Multi-battery hybrid power assembly and vehicle

Abstract

The invention provides a multi-battery hybrid power assembly and a vehicle, and relates to the field of vehicles, and the multi-battery hybrid power assembly comprises a plurality of power batteries; the driving motor is connected with each power battery; the power generation assembly is connected with the power batteries; the internal combustion engine is connected with the power generation assembly; and the control assembly is used for enabling each power battery to be switched between a charging state and a driving state, in the charging state, the power batteries can obtain electric energy, and in the driving state, the power batteries can output the electric energy. The power assembly can restrain the fluctuation of the charge state of the power battery, so that the service life of the power battery is prolonged.

Description

Technical Field

[0001] This invention relates to the field of vehicles, and more particularly to a multi-battery hybrid powertrain and vehicle. Background Technology

[0002] Hybrid vehicles have a generator and a drive motor. The electricity generated by the generator enables the drive motor to drive the vehicle. Excess electricity can be stored in the power battery. The electricity stored in the power battery can also power the drive motor and other electrical equipment in the vehicle. This power structure is prone to causing drastic fluctuations in the state of charge of the power battery during high-speed driving, which shortens the life of the power battery. Summary of the Invention

[0003] This invention provides a multi-battery hybrid powertrain and vehicle for suppressing drastic fluctuations in the state of charge of the power battery, thereby extending the life of the power battery.

[0004] A first aspect of the present invention provides a multi-battery hybrid powertrain, the multi-battery hybrid powertrain comprising: a plurality of power batteries; a drive motor connected to each of the power batteries; a power generation component connected to each of the power batteries; an internal combustion engine connected to the power generation component; and a control component for switching each of the power batteries between a charging state and a driving state, wherein in the charging state, the power batteries are able to acquire electrical energy, and in the driving state, the power batteries are able to output electrical energy.

[0005] In some embodiments, the multi-battery hybrid powertrain includes a charging branch and a drive branch. The charging branch connects the power generation component and each of the power batteries, and the drive branch connects the drive motor and each of the power batteries. The control component includes a charging controller and a drive controller. The charging controller is disposed in the charging branch, and the drive controller is disposed in the drive branch. The charging controller is used to control the connection and disconnection of the charging branch, and the drive controller is used to control the connection and disconnection of the drive branch.

[0006] In some embodiments, there are multiple charging branches, each charging branch is connected to each of the power batteries and the power generation components, and each charging branch has the charging controller; there are multiple driving branches, each driving branch is connected to each of the power batteries and the drive motor, and each driving branch has the drive controller.

[0007] In some embodiments, there are multiple charging branches, each charging branch is connected to each power battery and the power generation component, and each charging branch has the charging controller; the drive branch is connected to each charging branch and is connected to the drive motor.

[0008] In some embodiments, there are multiple drive branches, each drive branch is connected to each power battery and the drive motor, and each drive branch has the drive controller; the charging branch is connected to each drive branch and is connected to the power generation component.

[0009] In some embodiments, at least a portion of the charging controller and the drive controller are connected in parallel with a buffer capacitor.

[0010] In some embodiments, the multi-battery hybrid powertrain further includes: multiple series branches for connecting adjacent power batteries in series; multiple parallel branches for connecting each power battery in parallel; the control component further includes a series controller and a parallel controller, the series controller being disposed on the series branches and used to control the connection and disconnection of each series branch, and the parallel controller being disposed on the parallel branches and used to control the connection and disconnection of each parallel branch.

[0011] In some implementations, at least a portion of the parallel controller and the series controller are connected in parallel with a buffer capacitor.

[0012] In some embodiments, the control component further includes: a plurality of sub-battery management systems, each connected to one of the power batteries; and a main battery management system, connected to each of the sub-battery management systems.

[0013] A second aspect of the present invention provides a vehicle, which is a hybrid vehicle, and the vehicle includes: the multi-battery hybrid powertrain provided in the first aspect of the above embodiments.

[0014] This invention provides a multi-battery hybrid powertrain, which includes multiple power batteries, a drive motor connected to at least a portion of the power batteries, a power generation component connected to each power battery, and an internal combustion engine connected to the power generation component. The multi-battery hybrid powertrain also includes a control component capable of controlling each power battery to switch between a driving state and a charging state. In the charging state, the power batteries can acquire electrical energy for charging; in the driving state, the power batteries can output electrical energy to provide power to other electrical devices—such as the drive motor. This allows the power batteries to alternately output and charge as needed. This architecture allows for more sufficient charging time for the power batteries, thereby suppressing drastic fluctuations in the state of charge (SOC) of the power batteries. Furthermore, it eliminates the need for high voltage or high current charging during the charging process, thus extending the lifespan of the power batteries. Moreover, this multi-battery hybrid powertrain enables simultaneous charging and discharging of the entire system. Attached Figure Description

[0015] Figure 1 A schematic diagram of the architecture of a first multi-battery hybrid powertrain provided in an embodiment of the present invention; Figure 2 A schematic diagram of the architecture of a second multi-battery hybrid powertrain provided in an embodiment of the present invention; Figure 3 A schematic diagram of the architecture of a third type of multi-battery hybrid powertrain provided in an embodiment of the present invention; Figure 4 A schematic diagram of the architecture of a fourth multi-battery hybrid powertrain provided in an embodiment of the present invention; Figure 5 A schematic diagram of the architecture of a fifth multi-battery hybrid powertrain provided in an embodiment of the present invention; Figure 6 This is a schematic diagram of the architecture of a sixth type of multi-battery hybrid powertrain provided in an embodiment of the present invention.

[0016] Explanation of reference numerals in the attached figures 100. Power battery; 200. Drive motor; 300. Power generation component; 400. Internal combustion engine; 500. Control component; 510. Charging controller; 520. Drive controller; 530. Series controller; 540. Parallel controller; 600. Charging branch; 700. Drive branch; 800. Buffer capacitor; 910. Series branch; 920. Parallel branch. Detailed Implementation

[0017] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be described in detail below with reference to the accompanying drawings and specific embodiments.

[0018] The specific technical features described in the various embodiments in the detailed implementation can be combined in various ways without contradiction. For example, different implementation methods can be formed by combining different specific technical features. In order to avoid unnecessary repetition, the various possible combinations of the specific technical features in this invention will not be described separately.

[0019] It should also be noted that, in order to avoid obscuring the present invention with unnecessary details, only the structures and / or processing steps closely related to the present invention are shown in the accompanying drawings, while other details that are not closely related to the present invention are omitted.

[0020] Additionally, it should be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. In the following description, the terms "first," "second," etc., are used merely to distinguish different objects and do not indicate any similarity or connection between them. It should be understood that the directional descriptions such as "above," "below," "inside," and "outside" refer to the orientation under normal use conditions.

[0021] In the following specific embodiments, the multi-battery hybrid powertrain can be applied to any hybrid vehicle. For example, it can be applied to a plug-in hybrid vehicle, where the internal combustion engine can not only drive a generator to produce electricity but also directly transmit power to the vehicle's half-shafts to drive the wheels. For example, it can also be applied to a range-extended hybrid vehicle, where the internal combustion engine is only used to drive the generator. Because the engine speed is decoupled from the vehicle speed, and the torque output by the engine is decoupled from the vehicle's driving force requirements, the engine can operate within a high-efficiency range. The architecture and function of this multi-battery hybrid powertrain are described below with reference to various embodiments.

[0022] In some embodiments, such as Figure 1 As shown, the multi-battery hybrid powertrain includes: multiple power batteries 100, a drive motor 200, a power generation component 300, an internal combustion engine 400, and a control component 500. Each power battery 100 can store electrical energy, which can supply power to the drive motor 200 to enable its operation. The power generation component 300 can generate electrical energy to supply power to the drive motor 200 or charge the power batteries 100. The power generation component 300 includes a generator connected to the output shaft of the internal combustion engine 400, and can operate under the torque output by the internal combustion engine 400 to generate electrical energy. Optionally, the power generation component 300 also includes a charging controller connected to the generator to ensure stable output of electrical energy. The charging controller can provide overvoltage, undervoltage, and overcurrent protection to make the charging process safer and more stable.

[0023] The control component 500 is used to switch each power battery 100 between a charging state and a driving state. When the power battery 100 is in the charging state, the power battery 100 can obtain electrical energy to charge itself. When the power battery 100 is in the driving state, the power battery 100 can output electrical energy to drive the drive motor 200.

[0024] It should be noted that in the relevant power architecture, when the vehicle is traveling at high speed, the drive motor consumes a large amount of electrical energy, causing the SOC of the power battery to drop rapidly, resulting in the power battery quickly entering a depleted state. This necessitates rapid charging of the power battery, leading to drastic fluctuations in the SOC. Furthermore, rapid charging of the power battery requires high voltage or high current, all of which shorten the lifespan of the power battery. In this embodiment of the invention, the control component 500 controls each power battery 100 to switch between charging and driving states, thereby selecting a sufficient number of power batteries 100 with sufficient charge to be in the power supply state according to the vehicle's power requirements, while the remaining power batteries 100 are in the charging state. Among the power batteries 100 in the driving state... If the SOC of a portion of the power battery 100 drops to a preset threshold, this portion of the power battery can be switched from the driving state to the charging state, and the power batteries 100 in the charging state can be switched to the driving state. That is, the control component 500 controls each power battery 100 to switch between the charging state and the driving state, so that each power battery 100 can take turns charging and discharging. The power battery 100 has a longer charging time, thereby suppressing the fluctuation of the SOC of each power battery 100. Moreover, it is not necessary to charge with high current or high voltage, thereby extending the life of the power battery 100. This powertrain can also achieve simultaneous charging and discharging as a whole, that is, a portion of the power batteries 100 is in the charging state, and another portion of the power batteries 100 is in the discharging state.

[0025] It should be emphasized that each power battery 100 does not play a fixed role. All power batteries 100 can switch between charging and driving states as needed. This multi-battery hybrid powertrain does not involve specific types of power batteries in the power output process under specific driving scenarios. All power batteries 100 with sufficient electrical energy can be used by the powertrain for power output.

[0026] The control component 500 can switch each power battery 100 between a charging state and a driving state in any way. For example, each power battery 100 is connected to the drive motor 200 and the power generation component 300 through a circuit. The control component 500 includes a battery management system, which controls whether each power battery 100 can obtain electrical energy from the outside or output electrical energy to the outside, thereby switching the power battery 100 between a charging state and a driving state. For example, each power battery 100 is connected to the drive motor 200 and the power generation component 300 through a circuit. The control component 500 includes controllers disposed in these circuits. These controllers can change the on / off state of the circuit, thereby changing the connection state between the power battery 100 and the drive motor 200 and the power generation component 300, thereby switching the power battery 100 between a driving state and a charging state.

[0027] Optionally, when a large amount of electrical energy needs to be output, the control component 500 can also control all power batteries to be in a driving state to meet the power output requirements; alternatively, when no power output is required, the control component 500 can also control all power batteries to be in a charging state to charge each power battery 100.

[0028] This invention provides a multi-battery hybrid powertrain, which includes multiple power batteries, a drive motor connected to at least some of the power batteries, a power generation component connected to each power battery, and an internal combustion engine connected to the power generation component. The multi-battery hybrid powertrain also includes a control component capable of controlling each power battery to switch between a driving state and a charging state. In the charging state, the power batteries can acquire electrical energy for charging; in the driving state, the power batteries can output electrical energy to provide power to other electrical devices—such as the drive motor. This allows the power batteries to alternately output and charge as needed. This architecture enables the power batteries to have more sufficient charging time, thereby suppressing drastic fluctuations in the state of charge (SOC) of the power batteries. Furthermore, it eliminates the need for high voltage or high current charging during the charging process, thus extending the lifespan of the power batteries.

[0029] In some embodiments, such as Figure 2 As shown, the multi-battery hybrid powertrain includes a charging branch 600 and a drive branch 700. The charging branch 600 connects the power generation unit 300 and the power battery 100, and the drive branch 700 connects the drive motor 200 and the power battery 100. Figure 1The control component 500 includes a charging controller 510 and a drive controller 520. The charging controller 510 is located in the charging branch 600 and is used to control the connection and disconnection of the charging branch 600. The drive controller 520 is located in the drive branch 700 and is used to control the connection and disconnection of the drive branch 700. This can be understood as follows: by controlling the on / off state of the charging branch 600 and the driving branch 700 respectively through the charging controller 510 and the driving controller 520, the switching between the charging state and the driving state of each power battery 100 can be controlled respectively. Specifically, when the charging controller 510 connects the charging branch 600 and the driving controller 520 disconnects the driving branch 700, the power battery 100 is connected to the power generation component 300 through the charging branch 600, thereby putting that part of the power battery 100 into a charging state; when the charging controller 510 disconnects the charging branch 600 and the driving controller 520 connects the driving branch 700, the power battery 100 is connected to the drive motor 200 through the driving branch 700, thereby putting that part of the power battery 100 into a driving state. It should be noted that the charging branch 600 and the driving branch 700 can each form multiple parallel branches, or the driving branch 700 can be connected in series with each parallel charging branch 600, so that the driving branch 700 can use the charging branch 600 to transfer electrical energy, and use the charging controller 510 on the charging branch 600 to control the charging state and driving state.

[0030] In some embodiments, such as Figure 2As shown, there are multiple charging branches 600. For example, the number of charging branches 600 is the same as the number of power batteries 100. Each charging branch 600 forms multiple parallel circuits to connect each power battery 100 to the power generation component 300 respectively. There are multiple driving branches 700. For example, the number of driving branches 700 is the same as the number of power batteries 100. Each driving branch 700 forms multiple parallel circuits to connect each power battery 100 to the drive motor 200 respectively. Multiple charging controllers 510 are respectively installed on each charging branch 600 to control the connection and disconnection of each charging branch 600. When the charging controller 510 controls the power battery 100 to be connected to the power generation component 300 through the charging branch 600, the power battery 100 is in a charging state. Multiple drive controllers 520 are respectively installed on each drive branch 700 to control the connection and disconnection of each drive branch 700. When the drive controller 520 controls the power battery 100 to be connected to the drive motor 200 through the drive branch 700, the power battery 100 is in a driving state. It can be understood that by setting multiple parallel charging branches 600 and drive branches 700, the charging branches 600 and drive branches 700 will not affect each other. Damage to some circuits or controllers has a smaller impact on the overall powertrain, and the rest of the powertrain can still be used normally, thus improving the reliability of the system.

[0031] In some embodiments, such as Figure 3As shown, there are multiple charging branches 600. For example, the number of charging branches 600 is the same as the number of power batteries 100. Each charging branch 600 is connected to the power battery 100 and the power generation component 300 respectively. Each charging branch 600 has a charging controller 510. The drive branch 700 is connected to each charging branch 600 and is connected to the drive motor 200. The drive branch 700 is equipped with a drive controller 520. When the charging controller 510 connects the charging branch 600 and the drive controller 520 disconnects the drive branch 700, the power battery 100 is only connected to the power generation component 300, thus putting the power battery 100 in a charging state. When the charging controller 510 connects the charging branch 600 and the drive controller 520 connects the drive branch 700, the power battery 100 is simultaneously connected to both the power generation component 300 and the drive motor 200. At this time, the power battery 100 can be in both a driving state and a charging state at the same time, and the power generation component 300 can charge the power battery 100. It can be understood that by having the drive branch 700 and the drive controller 520 share each charging branch 600 and connect to the power battery 100 respectively, the circuit architecture of the powertrain becomes more compact. Optionally, the control component 500 also includes a battery control system connected to each power battery 100. When the power battery 100 is simultaneously connected to the drive motor 200 and the power generation component 300, the battery control system controls the power battery 100 to prevent it from obtaining power from the outside, so that the power battery 100 is only in the driving state, which further extends the service life of the power battery.

[0032] In some embodiments, such as Figure 4As shown, there are multiple drive branches 700, each drive branch 700 is connected to each power battery 100 and drive motor 200, and each drive branch 700 has a drive controller 520; the charging branch 600 is connected to each drive branch 700 and is connected to the power generation component 300, and the charging branch 600 has a charging controller 510. When the drive controller 520 connects the drive branch 700 and the charging controller 510 disconnects the charging branch 600, the power battery 100 is only connected to the drive motor 200, thus putting the power battery 100 in a driving state. When the charging controller 510 connects the charging branch 600 and the drive controller 520 connects the drive branch 700, the power battery 100 is simultaneously connected to the power generation component 300 and the drive motor 200. At this time, the power battery 100 can be in both a driving and charging state at the same time. The power generation component 300 outputs electrical energy to provide electrical energy to the drive motor 200. It can be understood that by allowing the charging branch 600 and the charging controller 510 to share each drive branch 700 and connect to the power battery 100 respectively, the circuit architecture of the powertrain becomes more compact. Optionally, the control component 500 also includes a battery control system, which is connected to each power battery 100. When the power battery 100 is simultaneously connected to the drive motor 200 and the power generation component 300, the battery control system controls the power battery 100 to prevent it from outputting electrical energy, so that the power battery 100 is only in a charging state, thereby further extending the service life of the power battery.

[0033] In some embodiments, such as Figure 2 As shown, at least a portion of the charging controller 510 and the drive controller 520 are connected in parallel with the buffer capacitor 800. This can be understood as follows: during the process of the charging controller 510 and the drive controller 520 controlling the connection and disconnection of the charging branch 600 and the drive branch 700, the current flow in the circuit will change significantly. The buffer capacitor 800 can suppress the excessively rapid changes in current and voltage in the circuit.

[0034] In some embodiments, such as Figure 5As shown, the multi-battery hybrid powertrain also includes multiple series branches 910 and multiple parallel branches 920. The multiple series branches 910 are used to connect adjacent power batteries 100 in series, and the multiple parallel branches 920 are used to connect each power battery 100 in parallel. The control component 500 also includes a series controller 530 and a parallel controller 540. The series controller 530 is disposed in each series branch 910 and is used to control the connection and disconnection of each series branch 910. The parallel controller 540 is disposed in each parallel branch 920 and is used to control the connection and disconnection of each parallel branch 920. It can be understood that the series controller 530 and the parallel controller 540 can enable each power battery 100 to form different combination states, including parallel, series and hybrid connection. Different combination states can output electrical energy at different voltages or can be matched with different charging voltages. For example, when the charging controller 510 and the drive controller 520 respectively control at least a portion of the power batteries 100 to be in a charging state, the series controller 530 and the parallel controller 540 can enable these power batteries to form corresponding combination states according to the charging voltage, thereby enabling these power batteries 100 to match different charging voltages, and thus enabling the multi-battery hybrid system to be compatible with different types of power generation components and different types of external charging piles; when the charging controller 510 and the drive controller 520 respectively control at least a portion of the power batteries 100 to be in a driving state, the series controller 530 and the parallel controller 540 can enable these power batteries 100 to form corresponding combination states according to the voltage requirements of the electrical equipment, thereby enabling the voltage output by the power batteries 100 to match the voltage requirements of the electrical equipment.

[0035] Optionally, the power battery 100 is connected to different electrical devices through different power output circuits. For example, these electrical devices include a drive motor 200, vehicle lights, and window regulators. Depending on the voltage requirements of the electrical devices, the electrical devices can be connected to different parts of the power battery 100, and these different parts of the power battery 100 can form different combination states so that different power batteries 100 can output power to different electrical devices at corresponding voltages. This allows for the installation of a transformer structure in the power output circuit, or reduces the workload of the transformer structure in the power output circuit.

[0036] In some embodiments, such as Figure 5 As shown, at least a portion of the series controller 530 and the parallel controller 540 are connected in parallel with the buffer capacitor 800. During the process of the series controller 530 and the parallel controller 540 changing the combined state of the multiple power batteries 100, the current flow in the circuit will change significantly. The buffer capacitor 800 can suppress the excessively rapid changes in current and voltage in the circuit.

[0037] In some embodiments, such as Figure 2 As shown, the control component 500 also includes multiple sub-battery management systems 550 and a main battery management system 560. Each sub-battery management system 550 is connected to each power battery 100 and is used for status monitoring and control of individual power batteries 100. The main battery management system 560 is connected to each sub-battery management system 550, thereby providing overall control over all power batteries 100 and each sub-battery management system 550 in the powertrain. This can be understood as follows: by configuring a sub-battery management system 550 for each power battery 100, each power battery 100 can operate independently, meaning that each power battery 100 can provide redundancy for each other. Even if some power batteries fail, the remaining power batteries can still operate normally. In this case, the sub-battery management system 550 connected to the failed power battery 100 can be shut down, and the main battery management system 560 can simultaneously block signals emitted by that part of the sub-battery management system 550. Optionally, when a partial fault is detected in the power battery 100, the multi-battery hybrid powertrain switches to a fault operation state. In this state, the maximum electrical energy that the powertrain can output is limited to reduce the risk of the powertrain's fault worsening. When the multi-battery hybrid powertrain is applied to a vehicle, this function enables the vehicle to limp, allowing the vehicle to drive to the nearest repair shop for powertrain repair.

[0038] In some embodiments, combined with Figure 2 and Figure 6 A multi-battery hybrid powertrain is used in a range-extended vehicle. Figure 2The internal combustion engine 400 is used only to drive the generator assembly 300 to generate electrical energy. The internal combustion engine 400 and the generator in the generator assembly 300 form a range extender, and the charging controller is connected to the range extender. There are two power batteries 100, referred to as battery A and battery B. The two terminals of battery A and battery B are connected to the two terminals of the drive motor 200 through parallel branches. These parallel branches are equipped with branch controller 1, branch controller 2, branch controller 3, and branch controller 8, respectively. The two parallel branches share a charging branch, which connects the two terminals of the charging controller to the two terminals of battery A and battery B through the two parallel branches. The charging branch is connected to the charging controller. Two branches extending from the two poles are respectively equipped with branch controller 6 and branch controller 7; at the same time, batteries A and B are connected in series through a series branch and the series branch is equipped with branch controller 4, and batteries A and B are connected in parallel through a parallel branch and the parallel branch is equipped with branch controller 5; optionally, branch controller 1 is connected to both the drive motor and branch controller 7 to form two ports, branch controller 8 is connected to both the drive motor and branch controller 6 to form two ports, branch controller 6 is connected to the charging controller, branch controller 2 and branch controller 8 respectively to form three ports, and branch controller 7 is connected to the charging controller, branch controller 3 and branch controller 1 respectively to form three ports.

[0039] The following is combined with Figure 6 The states of each branch controller are illustrated as follows when the battery hybrid powertrain performs different functions. For branch controllers not described, they are assumed to be in the off state by default. Figure 6 Solid arrows indicate circuit connections, while dashed arrows indicate control signal connections.

[0040] In battery A's standalone drive mode, branch controller 1 and branch controller 2 are connected to the drive motor port to drive the motor, while branch controller 3 and branch controller 4 are disconnected; in battery B's standalone drive mode, branch controller 3 and branch controller 8 are connected to the drive motor port to drive the motor, while branch controller 1 and branch controller 2 are disconnected.

[0041] When batteries A and B are connected in parallel to drive the motor, branch controller 5, branch controller 8 and branch controller 1 are closed to connect the parallel batteries A and B to the drive motor.

[0042] When batteries A and B are connected in series to drive the motor, branch controller 4, branch controller 8 and branch controller 1 are closed to connect the series-connected batteries A and B to the drive motor.

[0043] When the range extender needs to charge the battery, it first rectifies and boosts the voltage through the AC / DC (DC to AC) converter. Then, depending on whether the battery is connected in series or parallel or individually, the AC / DC boost is controlled and then output by the charging controller. At the same time, when charging with an external power source, the charging controller also needs to detect the corresponding battery status and distribute the appropriate voltage and current to the battery. The different charging states are explained below.

[0044] If charging a single battery A, close the ports of branch controller 6 and branch controller 1, close the ports of branch controller 7 and branch controller 2, and simultaneously close branch controller 1 and branch controller 2.

[0045] If charging a single battery B, close the port connecting branch controller 6 and branch controller 8, close the port connecting branch controller 7 and branch controller 3, and simultaneously close branch controller 3 and branch controller 8.

[0046] If battery A and battery B are to be charged in series, then the port of branch controller 7 connected to branch controller 1 is closed, and branch controller 1 is closed. The port of branch controller 6 connected to branch controller 8 is closed, and the battery port of branch controller 8 is closed, and branch controller 4 is closed.

[0047] If parallel charging of batteries A and B is to be performed, then the port of branch controller 7 connected to branch controller 1 is closed, branch controller 1 is closed, the port of branch controller 6 connected to branch controller 8 is closed, branch controller 8 is closed, and branch controller 5 is closed.

[0048] The present invention also provides a vehicle, which is a hybrid vehicle, and in some embodiments, the vehicle includes, as follows: Figures 1 to 6 The multi-battery hybrid powertrain shown in any of the images.

[0049] The above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention.

Claims

1. A multi-battery hybrid powertrain, characterized in that, The multi-battery hybrid powertrain includes: Multiple power batteries; A drive motor is connected to each of the aforementioned power batteries; A power generation component, connected to each of the aforementioned power batteries; An internal combustion engine is connected to the power generation component; A control component is used to switch each of the power batteries between a charging state and a driving state, wherein in the charging state the power battery can acquire electrical energy and in the driving state the power battery can output electrical energy.

2. The multi-battery hybrid powertrain according to claim 1, characterized in that, The multi-battery hybrid powertrain includes a charging branch and a driving branch. The charging branch connects the power generation component and each of the power batteries, and the driving branch connects the drive motor and each of the power batteries. The control component includes a charging controller and a drive controller. The charging controller is disposed in the charging branch, and the drive controller is disposed in the drive branch. The charging controller is used to control the connection and disconnection of the charging branch, and the drive controller is used to control the connection and disconnection of the drive branch.

3. The multi-battery hybrid powertrain according to claim 2, characterized in that, The charging branch has multiple branches, each of which is connected to each of the power batteries and the power generation components, and each of the charging branches has the charging controller. The drive branch has multiple branches, each of which is connected to the power battery and the drive motor respectively, and each of the drive branches has the drive controller.

4. The multi-battery hybrid powertrain according to claim 2, characterized in that, The charging branch has multiple branches, each of which is connected to each of the power batteries and the power generation components, and each of the charging branches has the charging controller. The drive branch is connected to each of the charging branches and is also connected to the drive motor.

5. The multi-battery hybrid powertrain according to claim 2, characterized in that, The drive branch has multiple branches, each of which is connected to each power battery and the drive motor, and each drive branch has the drive controller. The charging branch is connected to each of the driving branches and is also connected to the power generation component.

6. The multi-battery hybrid powertrain according to any one of claims 2 to 5, characterized in that, At least a portion of the charging controller and the driving controller are connected in parallel with the buffer capacitor.

7. The multi-battery hybrid powertrain according to any one of claims 2 to 5, characterized in that, The multi-battery hybrid powertrain also includes: Multiple series branches are used to connect adjacent power batteries in series; Multiple parallel branches are used to connect each of the aforementioned power batteries in parallel, respectively; The control component further includes a series controller and a parallel controller. The series controller is disposed on the series branch and is used to control the connection and disconnection of each of the series branches. The parallel controller is disposed on the parallel branch and is used to control the connection and disconnection of each of the parallel branches.

8. The multi-battery hybrid powertrain according to claim 7, characterized in that, At least a portion of the parallel controller and the series controller are connected in parallel with the buffer capacitor.

9. The multi-battery hybrid powertrain according to claim 1, characterized in that, The control component also includes: Multiple sub-battery management systems are connected to each of the aforementioned power batteries; The main battery management system is connected to each of the sub-battery management systems.

10. A vehicle, characterized in that, The vehicle is a hybrid vehicle, and the vehicle includes: The multi-battery hybrid powertrain as described in any one of claims 1 to 9.

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