and battery status judgment accuracy.

[0014] Preferably, the second voltage sampling module includes a resistor R49, a resistor R51, a resistor R50, a resistor R80 and a diode combination D16, a common node between the power output end of the supercapacitor group and the power input end of the discharge control module is connected to the first end of the resistor R49, the second end of the resistor R49 is connected to the first end of the resistor R51, the second end of the resistor R51 is grounded, the common node between the second end of the resistor R49 and the first end of the resistor R51 is connected to the first end of the resistor R50, the common node between the power output end of the battery and the power input end of the charging control module is connected to the first end of the resistor R80, the common node between the second end of the resistor R80 and the ground is connected to the first end of the resistor R50, the second end of the resistor R50 is connected to pin 3 of the diode combination D16, the pin 2 of the diode combination D16 is connected to the power supply, the pin 1 of the diode combination D16 is grounded, and the common node between the second end of the resistor R50 and pin 3 of the diode combination D16 is connected to the test point T1.

[0015] By adopting the above technical solution, dual collection of the supercapacitor group voltage and the battery voltage can be achieved to accurately reflect the voltage difference between the two power modules, and the collected signal can be fed back to the main control module, thereby improving the system's real-time monitoring capability of the power supply voltage status and ensuring the safety and stability of the charging and discharging process.

[0016] Preferably, the environmental information sampling module includes a temperature sensing unit and a vibration sensing unit, the temperature sensing unit includes a thermistor RT1, the first end of the thermistor RT1 is grounded, and the second end of the thermistor RT1 is connected to the third sampling signal input end of the main control module, the vibration sensing unit includes a resistor R67, a resistor R68 and a vibration sensing element K1, the first end of the resistor R67 is connected to a power supply, the second end of the resistor R67 is connected to the first end of the vibration sensing element K1, the second end of the vibration sensing element K1 is grounded, a common node between the second end of the resistor R67 and the first end of the vibration sensing element K1 is connected to the first end of the resistor R68, and the second end of the resistor R68 is connected to the third sampling signal input end of the main control module.

[0017] By adopting the above technical solution, real-time collection of vehicle environmental information can be achieved, and the starting current output can be automatically adjusted under adverse environments such as low temperature and high vibration, thereby ensuring the starting effect and stability of the system in harsh environments, and effectively improving the intelligence and environmental adaptability of the control circuit.

[0018] Preferably, the supercapacitor control circuit for intelligently identifying the vehicle start-up mode also includes a DC-DC power supply module, which includes a buck conversion chip U4, a voltage regulator chip U5 and a resistor R72. The power output end of the battery is connected to the power input end of the buck conversion chip U4, the power output end of the buck conversion chip U4 is connected to the first end of the resistor R72, the second end of the resistor R72 outputs a 4.2V voltage and is connected to the power input end of the voltage regulator chip U5, and the power output end of the voltage regulator chip U5 outputs a 3V voltage.

[0019] By adopting the above technical solution, the high voltage of the battery can be converted into a low voltage suitable for use in the control circuit, ensuring the stable operation of the main control module and other low-voltage modules, thereby achieving precise voltage regulation, improving the system power supply stability and reducing the voltage resistance requirements of the components.

[0020] A control method for a supercapacitor control circuit based on intelligent identification of a vehicle start-up mode is applied to a supercapacitor control circuit for intelligent identification of a vehicle start-up mode, and the control method includes:

[0021] Get the current voltage level of the supercapacitor bank;

[0022] Determine whether the current voltage level is lower than a preset voltage threshold, and if so, control the battery to supply power to the supercapacitor group until the current voltage level is no lower than the preset voltage threshold, and then control the battery to stop supplying power to the supercapacitor group;

[0023] If the current voltage level is not lower than the preset voltage threshold, then based on the determined sampling period, a plurality of voltage points are continuously collected to further determine the voltage change rates of the plurality of voltage points;

[0024] If the voltage change rate meets the preset start condition parameter, the environmental information is obtained and analyzed to determine the corresponding auxiliary current output parameter, and the auxiliary current output parameter is used to determine the auxiliary current size output by the supercapacitor group.

[0025] By adopting the above technical solution, the charging process can be automatically started when the supercapacitor voltage is lower than the threshold, and the charging can be automatically stopped after reaching the preset voltage, effectively preventing overcharging; when the starting conditions are met, the current output is started, and the size of the auxiliary current is dynamically adjusted to ensure the starting success rate and extend the battery life, thereby improving the intelligent control effect and adaptability of the system.

[0026] Preferably, the step of analyzing the environmental information to determine the corresponding auxiliary current output parameter includes:

[0027] Extract at least the current temperature of the vehicle, the frequency of vehicle startup, and the battery status of the vehicle from the environmental information;

[0028] Based on the established local database, a temperature weight coefficient and a preset temperature threshold interval are matched to the current temperature of the vehicle, a frequency weight coefficient and a preset frequency threshold interval are matched to the startup frequency of the vehicle, and a battery state weight coefficient and a preset battery state threshold interval are matched to the battery state of the vehicle;

[0029] Comparing and analyzing the current temperature of the vehicle with the preset temperature threshold interval to generate a corresponding first correlation value;

[0030] Comparing and analyzing the vehicle startup frequency and the preset frequency threshold interval to generate a corresponding second correlation value;

[0031] Comparing and analyzing the vehicle battery state with the preset threshold interval of the battery state to generate a corresponding third correlation value;

[0032] adding a product of the first association value and the temperature weight coefficient, a product of the second association value and the frequency weight coefficient, and a product of the third association value and the battery state weight coefficient to generate a corresponding auxiliary current level;

[0033] According to the auxiliary current level, the corresponding auxiliary current output parameters are determined, and a memory information set associated with the current temperature of the vehicle, the vehicle startup frequency and the vehicle battery status is established, a mapping relationship between the memory information set and the auxiliary current output parameters is established, and the memory information set and the mapping relationship are stored in a memory database.

[0034] By adopting the above technical solution, the environmental information analysis step generates auxiliary current levels based on weight coefficients of temperature, frequency and battery status combined with a local database, which can provide optimal auxiliary current output under different conditions, reduce energy consumption and ensure system stability. By using a memory database to establish a conditional mapping relationship, the output current size can be continuously optimized, thereby improving system adaptability and energy utilization efficiency.

[0035] In summary, the present application includes at least one of the following beneficial technical effects:

[0036] This application realizes accurate charge and discharge management of supercapacitors through the dynamic signal control of the main control module and the synergy of multiple sampling modules. Specifically, the control circuit includes a first voltage sampling module and a second voltage sampling module, which are used to monitor the voltage status of the battery and the supercapacitor group, respectively, to ensure that appropriate current support is provided at startup. The environmental information sampling module is responsible for collecting environmental condition information such as the vehicle's external temperature and start-stop frequency, and sending the information to the main control module. The main control module generates discharge enable signals with different duty cycles according to the environmental conditions and controls the working state of the discharge control module. This technical means effectively adapts to different environments and working conditions by adjusting the output current of the supercapacitor group, improves the adaptability of the system under extreme conditions such as low temperature or frequent start-stop, extends the service life of the battery, and provides emergency start-up support in specific occasions, with strong intelligent adjustment capabilities. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] Figure 1 It is a flow chart of a supercapacitor control circuit for intelligently identifying vehicle startup mode in one embodiment of the present application.

[0038] Figure 2 This is a schematic diagram of a partial circuit structure of a supercapacitor group in a supercapacitor control circuit for intelligently identifying a vehicle startup mode in one embodiment of the present application;

[0039] Figure 3 This is a schematic diagram of a partial circuit structure of a charging control module in a supercapacitor control circuit for intelligently identifying a vehicle start-up mode in one embodiment of the present application;

[0040] Figure 4 This is a schematic diagram of a partial circuit structure of a discharge control module in a supercapacitor control circuit for intelligently identifying a vehicle start-up mode in one embodiment of the present application;

[0041] Figure 5 This is a schematic diagram of a partial circuit structure of a DC-DC power supply module in a supercapacitor control circuit for intelligently identifying a vehicle startup mode in one embodiment of the present application;

[0042] Figure 6 This is a partial circuit structure diagram of a second voltage sampling module in a supercapacitor control circuit for intelligently identifying a vehicle startup mode in an embodiment of the present application;

[0043] Figure 7 This is a partial circuit structure diagram of a first voltage sampling module in a supercapacitor control circuit for intelligently identifying a vehicle startup mode in an embodiment of the present application;

[0044] Figure 8 This is a schematic diagram of a partial circuit structure of a temperature sensing unit in a supercapacitor control circuit for intelligently identifying a vehicle startup mode in one embodiment of the present application;

[0045] Fig. 9 This is a schematic diagram of a partial circuit structure of a vibration sensing unit in a supercapacitor control circuit for intelligently identifying a vehicle startup mode in one embodiment of the present application;

[0046] Fig.10 is a starting voltage waveform diagram of a vehicle when starting in one embodiment of the present application;

[0047] Fig.11 It is a software flow chart of a control method of a supercapacitor control circuit based on intelligent identification of vehicle start-up mode in one embodiment of the present application;

[0048] Fig.12 It is a flow chart of a control method of a supercapacitor control circuit based on intelligent identification of vehicle starting mode in one embodiment of the present application.

[0049] Fig.13 It is a flow chart for implementing step S40 in a control method of a supercapacitor control circuit based on intelligent identification of a vehicle start-up mode in one embodiment of the present application.

[0050] Explanation of the accompanying drawings: 1. Main control module; 2. Supercapacitor group; 21. Supercapacitor; 22. Voltage balancing resistor; 3. Charging control module; 4. Discharging control module; 5. First voltage sampling module; 6. Second voltage sampling module; 7. Environmental information sampling module; 71. Temperature sensing unit; 72. Vibration sensing unit; 8. DC-DC power supply module. DETAILED DESCRIPTION

[0051] The present application is further described in detail below in conjunction with the accompanying drawings.

[0052] In one embodiment, if Figure 1As shown, the present application discloses a supercapacitor control circuit for intelligently identifying a vehicle start-up mode, specifically comprising a main control module 1, a supercapacitor group 2, a charging control module 3, a discharging control module 4, a first voltage sampling module 5, a second voltage sampling module 6 and an environmental information sampling module 7, wherein the power input terminal of the charging control module 3 is connected to the power output terminal of the battery, the power output terminal of the charging control module 3 is connected to the power input terminal of the supercapacitor group 2, the enable signal input terminal of the charging control module 3 is connected to the first enable signal output terminal of the main control module 1, the power output terminal of the supercapacitor group 2 is connected to the power input terminal of the discharging control module 4, the power output terminal of the discharging control module 4 is connected in parallel with the power output terminal of the battery to provide the instantaneous current required by the vehicle, the enable signal input terminal of the discharging control module 4 is connected to the second enable signal output terminal of the main control module 1, and a voltage is formed between the power output terminal of the discharging control module 4 and the power output terminal of the battery. The parallel point is connected to the signal input end of the first voltage sampling module 5, the signal output end of the first voltage sampling module 5 is connected to the first sampling signal input end of the main control module 1, the common node between the power output end of the battery and the power input end of the charging control module 3 is connected to the first signal input end of the second voltage sampling module 6, the common node between the power output end of the supercapacitor group 2 and the power input end of the discharge control module 4 is connected to the second signal input end of the second voltage sampling module 6, the signal output end of the second voltage sampling module 6 is connected to the second sampling signal input end of the main control module 1, the environmental information sampling module 7 is used to collect environmental information of the vehicle, the signal output end of the environmental information sampling module 7 is connected to the third sampling signal input end of the main control module 1, the main control module 1 is used to configure a discharge enable signal with different duty cycles according to the environmental information, and output the discharge enable signal to the discharge control module 4 to adjust the auxiliary current output by the supercapacitor group 2.

[0053] In this embodiment, the supercapacitor control circuit for intelligently identifying the vehicle startup mode realizes dynamic charge and discharge management of the supercapacitor 21 through close cooperation between the main control module 1, the supercapacitor group 2, the charging control module 3, the discharge control module 4, the first voltage sampling module 5, the second voltage sampling module 6 and the environmental information sampling module 7, so as to provide the instantaneous large current required for vehicle startup. The power input end of the charging control module 3 is connected to the power output end of the battery to ensure that when the battery is in a charging state, the supercapacitor group 2 can be directly powered; the power output end of the charging control module 3 is connected to the power input end of the supercapacitor group 2, and the enable signal input end of the charging control module 3 receives the control signal from the first enable signal output end of the main control module 1, thereby controlling the charging process so that the supercapacitor group 2 is charged when needed. The power output end of the supercapacitor group 2 is connected to the power input end of the discharge control module 4, and the power output end of the discharge control module 4 is connected in parallel with the power output end of the battery, so that when startup is required, the supercapacitor 21 group and the battery can jointly output the required startup instantaneous large current. The enable signal input terminal of the discharge control module 4 is connected to the second enable signal output terminal of the main control module 1, so as to receive the discharge control signal sent by the main control module 1, so as to open the discharge path of the supercapacitor 21 when the vehicle starts. The power output terminal of the discharge control module 4 and the power output terminal of the battery form a parallel point, and are connected to the signal input terminal of the first voltage sampling module 5, so that the overall output voltage of the battery and the supercapacitor group 2 after parallel connection can be sampled. The signal output terminal of the first voltage sampling module 5 is connected to the first sampling signal input terminal of the main control module 1, and the collected voltage information is transmitted to the main control module 1 for real-time monitoring of the parallel voltage of the battery and the supercapacitor 21. The common node between the power output terminal of the battery and the power input terminal of the charging control module 3 is connected to the first signal input terminal of the second voltage sampling module 6, and the common node between the power output terminal of the supercapacitor group 2 and the power input terminal of the discharge control module 4 is connected to the second signal input terminal of the second voltage sampling module 6, ensuring that the second voltage sampling module 6 can simultaneously collect the voltage difference between the battery and the supercapacitor 21, and provide accurate voltage data for the main control module 1. The signal output end of the second voltage sampling module 6 is connected to the second sampling signal input end of the main control module 1 to feed back the collected voltage information to the main control module 1 for reference during charging and discharging control. The environmental information sampling module 7 is responsible for collecting information such as temperature and vibration of the vehicle environment, and connects the signal output end to the third sampling signal input end of the main control module 1 to help the main control module 1 adjust the startup strategy according to the external environmental information. The main control module 1 configures a discharge enable signal with different duty cycles based on the environmental information and voltage data, and outputs it to the discharge control module 4. By changing the discharge current of the supercapacitor 21 to adapt to different vehicle startup requirements, the system can achieve optimal charging and discharging control according to actual conditions.

[0054] Specifically, Fig.10 As shown in the figure, when the engine is started, a current of 300-800A is generated instantly, and the voltage waveform of the battery shows an instantaneous drop. In addition, other devices in the car are not enough to pull down the battery voltage instantly, so it can be judged that the engine is being started at this time;

[0055] Moreover, vehicles may include but are not limited to cars, commercial vehicles, SUVs, vans, trucks, heavy trucks, military vehicles, and special vehicles, such as cars with a rated voltage of 12V or trucks with a rated voltage of 24V. If it is a car with a rated voltage of 12V, the battery voltage output by the battery is 9V~16V, and if it is a truck with a rated voltage of 24V, the battery voltage output by the battery is 18V~32V. At this time, the supercapacitor voltage of the car with a rated voltage of 12V is 15V when it is fully charged, and the supercapacitor voltage of the truck with a rated voltage of 24V is 30V when it is fully charged. In addition, the car with a rated voltage of 12V uses 5 supercapacitors, while the truck with a rated voltage of 24V uses 10 supercapacitors, and the car with a rated voltage of 12V uses one 12V battery, and the truck with a rated voltage of 24V uses two 12V batteries, and then the two batteries are connected in series. The principles of the two are the same. Here, the situation of the car with a rated voltage of 12V is explained, and the truck with a rated voltage of 24V will not be elaborated on here.

[0056] In summary, accurate charge and discharge management of the supercapacitor 21 is achieved through the dynamic signal control of the main control module 1 and the synergy of multiple sampling modules. Specifically, the control circuit includes a first voltage sampling module 5 and a second voltage sampling module 6, which are used to monitor the voltage status of the battery and the supercapacitor group 2, respectively, to ensure that appropriate current support is provided at startup. The environmental information sampling module 7 is responsible for collecting environmental condition information such as the external temperature of the vehicle and the start-stop frequency, and sending the information to the main control module 1. The main control module 1 generates a discharge enable signal with different duty cycles according to the environmental conditions to control the working state of the discharge control module 4. This technical means effectively adapts to different environments and working conditions by adjusting the output current of the supercapacitor group 2, improves the adaptability of the system under extreme conditions such as low temperature or frequent start-stop, extends the service life of the battery, and provides emergency start-up support in specific occasions, with strong intelligent adjustment capabilities.

[0057] Further, such as Figure 2 As shown, the supercapacitor group 2 includes a plurality of supercapacitors 21 connected in series in sequence, each supercapacitor 21 is set to withstand a voltage of 3V, and each supercapacitor 21 is connected in parallel with a voltage-equalizing resistor 22 .

[0058] In the present embodiment, in the supercapacitor control circuit for intelligently identifying the vehicle startup mode, the supercapacitor group 2 is formed by connecting a plurality of supercapacitors 21 in series in sequence, each supercapacitor 21 is set to withstand a voltage of 3V, and a voltage-equalizing resistor 22 is connected in parallel to each supercapacitor 21. Such a design ensures that the voltage of the entire supercapacitor group 2 can reach the sum of the multiple capacitors connected in series, adapting to high-voltage requirements, ensuring safe use under high-voltage conditions, and meeting the instantaneous high-current output requirements when the vehicle is started. The presence of each voltage-equalizing resistor 22 effectively balances the voltage distribution on each series supercapacitor 21, avoiding damage to a single supercapacitor 21 due to excessive voltage deviation, thereby ensuring the uniformity and durability of the entire capacitor group. In the series-connected supercapacitor 21, the port of each capacitor is connected in series with the port of the adjacent capacitor on the one hand, and the voltage is evenly distributed through the parallel voltage-equalizing resistor 22 on the other hand. Through this series structural design, the supercapacitor group 2 can accumulate the withstand voltage values ​​of multiple single capacitors to form a high-voltage capacitor group, and the parallel voltage-equalizing resistor 22 realizes the uniform distribution of voltage between capacitors, avoiding the local overvoltage phenomenon that may be caused by uneven voltage distribution during the charging and discharging process, thereby ensuring the stability of the system and the normal operation of each capacitor. When the charging control module 3 charges the supercapacitor group 2, the current is charged one by one through the multiple supercapacitors 21 connected in series, and each capacitor will obtain a balanced charging voltage through its parallel voltage-equalizing resistor 22. When the discharge control module 4 is working, the supercapacitor group 2 outputs current as a whole, ensuring that the instantaneous high current demand is met at startup, while protecting the battery and extending its service life.

[0059] Furthermore, when multiple supercapacitors 21 are connected in series, their voltages may be uneven due to slightly different characteristics of each capacitor. The voltage-equalizing resistor 22 is connected in parallel at both ends of each supercapacitor 21 to ensure that the voltage on each capacitor is kept at a close level to prevent some capacitors from having too high voltages, causing them to be overcharged or damaged. During the charging and discharging process, the voltage-equalizing resistor 22 can prevent excessive voltage deviations and protect the life and safety of the supercapacitor 21. In particular, in an array of supercapacitors 21 operating at high voltages, the voltage-equalizing resistor 22 can evenly distribute the voltage to prevent a single capacitor from being subjected to excessive voltage. These voltage-equalizing resistors 22 will generate a tiny leakage current, balancing the voltage differences on each capacitor in this way. In general, the resistance value of the voltage-equalizing resistor 22 will be selected to be relatively large to avoid additional power loss while achieving a voltage-equalizing effect.

[0060] In summary, the voltage resistance can be enhanced by connecting multiple supercapacitors 21 in series, and the voltage balance between the supercapacitors 21 can be achieved through the voltage equalizing resistor 22, preventing individual capacitors from overloading and failing due to uneven voltage, thereby improving the stability and service life of the supercapacitor 21 group and ensuring long-term reliable starting current support for the vehicle.

[0061] Further, such as Figure 3 As shown, the charging control module 3 includes an input filter unit, a MOS tube MIN9, a MOS tube MIN10, a MOS tube MIN11, a MOS tube MIN12, a MOS tube MIN13, a control chip U7 and a bidirectional protection diode D26. The power input end of the input filter unit is connected to the power output end of the battery, the power output end of the input filter unit is connected to the first conduction end of the MOS tube MIN9, the second conduction end of the MOS tube MIN9 is connected to the first conduction end of the MOS tube MIN11, the second conduction end of the MOS tube MIN11 is grounded, a MOS tube MIN12 is connected between a common node between the second conduction end of the MOS tube MIN9 and the first conduction end of the MOS tube MIN11 and the ground, and a common node between the second conduction end of the MOS tube MIN9 and the first conduction end of the MOS tube MIN11 is connected to the MO The first conduction end of the S tube MIN10 is connected, the second conduction end of the MOS tube MIN10 is connected to the first conduction end of the MOS tube MIN13, the second conduction end of the MOS tube MIN13 is connected to the positive end of the bidirectional protection diode D26, the negative end of the bidirectional protection diode D26 is connected to the power input end of the supercapacitor group 2, the common node between the power output end of the input filter unit and the first conduction end of the MOS tube MIN9 is connected to the first signal collection end of the control chip U7, the common node between the second conduction end of the MOS tube MIN13 and the positive end of the bidirectional protection diode D26 is connected to the second signal collection end of the control chip U7, and the controlled ends of the MOS tube MIN9, the MOS tube MIN10, the MOS tube MIN11, the MOS tube MIN12 and the MOS tube MIN13 are all connected to the control chip U7.

[0062] In this embodiment, the input filter unit is Figure 3C88, C89, C56, C57 and C58 in the circuit are used to filter the supply voltage of the battery. In this design, the BATDRV pin of the control chip U7 controls the switch state of the MOS tube MIN13, thereby cutting off the power connection when the battery (or super capacitor 21) is fully charged to prevent overcharging. When the control chip U7 detects that the battery voltage has reached the set full threshold, the BATDRV output signal turns off MIN13, stops the battery from charging, and protects the safety and life of the battery; at the same time, the MOS tubes MIN9, MOS tubes MIN10, MOS tubes MIN11 and MOS tubes MIN12 form a full-bridge drive circuit, which cooperates with the middle inductor Choke5 to realize the buck-boost DCDC conversion. This full-bridge structure can flexibly adjust the voltage and current in different working modes, provide the load with the required different voltage levels, and ensure the working stability and efficiency of the system under various conditions.

[0063] At the same time, in the boost mode, the control chip U7 controls MIN9 and MIN12 to turn on, while MIN10 and MIN11 are turned off, and the current stores energy through Choke5 and gradually increases the output voltage; in the buck mode, the control chip U7 controls MIN10 and MIN11 to turn on, while MIN9 and MIN12 are turned off, and the inductor Choke5 reduces the output voltage by releasing the stored energy. This method can not only realize the flexible conversion of voltage, but also effectively control the energy transfer, ensure the output voltage is stable, and meet the load requirements. When the supercapacitor 21 needs to be charged, the control chip U7 controls the full-bridge circuit to enter the boost or buck mode to match the current voltage state of the supercapacitor 21. By adjusting the on and off states of MIN9, MIN10, MIN11 and MIN12, the full-bridge circuit can automatically adapt to the voltage changes of the supercapacitor 21, thereby realizing an efficient charging process. During the discharge process, the control chip U7 controls the output voltage and current of the full-bridge circuit according to the load requirements, so that the supercapacitor 21 can provide a stable voltage during discharge to meet the instantaneous current requirements under different startup modes. The control chip U7 can monitor the feedback of the voltage sampling module in real time, dynamically adjust the switch state of the MOS tube in the full-bridge circuit, and ensure that the system output meets the voltage and current requirements under different working conditions. The control chip U7 can achieve fine control of the output voltage by adjusting the on-off time (duty cycle) of MIN9, MIN10, MIN11 and MIN12 to avoid overshoot or undervoltage. Under abnormal conditions (such as short circuit, overload, etc.), the control chip U7 can also turn off the corresponding MOS tube in time, cut off the current path, and protect the key components in the circuit from damage. The control chip U7 controls the on-duty cycle of the MOS tube through PWM modulation, thereby adjusting the output voltage and current of the full-bridge circuit. For example, when a large current is required at startup, the PWM duty cycle can be increased to extend the on-time of the MOS tube and provide a higher output current; while in low load or static mode, the duty cycle can be reduced to reduce the output current, thereby saving energy. This PWM control method ensures that the supercapacitor 21 can provide a suitable current to the load under various startup conditions, thereby meeting the power requirements in different scenarios. According to the changes in load demand, the control chip U7 can configure the full-bridge drive circuit to switch between different modes, for example: Boost mode: used to increase the output voltage when the battery voltage is insufficient to ensure that the supercapacitor 21 can be charged to a sufficient voltage level. Buck mode: When a lower voltage output is required, the full bridge is controlled to enter the buck mode to reduce the voltage to meet the needs of different loads. Constant voltage / constant current mode: The control chip U7 precisely controls the duty cycle of the full-bridge circuit to keep the output in constant voltage or constant current mode to stabilize the input of the load. This multi-mode control method enables the system to operate with optimal energy efficiency in different working conditions, improving the stability and response speed of the system.

[0064] Furthermore, the SRP pin and SRN pin of the control chip U7 are generally used to connect to the two ends of the current detection resistor, and the voltage difference across the two ends of the sampling resistor is used to detect the current flowing through the circuit. Through these two signal acquisition ports, the main control module 1 (such as a battery management IC or a charging control IC) can monitor the current in real time, thereby performing functions such as charge and discharge control and overcurrent protection. During the current detection process, the voltage difference collected by SRP and SRN will be compared with the internal reference voltage to help the IC determine the direction and size of the current. This signal acquisition method is often used in charging management circuits to ensure the safety of charging and discharging of batteries and supercapacitors 21. Similarly, pins ACN and ACP have the same working principle.

[0065] Further, such as Figure 4 As shown, the discharge control module 4 includes a MOS tube MIN3, a MOS tube MIN4, a triode Q1, a triode Q2, a diode D23 and a diode D4, the first conduction end of the MOS tube MIN4 is connected to the power output end of the super capacitor group 2, the second conduction end of the MOS tube MIN4 is connected to the first conduction end of the MOS tube MIN3, the second conduction end of the MOS tube MIN3 is used to output an auxiliary current, the second enable signal output end of the main control module 1 is connected to the positive terminal of the diode D4, the negative terminal of the diode D4 is connected to the positive terminal of the diode D23 The controlled end of the MOS tube MIN3 and the ground are connected to the cathode end of the diode D23, the common node between the controlled end of the MOS tube MIN4 and the first conducting end of the transistor Q1 is connected to the cathode end of the diode D23, the second conducting end of the transistor Q1 is grounded, the transistor Q2 is connected between the controlled end of the transistor Q1 and the ground, the controlled end of the transistor Q2 is connected to the second enable signal output end of the main control module 1, and the common node between the cathode end of the diode D4 and the anode end of the diode D23 is connected to the controlled end of the transistor Q2.

[0066] In this embodiment, in the discharge control module 4, the auxiliary current output control of the supercapacitor group 2 is realized by connecting the MOS tube MIN3, the MOS tube MIN4, the transistor Q1, the transistor Q2, the diode D23 and the diode D4. The power output end of the supercapacitor group 2 is connected to the first conduction end of the MOS tube MIN4, forming the discharge start end of the capacitor current, and the second conduction end of the MOS tube MIN4 is connected to the first conduction end of the MOS tube MIN3, forming a complete discharge path, and the auxiliary current is output to the vehicle's starting system through the second conduction end of the MOS tube MIN3. The second enable signal output end of the main control module 1 is connected to the positive end of the diode D4, and the main control signal passes through the diode D4 and is connected to the positive end of the diode D23 at its negative end, and the conduction of the discharge circuit is controlled on this path. The controlled end of the MOS tube MIN3 is connected to the ground, and a stable grounding path is realized through the negative end of the diode D23 to ensure that the controlled end can correctly trigger the path during the discharge process. The common node formed between the controlled end of the MOS tube MIN4 and the first conducting end of the transistor Q1 is connected to the negative end of the diode D23, and the second conducting end of the transistor Q1 is grounded, so as to realize the shunt control of the current of the super capacitor 21 under the action of the control signal. The transistor Q2 is connected in series between the controlled end of the transistor Q1 and the ground, and the controlled end of the transistor Q2 is connected to the second enable signal output end of the main control module 1. When the main control module 1 outputs the discharge signal, the on-off state of the transistor Q2 can trigger the conduction of Q1 as needed, thereby controlling the on state of the MOS tube MIN4, and ensuring the smooth control of the discharge path. At the same time, the common node between the negative end of the diode D4 and the positive end of the diode D23 is connected to the controlled end of the transistor Q2, forming a protection mechanism for the signal loop to prevent the reverse flow of current from damaging the circuit. In this design, the main control module 1 flexibly controls the on and off of MOS tubes MIN4 and MIN3 by outputting enable signals with different duty cycles to adjust the size of the auxiliary current, thereby meeting the current requirements under different startup conditions and ensuring the stability and reliability of the startup process;

[0067] Specifically, the first conduction end of the MOS tube MIN4 is connected to the power output end of the super capacitor group 2, which means that the output current of the super capacitor group 2 will pass through the MOS tube MIN4, and the second conduction end of the MOS tube MIN4 is connected to the first conduction end of the MOS tube MIN3 to form a current flow path. The second conduction end of the MOS tube MIN3 is used to output auxiliary current. This port outputs the current to the load or other modules. The second enable signal output end of the main control module 1 is connected to the positive end of the diode D4, so that the working state of the diode D4 and the diode D23 can be affected by controlling the enable signal. The negative end of the diode D4 is connected to the positive end of the diode D23 to form a series diode structure, which helps to control the current direction and prevent reverse current. When the main control module 1 sends a second enable signal, the signal will pass through the diode D4 and the diode D23 to affect the on-off state of the MOS tube MIN3 and the MOS tube MIN4. When there is a signal at the second enable signal output end of the main control module 1, it will directly drive the transistor Q2. When transistor Q2 is turned on, the base of transistor Q1 is pulled down, so that transistor Q1 is also turned on, thereby affecting the working state of diode D23 and MOS tube MIN3. When the second enable signal output terminal of the main control module 1 provides a high-level signal, transistor Q2 will be turned on, causing the base potential of transistor Q1 to decrease, so that transistor Q1 is also turned on. At this time, the gate potential of MOS tube MIN3 and MOS tube MIN4 is controlled by the on-off state of transistor Q1 and transistor Q2, thereby realizing the management of the discharge of supercapacitor 21. The series structure of diode D4 and diode D23 also ensures the unidirectional flow of current, avoiding possible reverse current problems during the discharge process;

[0068] Furthermore, the common node between the cathode terminal of diode D4 and the anode terminal of diode D23 is connected to the controlled end of transistor Q2 to achieve selective conduction. When either D23 or D4 is in the on state, the current will flow to PWR_OUT_EN through one of the diodes, and the direction of the current will be controlled according to different input conditions. For example, if a power supply in the input path fails or the voltage is insufficient, the direction of the diode can automatically select the appropriate current path to ensure stable output.

[0069] Further, such as Figure 7As shown, the first voltage sampling module includes a resistor R56, a resistor R63, a resistor R60 and a diode combination D19, a parallel point formed between the power output end of the discharge control module 4 and the power output end of the battery is connected to the first end of the resistor R56, the second end of the resistor R56 is connected to the first end of the resistor R63, the second end of the resistor R63 is grounded, a common node between the second end of the resistor R56 and the first end of the resistor R63 is connected to the first end of the resistor R60, the second end of the resistor R60 is connected to the pin 3 of the diode combination D19, the pin 2 of the diode combination D19 is connected to the power supply, the pin 1 of the diode combination D19 is grounded, and the common node between the second end of the resistor R60 and the pin of the diode combination D19 is connected to the test point T2.

[0070] In the present embodiment, in the first voltage sampling module, through the synergy of resistor R56, resistor R63, resistor R60 and diode combination D19, the accurate collection of the voltage between the power output terminal and the battery power output terminal of the discharge control module 4 is realized. Specifically, the parallel point formed by the power output terminal of the discharge control module 4 and the battery power output terminal is connected to the first end of the resistor R56, and the parallel voltage signal is introduced into the circuit through this connection mode. The second end of the resistor R56 is connected to the first end of the resistor R63, and the second end of the resistor R63 is grounded to form a basic resistor voltage-dividing network for appropriately dividing the high voltage signal for subsequent collection and processing. The first end of the resistor R60 is connected to the common node between the second end of the resistor R56 and the first end of the resistor R63, and the voltage-dividing signal is further adjusted to ensure that the voltage value received by the subsequent circuit is in a suitable range. The second end of the resistor R60 is connected to the pin 3 of the diode combination D19, and the pin 2 of the diode combination D19 is connected to the power supply to form a clamping protection for overvoltage. If the voltage in the circuit exceeds the set threshold, the diode combination D19 will be turned on instantaneously, and the excessive voltage will be directed to the ground, thereby protecting the subsequent circuit from the influence of high voltage. Pin 1 of the diode combination D19 is grounded to form a reliable ground connection so that the excess voltage can be quickly directed to the ground when an overvoltage occurs. The common node between the second end of the resistor R60 and the pin of the diode combination D19 is connected to the test point T2, so that the main control module 1 can monitor the collected voltage signal through the test point T2. Through the combination of the above-mentioned voltage division, filtering and overvoltage protection, it is ensured that the collected parallel voltage signal is stable and accurate, and protection is provided for the subsequent circuit when voltage fluctuations occur, so as to achieve effective monitoring of the parallel output voltage of the battery and the supercapacitor 21, and support the stable operation of the system under different working conditions.

[0071] In summary, accurate battery voltage values ​​can be collected at different voltage points to ensure stable and reliable data transmission to the main control module 1, thereby achieving accurate monitoring of voltage signals and improving the system's voltage collection accuracy and battery status judgment accuracy.

[0072] Further, such as Figure 6 As shown, the second voltage sampling module includes a resistor R49, a resistor R51, a resistor R50, a resistor R80 and a diode combination D16, a common node between the power output end of the supercapacitor group 2 and the power input end of the discharge control module 4 is connected to the first end of the resistor R49, the second end of the resistor R49 is connected to the first end of the resistor R51, the second end of the resistor R51 is grounded, the common node between the second end of the resistor R49 and the first end of the resistor R51 is connected to the first end of the resistor R50, the common node between the power output end of the battery and the power input end of the charging control module 3 is connected to the first end of the resistor R80, the common node between the second end of the resistor R80 and the ground is connected to the first end of the resistor R50, the second end of the resistor R50 is connected to the pin 3 of the diode combination D16, the pin 2 of the diode combination D16 is connected to the power supply, the pin 1 of the diode combination D16 is grounded, and the common node between the second end of the resistor R50 and the pin 3 of the diode combination D16 is connected to the test point T1.

[0073] In the present embodiment, in the second voltage sampling module, through the connection of resistor R49, resistor R51, resistor R50, resistor R80 and diode combination D16, the accurate collection and protection of the voltage state of the super capacitor group 2 and the battery are realized. The common node between the power output end of the super capacitor group 2 and the power input end of the discharge control module 4 is connected to the first end of the resistor R49, and this design can introduce the output voltage signal of the super capacitor group 2 into the circuit. The second end of the resistor R49 is connected to the first end of the resistor R51, and the second end of the resistor R51 is grounded to form a basic voltage-dividing network, which ensures that the voltage is reasonably divided when passing through the module, and avoids the influence of the fluctuation of the high-voltage signal directly collected on the subsequent circuit. The common node between the second end of the resistor R49 and the first end of the resistor R51 is connected to the first end of the resistor R50, and the voltage-dividing signal is further adjusted and stabilized to ensure the stability of the signal. At the same time, the common node between the power output end of the battery and the power input end of the charging control module 3 is connected to the first end of the resistor R80, and through this connection design, the power supply voltage of the battery can be introduced into the module for synchronous collection. The second end of the resistor R80 is connected to the ground, and forms a common node with the first end of the resistor R50 at this position, so that the resistor R50 can simultaneously receive the voltage information of the super capacitor group 2 and the battery, ensuring the comprehensive analysis of the voltage difference between the two. The second end of the resistor R50 is connected to the pin 3 of the diode combination D16 to provide an overvoltage protection function. If the voltage exceeds the set threshold, the diode combination D16 will be turned on, and the excess voltage will be directed to the ground end to protect the subsequent circuit from the high voltage. The pin 2 of the diode combination D16 is connected to the power supply, and its pin 1 is grounded to ensure that the path of the protection voltage is unobstructed. The common node between the second end of the resistor R50 and the pin 3 of the diode combination D16 is connected to the test point T1, so that the main control module 1 can monitor the collected voltage signal in real time through the test point T1. Through the combination of voltage division, filtering and overvoltage protection, the module effectively collects the key voltage information of the super capacitor group 2 and the battery, ensuring the stable transmission of the voltage signal under fluctuation conditions, thereby supporting the safe and stable operation of the system during charging and discharging.

[0074] In summary, it is possible to realize dual collection of the voltage of the supercapacitor group 2 and the battery voltage to accurately reflect the voltage difference between the two power modules, and feed back the collected signal to the main control module 1, thereby improving the system's real-time monitoring capability of the power supply voltage status and ensuring the safety and stability of the charging and discharging process.

[0075] Further, such as Figure 1 , Figure 8 and Fig. 9As shown, the environmental information sampling module includes a temperature sensing unit 71 and a vibration sensing unit 72. The temperature sensing unit 71 includes a thermistor RT1. The first end of the thermistor RT1 is grounded, and the second end of the thermistor RT1 is connected to the third sampling signal input end of the main control module 1. The vibration sensing unit 72 includes a resistor R67, a resistor R68 and a vibration sensing element K1. The first end of the resistor R67 is connected to the power supply, the second end of the resistor R67 is connected to the first end of the vibration sensing element K1, the second end of the vibration sensing element K1 is grounded, the common node between the second end of the resistor R67 and the first end of the vibration sensing element K1 is connected to the first end of the resistor R68, and the second end of the resistor R68 is connected to the third sampling signal input end of the main control module 1.

[0076] In this embodiment, in the environmental information sampling module, the temperature and vibration conditions of the vehicle's external environment are monitored in real time through the connection between the temperature sensing unit 71 and the vibration sensing unit 72, so as to provide auxiliary judgment of the vehicle's startup mode. The temperature sensing unit 71 includes a thermistor RT1, whose first end is grounded and the second end is connected to the third sampling signal input terminal of the main control module 1. By using the temperature sensitive characteristics of the thermistor RT1, the main control module 1 can receive the voltage signal converted from the resistance value of the temperature change in real time, thereby measuring the external temperature. This design provides the main control module 1 with basic data of temperature information, which is used to determine whether the output current of the supercapacitor group 2 needs to be adjusted during startup, especially in low or high temperature environments, and the startup current is adjusted through this information to optimize the startup effect. The vibration sensing unit 72 includes a resistor R67, a resistor R68 and a vibration sensing element K1, which are used to collect vibration information of the vehicle during startup. The first end of the resistor R67 is connected to the power supply, the second end is connected to the first end of the vibration sensing element K1, and the second end of K1 is grounded, forming a vibration detection circuit. When external vibration occurs, the resistance value of the vibration sensing element K1 will change, causing the voltage signal to fluctuate at its common node, thereby transmitting vibration information. The common node between the second end of the resistor R67 and the first end of the vibration sensing element K1 is connected to the first end of the resistor R68, and the second end of the resistor R68 is connected to the third sampling signal input terminal of the main control module 1, so that the main control module 1 can detect the voltage change signal caused by the vibration, and use this signal to determine whether it is currently in the startup state or the dynamic state during the startup process. The temperature and vibration information are input to the third sampling signal input terminal of the main control module 1 through their respective signal channels. The main control module 1 can comprehensively analyze the ambient temperature and vibration state to determine the vehicle's startup requirements and optimize the output of the startup current.

[0077] In summary, the real-time collection of vehicle environmental information can be realized, and the starting current output can be automatically adjusted under adverse environments such as low temperature and high vibration, thereby ensuring the starting effect and stability of the system in harsh environments, and effectively improving the intelligence and environmental adaptability of the control circuit.

[0078] Further, such as Figure 5 As shown, a supercapacitor control circuit for intelligently identifying a vehicle start-up mode also includes a DC-DC power supply module 8, the DC-DC power supply module 8 includes a buck conversion chip U4, a voltage stabilizing chip U5 and a resistor R72, the power output end of the battery is connected to the power input end of the buck conversion chip U4, the power output end of the buck conversion chip U4 is connected to the first end of the resistor R72, the second end of the resistor R72 outputs a 4.2V voltage and is connected to the power input end of the voltage stabilizing chip U5, and the power output end of the voltage stabilizing chip U5 outputs a 3V voltage.

[0079] In this embodiment, the supercapacitor control circuit for intelligently identifying the vehicle start mode includes a DC-DC power supply module 8, which realizes stable conversion from high voltage of the battery to low voltage through the combination of the step-down conversion chip U4, the voltage stabilizing chip U5 and the resistor R72, so as to meet the demand of the control circuit for low voltage. The input end of the DC-DC power supply module 8 is connected to the power output end of the battery by the power input end of the step-down conversion chip U4, so as to ensure that a stable high voltage input can be obtained from the battery. The step-down conversion chip U4 is responsible for stepping down the high voltage of the battery, and its power output end is connected to the first end of the resistor R72. The resistor R72 plays the role of voltage regulation, and the voltage is reduced to a level suitable for the subsequent input of the voltage stabilizing chip U5 through the voltage division of the resistor R72. At the second end of the resistor R72, a stable 4.2V voltage is generated, which is used for the input of the subsequent circuit on the one hand, and is connected to the power input end of the voltage stabilizing chip U5 on the other hand. The voltage regulator chip U5 further stabilizes the 4.2V voltage to 3V, and outputs the stabilized voltage from its power output terminal to provide a constant power supply for the system's low-voltage circuits or other modules that require 3V power supply. Through the step-by-step processing of the step-down conversion chip and the voltage regulator chip, the DC-DC power supply module 8 effectively converts the battery high voltage into 3V low voltage to meet the power supply requirements of the control module, while protecting the subsequent circuits from the direct impact of the input high voltage, ensuring that the entire system operates safely and reliably under different voltage conditions.

[0080] In summary, the high voltage of the battery can be converted into a low voltage suitable for use in the control circuit, ensuring the stable operation of the main control module 1 and other low-voltage modules, thereby achieving precise voltage regulation, improving the system power supply stability and reducing the voltage resistance requirements of the components.

[0081] like Fig.11 and Fig.12As shown, a control method of a supercapacitor control circuit based on intelligent identification of vehicle start-up mode is applied to a supercapacitor control circuit for intelligent identification of vehicle start-up mode, and the control method includes:

[0082] S10, obtain the current voltage level of the supercapacitor group 2; in this embodiment, the current voltage level of the supercapacitor group 2 is obtained in order to monitor the charging state of the supercapacitor 21 in real time. By measuring the actual voltage level of the supercapacitor 21, it is possible to accurately understand whether it has enough power to assist in starting. The current voltage level is a key parameter reflecting the charging state of the supercapacitor group 2. This step helps to determine whether the supercapacitor 21 has reached the preset charging requirements before starting, and ensure that the capacitor has the necessary voltage reserve so that it can provide auxiliary starting current when needed. For example, when the voltage level of the supercapacitor 21 group is lower than the preset threshold, the starting process may face insufficient voltage, so timely monitoring of the voltage level can effectively avoid starting failures.

[0083] S20, determine whether the current voltage level is lower than the preset voltage threshold. If the current voltage level is lower than the preset voltage threshold, control the battery to supply power to the supercapacitor group 2 until the current voltage level is not lower than the preset voltage threshold, and then control the battery to stop supplying power to the supercapacitor group 2; in this embodiment, judging whether the current voltage level is lower than the preset voltage threshold is to ensure that the supercapacitor group 2 can maintain a proper charging state under any circumstances. When it is detected that the current voltage level is lower than the preset voltage threshold, the control system will automatically start the battery to supply power to the supercapacitor group 2 until the voltage level of the supercapacitor 21 is restored to above the set threshold. After the voltage is restored to the preset threshold, the system automatically stops the power supply of the battery to ensure that the capacitor group is not overcharged. This control strategy can ensure that the supercapacitor 21 group has sufficient power during the startup process, while avoiding energy waste or potential capacitor damage caused by overcharging. For example, in cold weather, the supercapacitor 21 may need to be charged more frequently due to a rapid drop in voltage. The system can ensure that the capacitor group always maintains an appropriate voltage level through this judgment step.

[0084] S30. If the current voltage level is not lower than the preset voltage threshold, multiple voltage points are continuously collected based on the determined sampling period, and the voltage change rate of multiple voltage points is determined; in this embodiment, if the current voltage level is not lower than the preset voltage threshold, the system will continuously collect multiple voltage points according to the set sampling period, so as to obtain voltage change data at a series of time points. By collecting the voltage values ​​of these points, the rate of change of voltage over time can be calculated, and these rates of change are the key basis for judging whether it is in the starting condition. The voltage change rate can reveal the dynamic change state of the capacitor voltage, especially when the vehicle starts, and the analysis of the voltage change rate can be used to judge whether the supercapacitor 21 is discharging normally. For example, when the supercapacitor 21 discharges rapidly at startup, the voltage change rate will increase significantly. This data can be used to judge whether the system is in the startup state and adjust the discharge strategy accordingly.

[0085] S40. If the voltage change rate meets the preset start condition parameters, the environmental information is obtained and analyzed to determine the corresponding auxiliary current output parameters, which are used to determine the auxiliary current output by the supercapacitor group 2. In this embodiment, the voltage change rate is detected to determine whether the engine start condition is met. This method can realize intelligent recognition of the engine start action, thereby accurately controlling the discharge behavior of the supercapacitor and avoiding unnecessary energy consumption. At the same time, by obtaining and analyzing the environmental information of the vehicle (such as temperature, start frequency, battery status, etc.), the auxiliary current output parameters are dynamically adjusted so that the supercapacitor can provide appropriate auxiliary current according to the actual environmental requirements. This design effectively improves the adaptability of the system to different start conditions, ensures reliable start-up in complex environments such as different temperatures and battery status, and improves the use efficiency of the supercapacitor and the safety of the system.

[0086] Specifically, the charging process of a car with a rated voltage of 12V is as follows: when the main control module 1 detects that the voltage of the supercapacitor group 2 is lower than 15V, the battery is used as a power source, and the main control module 1 controls the charging control module 3 to charge the supercapacitor. After reaching 15V, charging is stopped. In another embodiment, the charging process of a truck with a rated voltage of 24V is as follows: when the main control module 1 detects that the voltage of the supercapacitor group 2 is lower than 30V, the battery is used as a power source, and the main control module 1 controls the charging control module 3 to charge the supercapacitor. After reaching 30V, charging is stopped.

[0087] Starting discharge process: The first voltage sampling module 5 sends the battery voltage signal to the high-speed ADC sampling interface of the main control module 1, and continuously samples 30 points with a sampling period of 25uS. When the battery voltage is detected to drop instantly, after a large number of different vehicle tests, the parameters meet the dv / dt greater than 4.4V / mS, which can meet the judgment condition that the engine is starting. At this time, the main control module 1 outputs a MOS tube opening signal, and the supercapacitor group 2 outputs an instantaneous large current of about 200 to 1500 amperes through the discharge control module 4 (the actual discharge current is related to the vehicle displacement and the vehicle battery), and discharges at the same time as the battery to start the engine. MOS tubes are used here instead of relays to solve the problem of delay in relay opening and large internal resistance.

[0088] In summary, the charging process can be automatically started when the voltage of the supercapacitor 21 is lower than the threshold, and the charging can be automatically stopped after reaching the preset voltage, effectively preventing overcharging; when the starting conditions are met, the current output is started, and the size of the auxiliary current is dynamically adjusted to ensure the starting success rate and extend the battery life, thereby improving the intelligent control effect and adaptability of the system.

[0089] Further, such as Fig.13 As shown, the step of analyzing the environmental information to determine the corresponding auxiliary current output parameters includes:

[0090] S401. Extract at least the current vehicle temperature, vehicle start frequency and vehicle battery status from the environmental information; in this embodiment, the current vehicle temperature, vehicle start frequency and vehicle battery status from the environmental information are extracted in order to obtain key data closely related to the start requirements. The current temperature of the vehicle directly affects the working efficiency of the battery and the supercapacitor 21. Especially at low temperatures, the battery performance may be reduced and higher auxiliary current support is required; the vehicle start frequency reflects the recent start of the vehicle. High-frequency start will increase the burden on the battery and the auxiliary current of the capacitor needs to be appropriately increased; and the vehicle battery status shows the health of the battery. When the battery is in good condition, the auxiliary current output can be reduced, otherwise the auxiliary current is increased to ensure smooth start. By extracting this information, the system can accurately grasp the main factors affecting the start and provide basic data support for the subsequent adjustment of the auxiliary current.

[0091] S402, based on the established local database, matching the temperature weight coefficient and temperature preset threshold interval of the current temperature of the vehicle, matching the frequency weight coefficient and frequency preset threshold interval of the vehicle start frequency, and matching the battery state weight coefficient and battery state preset threshold interval of the vehicle battery state; In this embodiment, based on the established local database, matching the temperature weight coefficient and temperature preset threshold interval of the current temperature of the vehicle, matching the frequency weight coefficient and frequency preset threshold interval of the vehicle start frequency, and matching the battery state weight coefficient and battery state preset threshold interval of the vehicle battery state, weights and threshold intervals are set for different environmental parameters through the setting of the database. The temperature weight coefficient and preset threshold interval help determine the impact of temperature on the starting current. For example, in low temperature conditions, the temperature weight coefficient is higher to increase the auxiliary current, while the weight coefficient is relatively low at normal temperature; the matching of the starting frequency and the frequency weight coefficient is used to analyze whether the current frequent start and stop requires additional current support to prevent excessive discharge of the battery caused by frequent starting; the battery state weight coefficient is used to evaluate the health of the battery. For example, in the case of battery aging, the state weight coefficient will increase the auxiliary current output. Through these matching rules, the system can set reasonable current weights for different starting conditions to ensure that the system maintains a stable auxiliary starting effect in complex environments.

[0092] S403. Compare and analyze the current temperature of the vehicle with the preset temperature threshold interval to generate a corresponding first associated value; in this embodiment, compare and analyze the current temperature of the vehicle with the preset temperature threshold interval to generate a corresponding first associated value. Through this operation, the system can compare the vehicle temperature parameters with the preset temperature interval to determine the impact of the current temperature on the starting current demand. For example, when the current temperature of the vehicle is lower than the set low temperature interval, the system will set the first associated value to a higher value to indicate an increased demand for auxiliary current under low temperature conditions, and when the temperature is in the normal range, the first associated value is set to a lower value, thereby reducing the output demand for auxiliary current. This step ensures that the system can flexibly adjust the current when the temperature changes to maintain starting efficiency;

[0093] Specifically, assuming that the vehicle's temperature preset threshold interval is 10°C to 35°C, which is set by the system according to the optimal operating temperature range of the engine and battery, when the system detects that the current vehicle temperature is 40°C, the main control module 1 will compare the temperature with the preset temperature threshold interval. 40°C exceeds the preset upper limit of 35°C. Therefore, the system determines that the current temperature is too high. Based on the analysis results, the system generates a first associated value to mark the current temperature exceeds the upper limit range. The first associated value can be used to trigger corresponding cooling measures or limit certain high-power consumption operations, such as limiting the high current output of the supercapacitor 21, or turning on the cooling fan to cool down, to ensure that the system operates within a safe range.

[0094] S404. Compare and analyze the vehicle startup frequency with the preset frequency threshold interval to generate a corresponding second correlation value; in this embodiment, compare and analyze the vehicle startup frequency with the preset frequency threshold interval to generate a corresponding second correlation value. The vehicle startup frequency directly affects the load of the battery. By comparing the startup frequency with the set threshold interval, it can be understood whether the vehicle's recent startup frequency is higher than the normal level. For example, in the case of high-frequency startup, the second correlation value is set to a higher value to enhance the auxiliary current output, thereby sharing the load of the battery. If the startup frequency is lower than the threshold interval, a lower correlation value is generated to avoid unnecessary auxiliary current output. This operation helps to ensure that the battery receives the necessary support when used at high loads and prolong the battery life.

[0095] S405. Compare and analyze the vehicle battery status with the preset threshold interval of the battery status to generate a corresponding third associated value; in this embodiment, the vehicle battery status is compared and analyzed with the preset threshold interval of the battery status to generate a corresponding third associated value. The vehicle battery status reflects the health of the battery. By comparing with the preset threshold interval, the system can determine whether the battery needs additional current support. For example, when the battery health status is lower than the set threshold interval, the system sets the third associated value to a higher value to indicate that the auxiliary current needs to be increased during startup; if the battery status is within the normal threshold interval, a lower associated value is generated. This step ensures that when the battery status is poor, the system can automatically increase the current support, reduce the risk of startup failure, and improve the reliability of startup.

[0096] S406. Add the product of the first correlation value and the temperature weight coefficient, the product of the second correlation value and the frequency weight coefficient, and the product of the third correlation value and the battery status weight coefficient to generate a corresponding auxiliary current level; in this embodiment, by adding the product of each correlation value and its weight coefficient, the system can quantify the combined impact of ambient temperature, startup frequency, and battery status on the auxiliary current demand. For example, in the case of low temperature and high frequency startup, the first and second correlation values ​​multiplied by a higher weight coefficient will increase the auxiliary current level, thereby meeting the startup current demand under complex conditions. This step ensures the accuracy of current output under different conditions by quantifying the impact of environmental parameters on current.

[0097] Specifically, a specific process is described here in which an intelligent system generates corresponding auxiliary current output parameters according to environmental information (including the current temperature of the vehicle, the starting frequency and the battery status), and the current output is mainly determined by the associated value and the weight coefficient.

[0098] Generate association values: The three environmental information items of the vehicle's current temperature, startup frequency, and battery status are compared and analyzed with their corresponding preset threshold intervals to generate the first association value, the second association value, and the third association value. The association value reflects the degree of proximity of the current environmental information item to the ideal range. For example, the temperature association value can reflect the current temperature relative to the preset temperature interval; the frequency association value indicates the degree of deviation of the vehicle's startup frequency relative to the preset frequency interval.

[0099] Product of association value and weight coefficient: Each association value is multiplied by a weight coefficient. The weight coefficient represents the degree of influence of the information item on the auxiliary current output. For example, the influence of temperature on the current output may be greater than the start frequency, so the temperature weight coefficient may be higher than the frequency weight coefficient. Through the product calculation, the contribution of each association value to the final current output is amplified or weakened.

[0100] Generating auxiliary current level: Finally, the results of multiplying the three associated values ​​by their weight coefficients are added together to obtain an auxiliary current level, which indicates the auxiliary current output level that is appropriate under the current environment.

[0101] Assume the following conditions and settings: vehicle current temperature: 40°C, preset temperature threshold interval is 10°C to 35°C; vehicle startup frequency: 15 times / day, preset frequency threshold interval is 1-10 times / day; vehicle battery status: 60% healthy, preset battery status threshold interval is 80%-100% healthy;

[0102] Assume that the weight coefficients of the system are as follows: temperature weight coefficient: 0.5; frequency weight coefficient: 0.3; battery status weight coefficient: 0.2;

[0103] Step 1: Generate the associated value, i.e. the first associated value: the current temperature of 40°C is higher than the upper limit of 35°C, which is an overheating state and may affect battery performance. The temperature associated value is set to 1, indicating a complete deviation from the ideal range. The second associated value: the startup frequency of 15 times / day exceeds the upper limit of the normal range, and the associated value is set to 1, indicating frequent startup. The third associated value: the battery health is only 60%, which is lower than the ideal range, and the associated value is set to 1;

[0104] Step 2: Calculate the product of the correlation value and the weight coefficient, that is, temperature contribution value = temperature correlation value (1) × temperature weight coefficient (0.5) = 0.5; frequency contribution value = frequency correlation value (1) × frequency weight coefficient (0.3) = 0.3; battery state contribution value = battery state correlation value (1) × battery state weight coefficient (0.2) = 0.2;

[0105] Step 3: Calculate the auxiliary current level, that is, add up all contribution values ​​to obtain the auxiliary current level: 0.5+0.3+0.2=1.0.

[0106] The final result is that the auxiliary current level is 1.0, indicating that the current environment requires the highest level of auxiliary current output. The system will output a higher current based on this level to ensure that the engine can start smoothly under conditions of high temperature, frequent starting, and poor battery health. In this way, through the comprehensive calculation of the correlation value and the weight coefficient, the system automatically adjusts the output level of the auxiliary current according to the current environmental conditions to meet different starting requirements.

[0107] S407, according to the auxiliary current level, determine the corresponding auxiliary current output parameters, establish a memory information set associated with the current temperature of the vehicle, the vehicle start frequency and the vehicle battery state, establish a mapping relationship between the memory information set and the auxiliary current output parameters, and store the memory information set and the mapping relationship in the memory database. In this embodiment, the system is enabled to record the relationship between the historical start conditions and the auxiliary current output, providing a quick reference for similar conditions in the future. For example, under similar low temperature and high frequency start conditions, the system can directly call the previous auxiliary current output parameters from the memory database, thereby improving the response speed and continuously optimizing the start strategy in long-term operation. This memory function ensures the adaptability of the system, so that it has a higher level of intelligence in complex environments; according to the auxiliary current level, the corresponding auxiliary current output parameters are determined, specifically, the MOS tube in the discharge control module 4 can be used between the supercapacitor 21 and the engine start circuit, and the conduction time of the MOS tube can be controlled by pulse width modulation (PWM). By adjusting the duty cycle of the PWM signal, the output current of the supercapacitor 21 can be accurately controlled. When the starting current demand is high, the duty cycle of the PWM signal can be increased, so that the MOS tube is turned on for a long time, thereby outputting a larger current. When the starting current requirement is low, the duty cycle is reduced and the current output is reduced. This method is flexible in control and can smoothly adjust the current. The fast response of the MOS tube makes the output current adjustment more timely.

[0108] In another embodiment, a multi-stage current limiting circuit can also be designed between the supercapacitor 21 and the load to change the output current by switching different resistance values. Multi-stage current limiting resistors can be used, and the main control module 1 controls the access of different resistors to adjust the current output. Before starting, according to the actual needs of the vehicle, the main control module 1 controls the different resistance gears in the current limiting circuit to set the different currents required for starting. For example, when starting a high-displacement engine, a low resistance gear is selected to allow a larger current output; when starting a small-displacement engine, a high resistance gear is selected to limit the current output. The implementation is simple, and different currents can be output in grades, which is suitable for scenarios with fixed requirements for starting current.

[0109] In summary, the environmental information analysis step generates auxiliary current levels based on weight coefficients of temperature, frequency and battery status combined with a local database. It can provide optimal auxiliary current output under different conditions, reduce energy consumption and ensure system stability. It also uses a memory database to establish a conditional mapping relationship, which can continuously optimize the output current size, thereby improving system adaptability and energy utilization efficiency.

[0110] The embodiments described above are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, a person skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features may be replaced by equivalents. Such modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application, and should all be included in the protection scope of the present application.

Claims

1. A supercapacitor control circuit for intelligently identifying vehicle start-up mode, characterized in that: The supercapacitor control circuit for intelligently identifying vehicle start-up mode comprises a main control module (1), a supercapacitor group (2), a charging control module (3), a discharging control module (4), a first voltage sampling module (5), a second voltage sampling module (6) and an environmental information sampling module (7); the power input end of the charging control module (3) is connected to the power output end of the battery; the power output end of the charging control module (3) is connected to the power input end of the supercapacitor group (2); the enable signal input end of the charging control module (3) is connected to the first enable signal output end of the main control module (1); the power output end of the supercapacitor group (2) is connected to the power input end of the discharging control module (4); the power output end of the discharging control module (4) is connected in parallel with the power output end of the battery to provide the instantaneous current required by the vehicle; the enable signal input end of the discharging control module (4) is connected to the second enable signal output end of the main control module (1); the parallel point formed between the power output end of the discharging control module (4) and the power output end of the battery is connected to the first The signal input end of the voltage sampling module (5) is connected, the signal output end of the first voltage sampling module (5) is connected to the first sampling signal input end of the main control module (1), the common node between the power output end of the storage battery and the power input end of the charging control module (3) is connected to the first signal input end of the second voltage sampling module (6), the common node between the power output end of the supercapacitor group (2) and the power input end of the discharge control module (4) is connected to the second signal input end of the second voltage sampling module (6), the signal output end of the second voltage sampling module (6) is connected to the second sampling signal input end of the main control module (1), the environmental information sampling module (7) is used to collect environmental information of the vehicle, the signal output end of the environmental information sampling module (7) is connected to the third sampling signal input end of the main control module (1), and the main control module (1) is used to configure discharge enable signals with different duty cycles according to the environmental information, and output the discharge enable signal to the discharge control module (4) to adjust the auxiliary current output by the supercapacitor group (2); The discharge control module (4) comprises a MOS tube MIN3, a MOS tube MIN4, a triode Q1, a triode Q2, a diode D23 and a diode D4, wherein a first conduction end of the MOS tube MIN4 is connected to a power supply output end of the super capacitor group (2), a second conduction end of the MOS tube MIN4 is connected to a first conduction end of the MOS tube MIN3, and the second conduction end of the MOS tube MIN3 is used to output an auxiliary current, a second enable signal output end of the main control module (1) is connected to a positive terminal of the diode D4, and a negative terminal of the diode D4 is connected to a positive terminal of the diode D23. The common node between the controlled end of the MOS tube MIN3 and the ground is connected to the cathode end of the diode D23, the common node between the controlled end of the MOS tube MIN4 and the first conducting end of the transistor Q1 is connected to the cathode end of the diode D23, the second conducting end of the transistor Q1 is grounded, the transistor Q2 is connected between the controlled end of the transistor Q1 and the ground, the controlled end of the transistor Q2 is connected to the second enable signal output end of the main control module (1), and the common node between the cathode end of the diode D4 and the anode end of the diode D23 is connected to the controlled end of the transistor Q2.

2. A supercapacitor control circuit for intelligently identifying vehicle startup mode according to claim 1, characterized in that: The supercapacitor group (2) comprises a plurality of supercapacitors (21) connected in series in sequence, each of the supercapacitors (21) is set to withstand a voltage of 3V and is connected in parallel to a voltage-equalizing resistor (22).

3. The supercapacitor control circuit for intelligently identifying vehicle startup mode according to claim 1, characterized in that: The charging control module (3) comprises an input filter unit, a MOS tube MIN9, a MOS tube MIN10, a MOS tube MIN11, a MOS tube MIN12, a MOS tube MIN13, a control chip U7 and a bidirectional protection diode D26, wherein the power input end of the input filter unit is connected to the power output end of the battery, the power output end of the input filter unit is connected to the first conduction end of the MOS tube MIN9, the second conduction end of the MOS tube MIN9 is connected to the first conduction end of the MOS tube MIN11, the second conduction end of the MOS tube MIN11 is grounded, the MOS tube MIN12 is connected between a common node between the second conduction end of the MOS tube MIN9 and the first conduction end of the MOS tube MIN11 and the ground, and the common node between the second conduction end of the MOS tube MIN9 and the first conduction end of the MOS tube MIN11 is connected to the MOS tube MIN13. The first conducting end of the MOS tube MIN0 is connected to the first conducting end of the MOS tube MIN13, the second conducting end of the MOS tube MIN13 is connected to the positive terminal of the bidirectional protection diode D26, the negative terminal of the bidirectional protection diode D26 is connected to the power input terminal of the super capacitor group (2), the common node between the power output terminal of the input filter unit and the first conducting end of the MOS tube MIN9 is connected to the first signal collection terminal of the control chip U7, the common node between the second conducting end of the MOS tube MIN13 and the positive terminal of the bidirectional protection diode D26 is connected to the second signal collection terminal of the control chip U7, and the controlled terminals of the MOS tube MIN9, the MOS tube MIN10, the MOS tube MIN11, the MOS tube MIN12 and the MOS tube MIN13 are all connected to the control chip U7.

4. The supercapacitor control circuit for intelligently identifying vehicle startup mode according to claim 1, characterized in that: The first voltage sampling module comprises a resistor R56, a resistor R63, a resistor R60 and a diode combination D19, a parallel point formed between the power output end of the discharge control module (4) and the power output end of the battery is connected to the first end of the resistor R56, the second end of the resistor R56 is connected to the first end of the resistor R63, the second end of the resistor R63 is grounded, a common node between the second end of the resistor R56 and the first end of the resistor R63 is connected to the first end of the resistor R60, the second end of the resistor R60 is connected to the pin 3 of the diode combination D19, the pin 2 of the diode combination D19 is connected to the power supply, the pin 1 of the diode combination D19 is grounded, and the common node between the second end of the resistor R60 and the pin of the diode combination D19 is connected to the test point T2.

5. The supercapacitor control circuit for intelligently identifying vehicle startup mode according to claim 1, characterized in that: The second voltage sampling module comprises a resistor R49, a resistor R51, a resistor R50, a resistor R80 and a diode combination D16; a common node between the power output end of the supercapacitor group (2) and the power input end of the discharge control module (4) is connected to the first end of the resistor R49; the second end of the resistor R49 is connected to the first end of the resistor R51; the second end of the resistor R51 is grounded; a common node between the second end of the resistor R49 and the first end of the resistor R51 is connected to the first end of the resistor R50; a common node between the power output end of the battery and the power input end of the charging control module (3) is connected to the first end of the resistor R80; a common node between the second end of the resistor R80 and the ground is connected to the first end of the resistor R50; the second end of the resistor R50 is connected to pin 3 of the diode combination D16; pin 2 of the diode combination D16 is connected to the power supply; pin 1 of the diode combination D16 is grounded; and a common node between the second end of the resistor R50 and pin 3 of the diode combination D16 is connected to a test point T1.

6. The supercapacitor control circuit for intelligently identifying vehicle startup mode according to claim 1, characterized in that: The environmental information sampling module comprises a temperature sensing unit (71) and a vibration sensing unit (72); the temperature sensing unit (71) comprises a thermistor RT1, a first end of the thermistor RT1 is grounded, and a second end of the thermistor RT1 is connected to a third sampling signal input end of the main control module (1); the vibration sensing unit (72) comprises a resistor R67, a resistor R68 and a vibration sensing element K1, a first end of the resistor R67 is connected to a power supply, a second end of the resistor R67 is connected to a first end of the vibration sensing element K1, a second end of the vibration sensing element K1 is grounded, a common node between the second end of the resistor R67 and the first end of the vibration sensing element K1 is connected to a first end of the resistor R68, and a second end of the resistor R68 is connected to the third sampling signal input end of the main control module (1).

7. The supercapacitor control circuit for intelligently identifying vehicle startup mode according to claim 1, characterized in that: The supercapacitor control circuit for intelligently identifying vehicle startup mode further comprises a DC-DC power supply module (8), the DC-DC power supply module (8) comprising a step-down conversion chip U4, a voltage stabilizing chip U5 and a resistor R72, the power output end of the battery is connected to the power input end of the step-down conversion chip U4, the power output end of the step-down conversion chip U4 is connected to the first end of the resistor R72, the second end of the resistor R72 outputs a 4.2V voltage and is connected to the power input end of the voltage stabilizing chip U5, and the power output end of the voltage stabilizing chip U5 outputs a 3V voltage.

8. A control method for a supercapacitor control circuit based on intelligent identification of vehicle start-up mode, applied to a supercapacitor control circuit for intelligent identification of vehicle start-up mode as claimed in any one of claims 1 to 7, characterized in that: The control method comprises: Get the current voltage level of the supercapacitor bank; Determine whether the current voltage level is lower than a preset voltage threshold, and if so, control the battery to supply power to the supercapacitor group until the current voltage level is no lower than the preset voltage threshold, and then control the battery to stop supplying power to the supercapacitor group; If the current voltage level is not lower than the preset voltage threshold, then based on the determined sampling period, a plurality of voltage points are continuously collected to further determine the voltage change rates of the plurality of voltage points; If the voltage change rate meets the preset start condition parameter, then obtain environmental information, analyze the environmental information to determine the corresponding auxiliary current output parameter, and the auxiliary current output parameter is used to determine the auxiliary current size output by the supercapacitor group; The step of analyzing the environmental information to determine the corresponding auxiliary current output parameter includes: Extract at least the current temperature of the vehicle, the frequency of vehicle startup, and the battery status of the vehicle from the environmental information; Based on the established local database, a temperature weight coefficient and a preset temperature threshold interval are matched to the current temperature of the vehicle, a frequency weight coefficient and a preset frequency threshold interval are matched to the startup frequency of the vehicle, and a battery state weight coefficient and a preset battery state threshold interval are matched to the battery state of the vehicle; Comparing and analyzing the current temperature of the vehicle with the preset temperature threshold interval to generate a corresponding first correlation value; Comparing and analyzing the vehicle startup frequency and the preset frequency threshold interval to generate a corresponding second correlation value; Comparing and analyzing the vehicle battery state with the preset threshold interval of the battery state to generate a corresponding third correlation value; adding a product of the first association value and the temperature weight coefficient, a product of the second association value and the frequency weight coefficient, and a product of the third association value and the battery state weight coefficient to generate a corresponding auxiliary current level; According to the auxiliary current level, the corresponding auxiliary current output parameters are determined, and a memory information set associated with the current temperature of the vehicle, the vehicle startup frequency and the vehicle battery status is established, a mapping relationship between the memory information set and the auxiliary current output parameters is established, and the memory information set and the mapping relationship are stored in a memory database.

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