Vehicle emergency starting system and vehicle

Abstract

The application relates to the technical field of vehicle emergency starting, and provides a vehicle emergency starting system and a vehicle. The system comprises a battery pack, a starting output module, a starting signal sampling module and a control module. The starting output module is connected with the battery pack and is used for being connected with a starting battery of the vehicle. The starting signal sampling module is used for being connected with the starting battery of the vehicle and is used for collecting a ripple voltage signal of the starting battery of the vehicle during starting of the vehicle. The control module is connected with the starting signal sampling module and the starting output module, the control module is used for receiving the ripple voltage signal, generating cylinder motion information of the vehicle according to the ripple voltage signal, and controlling the starting output module according to the cylinder motion information of the vehicle, so as to control starting current output from the battery pack to the starting battery of the vehicle. The application has the effect of increasing the starting efficiency of the emergency starting power supply.

Description

Technical Field

[0001] This application relates to the field of vehicle emergency start technology, and proposes a vehicle emergency start system and vehicle. Background Technology

[0002] With the continuous development of the automotive industry, vehicles have become an indispensable means of transportation in people's daily lives. Emergency starting is a crucial aspect of vehicle use, and a reliable emergency starting system can solve the problem of a depleted starter battery. Currently, the common approach to emergency starting is to use an external emergency jump starter, connecting it to the vehicle battery to provide additional power. However, traditional starting methods struggle to accurately pinpoint the optimal engine boost timing, often providing only a large, fixed amount of power that cannot be adjusted in real-time according to the engine's actual operating conditions, resulting in low starting efficiency. Furthermore, for engines that are difficult to start, the large starting power provided by the emergency jump starter often causes it to overheat after two or three attempts, leading to starting failure.

[0003] The aforementioned technologies have drawbacks, such as low startup efficiency and overheating. Summary of the Invention

[0004] In order to improve the starting efficiency of emergency jump starters and reduce the heat generation of emergency jump starters, this application provides a vehicle emergency start system and a vehicle.

[0005] On the one hand, the vehicle emergency start system provided in this application adopts the following technical solution: A vehicle emergency start system, comprising: Battery pack; A start-up output module is used to connect to the battery pack and the starter battery in order to drive the battery pack to output a start-up current to the starter battery; A start signal sampling module is used to connect to the starter battery so as to collect the ripple voltage signal of the starter battery when the vehicle is started; A control module is connected to the start signal sampling module and the start output module. The control module is used to determine the cylinder motion information based on the ripple voltage signal, and to control the start output module to adjust the start current based on the cylinder motion information. Specifically, when the cylinder is in the compression stroke, the start current is gradually increased, and when the cylinder is in the non-compression stroke, the start current is gradually decreased.

[0006] By adopting the above technical solution, the ripple voltage signal is collected by the start signal sampling module, and the control module generates the vehicle cylinder motion information based on the signal, realizing intelligent tracking control of the emergency start process. Unlike existing emergency start power supplies that can only provide a large fixed amount of power and cannot grasp the optimal boost timing, this application can dynamically adjust the output current according to the specific movement stage of the cylinder. That is, the starting current is gradually increased during the compression stroke of the cylinder and gradually decreased during the non-compression stroke of the cylinder. This pulsed current output method that changes with the cylinder movement rhythm avoids the battery pack continuously outputting a constant large current for a long time, thereby significantly reducing the heat generation of the internal power devices and battery pack of the emergency start power supply. The system can allocate power in real time according to the actual operating state of the engine (cylinder position), effectively improving the energy utilization rate and overall starting efficiency of the emergency start power supply.

[0007] Optionally, the start signal sampling module includes an AC ripple extraction unit, which is connected to the vehicle's starter battery and is used to collect the ripple voltage signal of the vehicle's starter battery when the vehicle starts.

[0008] By adopting the above technical solution, the AC ripple extraction unit separates the weak AC ripple signal (reflecting changes in motor torque and cylinder pressure) from the DC voltage component, providing a cleaner signal source for subsequent digital processing and ensuring the accuracy of cylinder position determination in the vehicle.

[0009] Optionally, the control module includes an analog-to-digital converter (ADC) unit connected to the AC ripple extraction unit. The ADC unit is used to receive the ripple voltage signal and convert the ripple voltage signal into a digital ripple voltage signal.

[0010] By adopting the above technical solution, the analog-to-digital converter transforms the ripple voltage signal into a digital ripple voltage signal, enabling subsequent in-depth analysis of the signal using complex software algorithms (such as digital filtering and phase-locked loop algorithms). Digital signal processing is less affected by ambient temperature and drift, resulting in higher system stability.

[0011] Optionally, the control module further includes a digital phase-locked loop (PLL) processing unit, a central processing unit, and a pulse width modulation (PWM) unit. The PLL processing unit is connected to the analog-to-digital converter (ADC), the central processing unit is connected to the PLL processing unit, and the PWM unit is connected to the central processing unit. The PLL processing unit receives the ripple voltage digital signal and calculates the cylinder motion information of the vehicle based on the ripple voltage digital signal. The central processing unit receives the cylinder motion information of the vehicle and generates control commands based on the cylinder motion information. The PWM unit receives the control commands and generates pulse control signals based on the control commands.

[0012] By employing the above technical solution, the engine speed changes during startup, and the frequency is extremely unstable. The digital phase-locked loop (PLL) can quickly lock the frequency and phase of the ripple signal, ensuring strict synchronization between current control and piston movement, preventing rhythm disruptions that could hinder startup. The pulse width modulation (PWM) unit can generate pulse control signals based on control commands to continuously and smoothly adjust the output current of the startup output module.

[0013] Optionally, the digital phase-locked loop processing unit includes an orthogonal signal generation subunit, a phase detection subunit, a loop filtering subunit, and a phase generation subunit. The orthogonal signal generation subunit is connected to the phase detection subunit, the phase detection subunit is connected to the loop filtering subunit, and the phase generation subunit is connected to the loop filtering subunit. The orthogonal signal generation subunit receives the ripple voltage digital signal and generates a first orthogonal component signal and a second orthogonal component signal based on the ripple voltage digital signal. The first orthogonal component signal and the second orthogonal component signal have the same frequency as the ripple voltage digital signal, and the phase difference between the first orthogonal component signal and the second orthogonal component signal is 90 degrees. The phase detection subunit calculates the phase error value between the first orthogonal component signal and the second orthogonal component signal and the reference phase. The loop filtering subunit filters the phase error value and outputs a frequency correction control quantity. The phase generation subunit integrates the reference frequency and the frequency correction control quantity in real time to obtain the crankshaft angle information of the vehicle.

[0014] By adopting the above technical solutions, the orthogonal phase-locked loop architecture can greatly improve immunity to vehicle electrical noise, and can accurately calculate the phase (i.e., crankshaft angle) even if the ripple voltage signal is distorted. The loop filtering and phase generation mechanism ensure that the system can follow the rapid increase of engine speed, not only knowing the current piston position, but also predicting the position at the next moment, thus eliminating control lag.

[0015] Optionally, the digital phase-locked loop processing unit further includes a booster logic subunit, which is connected to the phase generation subunit. The booster logic subunit is used to receive the crankshaft angle information and generate the cylinder motion information of the vehicle based on the crankshaft angle information.

[0016] By adopting the above technical solution, mathematical angular information is transformed into the physical cylinder motion state, making the control logic clearer. This ensures that the current regulation strategy accurately applies to specific mechanical stroke ranges.

[0017] Optionally, the start-up output module includes a power switch drive unit and a reverse connection protection unit. The power switch drive unit is connected to the pulse width modulation unit. The power switch drive unit is used to receive the pulse control signal and control the start-up output current output by the battery pack to the vehicle's starter battery according to the pulse control signal.

[0018] By adopting the above technical solutions, emergency startup is often performed by non-professionals, and connecting the electrodes in reverse can lead to serious short circuits. The reverse connection protection unit physically disconnects the circuit or triggers an alarm, greatly improving the safety and reliability of the product. The power switch drive unit solves the problem that microcontroller signals cannot directly drive high-power devices.

[0019] Optionally, a charging input module is also included. The charging input module includes a DC input unit, a USB input unit, and a charging switch control unit. The DC input unit and the USB input unit are both connected to the charging switch control unit, which is connected to the battery pack. The DC input unit is used to connect to an external DC power supply, and the USB input unit is used to connect to an external USB input power supply.

[0020] By adopting the above technical solution, the system is compatible with multiple charging methods, enabling it to be fast charged using a dedicated DC adapter, or to be recharged using a common mobile phone charger (USB) when a DC adapter is unavailable, thus increasing the product's usage scenarios.

[0021] Optionally, it also includes a multi-functional peripheral module, which includes a USB output unit and a lighting unit, both of which are connected to the battery pack.

[0022] By adopting the above technical solution, in non-vehicle starting scenarios, the system can be used as a power bank or an emergency light / distress signal light. Vehicle breakdowns often occur at night or in remote areas, and the lighting function can improve the user experience.

[0023] On the other hand, this application provides a vehicle with the following technical solution: A vehicle, comprising a starter battery, a cylinder, and a vehicle emergency start system.

[0024] By adopting the above technical solution, the emergency start system on the vehicle uses intelligent current regulation that changes with the load, reducing the mechanical shock and overcurrent risk of the vehicle starter during the compression stroke, and extending the service life of the vehicle starter and starter battery.

[0025] In summary, this application includes at least one of the following beneficial technical effects: 1. By acquiring ripple voltage signals through a start-up signal sampling module and using a control module to generate vehicle cylinder motion information based on these signals, intelligent tracking control of the emergency start-up process is achieved. Unlike existing emergency start-up power supplies that can only provide a large fixed amount of power and cannot determine the optimal boost timing, this application can dynamically adjust the output current according to the specific movement stage of the cylinder. Specifically, the starting current is gradually increased during the compression stroke and gradually decreased during the non-compression stroke. This pulsed current output method, which changes with the cylinder's movement rhythm, avoids the battery pack continuously outputting a constant large current for a long time, thereby significantly reducing the heat generation of the internal power devices and battery pack of the emergency start-up power supply. The system can allocate power in real time according to the actual operating state of the engine (cylinder position), effectively improving the energy utilization rate and overall starting efficiency of the emergency start-up power supply. 2. The AC ripple extraction unit separates the weak AC ripple signal (reflecting changes in motor torque and cylinder pressure) from the DC voltage component, providing a cleaner signal source for subsequent digital processing and ensuring the accuracy of cylinder position determination in the vehicle. 3. During engine startup, the speed changes and the frequency is extremely unstable. A digital phase-locked loop (PLL) can quickly lock the frequency and phase of the ripple signal, ensuring strict synchronization between current control and piston movement, preventing rhythm disruptions that could hinder starting. The pulse width modulation (PWM) unit can generate pulse control signals based on control commands to continuously and smoothly adjust the output current of the starter output module. 4. The vehicle's emergency start system uses intelligent current regulation that changes with the load, reducing mechanical shock and overcurrent risk during the compression stroke of the vehicle's starter motor, and extending the service life of the vehicle's starter motor and starter battery. Attached Figure Description

[0026] Figure 1 This is a schematic diagram of a vehicle emergency start system according to an embodiment of this application; Figure 2 This is a schematic diagram of a charging input module of a vehicle emergency start system according to an embodiment of this application; Figure 3 This is a schematic diagram of a battery pack for a vehicle emergency start system according to an embodiment of this application; Figure 4 This is a schematic diagram of a battery protection module of a vehicle emergency start system according to an embodiment of this application; Figure 5 This is a schematic diagram of a reverse connection protection unit and a start signal sampling module of a vehicle emergency start system according to an embodiment of this application; Figure 6 This is a schematic diagram of a voltage stabilizing module of a vehicle emergency start system according to an embodiment of this application; Figure 7 This is a schematic diagram of a USB output unit of a vehicle emergency start system according to an embodiment of this application; Figure 8 This is a schematic diagram of a lighting unit of a vehicle emergency start system according to an embodiment of this application.

[0027] Explanation of reference numerals in the attached diagram: 10. Charging input module; 11. DC input unit; 12. USB input unit; 13. Charging switch control unit; 14. Charging signal sampling unit; 20. Battery pack; 30. Battery protection module; 40. Start-up output module; 41. Power switch drive unit; 42. Reverse connection protection unit; 50. Start-up signal sampling module; 51. DC voltage sampling unit; 52. AC ripple extraction unit; 60. Control module; 61. Analog-to-digital converter unit; 62. Digital phase-locked loop processing unit; 63. Central processing unit; 64. Pulse width modulation unit; 70. Voltage regulator module; 80. Multifunctional peripheral module; 81. USB output unit; 82. Lighting unit; 90. Start-up clip. Detailed Implementation

[0028] The following combination Figures 1-8 This application will be described in further detail.

[0029] This application discloses a vehicle emergency start system.

[0030] Figure 1 This is a schematic diagram of a vehicle emergency start system according to an embodiment of this application. (Refer to...) Figure 1 The vehicle emergency start system includes a charging input module 10, a battery pack 20, a battery protection module 30, a start output module 40, a start signal sampling module 50, a control module 60, a voltage regulator module 70, a multi-functional peripheral module 80, and a start clamp 90.

[0031] The charging input module 10 is connected to the battery pack 20, and the battery pack 20 is connected to the battery protection module 30. The charging input module 10 is used to charge the battery pack 20, and the battery protection module 30 is used to prevent the battery pack 20 from being over-discharged.

[0032] The start-up output module 40 is connected to the battery protection module 30 and the start-up clamp 90, and the start-up clamp 90 is connected to the vehicle's starter battery. The start-up output module 40 is used to control the starting current output by the battery pack 20 to the vehicle's starter battery.

[0033] The start signal sampling module 50 is connected to the start clamp 90, and is used to collect the ripple voltage signal of the starter battery when the vehicle starts. The control module 60 is connected to the start output module 40 and the start signal sampling module 50. The control module 60 is used to control the start output module 40 according to the ripple voltage signal, so as to control the starting current output by the battery pack 20 to the vehicle's starter battery.

[0034] Both the voltage regulator module 70 and the multi-functional peripheral module 80 are connected to the battery protection module 30. The battery pack 20 supplies power to the voltage regulator module 70 and the multi-functional peripheral module 80 through the battery protection module 30. The voltage regulator module 70 generates a reference voltage, and the multi-functional peripheral module 80 provides charging and lighting functions to the user.

[0035] The charging input module 10 includes a DC input unit 11, a USB input unit 12, a charging switch control unit 13, and a charging signal sampling unit 14. Both the DC input unit 11 and the USB input unit 12 are connected to the charging switch control unit 13, which is connected to the charging signal sampling unit 14 and the battery pack 20. The DC input unit 11 is also used to connect to an external DC power supply to charge the battery pack 20. The USB input unit 12 is also used to connect to an external USB power supply to charge the battery pack 20. The charging switch control unit 13 controls whether the DC input unit 11 and the USB input unit 12 charge the battery pack 20. The charging signal sampling unit 14 samples the charging information of the battery pack 20.

[0036] The start signal sampling module 50 includes a DC voltage sampling unit 51 and an AC ripple extraction unit 52, both of which are connected to the start clamp 90. The DC voltage sampling unit 51 is used to collect the DC voltage signal of the vehicle's starter battery, and the AC ripple extraction unit 52 is used to collect the ripple voltage signal of the starter battery when the vehicle starts.

[0037] The control module 60 includes an analog-to-digital converter 61, a digital phase-locked loop processing unit 62, a central processing unit 63, and a pulse width modulation unit 64. The analog-to-digital converter 61 is connected to the AC ripple extraction unit 52. The analog-to-digital converter 61 is used to receive the DC voltage signal and the ripple voltage signal, convert the DC voltage signal into a DC voltage digital signal, and convert the ripple voltage signal into a ripple voltage digital signal.

[0038] The digital phase-locked loop processing unit 62 includes an orthogonal signal generation subunit, a phase detection subunit, a loop filtering subunit, a phase generation subunit, and a boost logic subunit. The orthogonal signal generation subunit is connected to the analog-to-digital converter unit 61. This subunit receives the ripple voltage digital signal and generates a first orthogonal component signal and a second orthogonal component signal based on the ripple voltage digital signal. The first and second orthogonal component signals have the same frequency as the ripple voltage digital signal, and their phase difference is 90 degrees. The phase detection subunit is connected to the orthogonal signal generation subunit and calculates the phase error value between the first and second orthogonal component signals and a reference phase. The loop filtering subunit is connected to the phase detection subunit and filters the phase error value, outputting a frequency correction control value. The phase generation subunit is connected to the loop filtering subunit. The phase generation subunit is used to obtain the vehicle's crankshaft angle information in real time by integrating the reference frequency and the frequency correction control quantity. The boost logic subunit is connected to the phase generation subunit. The boost logic subunit is used to receive the crankshaft angle information and generate the vehicle's cylinder motion information based on the crankshaft angle information. Here, the cylinder motion information refers to the compression stroke phase information of the cylinder group, rather than a specific cylinder number.

[0039] In this application, the compression stroke of the cylinder corresponds to the process of the cylinder moving from bottom dead center to top dead center after completing intake. The non-compression strokes of the cylinder correspond to the intake stroke, power stroke, and exhaust stroke. In the initial stage of startup, before a valid ripple voltage signal is detected, the control module 60 controls the startup output module 40 to output a constant preset startup current. After detecting the ripple voltage signal and locking the phase, it switches to pulse current control mode. Since the starter motor load is at its maximum during the cylinder compression stroke, resulting in the largest drop in battery voltage (or the lowest ripple valley), the system determines the top dead center position of the cylinder by detecting the amplitude and phase characteristics of the ripple voltage. Conversely, during the process of the cylinder moving from top dead center to bottom dead center (corresponding to the expansion stroke or intake stroke), the compressed gas in the cylinder releases pressure, pushing the piston downward (or the resistance on the piston is significantly reduced). The system determines the bottom dead center position of the cylinder by detecting the amplitude and phase characteristics of the ripple voltage.

[0040] The central processing unit 63 is connected to the booster logic subunit. The central processing unit 63 is used to receive the cylinder motion information of the vehicle and generate control commands based on the cylinder motion information. The pulse width modulation unit 64 is connected to the central processing unit 63. The pulse width modulation unit 64 is used to receive the control commands and generate pulse control signals based on the control commands.

[0041] The start-up output module 40 includes a power switch drive unit 41 and a reverse connection protection unit 42. The power switch drive unit 41 includes a gate drive circuit and a power switch array. The gate drive circuit is connected to the pulse width modulation unit 64 and the power switch array. The power switch array is connected to the starter clip 90 through the reverse connection protection unit 42. The gate drive circuit receives the pulse control signal and controls the power switch array according to the pulse control signal to control the starting current output by the battery pack 20 to the vehicle's starter battery. That is, the starting current gradually increases during the compression stroke of the cylinder and gradually decreases during strokes other than the compression stroke.

[0042] The reverse connection protection unit 42 is used to detect the connection polarity of the starter clip 90. When a reverse connection is detected, an alarm is triggered (a buzzer sounds) and the high-voltage circuit is physically locked to prevent short circuit damage to the vehicle's starter battery or the system itself caused by the reverse connection.

[0043] The multi-functional peripheral module 80 includes a USB output unit 81 and a lighting unit 82. Both the USB output unit 81 and the lighting unit 82 are connected to the battery pack 20 via the battery protection module 30. The USB output unit 81 converts the voltage of the battery pack 20 to a standard USB output voltage (such as 5V / 9V / 12V), supporting charging of external digital devices such as mobile phones and tablets (supporting fast charging protocols). The lighting unit 82 provides nighttime illumination or, by controlling the flashing frequency, provides SOS rescue signals and warning lights, increasing the system's practicality outdoors or in emergency situations.

[0044] Figure 2 This is a schematic diagram of a charging input module of a vehicle emergency start system according to an embodiment of this application. (Refer to...) Figure 2 The DC input unit 11 includes a DC input port DC1, a first resistor R1, a second resistor R2, a plurality of first diodes D1, and a first capacitor C1. The first end of the first resistor R1 is connected to the DC input port DC1, the second end of the first resistor R1 is connected to the first end of the second resistor R2, and the second end of the second resistor R2 is grounded. The anode of the first diode D1 is connected to the input port DC1, the first end of the first capacitor C1 is connected to the cathode of the first diode D1, and the second end of the first capacitor C1 is grounded. The cathode of the first diode D1 is connected to the charging switch control unit 13.

[0045] The USB input unit 12 includes a USB input terminal IN+, an eleventh resistor R11, a twelfth resistor R12, a thirteenth resistor R13, a fourteenth resistor R14, a fifteenth resistor R15, a fourth diode D4, a fourth transistor Q4, a fifth transistor Q5, and a sixth transistor Q6. The USB input terminal IN+ is used to connect to an external USB power source. The first end of the eleventh resistor R11 is connected to the USB input terminal IN+, the second end of the eleventh resistor R11 is connected to the first end of the twelfth resistor R12, and the second end of the twelfth resistor R12 is grounded.

[0046] The anode of the fourth diode D4 is connected to the USB input terminal IN+, and the cathode of the fourth diode D4 is connected to the first terminal of the thirteenth resistor R13. The cathode of the fourth diode D4 is also connected to the charging switch control unit 13. The second terminal of the thirteenth resistor R13 is connected to the base of the fourth transistor Q4, and the collector of the fourth transistor Q4 is connected to the first terminal of the thirteenth resistor R13. The emitter of the fourth transistor Q4 is connected to the collector of the fifth transistor Q5, and the base of the fifth transistor Q5 is connected to the base of the fourth transistor Q4. The collector of the fifth transistor Q5 is connected to the first terminal of the fifteenth resistor R15, and the second terminal of the fifteenth resistor R15 is grounded. The base of the sixth transistor Q6 is connected to the base of the fifth transistor Q5, the emitter of the sixth transistor Q6 is grounded, and the base of the sixth transistor Q6 is connected to the first terminal of the fourteenth resistor R14.

[0047] The charging switch control unit 13 includes a third resistor R3, a fourth resistor R4, a fifth resistor R5, a sixth resistor R6, a first transistor Q1, a second transistor Q2, a third transistor Q3, and a second diode D2. The first terminal of the third resistor R3 is connected to the cathode of the first diode D1, the second terminal of the third resistor R3 is connected to the base of the first transistor Q1, the collector of the first transistor Q1 is connected to the first terminal of the third resistor R3, the emitter of the first transistor Q1 is connected to the anode of the second diode D2, and the cathode of the second diode D2 is connected to the base of the first transistor Q1. The drain of the third transistor Q3 is connected to the base of the first transistor Q1, the source of the third transistor Q3 is grounded, the gate of the third transistor Q3 is connected to the first terminal of the fifth resistor R5, and the second terminal of the fifth resistor R5 is used to receive the PWM_BO signal. The first terminal of the sixth resistor R6 is connected to the gate of the third transistor Q3, and the second terminal of the sixth resistor R6 is connected to the source of the third transistor Q3. The drain of the second transistor Q2 is connected to the collector of the first transistor Q1, the gate of the second transistor Q2 is connected to the first end of the fourth resistor R4, the second end of the fourth resistor R4 is connected to the emitter of the first transistor Q1, and the source of the second transistor Q2 is connected to the charging signal sampling unit 14.

[0048] The charging signal sampling unit 14 includes multiple third diodes D3, second capacitors C2 and C3, a fourth capacitor C4, a seventh resistor R7, an eighth resistor R8, a ninth resistor R9, and a tenth resistor R10. The anode of the third diode D3 is connected to the source of the second transistor Q2. The first terminal of the second capacitor C2 is connected to the cathode of the third diode D3, and the second terminal of the second capacitor C2 is grounded. The first terminal of the seventh resistor R7 is connected to the cathode of the third diode D3, and the second terminal of the seventh resistor R7 is connected to the first terminal of the third capacitor C3, which is grounded. The first terminal of the seventh resistor R7 is also connected to the BT+ terminal of the battery pack 20.

[0049] The second terminal of the seventh resistor R7 is connected to the first terminal of the eighth resistor R8. The second terminal of the eighth resistor R8 is connected to the first terminal of the tenth resistor R10, and the second terminal of the tenth resistor R10 is grounded. The first terminal of the ninth resistor R9 is connected to the second terminal of the eighth resistor R8. The second terminal of the ninth resistor R9 is connected to the first terminal of the fourth capacitor C4, and the second terminal of the fourth capacitor C4 is grounded. The first terminal of the seventh resistor R7 is connected to the BT+ bus, and the second terminal of the eighth resistor R8 is connected to the BT- terminal of the battery pack 20.

[0050] Figure 3 This is a schematic diagram of a battery pack for a vehicle emergency start system according to an embodiment of this application. (Refer to...) Figure 3 The battery pack 20 includes a plurality of batteries, the positive terminal of which is connected to the BT+ terminal and the negative terminal of which is connected to the BT- terminal.

[0051] Figure 4 This is a schematic diagram of a battery protection module of a vehicle emergency start system according to an embodiment of this application. (Refer to...) Figure 4 The battery protection module 30 includes a protection chip U1, a seventh transistor Q7, and an eighth transistor Q8. When the protection chip U1 detects that the battery pack 20 is over-discharged, it will shut down the seventh transistor Q7 and the eighth transistor Q8, cutting off the battery circuit and ensuring physical safety.

[0052] The power switch driving unit 41 includes a gate driving circuit and a power switch array. The gate driving circuit is connected to the B+ and B- terminals of the battery protection module 30. The power switch array is connected to the gate driving circuit and has OUT+ and OUT- terminals. The gate driving circuit drives the power switch array to change the current output by the startup output module 40.

[0053] Figure 5 This is a schematic diagram of a reverse connection protection unit and a start signal sampling module of a vehicle emergency start system according to an embodiment of this application. (Refer to...) Figure 5 The reverse connection protection unit 42 is connected to the OUT+ and OUT- terminals of the power switch array. The reverse connection protection unit 42, the DC voltage sampling unit 51, and the AC ripple extraction unit 52 are all connected to the starter clip 90. The reverse connection protection unit 42 is equipped with a buzzer BZ1. When the starter clip 90 is reverse-connected to the vehicle's starter battery, the buzzer BZ1 sounds an alarm, and the central processing unit 63 controls the relay JD1 to disconnect. The DC voltage sampling unit 51 is equipped with a DC voltage signal sampling terminal OUTV. The AC ripple extraction unit 52 is equipped with a ripple voltage sampling terminal.

[0054] Figure 6 This is a schematic diagram of a voltage stabilizing module for a vehicle emergency start system according to an embodiment of this application. (Refer to...) Figure 6 The voltage regulator module 70 includes a voltage regulator U3, which is used to receive the current from the BT+ terminal of the battery pack 20 and generate a current with a standard +5V voltage.

[0055] Figure 7 This is a schematic diagram of a USB output unit of a vehicle emergency start system according to an embodiment of this application. (Refer to...) Figure 7 The USB output unit 81 includes a DC-DC buck converter U4 and a USB output terminal USB-A2. The DC-DC buck converter U4 is used to convert the voltage of the battery pack 20 into a USB output voltage and charge digital products such as mobile phones through the USB output terminal USB-A2.

[0056] Figure 8 This is a schematic diagram of a lighting unit in a vehicle emergency start system according to an embodiment of this application. (Refer to...) Figure 8 The lighting unit 82 includes a tenth transistor Q10, an eleventh transistor Q11, an input terminal JP1, and a light-emitting diode (LED). When the LED-EN signal is high, the LED emits light; when the LED-EN signal is low, the LED is off.

[0057] The implementation principle of a vehicle emergency start system according to an embodiment of this application is as follows: A ripple voltage signal is collected by a start signal sampling module, and the movement information of the vehicle cylinder is generated based on this signal by a control module, achieving intelligent tracking control of the emergency start process. Unlike existing emergency start power supplies that can only provide a large fixed amount of power and cannot determine the optimal boost timing, this application can dynamically adjust the output current according to the specific movement stage of the cylinder. That is, the starting current is gradually increased during the compression stroke of the cylinder and gradually decreased during the non-compression stroke. This pulsed current output method, which changes with the cylinder movement rhythm, avoids the battery pack continuously outputting a constant large current for a long time, thereby significantly reducing the heat generation of the internal power devices and battery pack of the emergency start power supply. The system can allocate power in real time according to the actual operating state of the engine (cylinder position), effectively improving the energy utilization rate and overall starting efficiency of the emergency start power supply.

[0058] This application also discloses a vehicle.

[0059] The vehicle includes a starter battery, cylinders, and a vehicle emergency start system. The implementation principle of a vehicle according to an embodiment of this application is as follows: the emergency start system on the vehicle adopts intelligent current regulation that changes with the load, which reduces the mechanical shock and overcurrent risk of the vehicle starter during the compression stroke, and extends the service life of the vehicle starter and starter battery.

[0060] The above are all preferred embodiments of this application, and are not intended to limit the scope of protection of this application. Therefore, all equivalent changes made in accordance with the structure, shape and principle of this application should be covered within the scope of protection of this application.

Claims

1. A vehicle emergency start system, characterized in that, include: Battery pack (20); A start-up output module (40) is used to connect to the battery pack (20) and the starter battery so as to drive the battery pack (20) to output a start-up current to the starter battery; A start signal sampling module (50) is used to connect to the start battery so as to collect the ripple voltage signal of the start battery when the vehicle is started; The control module (60) is connected to the start signal sampling module (50) and the start output module (40). The control module (60) is used to determine the cylinder motion information according to the ripple voltage signal and control the start output module (40) to adjust the start current according to the cylinder motion information. When the cylinder is in the compression stroke, the start current is gradually increased, and when the cylinder is in the non-compression stroke, the start current is gradually decreased.

2. The vehicle emergency start system according to claim 1, characterized in that, The start signal sampling module (50) includes an AC ripple extraction unit (52), which is used to connect to the vehicle's starter battery and to collect the ripple voltage signal of the vehicle's starter battery when the vehicle starts.

3. The vehicle emergency start system according to claim 2, characterized in that, The control module (60) includes an analog-to-digital converter (61), which is connected to the AC ripple extraction unit (52). The analog-to-digital converter (61) is used to receive the ripple voltage signal and convert the ripple voltage signal into a ripple voltage digital signal.

4. The vehicle emergency start system according to claim 3, characterized in that, The control module (60) further includes a digital phase-locked loop (PLL) processing unit (62), a central processing unit (63), and a pulse width modulation (PWM) unit (64). The PLL processing unit (62) is connected to the analog-to-digital converter (61), the central processing unit (63) is connected to the PLL processing unit (62), and the PWM unit (64) is connected to the central processing unit (63). The PLL processing unit (62) is used to receive the ripple voltage digital signal and calculate the motion information of the vehicle's cylinder based on the ripple voltage digital signal. The central processing unit (63) is used to receive the motion information of the vehicle's cylinder and generate control commands based on the motion information of the vehicle's cylinder. The PWM unit (64) is used to receive the control commands and generate pulse control signals based on the control commands.

5. The vehicle emergency start system according to claim 4, characterized in that, The digital phase-locked loop processing unit (62) includes an orthogonal signal generation subunit, a phase detection subunit, a loop filtering subunit, and a phase generation subunit. The orthogonal signal generation subunit is connected to the phase detection subunit, the phase detection subunit is connected to the loop filtering subunit, and the phase generation subunit is connected to the loop filtering subunit. The orthogonal signal generation subunit receives the ripple voltage digital signal and generates a first orthogonal component signal and a second orthogonal component signal based on the ripple voltage digital signal. The first orthogonal component signal and the second orthogonal component signal have the same frequency as the ripple voltage digital signal, and the phase difference between the first orthogonal component signal and the second orthogonal component signal is 90 degrees. The phase detection subunit calculates the phase error value between the first orthogonal component signal and the second orthogonal component signal and the reference phase. The loop filtering subunit filters the phase error value and outputs a frequency correction control quantity. The phase generation subunit integrates the reference frequency and the frequency correction control quantity in real time to obtain the crankshaft angle information of the vehicle.

6. The vehicle emergency start system according to claim 5, characterized in that, The digital phase-locked loop processing unit (62) further includes a boost logic subunit, which is connected to the phase generation subunit. The boost logic subunit is used to receive the crankshaft angle information and generate the cylinder motion information of the vehicle based on the crankshaft angle information.

7. The vehicle emergency start system according to claim 4, characterized in that, The start-up output module (40) includes a power switch drive unit (41) and a reverse connection protection unit (42). The power switch drive unit (41) is connected to the pulse width modulation unit (64). The power switch drive unit (41) is used to receive the pulse control signal and control the start-up output current output by the battery pack (20) to the starter battery of the vehicle according to the pulse control signal.

8. The vehicle emergency start system according to claim 1, characterized in that, It also includes a charging input module (10), which includes a DC input unit (11), a USB input unit (12) and a charging switch control unit (13). The DC input unit (11) and the USB input unit (12) are both connected to the charging switch control unit (13), which is connected to the battery pack (20). The DC input unit (11) is used to connect to an external DC power supply, and the USB input unit (12) is used to connect to an external USB input power supply.

9. The vehicle emergency start system according to claim 1, characterized in that, It also includes a multi-functional peripheral module (80), which includes a USB output unit (81) and a lighting unit (82), both of which are connected to the battery pack (20).

10. A vehicle, characterized in that, Includes a starter battery, a cylinder, and a vehicle emergency start system as described in any one of claims 1-9.

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