Brake absorption control circuit and system for tricycle or scooter lithium battery BMS

Abstract

This invention discloses a lithium-ion battery brake absorption control circuit and system for tricycles or scooters. It includes a BMS system with a positive output terminal P+ and a negative output terminal P-; a BMS drive interface connected to the BMS system signal; a brake feedback discharge sub-circuit electrically connected to the positive output terminal P+ and the negative output terminal P-; a main brake sub-circuit including a main brake drive branch and a main brake MOS power branch; the main brake drive branch is electrically connected to the positive output terminal P+, the negative output terminal P-, the BMS drive interface, and the main brake MOS power branch; a supercapacitor sub-circuit including a supercapacitor drive branch and a supercapacitor buffer branch; the supercapacitor drive branch is electrically connected to the positive output terminal P+, the negative output terminal P-, the BMS drive interface, and the supercapacitor buffer branch; the system includes the above circuit, a motor controller, and a motor. This invention can reduce lithium-ion battery cell polarization problems caused by instantaneous impacts.

Description

Technical Field

[0001] This invention relates to the field of BMS braking control technology, specifically, to a lithium battery BMS braking absorption control circuit and system for tricycles or scooters. Background Technology

[0002] Low-speed lithium-ion vehicles such as electric tricycles and field tricycles frequently experience downhill coasting and braking during daily operation. During downhill coasting or emergency braking, the wheels, due to inertia, cause the motor rotor to rotate, switching the motor to generator mode. The motor generates reverse electromagnetic torque for braking, converting the mechanical energy generated during braking into electrical energy via the motor controller to recharge the lithium-ion battery. This process continuously generates reverse electromotive force and reverse feedback current, forming regenerative braking energy, including instantaneous peak energy and steady-state feedback energy. If this regenerative braking energy is not effectively buffered and dissipated, it will directly impact the vehicle controller, battery management system (BMS), and lithium-ion battery cells, significantly affecting the operational stability of the vehicle's electrical system and battery lifespan. Under special conditions such as when the vehicle is fully charged and stationary, or during low-temperature charging protection, the BMS triggers protection logic, actively shutting down the charging MOSFET and cutting off the battery charging circuit to prevent overcharging damage and low-temperature charging safety hazards. However, when the charging MOSFET is off and the charging circuit is interrupted, the braking regenerative energy generated by vehicle braking and downhill coasting cannot be properly channeled into the battery for storage, resulting in instantaneous voltage and current spikes. Traditional solutions involve an external braking control module paired with a braking resistor to absorb the braking regenerative energy as heat, thus reducing the impact on the electrical system. However, this only achieves steady-state energy dissipation and lacks the ability to buffer and absorb instantaneous spikes, easily leading to MOSFET breakdown and burnout, controller hardware damage, and other malfunctions. Furthermore, frequent instantaneous impacts exacerbate lithium-ion battery cell polarization, accelerate cell aging and degradation, and significantly shorten battery cycle life. Summary of the Invention

[0003] To address the shortcomings of existing technologies, this invention provides a lithium-ion battery-powered brake absorption control circuit for tricycles or scooters, comprising: The BMS system has a positive output terminal P+ and a negative output terminal P-. The BMS driver interface is connected to the BMS system signals and has a first signal port and a second signal port. The braking feedback discharge sub-circuit is electrically connected to the positive output terminal P+ and the negative output terminal P-. The main braking sub-circuit includes a main braking drive branch and a main braking MOS power branch; the main braking drive branch is electrically connected to the positive output terminal P+ and the negative output terminal P-, and is also electrically connected to the first signal port and the main braking MOS power branch respectively; the main braking MOS power branch is also connected in series with the braking feedback discharge sub-circuit. The supercapacitor sub-circuit includes a supercapacitor drive branch and a supercapacitor buffer branch; the supercapacitor drive branch is electrically connected to the positive output terminal P+ and the negative output terminal P-, and is also electrically connected to the second signal port and the supercapacitor buffer branch respectively; the supercapacitor buffer branch is also connected in parallel with the main braking MOS power branch. When the tricycle or scooter brakes, the BMS system controls the second signal port to output a second control signal. After receiving the second control signal, the supercapacitor drive branch drives the supercapacitor buffer branch to conduct. The supercapacitor buffer branch absorbs the peak voltage and peak current generated when the braking feedback peak occurs. After absorbing the peak voltage and peak current, the BMS system controls the second signal port to stop outputting the second control signal to drive the supercapacitor buffer branch to turn off. Then, the BMS system controls the first signal port to output a first control signal. After receiving the first control signal, the main brake drive branch drives the main brake MOS power branch to conduct. The main brake MOS power branch forms an electrical connection with the brake feedback discharge sub-circuit. The brake feedback discharge sub-circuit limits the brake feedback current generated by braking.

[0004] Furthermore, the present invention also provides a lithium-ion battery BMS braking absorption control system for tricycles or scooters, including the lithium-ion battery BMS braking absorption control circuit for tricycles or scooters described above, a motor controller, and a motor; the lithium-ion battery BMS braking absorption control circuit for tricycles or scooters includes a BMS system, a BMS drive interface, a braking feedback discharge sub-circuit, a main braking sub-circuit, and a supercapacitor sub-circuit; the motor controller is electrically connected to the BMS system; the motor is electrically connected to the motor controller; wherein, when the tricycle or scooter starts normally, the BMS system outputs DC power to the motor controller, the motor controller converts the received DC power into AC power and transmits it to the motor, and the motor drives the tricycle or scooter to travel normally according to the received AC power; when the tricycle or scooter brakes, the BMS system stops outputting DC power, and the motor controller... Unable to convert the output AC power, the motor, without AC drive, generates regenerative braking energy in reverse and outputs it to the motor controller. The motor controller converts the received regenerative braking energy into regenerative braking current and feeds it back to the BMS system. During braking, the BMS system controls the BMS drive interface to output a second control signal to drive the supercapacitor sub-circuit to conduct. The supercapacitor sub-circuit absorbs the peak voltage and peak current generated when the regenerative braking spike occurs. After absorbing the peak voltage and peak current, the BMS system controls the BMS drive interface to stop outputting the second control signal to drive the supercapacitor sub-circuit to turn off. Then, the BMS system controls the BMS drive interface to output a first control signal to drive the main braking sub-circuit to conduct, forming an electrical connection between the main braking sub-circuit and the braking circuit discharge sub-circuit, and limiting the regenerative braking current.

[0005] The beneficial effects of this application are as follows: When the lithium-ion battery-powered brake absorption control circuit for tricycles or scooters is working, the BMS system provides the power foundation for the entire circuit through the positive output terminal P+ and the negative output terminal P-, ensuring the normal operation of each functional sub-circuit. The BMS drive interface is connected to the BMS system signal, and outputs the first control signal and the second control signal through the first signal port and the second signal port respectively, realizing the timing control of the main braking sub-circuit and the supercapacitor sub-circuit. When the tricycle or scooter brakes, the BMS system first controls the second signal port to output the second control signal, and the supercapacitor drive branch immediately drives the supercapacitor buffer branch to conduct after receiving the second control signal. The supercapacitor buffer circuit utilizes its rapid charging and discharging characteristics to preferentially absorb the peak voltage and current generated during braking feedback spikes. This rapid absorption and buffering of instantaneous peak energy effectively prevents direct impact on the vehicle controller, BMS system, and lithium battery cells, preventing serious malfunctions such as instantaneous breakdown and burnout of the charging MOSFET and controller hardware damage. Simultaneously, it reduces lithium battery cell polarization and accelerated aging caused by instantaneous impacts, significantly extending battery cycle life. After the supercapacitor buffer circuit successfully absorbs the peak voltage and current, the BMS system controls the second signal port to stop outputting the second control signal, driving the supercapacitor buffer circuit to turn off, completing the instantaneous peak energy buffering process. Subsequently, the BMS system outputs a first control signal from its first control port. Upon receiving this signal, the main brake drive branch drives the main brake MOS power branch to conduct. The main brake MOS power branch then forms an electrical connection with the brake regenerative discharge sub-circuit. This sub-circuit limits and dissipates the brake regenerative current generated by braking, gradually dissipating the steady-state regenerative energy in a controllable manner. This achieves graded absorption and orderly management of the brake regenerative energy. Compared to traditional external brake control modules paired with brake resistors that only consume steady-state regenerative energy, this circuit first rapidly absorbs instantaneous peak energy through a supercapacitor buffer branch, and then consumes the steady-state regenerative energy through the brake regenerative discharge sub-circuit. This provides both the ability to buffer and absorb instantaneous peak energy and retains the function of consuming steady-state regenerative energy, completely solving the technical problem of traditional solutions being unable to cope with brake regenerative peak impacts when the charging MOS transistor is off. This effectively improves the operational stability and reliability of the entire vehicle's electrical system. Attached Figure Description

[0006] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings: Figure 1 This is a schematic diagram of the circuit topology of the lithium battery BMS braking absorption control circuit used in the tricycle or scooter in Example 1. Figure 2for Figure 1 A schematic diagram of the circuit topology of the BMS driver interface and the braking feedback discharge sub-circuit. Figure 3 for Figure 1 A schematic diagram of the circuit topology of the main braking element circuit; Figure 4 for Figure 1 A schematic diagram of the circuit topology of the supercapacitor drive branch; Figure 5 for Figure 1 A schematic diagram of the circuit topology of the supercapacitor buffer branch; Figure 6 This is a schematic diagram of the structural connection of the lithium battery BMS braking absorption control system used in the second embodiment for tricycles or scooters.

[0007] Explanation of reference numerals in the attached figures 1. BMS system; 2. BMS drive interface; 3. Braking feedback discharge sub-circuit; 4. Main brake sub-circuit; 41. Main brake drive branch; 42. Main brake MOS power branch; 5. Supercapacitor sub-circuit; 51. Supercapacitor drive branch; 52. Supercapacitor buffer branch; 6. Motor controller; 7. Motor. Detailed Implementation

[0008] The following drawings disclose several embodiments of the present invention. For clarity, many practical details will be described in the following description. However, it should be understood that these practical details are not intended to limit the invention. That is, in some embodiments of the invention, these practical details are not essential. Furthermore, for the sake of simplicity, some conventional structures and components will be shown in the drawings in a simple schematic manner.

[0009] To further understand the invention's content, features, and effects, the following embodiments are provided, and detailed descriptions are given below in conjunction with the accompanying drawings: Example 1 Reference Figures 1-5 , Figure 1 This is a schematic diagram of the circuit topology of the lithium battery BMS braking absorption control circuit used in the tricycle or scooter in Example 1. Figure 2 for Figure 1 A schematic diagram of the circuit topology of the BMS driver interface and the braking feedback discharge sub-circuit. Figure 3 for Figure 1 A schematic diagram of the circuit topology of the main braking element circuit; Figure 4 for Figure 1 A schematic diagram of the circuit topology of the supercapacitor drive branch; Figure 5 for Figure 1A schematic diagram of the circuit topology of the supercapacitor buffer branch. This embodiment provides a lithium battery BMS braking absorption control circuit for tricycles or scooters, including a BMS system 1, a BMS drive interface 2, a braking feedback discharge sub-circuit 3, a main braking sub-circuit 4, and a supercapacitor sub-circuit 5. The BMS system 1 provides DC power to the tricycle or ball vehicle and collects status parameters such as individual cell voltage, charging current, charging voltage, and cell temperature. It has a positive output terminal P+ and a negative output terminal P-. The BMS drive interface 2 outputs different control signals to control the on / off state of the main braking sub-circuit 4 and the supercapacitor sub-circuit 5. It is connected to the BMS system 1 and has a first signal port MCU_IO1 and a second signal port MCU_IO2. The brake feedback discharge sub-circuit 3 forms a discharge channel for the brake feedback current with the main braking sub-branch 4, limiting the reverse brake feedback current generated during braking of the tricycle or ball vehicle. It is electrically connected to the positive output terminal P+ and the negative output terminal P-. The main braking sub-circuit 4 includes a main braking drive branch 41 and a main braking MOS power branch 42. The main braking drive branch 41 is electrically connected to the positive output terminal P+ and the negative output terminal P-, and is also electrically connected to the first signal port MCU_IO1 and the main braking MOS power branch 42, respectively. The main braking drive branch 42 is also connected in series with the braking feedback discharge sub-circuit 3. The main braking drive branch 41 is used to drive the main braking MOS power branch 42 to turn on or off according to the control signal output by the first signal port MCU_IO1. The main braking MOS power branch 42 is used to form a series controllable main braking absorption circuit with the braking feedback discharge sub-circuit 3 to limit the braking feedback current generated by braking. The supercapacitor sub-circuit 5 includes a supercapacitor drive branch 51 and a supercapacitor buffer branch 52. The supercapacitor drive branch 51 is electrically connected to the positive output terminal P+ and the negative output terminal P-, and is also electrically connected to the second signal port MCU_IO2 and the supercapacitor buffer branch 52 respectively. The supercapacitor buffer branch 52 is also connected in parallel with the main braking MOS power branch 42. The supercapacitor drive branch 51 is used to drive the supercapacitor buffer branch 52 to turn on or off according to the control signal of the second signal port MCU_IO2. The supercapacitor buffer branch 52 is used to absorb the peak voltage and peak current generated when the braking feedback peak occurs.

[0010] When the tricycle or scooter brakes, the BMS system 1 controls the second signal port MCU_IO2 to output a second control signal. After receiving the second control signal, the supercapacitor drive branch 51 drives the supercapacitor buffer branch 52 to conduct. The supercapacitor buffer branch 52 absorbs the peak voltage and peak current generated when the feedback peak occurs during braking. After absorbing the peak voltage and peak current, the BMS system 1 controls the second signal port MCU_IO2 to stop outputting the second control signal, thereby driving the supercapacitor buffer branch 52 to turn off. Then, the BMS system 1 controls the first signal port MCU_IO1 to output a first control signal. After receiving the first control signal, the main brake drive branch 41 drives the main brake MOS power branch 42 to conduct. The main brake MOS power branch 42 forms an electrical connection with the brake feedback discharge sub-circuit 3. The brake feedback discharge sub-circuit 3 limits the brake feedback current generated by braking.

[0011] In this example, when the tricycle or scooter is driving normally without brake feedback, the BMS system 1 controls both the first signal port MCU_IO1 and the second signal port MCU_IO2 to output low-level signals. That is, the BMS system 1 controls the first signal port MCU_IO1 to stop outputting the first control signal and controls the second signal port MCU_IO2 to stop outputting the second control signal. The main brake drive branch 41 and the supercapacitor drive branch 51 are not working, so the main brake MOS power branch 42 and the supercapacitor buffer branch 52 are both in the off state. No current flows through the brake feedback discharge sub-circuit 3, and the tricycle or scooter relies solely on the lithium battery cells inside the BMS system 1 for normal power supply. When the tricycle or scooter brakes, BMS system 1 controls the second signal port MCU_IO2 to output a second control signal, i.e., a high-level control output signal. Upon receiving the second control signal, the supercapacitor drive branch 51 drives the supercapacitor buffer branch 52 to conduct. The supercapacitor buffer branch 52 absorbs the voltage and current spikes generated during the braking feedback. After absorbing the voltage and current spikes, BMS system 1 controls the second signal port MCU_IO2 to stop outputting the second control signal, i.e., a low-level control output signal, to drive the supercapacitor buffer branch 52 to turn off. Then, BMS system 1 controls the first signal port MCU_IO1 to output the first control signal. That is, when the control output is high-level signal, the main braking drive branch 41 receives the first control signal and drives the main braking MOS power branch 42 to conduct. The main braking MOS power branch 42 is electrically connected to the braking feedback discharge sub-circuit 3. The braking feedback discharge sub-circuit 3 limits the braking feedback current generated by braking. The supercapacitor buffer branch 52 is first turned on by the BMS system 1 to absorb the peak voltage and peak current, and then the main braking MOS power branch 42 is turned on to consume the subsequent braking feedback current. This ensures that the feedback peak can be quickly absorbed during braking, avoids the voltage surge from directly impacting the lithium battery cell, reduces the instantaneous high current stress of the cell, and prevents the cell overvoltage and overcurrent from triggering the BMS system 1 to falsely protect and shut down.

[0012] Specifically, when the tricycle or scooter brakes—that is, when the tricycle or scooter is fully charged and descending a slope in low temperature, generating a feedback spike—the braking feedback current generated by the braking of the tricycle or scooter is fed back to the positive output terminal P+ of BMS system 1. BMS system 1 collects the internal individual cell voltage, charging current, charging voltage, and cell temperature in real time. When BMS system 1 detects the presence of charging current and the individual cell voltage is higher than the preset overvoltage protection threshold, and determines that no external charger is connected, BMS system 1 determines that this is a braking feedback condition generated during a fully charged downhill descent. BMS system 1 immediately shuts down the internal charging MOSFET (not shown in the figure) and cuts off the braking feedback current from directly charging the internal lithium battery cells. BMS system 1 controls the second signal port MCU_IO2 to output a second control signal, i.e., a 3.3V high-level signal. After receiving the second control signal, the supercapacitor drive branch 51 drives the supercapacitor buffer branch 52 to conduct. The supercapacitor buffer branch 52 absorbs the peak voltage and peak current generated when the braking feedback spike occurs. After absorbing the peak voltage and peak current, BMS system 1 controls the second signal port MCU_IO2 to stop outputting the second control signal, i.e., controls the output to a low-level signal, to drive the supercapacitor buffer branch 52 to turn off. Then, BMS system 1 controls the first signal port MCU_IO1 to output a first control signal, i.e., controls the output to a 3.3V high-level signal. After receiving the first control signal, the main braking drive branch 41 drives the main braking MOS power branch 42 to conduct. The main braking MOS power branch 42 forms an electrical connection with the braking feedback discharge sub-circuit 3. The braking feedback discharge sub-circuit 3 limits and dissipates the braking feedback current generated by braking.Similarly, when BMS system 1 detects that the cell temperature is lower than the preset low-temperature charging protection threshold, detects the presence of charging voltage, and confirms that no external charger is connected, BMS system 1 determines that this is a braking feedback condition under low-temperature charging restriction. That is, under low-temperature charging restriction, a feedback voltage (not generated by an external charger) appears between the positive output terminal P+ and the negative output terminal P- due to the braking feedback current. At this time, the feedback spike still needs to be handled. BMS system 1 immediately turns off the internal charging MOSFET, cutting off the braking feedback current to directly charge the lithium battery cell. Subsequently, BMS system 1 also first controls the second signal port MCU_IO2 to output the second control signal. After receiving the second control signal, the supercapacitor drive branch 51 drives the supercapacitor buffer. When the feedback spike occurs, the supercapacitor buffer branch 52 is turned on, and absorbs the spike voltage and current generated when the feedback spike occurs. After the spike voltage and current are absorbed, the BMS system 1 controls the second signal port MCU_IO2 to stop outputting the second control signal, so as to drive the supercapacitor buffer branch 52 to turn off. Then, it controls the first signal port MCU_IO1 to output the first control signal. After receiving the first control signal, the main brake drive branch 41 drives the main brake MOS power branch 42 to turn on, so that the main brake MOS power branch 42 and the brake feedback discharge sub-circuit 3 are electrically connected. The brake feedback discharge sub-circuit 3 limits the current and consumes the subsequent brake feedback current, ensuring that the feedback spike can still be quickly absorbed in the low temperature environment, and avoiding equipment failure caused by voltage surge.

[0013] For further details, please review. Figures 1-2 The braking feedback discharge sub-circuit 3 includes an alloy resistor R2, a first M4 socket RP-, and a second M4 socket LP-. One end of the alloy resistor R2 is electrically connected to the positive output terminal P+, and the other end is electrically connected to the first M4 socket RP-. The first M4 socket RP- is also electrically connected to the main braking MOS power branch 42, the second M4 socket LP-, and the negative output terminal P- in sequence. The main braking drive branch 41 receives a first control signal and drives the main braking MOS power branch 42 to conduct according to the first control signal, so that the alloy resistor R2 is electrically connected to the main braking MOS power branch 42. The alloy resistor R2 limits the braking feedback current generated by braking.

[0014] In this example, the braking feedback discharge sub-circuit 3 limits the braking feedback current through the alloy resistor R2. The main braking MOS power branch 42 acts as a switch to control the connection and disconnection between the main braking sub-circuit 4 and the braking feedback discharge sub-circuit 3. The first M4 connector RP- provides a reliable connection between one end of the main braking MOS power branch 42 and the alloy resistor R2, and the second M4 connector LP- provides a reliable connection between the other end of the main braking MOS power branch 42 and the negative output terminal P-. When the main braking MOS power branch 42 is on, the braking feedback current flows back from the positive output terminal P+ through the alloy resistor R2, the first M4 connector RP-, the main braking MOS power branch 42, and the second M4 connector LP- to the negative output terminal P-, forming a complete braking absorption circuit. The alloy resistor R2 limits the braking feedback current, thereby preventing large currents from impacting the lithium battery cell.

[0015] Specifically, one end of the alloy resistor R2 is connected to the positive output terminal P+, and the other end is connected to the first M4 connector RP-. The first M4 connector RP- is connected to one end of the main braking MOS power branch 42, and the other end of the main braking MOS power branch 42 is connected to the second M4 connector LP-. The second M4 connector LP- is connected to the negative output terminal P-. The alloy resistor R2 is selected as a 10Ω or 2500W high-power alloy resistor. When the main braking MOS power branch 42 is turned on, the braking feedback current generated by the tricycle or scooter braking flows through the alloy resistor R2. Its 10Ω resistance limits the braking feedback current, and the electrical energy is converted into heat energy and dissipated with a rated power of 2500W.

[0016] For further details, please review. Figure 1 and Figure 3The main braking drive branch 41 includes a first optocoupler UG1, a first clamping diode TVS4, a first PNP transistor Q1, and a first switching transistor D1. The primary side of the first optocoupler UG1 is electrically connected to the first signal port MCU_IO1, the secondary side of the first optocoupler UG1 is electrically connected to the anode and negative output terminal P- of the first clamping diode TVS4, the cathode of the first clamping diode TVS4 is electrically connected to the base of the first PNP transistor Q1, the collector of the first PNP transistor Q1 is electrically connected to the main braking MOS power branch 42, the emitter of the first PNP transistor Q1 is electrically connected to the cathode of the first switching transistor D1, and the anode of the first switching transistor D1 is electrically connected to the positive output terminal P+. The braking feedback current generated by braking passes through the first switching transistor D1 at the positive output terminal P+. A bus voltage is formed between the primary and the negative output terminal P- and transmitted to the first PNP transistor Q1. The primary side of the first optocoupler UG1 receives the first control signal. If the first control signal is a high-level signal, it drives the secondary side of the first optocoupler UG1 to conduct, causing the first clamping diode TVS4 to be reverse-biased and conducted. After the first clamping diode TVS4 conducts, it drives the first PNP transistor Q1 to conduct. After the first PNP transistor Q1 conducts, it amplifies the bus voltage to generate the first conduction signal, thereby driving the main braking MOS power branch 42 to conduct. If the first control signal is a low-level signal, it drives the secondary side of the first optocoupler UG1 to turn off, causing the first clamping diode TVS4 to turn off, thereby driving the first PNP transistor Q1 to turn off, and then driving the main braking MOS power branch 42 to turn off.

[0017] In this example, the main brake drive branch 41 is used to isolate and drive the main brake MOS power branch 42 to turn on or off according to the first control signal output from the first signal port MCU_IO1. When the first control signal is a high-level signal, current flows through the primary side of the first optocoupler UG1, driving the secondary side of the first optocoupler UG1 to turn on. After the secondary side of the first optocoupler UG1 turns on, the first clamping diode TVS4 is reverse-biased and conducts. After being clamped by the first clamping diode TVS4, the base potential of the first PNP transistor Q1 is pulled low relative to its emitter potential, that is, pulled down by about one TVS clamping voltage value. The braking feedback current generated by the braking of the tricycle or ball car is raised between the positive output terminal P+ and the negative output terminal P- to form a bus voltage, and is transmitted to the emitter of the first PNP transistor Q1, causing the first PNP transistor Q1 to turn on. When the reflective junction of transistor Q1 is forward biased and conducts, the first PNP transistor Q1 amplifies the bus voltage to generate the first conduction signal, which is then transmitted to the main braking MOS power branch 42 to drive the main braking MOS power branch 42 to conduct. When the first control signal is a low level signal, there is no current on the primary side of the first optocoupler UG1, causing the secondary side of the first optocoupler UG1 to turn off. The turn-off of the secondary side of the first optocoupler UG1 causes the first clamping diode TVS4 to be cut off, and the base voltage of the first PNP transistor Q1 cannot be pulled down, causing the reflective junction of the first PNP transistor Q1 to be reverse biased and turn off. The main braking MOS power branch 42 loses the first conduction signal and turns off.

[0018] Specifically, such as Figure 3As shown, the main braking drive branch 41 also includes a first primary resistor R13, a first current-limiting resistor R3, a first pull-up resistor R6 and a first base resistor R8, a first energy storage capacitor C1, C5 and a first filter capacitor C2, a first Zener diode TVS2 and a first acceleration diode D3; the first control signal is output from the first signal port MCU_IO1, and is connected to the positive pin of the primary side of the first optocoupler UG1 via the first primary resistor R13. The negative pin of the primary side of the first optocoupler UG1 is grounded to GND. The first primary resistor R13 is used to limit the current flowing into the primary side of the first optocoupler UG1 to prevent overcurrent damage, and the primary side of the first optocoupler UG1 is a light-emitting diode. The positive output terminal P+ is connected to the emitter of the first PNP transistor Q1 via the first current-limiting resistor R3 and the first switching transistor D1. That is, one end of the first current-limiting resistor R3 is connected to the positive output terminal P+, and the other end is connected to the anode of the first switching transistor D1. The cathode of the first switching transistor D1 is connected to the emitter of the first PNP transistor Q1. The first current-limiting resistor R3 is used to limit the current flowing in the braking feedback current, and the first switching transistor D1 is used to prevent current backflow. The first energy storage capacitors C1 and C5 are connected in series. One end of both capacitors is connected between the cathode of the first switching transistor D1 and the emitter of the first PNP transistor Q1, and the other end is connected to the negative output terminal P-. When the braking feedback current flows into the positive output terminal P+, since the charging MOSFET is turned off, the braking feedback current continues to flow into the first energy storage capacitors C1 and C5 through the first current-limiting resistor R3 and the forward bias of the first switching transistor D1. This causes the voltage across the first energy storage capacitors C1 and C5 to continuously increase, thereby forming a raised bus voltage between the positive output terminal P+ and the negative output terminal P-. The cathode of the first Zener diode TVS2 is connected to the emitter of the first PNP transistor Q1, and the anode of the first Zener diode TVS2 is connected to the negative output terminal P-. The first Zener diode TVS2 is also connected in parallel with the first energy storage capacitors C1 and C5 to clamp the bus voltage within a safe range and prevent overvoltage breakdown. The first pull-up resistor R6 is connected in parallel between the emitter and base of the first PNP transistor Q1. It provides a static pull-up path to the base of Q1 when it is turned off, ensuring the base potential is pulled high for reliable turn-off. The first filter capacitor C2 is connected in parallel with the first pull-up resistor R6 to filter out noise interference in the base circuit. The collector pin of the secondary side of the first optocoupler UG1 is connected to the anode of the first clamping diode TVS4, and the emitter pin of the secondary side of UG1 is connected to the negative output terminal P-. The cathode of the first clamping diode TVS4 is connected to the cathode of the first accelerating diode D3, and the anode of the first accelerating diode D3 is connected to the first base resistor R8. The first base resistor R8 is connected to the base of the first PNP transistor Q1. The first accelerating diode D3 is used to accelerate the turn-on and turn-off of the first PNP transistor Q1, and the first base resistor R8 is used to limit the drive current flowing into the base of the first PNP transistor Q1.The collector of the first PNP transistor Q1 is connected to the main braking MOS power branch 42, and is used to output the amplified first turn-on signal to drive the main braking MOS power branch 42 to turn on or off.

[0019] When the first control signal is high, the high-level signal flows out from the first control port MCU_IO1, is current-limited by the first primary-side resistor R13, flows into the positive pin of the primary side of the first optocoupler UG1, and flows out from its negative pin to ground GND, thereby driving the primary side of the first optocoupler UG1 to emit light and conduct. After the secondary side of the first optocoupler UG1 is illuminated, it conducts, and the potential of its collector pin is pulled low, causing the anode potential of the first clamping diode TVS4 to decrease, that is, the cathode potential of the first accelerating diode D3 is pulled low, and the first clamping diode TVS4 is reverse-biased and conducts. At the same time, the braking feedback current is current-limited by the first current-limiting resistor R3 and flows through the first switching transistor D1 which is forward-biased. The voltage across the first energy storage capacitors C1 and C5 continuously increases, creating a raised bus voltage between the positive output terminal P+ and the negative output terminal P-. Part of this bus voltage is transmitted to the emitter of the first PNP transistor Q1, while the other part flows through the first pull-up resistor R6 to the first base resistor R8. After current limiting by the first base resistor R8 and forward biasing of the first accelerating diode D3, the base potential of the first PNP transistor Q1 is rapidly pulled down. At this point, the emitter potential of the first PNP transistor Q1 is much higher than the base potential, satisfying the forward bias conduction condition of the emitter junction, thus driving the first PNP transistor Q1 to conduct. After the first PNP transistor Q1 conducts, the raised bus voltage is amplified to generate a first conduction signal. This first conduction signal is output from the collector of the first PNP transistor Q1 to the main braking MOS power branch 42, driving the main braking MOS power branch 42 to conduct.

[0020] When the first control signal is a low-level signal, the primary side of the first optocoupler UG1 is extinguished because no current flows through it, and the secondary side of the first optocoupler UG1 is turned off due to the loss of light. The anode of the first clamping diode TVS4 is no longer pulled low and is cut off due to the loss of reverse breakdown condition. The first accelerating diode D3 is reverse cut off, and the base of the first PNP transistor Q1 is connected to the emitter only through the first pull-up resistor R6. At this time, the base potential is pulled up to be close to the emitter potential, causing the emitter junction of the first PNP transistor Q1 to be reverse biased and turned off. The main braking MOS power branch 42 cannot output the first conduction signal, thereby driving the main braking MOS power branch 42 to turn off.

[0021] For further details, please review. Figure 1 and Figure 3The main braking MOS power branch 42 includes a first power MOS transistor QD1, a second power MOS transistor QD2, and a first accelerating transistor D2. The first power MOS transistor QD1 and the second power MOS transistor QD2 are connected in parallel. The drains of the first power MOS transistor QD1 and the second power MOS transistor QD2 are electrically connected to the first M4 socket RP-. The sources of the first power MOS transistor QD1 and the second power MOS transistor QD2 are electrically connected to the second M4 socket LP-. The gates of the first power MOS transistor QD1 and the second power MOS transistor QD2 are electrically connected to the cathode of the first accelerating transistor D2. The anode of the first accelerating transistor D2 is electrically connected to the first PNP transistor Q1. The first conduction signal generated by the first PNP transistor Q1 is transmitted to the first power MOS transistor QD1 and the second power MOS transistor QD2 through the first accelerating transistor D2 to drive the first power MOS transistor QD1 and the second power MOS transistor QD2 to turn on or off.

[0022] In this example, the main braking MOS power branch 42 uses a first power MOS transistor QD1 and a second power MOS transistor QD2 connected in parallel to increase the current carrying capacity and meet the conduction requirements of the braking feedback current. The drains of the first power MOS transistor QD1 and the second power MOS transistor QD2 are connected to the first M4 socket RP-, and the sources of the first power MOS transistor QD1 and the second power MOS transistor QD2 are connected to the second M4 socket LP-. The gates of the first power MOS transistor QD1 and the second power MOS transistor QD2 are connected to the collector of the first PNP transistor Q1 through the first accelerating transistor D2. The first accelerating transistor D2 is used to accelerate the turn-on and turn-off of the first power MOSFET QD1 and the second power MOSFET QD2. When the first PNP transistor Q1 outputs a first turn-on signal after amplification, that is, when the first PNP transistor Q1 is turned on and outputs a high-level signal, the first accelerating transistor D2 is forward biased and turned on, quickly applying the first turn-on signal to the gates of the first power MOSFET QD1 and the second power MOSFET QD2, causing the first power MOSFET QD1 and the second power MOSFET QD2 to turn on rapidly. When the first PNP transistor Q1 is turned off, that is, when the first PNP transistor Q1 outputs a low-level signal due to being turned off, the first accelerating transistor D2 is reverse cut off, preventing the reverse flow of gate charge in the first power MOSFET QD1 and the second power MOSFET QD2, causing the first power MOSFET QD1 and the second power MOSFET QD2 to turn off rapidly.

[0023] Specifically, such as Figure 3As shown, the main braking MOS power branch 42 also includes a resistor R4, a first gate Zener diode TVS1, a first bleeder resistor R7, a first MOS resistor R5, and a second MOS resistor R1; the collector of the first PNP transistor Q1 is connected to the anode of the first accelerating transistor D2, and the cathode of the first accelerating transistor D2 is connected to one end of the first MOS resistor R5 and the second MOS resistor R1 via the resistor R4. The other end of the first MOS resistor R5 is connected to the gate of the first power MOS transistor QD1, and the other end of the second MOS resistor R1 is connected to the gate of the second power MOS transistor QD2. The resistor R4 is used to limit the current of the first conduction signal amplified and output by the first PNP transistor Q1, and the first MOS resistor R5 and the second MOS resistor R1 are used to independently limit the current of the first conduction signal flowing into the gate of the first power MOS transistor QD1 and the gate of the second power MOS transistor QD2, respectively. The cathode of the first gate Zener diode (TVS1) is connected between resistor R4 and the first MOSFET resistor R5, and the anode of the first gate Zener diode (TVS1) is connected to the second M4 socket LP-, i.e., connected to the negative output terminal P-. This clamps the gate drive voltages of the first power MOSFET QD1 and the second power MOSFET QD2 within a safe range, preventing overvoltage breakdown of the gates. One end of the first bleeder resistor R7 is connected to the first MOSFET resistor R5 and the second MOSFET resistor R1, and the other end is connected to the second M4 socket LP-. This provides a discharge path for the gate charge of the first power MOSFET QD1 and the second power MOSFET QD2 when the first turn-on signal disappears, ensuring reliable turn-off of the first power MOSFET QD1 and the second power MOSFET QD2. The drains of the first power MOSFET QD1 and the second power MOSFET QD2 are connected together to the first M4 socket RP-, and the sources of the first power MOSFET QD1 and the second power MOSFET QD2 are connected together to the second M4 socket LP-.

[0024] When the first PNP transistor Q1 is turned on and outputs the first turn-on signal, the first turn-on signal is accelerated by the first accelerating transistor D2, then current-limited by resistor R4, and then independently current-limited by the first MOS resistor R5 and the second MOS resistor R1. It is then applied to the gate of the first power MOS transistor QD1 and the gate of the second power MOS transistor QD2, so that the gate-source voltage of the first power MOS transistor QD1 and the second power MOS transistor QD2 reaches the turn-on threshold, thereby driving the first power MOS transistor QD1 and the second power MOS transistor QD2 to turn on, forming the main power path from the first M4 socket RP- through the first power MOS transistor QD1 and the second power MOS transistor QD2 to the second M4 socket LP-. The first power MOS transistor QD1 and the second power MOS transistor QD2 are electrically connected to the alloy resistor R2, and the alloy resistor R2 limits the braking feedback current generated by braking. When the first PNP transistor Q1 is turned off, the first conduction signal disappears. The gate charge of the first power MOSFET QD1 and the second power MOSFET QD2 is discharged to the second M4 socket LP- through the first discharge resistor R7. The gate-source voltage drops below the conduction threshold, driving the first power MOSFET QD1 and the second power MOSFET QD2 to turn off, and the main power path is cut off. During this process, the first gate Zener diode TVS1 always provides overvoltage protection for the gates of the first power MOSFET QD1 and the second power MOSFET QD2. Resistors R4, the first MOSFET resistor R5, and the second MOSFET resistor R1 together limit the gate current and suppress oscillation, ensuring the stability and reliability of the main braking MOSFET power branch 42.

[0025] For further details, please review. Figure 1 and Figure 4The supercapacitor drive branch 51 includes a second optocoupler UG2, a second clamping diode TVS6, a second PNP transistor Q2, and a second switching transistor D5. The primary side of the second optocoupler UG2 is electrically connected to the second signal port MCU_IO2, the secondary side of the second optocoupler UG2 is electrically connected to the anode and negative output terminal P- of the second clamping diode TVS6, the cathode of the second clamping diode TVS6 is electrically connected to the base of the second PNP transistor Q2, the collector of the second PNP transistor Q2 is electrically connected to the supercapacitor buffer branch 52, the emitter of the second PNP transistor Q2 is electrically connected to the cathode of the second switching transistor D5, and the anode of the second switching transistor D5 is electrically connected to the positive output terminal P+. The braking feedback current generated by braking passes through the second switching transistor D5 at the positive output terminal P+. A bus voltage is formed between the + and negative output terminals P- and transmitted to the second PNP transistor Q2. The primary side of the second optocoupler UG2 receives the second control signal. If the second control signal is a high-level signal, it drives the secondary side of the second optocoupler UG2 to conduct, causing the second clamping diode TVS6 to be reverse-biased and conducted. After the second clamping diode TVS6 conducts, it drives the second PNP transistor Q2 to conduct. After the second PNP transistor Q2 conducts, it amplifies the bus voltage to generate the second conduction signal, thereby driving the supercapacitor buffer branch 52 to conduct. If the second control signal is a low-level signal, it drives the secondary side of the second optocoupler UG2 to turn off, causing the second clamping diode TVS6 to turn off, thereby driving the second PNP transistor Q2 to turn off, and then driving the supercapacitor buffer branch 52 to turn off.

[0026] In this example, the supercapacitor drive branch 51 is used to isolate and drive the supercapacitor MOS power branch 52 to turn on or off according to the second control signal output from the second signal port MCU_IO2. When the second control signal is a high-level signal, current flows through the primary side of the second optocoupler UG2, driving the secondary side of the second optocoupler UG2 to turn on. After the secondary side of the second optocoupler UG2 turns on, the second clamping diode TVS6 is reverse-biased and turns on. After being clamped by the second clamping diode TVS6, the base potential of the second PNP transistor Q2 is pulled low relative to its emitter potential. The braking feedback current generated by the braking of the tricycle or ball car is raised between the positive output terminal P+ and the negative output terminal P- to form a bus voltage, which is transmitted to the emitter of the second PNP transistor Q2, making the emitter junction of the second PNP transistor Q2 forward biased. When the second PNP transistor Q2 is turned on, it amplifies the bus voltage to generate a second turn-on signal, which is then transmitted to the supercapacitor MOS power branch 52 to drive the supercapacitor MOS power branch 52 to turn on. When the second control signal is a low level signal, there is no current on the primary side of the second optocoupler UG2, causing the secondary side of the second optocoupler UG2 to turn off. The turn-off of the secondary side of the second optocoupler UG2 causes the second clamping diode TVS6 to be cut off, and the base voltage of the second PNP transistor Q2 cannot be pulled down, causing the emitter junction of the second PNP transistor Q2 to be reverse biased and turned off. The supercapacitor MOS power branch 52 loses the second turn-on signal and turns off.

[0027] Specifically, such as Figure 4As shown, the supercapacitor drive branch 51 also includes a second primary resistor R17, a second current-limiting resistor R14, a second pull-up resistor R15, a second base resistor R16, a second energy storage capacitor C6, C8, a second filter capacitor C7, a second Zener diode TVS5, and a second accelerating diode D6; the second control signal is output from the second signal port MCU_IO2, and is connected to the positive pin of the primary side of the second optocoupler UG2 via the second primary resistor R17. The negative pin of the primary side of the second optocoupler UG2 is grounded to GND. The second primary resistor R17 is used to limit the current flowing into the primary side of the second optocoupler UG2 to prevent overcurrent damage, and the primary side of the second optocoupler UG2 is also a light-emitting diode. The positive output terminal P+ is connected to the emitter of the second PNP transistor Q2 via the second current-limiting resistor R14 and the second switching transistor D5. That is, one end of the second current-limiting resistor R14 is connected to the positive output terminal P+, and the other end is connected to the anode of the second switching transistor D5. The cathode of the second switching transistor D5 is connected to the emitter of the second PNP transistor Q2. The resistor R14 is used to limit the inflow of braking feedback current, and the second switching transistor D5 is used to prevent current backflow. The second energy storage capacitors C6 and C8 are connected in series. One end of both capacitors is connected between the cathode of the second switching transistor D5 and the emitter of the second PNP transistor Q2, and the other end is connected to the negative output terminal P-. When the braking feedback current flows into the positive output terminal P+, since the charging MOSFET is turned off, the braking feedback current continues to flow into the two ends of the second energy storage capacitors C6 and C8 through the second current-limiting resistor R14 and the forward bias conduction of the second switching transistor D5. This causes the voltage across the second energy storage capacitors C6 and C8 to continuously increase, thereby forming a raised bus voltage between the positive output terminal P+ and the negative output terminal P-. The cathode of the second Zener diode TVS5 is connected to the emitter of the second PNP transistor Q2, and the anode of the second Zener diode TVS5 is connected to the negative output terminal P-. The second Zener diode TVS5 is also connected in parallel with the second energy storage capacitors C6 and C8 to clamp the raised bus voltage within a safe range and prevent overvoltage breakdown. The second pull-up resistor R15 is connected in parallel between the emitter and base of the second PNP transistor Q2. It provides a static pull-up path to the base of Q2 when it is turned off, ensuring the base potential is pulled high for reliable turn-off. The second filter capacitor C7 is connected in parallel with the second pull-up resistor R15 to filter out noise interference in the base circuit. The collector pin of the secondary side of the second optocoupler UG2 is connected to the anode of the second clamping diode TVS6, and the emitter pin of the secondary side of UG2 is connected to the negative output terminal P-. The cathode of the second clamping diode TVS6 is connected to the cathode of the second accelerating diode D6, and the anode of the second accelerating diode D6 is connected to the second base resistor R16. The second base resistor R16 is connected to the base of the second PNP transistor Q2. The second accelerating diode D6 accelerates the turn-on and turn-off of the second PNP transistor Q2, and the second base resistor R16 limits the drive current flowing into the base of the second PNP transistor Q2.The collector of the second PNP transistor Q2 is connected to the supercapacitor MOS power branch 52, and is used to output the amplified second turn-on signal to drive the supercapacitor MOS power branch 52 to turn on or off.

[0028] When the second control signal is high, the high-level signal flows out from the second control port MCU_IO2, is current-limited by the second primary-side resistor R17, flows into the positive pin of the primary side of the second optocoupler UG2, and flows out from its negative pin to ground GND, driving the primary side of the second optocoupler UG2 to emit light and conduct. The secondary side of the second optocoupler UG2 conducts after being illuminated, pulling its collector pin potential low, causing the anode potential of the second clamping diode TVS6 to decrease. The second clamping diode TVS6 is reverse-biased and conducts. Simultaneously, the braking feedback current is current-limited by the second current-limiting resistor R14 and accelerated by the forward bias of the second switching transistor D5, flowing into the two ends of the second energy storage capacitors C6 and C8, thus enabling the second... The voltage across energy storage capacitors C6 and C8 continuously increases, forming a raised bus voltage between the positive output terminal P+ and the negative output terminal P-. Part of this bus voltage is output to the emitter of the second PNP transistor Q2, while the other part flows through the second pull-up resistor R15 to the second base resistor R16. After current limiting by the second base resistor R16 and forward biasing by the second accelerating diode D6, the base potential of the second PNP transistor Q2 is rapidly pulled down. At this point, the emitter potential of the second PNP transistor Q2 is much higher than the base potential, approximately 0.7V higher, satisfying the forward bias conduction condition of the emitter junction, thus driving the second PNP transistor Q2 to conduct. After the second PNP transistor Q2 conducts, the raised bus voltage is amplified to generate a second conduction signal, which is output from the collector of the second PNP transistor Q2 to the supercapacitor MOS power branch 52, driving the supercapacitor MOS power branch 52 to conduct.

[0029] When the second control signal is low, the primary side of the second optocoupler UG2 is extinguished due to the lack of current flow, and the secondary side of the second optocoupler UG2 is turned off due to the loss of light. The anode of the second clamping diode TVS6 is no longer pulled low and is cut off due to the loss of reverse breakdown condition. The second accelerating diode D6 is reverse cut off. The base of the second PNP transistor Q2 is connected to the emitter only through the second pull-up resistor R15. The base potential is pulled up to be close to the emitter potential. The base has no bias voltage and cannot be pulled low, causing the emitter junction of the second PNP transistor Q2 to be reverse biased and turned off. In this way, the second PNP transistor Q2 cannot output the second conduction signal, thereby driving the supercapacitor MOS power branch 52 to turn off.

[0030] For further details, please review. Figure 1 and Figure 5The supercapacitor buffer branch 52 includes a supercapacitor module, a third power MOSFET QD3, and a second accelerating transistor D4. The positive terminal of the supercapacitor module is electrically connected to the first M4 socket RP-, the negative terminal of the supercapacitor module is electrically connected to the drain of the third power MOSFET QD3, the source of the third power MOSFET QD3 is electrically connected to the second M4 socket LP-, the gate of the third power MOSFET QD3 is electrically connected to the cathode of the second accelerating transistor D4, and the anode of the second accelerating transistor D4 is electrically connected to the second PNP transistor Q2. The second conduction signal generated by the second PNP transistor Q2 is transmitted to the third power MOSFET QD3 through the second accelerating transistor D4 to drive the third power MOSFET QD3 to conduct or turn off.

[0031] In this example, the supercapacitor buffer branch 52 is used to isolate and drive the third power MOSFET QD3 to turn on or off based on the second turn-on signal amplified by the second PNP transistor Q2, thereby connecting or disconnecting the buffer circuit of the supercapacitor module. When the third power MOSFET QD3 is on, that is, when the second PNP transistor Q2 is on and outputs a high-level signal, the supercapacitor module is connected in parallel between the positive output terminal P+ and the negative output terminal P-, utilizing the low ESR characteristic of the supercapacitor module to quickly absorb the peak voltage and peak current generated when instantaneous feedback spikes occur. The gate of the third power MOSFET QD3 is connected to the collector of the second PNP transistor Q2 through the second accelerating transistor D4, which is used to accelerate the turn-on and turn-off of the third power MOSFET QD3. When the third power MOSFET QD3 is off, that is, when the second PNP transistor Q2 outputs a low-level signal due to being turned off, the second accelerating transistor D4 is reverse-biased and cut off, the gate charge of the third power MOSFET QD3 is discharged and it turns off, and the buffer circuit is disconnected.

[0032] Specifically, such as Figure 5As shown, the supercapacitor buffer branch 52 also includes a third MOS resistor R11, a second bleeder resistor R12, and a second gate Zener diode TVS3. The third MOS resistor R11 is connected in series between the gate of the second accelerating transistor D4 and the gate of the third power MOS transistor QD3, and is used to limit the current of the second turn-on signal amplified by the second PNP transistor Q2. The second bleeder resistor R12 is connected in parallel between the gate and source of the third power MOS transistor QD3, and can provide a static pull-up path when the third power MOS transistor QD3 is turned off, quickly dissipating the gate charge and ensuring reliable turn-off of the third power MOS transistor QD3. The second gate Zener diode TVS3 is connected in parallel with the second bleeder resistor R12 for voltage clamping protection. When the second PNP transistor Q2 is turned on and outputs the second turn-on signal, this signal is transmitted to the gate of the third power MOSFET QD3 via the second accelerating transistor D4. This causes the gate-source voltage of the third power MOSFET QD3 to reach the turn-on threshold, driving QD3 to turn on. This allows the supercapacitor module to absorb the voltage and current spikes generated during the braking feedback peak. When the second PNP transistor Q2 is turned off, the second turn-on signal disappears, and the gate charge of the third power MOSFET QD3 is discharged through the second bleeder resistor R12. The gate-source voltage drops below the turn-on threshold, turning off QD3 and disconnecting the buffer circuit.

[0033] For further details, please review. Figure 1 and Figure 5 The supercapacitor buffer branch 52 also includes a voltage divider discharge resistor network; the voltage divider discharge resistor network includes at least a first voltage divider resistor R19, a second voltage divider resistor R18, a third voltage divider resistor R10 and a fourth voltage divider resistor R9, and the supercapacitor module is composed of at least a first supercapacitor C10, a second supercapacitor C9, a third supercapacitor C4 and a fourth supercapacitor C3 connected in series, the first voltage divider resistor R19 is connected in parallel with the first supercapacitor C10, the second voltage divider resistor R18 is connected in parallel with the second supercapacitor C9, the third voltage divider resistor R10 is connected in parallel with the third supercapacitor C4, and the fourth voltage divider resistor R9 is connected in parallel with the fourth supercapacitor C3.

[0034] In this example, the voltage divider resistor network is used to balance the voltage of each series-connected supercapacitor in the supercapacitor module, preventing individual supercapacitors from being damaged by overvoltage due to inconsistent capacitor parameters. A voltage divider resistor is connected in parallel across each supercapacitor, forming a voltage divider circuit to ensure a uniform voltage distribution across the supercapacitors in a static state. Simultaneously, the voltage divider resistor also serves a discharge function, slowly releasing the charge stored in the supercapacitors after the supercapacitor buffer branch 52 stops working, ensuring safety.

[0035] Specifically, such as Figure 5As shown, the positive terminal of the first supercapacitor C10 is electrically connected to the first M4 socket RP-, that is, the positive terminal of the first supercapacitor C10 is connected to the positive output terminal P+. The negative terminal of the first supercapacitor C10 is electrically connected to the positive terminal of the second supercapacitor C9. The negative terminal of the second supercapacitor C9 is electrically connected to the positive terminal of the third supercapacitor C4. The negative terminal of the third supercapacitor C4 is electrically connected to the positive terminal of the fourth supercapacitor C3. The negative terminal of the fourth supercapacitor C3 is electrically connected to the drain of the third power MOSFET QD3. The first voltage divider resistor R19 is connected in parallel across the first supercapacitor C10, with one end of R19 connected to the positive terminal of C10 and the other end connected to the negative terminal of C10. The second voltage divider resistor R18 is connected in parallel across the second supercapacitor C9, with one end of R18 connected to the positive terminal of C9 and the other end connected to the negative terminal of C9. The third voltage divider resistor R10 is connected in parallel across the third supercapacitor C4, with one end of R10 connected to the positive terminal of C4 and the other end connected to the negative terminal of C4. The fourth voltage divider resistor R9 is connected in parallel across the fourth supercapacitor C3, with one end of R9 connected to the positive terminal of C3 and the other end connected to the negative terminal of C3. During this process, the first voltage divider resistor R19, the second voltage divider resistor R18, the third voltage divider resistor R10, and the fourth voltage divider resistor R9 together form a voltage divider circuit, ensuring that when there is no second conduction signal, that is, when the third power MOSFET QD3 is turned off, the voltage across each supercapacitor is evenly distributed according to the resistance ratio. At the same time, after power failure, the voltage divider discharge resistor network provides a continuous discharge path for the supercapacitor module, slowly consuming the stored electrical energy, ensuring the safety and stability of the supercapacitor buffer branch 52 in standby and power failure states.

[0036] In summary, when the lithium battery BMS braking absorption control circuit for a tricycle or scooter is activated, the BMS system 1 collects the internal individual cell voltage, charging current, charging voltage, and cell temperature in real time. When the tricycle or scooter is driving normally without braking feedback, the BMS system 1 controls both the first signal port MCU_IO1 and the second signal port MCU_IO2 to output low-level signals. There is no current on the primary side of the first optocoupler UG1 and the second optocoupler UG2. The secondary side of the first optocoupler UG1 and the second optocoupler UG2 is turned off due to the lack of light. The first PNP transistor Q1 and the second PNP transistor Q2 are both turned off. The first power MOSFET QD1, the second power MOSFET QD2, and the third power MOSFET QD3 are all turned off. The braking feedback discharge sub-circuit 3 and the supercapacitor buffer branch 52 are not working. The entire tricycle or scooter relies solely on the lithium battery cells for power.

[0037] When a vehicle is fully charged and descends a slope or in low temperature conditions, generating a feedback spike, that is, when BMS1 detects charging current and the voltage of a single cell is higher than the overvoltage protection threshold, and determines that no external charger is connected, or when BMS1 detects that the cell temperature is lower than the low-temperature charging protection threshold, and detects that charging voltage exists, and no external charger is connected, BMS1 immediately shuts down its internal charging MOSFET, cutting off the direct charging path of the braking feedback current to the lithium battery cell. Since the charging MOSFET is turned off, the braking feedback current cannot flow directly into the lithium battery cell, but can only charge the energy storage capacitor between the positive output terminal P+ and the negative output terminal P-. According to the capacitor charging characteristics, the continuous inflow of braking feedback current causes the voltage across the energy storage capacitor to rise continuously, thereby forming a raised bus voltage between the positive output terminal P+ and the negative output terminal P-.

[0038] BMS system 1 controls the second signal port MCU_IO2 to output the second control signal. Upon receiving the second control signal, the primary side of the second optocoupler UG2 illuminates and conducts. The secondary side of the second optocoupler UG2 conducts due to the light, pulling down the collector pin potential. This lowers the anode potential of the second clamping diode TVS6, causing it to reverse-bias and conduct. The braking feedback current flows through the positive output terminal P+ to the second current-limiting resistor R14. The current is limited by the second current-limiting resistor R14, and the second switching transistor D5 is forward-biased and conducts, accelerating the flow into the second energy storage capacitors C6 and C8. This increases the voltage across C6 and C8, thus increasing the voltage between the positive output terminal P+ and the negative output terminal P-. A raised bus voltage is formed. Part of this bus voltage is output to the emitter of the second PNP transistor Q2, and the other part flows through the second pull-up resistor R15 to the second base resistor R16. Then, the second base resistor R16 limits the current and the second accelerating diode D6 is forward biased and turned on, so that the base potential of the second PNP transistor Q2 is rapidly pulled down. At this time, the emitter potential of the second PNP transistor Q2 is much higher than the base potential, so as to drive the second PNP transistor Q2 to conduct. After the second PNP transistor Q2 conducts, the raised bus voltage is amplified to generate a second conduction signal, which is quickly applied to the gate of the third power MOSFET QD3 through the second accelerating diode D4 to drive the third power MOSFET QD3 to conduct. After the third power MOSFET QD3 is turned on, the supercapacitor module is connected in parallel between the positive output terminal P+ and the negative output terminal P-. Utilizing the characteristics of supercapacitors such as low ESR and high power density, it quickly absorbs the peak voltage and peak current generated when the feedback peak occurs during braking. The voltage divider discharge resistor network helps to balance the voltage of each supercapacitor in the supercapacitor module.

[0039] After absorbing the peak voltage and peak current, BMS system 1 controls the second signal port MCU_IO2 to stop outputting the second control signal. The primary side of the second optocoupler UG2 has no current, and the secondary side of the second optocoupler UG2 is turned off due to the loss of light. The second clamping diode TVS6 is no longer pulled low and is cut off due to the loss of reverse breakdown condition. The second accelerating diode D6 is reverse cut off. The base of the second PNP transistor Q2 is connected to the emitter only through the second pull-up resistor R15. The base potential is pulled up to be close to the emitter potential, causing the emitter junction of the second PNP transistor Q2 to be reverse biased and turned off. The gate charge of the third power MOSFET QD3 is quickly discharged through the second discharge resistor R12 and turned off. The supercapacitor buffer branch 52 is out of operation.

[0040] Then, BMS system 1 controls the first signal port MCU_IO1 to output the first control signal. After receiving the first control signal, the primary side of the first optocoupler UG1 illuminates and conducts. The secondary side of the first optocoupler UG1 conducts due to the light, and its collector pin potential is pulled low, causing the anode potential of the first clamping diode TVS4 to decrease. The first clamping diode TVS4 is reverse-biased and conducts. The braking feedback current flows through the positive output terminal P+ to the first current-limiting resistor R3. After being limited by the first current-limiting resistor R3 and forward-biased and conducted by the first switching transistor D1, the current flows into the first energy storage capacitors C1 and C5, causing the voltage across the first energy storage capacitors C1 and C5 to rise. This forms a raised bus voltage between the positive output terminal P+ and the negative output terminal P-. Part of the bus voltage is transmitted to the emitter of the first PNP transistor Q1, and the other part flows through the first pull-up resistor R6 to the first base resistor R8. Then, the first base resistor R8 limits the current and the first accelerating diode D3 is forward biased and turned on, which rapidly pulls down the base potential of the first PNP transistor Q1. At this time, the emitter potential of the first PNP transistor Q1 is much higher than the base potential, so as to drive the first PNP transistor Q1 to conduct. After the first PNP transistor Q1 conducts, the raised bus voltage is amplified to generate the first conduction signal, which is quickly applied to the gates of the first power MOSFET QD1 and the second power MOSFET QD2 through the first accelerating diode D2, driving the first power MOSFET QD1 and the second power MOSFET QD2 to conduct synchronously. After the first power MOSFET QD1 and the second power MOSFET QD2 are turned on, the braking feedback current flows from the positive output terminal P+ through the alloy resistor R2, the first M4 socket RP-, the first power MOSFET QD1 and the second power MOSFET QD2, and the second M4 socket LP- back to the negative output terminal P-, forming a complete braking absorption circuit. The alloy resistor R2, with its 10Ω resistance, limits the braking feedback current and converts the electrical energy into heat energy to dissipate it with a rated power of 2500W, thus achieving safe discharge of braking feedback energy.

[0041] After braking ends, the BMS system 1 controls the first signal port MCU_IO1 to stop outputting the first control signal. The primary side of the first optocoupler UG1 has no current, and the secondary side of the first optocoupler UG1 is turned off due to the lack of light. The anode of the first clamping diode TVS4 is no longer pulled low, loses the reverse breakdown condition and is cut off. The first accelerating diode D3 is reverse cut off. The base of the first PNP transistor Q1 is connected to the emitter only through the first pull-up resistor R6. The base potential is pulled up to be close to the emitter potential, causing the emitter junction of the first PNP transistor Q1 to be reverse biased and turned off. The gate charge of the first power MOSFET QD1 and the second power MOSFET QD2 is quickly discharged through the first discharge resistor R7 and turned off. The main braking MOSFET power branch 42 exits operation, and the circuit returns to standby state. The above process is repeated for the next braking, realizing the continuous and stable operation of the lithium battery BMS braking absorption control for tricycles or ball vehicles.

[0042] Example 2 Please review Figures 1-5 Please refer to them together. Figure 6 , Figure 6This is a schematic diagram of the structural connection of the lithium-ion battery BMS braking absorption control system for a tricycle or scooter in Embodiment 2. The present invention also provides a lithium-ion battery BMS braking absorption control system for a tricycle or scooter, including the lithium-ion battery BMS braking absorption control circuit for a tricycle or scooter, a motor controller 6, and a motor 7 as described above; the lithium-ion battery BMS braking absorption control circuit for a tricycle or scooter includes a BMS system 1, a BMS drive interface 2, a braking feedback discharge sub-circuit 3, a main braking sub-circuit 4, and a supercapacitor sub-circuit 5; the motor controller 6 is electrically connected to the BMS system 1; the motor 7 is electrically connected to the motor controller 6; wherein, when the tricycle or scooter starts normally, the BMS system 1 outputs DC power to the motor controller 6, the motor controller 6 converts the received DC power into AC power and transmits it to the motor 7, and the motor 7 drives the tricycle or scooter to travel normally according to the received AC power; when the tricycle or scooter brakes, the BMS system 1 stops outputting DC power, and the motor controller 6 stops outputting DC power. The system converts AC power to AC power, and the motor 7, without AC power drive, generates braking feedback energy in reverse, which is output to the motor controller 6. The motor controller 6 converts the received braking feedback energy into braking feedback current and feeds it back to the BMS system 1. During braking, the BMS system 1 controls the BMS drive interface 2 to output a second control signal to drive the supercapacitor sub-circuit 5 to conduct. The supercapacitor sub-circuit 5 absorbs the peak voltage and peak current generated when the braking feedback spike occurs. After absorbing the peak voltage and peak current, the BMS system 1 controls the BMS drive interface 2 to stop outputting the second control signal to drive the supercapacitor sub-circuit 5 to turn off. Then, the BMS system 1 controls the BMS drive interface 2 to output a first control signal to drive the main braking sub-circuit 4 to conduct, so that the main braking sub-circuit 4 forms an electrical connection with the braking circuit discharge sub-circuit 3 and limits the braking feedback current.

[0043] In this embodiment, when the tricycle or scooter starts normally, the positive output terminal P+ of the BMS system 1 outputs DC power to the motor controller 6. The motor controller 6 converts the received DC power into AC power and transmits it to the motor 7 through the three-phase output lines U, V, and W. The motor 7 generates electromagnetic torque based on the received AC power, driving the tricycle or scooter to move normally. When the tricycle or scooter brakes, the BMS system 1 stops outputting DC power from the positive output terminal P+. The motor controller 6, having lost its DC power input, cannot continue to convert and output AC power. The motor 7 continues to rotate under the inertia of the vehicle. At this time, the motor 7 is in generator mode, generating regenerative braking energy in reverse. This regenerative braking energy is output to the motor controller 6 in the form of AC power through the three-phase output lines U, V, and W. The motor controller 6 rectifies the received AC power and converts it into DC regenerative braking current, which is then fed back to the positive output terminal P+ through the DC bus between the BMS system 1 and the motor controller 6. At the moment of braking, due to the high speed of motor 7, the braking feedback energy will generate high-amplitude peak voltage and peak current on the bus. If the peak voltage and peak current directly impact the lithium battery cell inside BMS system 1, it is very easy to cause overvoltage or overcurrent of the lithium battery cell, triggering the overvoltage protection or overcurrent protection mechanism of BMS system 1 and shutting down. During braking, BMS system 1 immediately shuts down the charging MOSFET and controls the second signal port MCU_IO2 to output a second control signal. After receiving the second control signal, the supercapacitor drive branch 51 drives the supercapacitor buffer branch 52 to conduct. The supercapacitor buffer branch 52 absorbs the peak voltage and peak current generated when the feedback peak occurs during braking. After absorbing the peak voltage and peak current, BMS system 1 controls the second signal port MCU_IO2 to stop outputting the second control signal to drive the supercapacitor buffer branch 52 to turn off. Then, BMS system 1 controls the first signal port MCU_IO1 of BMS drive interface 2 to output a first control signal. After receiving the first control signal, the main braking drive branch 41 drives the main braking MOSFET power branch 42 to conduct. The main braking MOSFET power branch 42 is electrically connected to the braking feedback discharge sub-circuit 3. The braking feedback discharge sub-circuit 3 limits and dissipates the braking feedback current generated by braking. The BMS system 1 first shuts down the charging MOSFET, then turns on the supercapacitor buffer branch 52 to absorb peak voltage and peak current, and finally turns on the main braking MOSFET power branch 42 to consume the subsequent braking feedback current. This ensures that the feedback peak can be quickly absorbed during braking, avoids the voltage surge from directly impacting the lithium battery cell, reduces the instantaneous high current stress on the cell, and prevents the BMS system 1 from falsely shutting down due to cell overvoltage or overcurrent.

[0044] Furthermore, the BMS drive interface 2 has a first signal port MCU_IO1 and a second signal port MCU_IO2; the first signal port MCU_IO1 is electrically connected to the main braking drive branch 41; the second signal port MCU_IO2 is electrically connected to the supercapacitor drive branch 51; wherein, when the tricycle or scooter brakes, the BMS system 1 collects the internal individual cell voltage, charging current, charging voltage, and cell temperature in real time, compares the real-time collected individual cell voltage with a preset overvoltage protection threshold, compares the real-time collected cell temperature with a preset low-temperature charging protection threshold, and also determines whether an external charger is connected. When charging current is collected and the individual cell voltage is higher than the overvoltage protection threshold and no external charger is connected, or when cell temperature is collected lower than the low-temperature charging protection threshold and charging voltage is present and no external charger is connected, BMS system 1 controls the second signal port MCU_IO2 to output the second control signal. After receiving the second control signal, the supercapacitor drive branch 51 drives the supercapacitor buffer branch 52 to conduct. The supercapacitor buffer branch 51 absorbs the peak voltage and peak current generated when the braking feedback peak occurs. After absorbing the peak voltage and peak current, BMS system 1 controls the second signal port MCU_IO2 to stop outputting the second control signal, so as to drive the supercapacitor buffer branch 52 to turn off. Then, BMS system 1 controls the first signal port MCU_IO1 to output the first control signal. After receiving the first control signal, the main braking drive branch 41 drives the main braking MOS power branch 42 to conduct, so that the main braking MOS power branch 42 and the braking feedback discharge sub-circuit 3 are electrically connected. The braking feedback discharge sub-circuit 3 limits the braking feedback current generated by braking.

[0045] In this embodiment, the BMS drive interface 2 has a first signal port MCU_IO1 and a second signal port MCU_IO2. The first signal port MCU_IO1 is electrically connected to the main brake drive branch 41 and is used to output a first control signal to control the conduction or cutoff of the main brake MOS power branch 42; the second signal port MCU_IO2 is electrically connected to the supercapacitor drive branch 51 and is used to output a second control signal to control the conduction or cutoff of the supercapacitor buffer branch 52.

[0046] When the tricycle or scooter is in normal operation, the BMS system 1 controls both the first signal port MCU_IO1 and the second signal port MCU_IO2 to output low-level signals. The main brake drive branch 41 and the supercapacitor drive branch 51 are not working, the main brake MOS power branch 42 and the supercapacitor buffer branch 52 are both in the off state, and no current flows through the brake feedback discharge sub-circuit 3. The entire tricycle or scooter relies solely on the lithium battery cells inside the BMS system 1 for power. When the tricycle or scooter brakes, the BMS system 1 stops outputting DC power to the motor controller 6. The motor controller 6, having lost its DC input, cannot convert to AC output. The motor 7 has no AC drive, but due to the vehicle's inertia, it continues to rotate. At this time, the motor 7 is in a generator state, producing brake feedback energy in reverse. This brake feedback energy is output to the motor controller 6 in the form of AC power. The motor controller 6 converts the received AC power into DC power, forming a brake feedback current, which is fed back to the positive output terminal P+ of the BMS system 1 through the DC bus. The BMS system 1 collects the internal individual cell voltage, charging current, charging voltage, and cell temperature in real time. It compares the real-time collected individual cell voltage with the preset overvoltage protection threshold (e.g., 4.25V), compares the real-time collected cell temperature with the preset low-temperature charging protection threshold (e.g., 0℃), and also determines whether an external charger is connected.

[0047] When BMS system 1 detects the presence of charging current and the voltage of a single battery cell exceeds a preset overvoltage protection threshold (e.g., 4.25V), and determines that no external charger is connected, BMS system 1 identifies this as a braking feedback condition caused by a fully charged downhill slope. It immediately shuts down its internal charging MOSFET, cutting off the direct charging path of the braking feedback current to the lithium battery cell. Since the charging MOSFET is off, the braking feedback current cannot flow directly into the battery and can only charge the energy storage capacitors (such as C1, C5, C6, or C8) between the positive output terminal P+ and the negative output terminal P-. Based on the capacitor charging characteristics, the continuous inflow of the braking feedback current causes the voltage across the energy storage capacitor to rise continuously, thus creating a raised bus voltage between the positive output terminal P+ and the negative output terminal P-.

[0048] BMS system 1 controls the second signal port MCU_IO2 to output the second control signal. After the primary side of the second optocoupler UG2 receives the second control signal, it makes it emit light and conduct. The secondary side of the second optocoupler UG2 conducts due to light, and its collector pin potential is pulled low, which reduces the anode potential of the second clamping diode TVS6. The second clamping diode TVS6 is reverse broken down and conducts. The braking feedback current flows through the positive output terminal P+ to the second current-limiting resistor R14. After being limited by the second current-limiting resistor R14 and forward-biased by the second switching transistor D5, it accelerates into the two ends of the second energy storage capacitors C6 and C8, causing the voltage across the second energy storage capacitors C6 and C8 to rise. This forms a raised bus voltage between the positive output terminal P+ and the negative output terminal P-. Part of this bus voltage is output to the emitter of the second PNP transistor Q2, and the other part flows through the second pull-up resistor R15 to the second base resistor R16. After being limited by the second base resistor R16 and forward-biased by the second accelerating diode D6, the base potential of the second PNP transistor Q2 is rapidly pulled down. At this time, the emitter potential of the second PNP transistor Q2 is much higher than the base potential, thus driving the second PNP transistor Q2 to conduct. After the second PNP transistor Q2 is turned on, the boosted bus voltage is amplified to generate a second turn-on signal, which is quickly applied to the gate of the third power MOSFET QD3 via the second accelerating transistor D4, driving QD3 to turn on. After QD3 is turned on, the supercapacitor module is connected in parallel between the positive output terminal P+ and the negative output terminal P-, quickly absorbing the peak voltage and peak current generated during the braking feedback spike. The voltage divider discharge resistor network helps to balance the voltage of each supercapacitor in the supercapacitor module.

[0049] After absorbing the peak voltage and peak current, BMS system 1 controls the second signal port MCU_IO2 to stop outputting the second control signal. The primary side of the second optocoupler UG2 has no current, and the secondary side of the second optocoupler UG2 is turned off due to the loss of light. The anode of the second clamping diode TVS6 is no longer pulled low and loses the reverse breakdown condition, thus turning off. The second accelerating diode D6 is reverse-biased and turned off. The base of the second PNP transistor Q2 is connected to the emitter only through the second pull-up resistor R15. The base potential is pulled up to be close to the emitter potential, causing the emitter junction of the second PNP transistor Q2 to be reverse-biased and turned off. The gate charge of the third power MOSFET QD3 is quickly discharged through the second discharge resistor R12 and turned off. The supercapacitor buffer branch 52 stops working.

[0050] Then, the BMS system 1 controls the first signal port MCU_IO1 to output the first control signal. After the primary side of the first optocoupler UG1 receives the first control signal, it makes it emit light and conduct. The secondary side conducts due to the light, and the potential of its collector pin is pulled low, which reduces the anode potential of the first clamping diode TVS4. The first clamping diode TVS4 is reverse broken down and conducts. The braking feedback current flows through the positive output terminal P+ to the first current-limiting resistor R3. After being limited by the first current-limiting resistor R3 and forward-biased and turned on by the first switching transistor D1, the current flows into the first energy storage capacitors C1 and C5, causing the voltage across the first energy storage capacitors C1 and C5 to rise. This forms a raised bus voltage between the positive output terminal P+ and the negative output terminal P-. Part of this bus voltage is transmitted to the emitter of the first PNP transistor Q1, and the other part flows through the first pull-up resistor R6 to the first base resistor R8. After being limited by the first base resistor R8 and forward-biased and turned on by the first accelerating diode D3, the base potential of the first PNP transistor Q1 is rapidly pulled down. At this time, the emitter potential of the first PNP transistor Q1 is much higher than the base potential, thus driving the first PNP transistor Q1 to conduct. After the first PNP transistor Q1 is turned on, the boosted bus voltage is amplified to generate the first turn-on signal, which is quickly applied to the gates of the first power MOSFET QD1 and the second power MOSFET QD2 via the first accelerating transistor D2, driving them to turn on synchronously. After the first power MOSFET QD1 and the second power MOSFET QD2 are turned on, the braking feedback current flows back from the positive output terminal P+ through the alloy resistor R2, the first M4 socket RP-, the first power MOSFET QD1 and the second power MOSFET QD2, and the second M4 socket LP- to the negative output terminal P-. The alloy resistor R2, with its 10Ω resistance, limits the braking feedback current and converts the electrical energy into heat energy at a rated power of 2500W, thereby achieving safe discharge of braking feedback energy.

[0051] Similarly, when BMS system 1 detects that the cell temperature is below the low-temperature protection threshold for charging, and detects the presence of charging voltage, and no external charger is connected, BMS system 1 determines that this is a regenerative braking condition under low-temperature charging-prohibited conditions. BMS system 1 first turns off the internal charging MOSFET to cut off the direct charging path of the regenerative current to the battery. Then, it controls the second signal port MCU_IO2 to output the second control signal, turning on the supercapacitor buffer branch 52 to absorb the peak voltage and peak current generated when the regenerative peak occurs. After absorbing the peak voltage and peak current, it controls the first signal port MCU_IO1 to output the first control signal, turning on the main braking MOSFET power branch 42 to consume the subsequent regenerative braking current, thereby ensuring that the regenerative peak can still be quickly absorbed under low-temperature conditions, avoiding sudden voltage rise that could cause equipment failure.

[0052] Furthermore, the BMS driver interface 2 is also used to control the first signal port MCU_IO1 to stop outputting the first control signal after the braking of the tricycle or ball car is completed, so as to drive the main braking MOS power branch 42 to turn off.

[0053] In this embodiment, when the tricycle or scooter stops braking and the vehicle resumes normal driving, the BMS system 1 detects that the braking feedback current gradually decreases until it reaches zero. At this time, the BMS system 1 controls the first signal port MCU_IO1 to stop outputting the first control signal, the primary side of the first optocoupler UG1 is extinguished due to no current flowing through it, and the secondary side of the first optocoupler UG1 is turned off due to the loss of illumination. The anode of the first clamping diode TVS4 is no longer pulled low, loses the reverse breakdown condition and is cut off, and the first accelerating diode D3 is reverse-biased and cut off. The base of the first PNP transistor Q1 is connected to the emitter only through the first pull-up resistor R6, and the base potential is pulled up to be close to the emitter potential, causing the emitter junction of the first PNP transistor Q1 to be reverse-biased and turned off. After the first PNP transistor Q1 is turned off, the first conduction signal disappears. The gate charge of the first power MOSFET QD1 and the second power MOSFET QD2 is quickly discharged through the first discharge resistor R7. The gate-source voltage drops below the conduction threshold, the first power MOSFET QD1 and the second power MOSFET QD2 are turned off, the main braking MOSFET power branch 42 stops working, and the circuit returns to standby state.

[0054] The above description is merely an embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principle of the present invention should be included within the scope of the claims of the present invention.

Claims

1. A lithium-ion battery-powered brake absorption control circuit for tricycles or scooters, characterized in that, include: The BMS system has a positive output terminal P+ and a negative output terminal P-. The BMS driver interface is connected to the BMS system signals and has a first signal port and a second signal port. The braking feedback discharge sub-circuit is electrically connected to the positive output terminal P+ and the negative output terminal P-. The main braking sub-circuit includes a main braking drive branch and a main braking MOS power branch; the main braking drive branch is electrically connected to the positive output terminal P+ and the negative output terminal P-, and is also electrically connected to the first signal port and the main braking MOS power branch respectively; the main braking MOS power branch is also connected in series with the braking feedback discharge sub-circuit. The supercapacitor sub-circuit includes a supercapacitor drive branch and a supercapacitor buffer branch; the supercapacitor drive branch is electrically connected to the positive output terminal P+ and the negative output terminal P-, and is also electrically connected to the second signal port and the supercapacitor buffer branch respectively; the supercapacitor buffer branch is also connected in parallel with the main braking MOS power branch. When the tricycle or scooter brakes, the BMS system controls the second signal port to output a second control signal. After receiving the second control signal, the supercapacitor drive branch drives the supercapacitor buffer branch to conduct. The supercapacitor buffer branch absorbs the peak voltage and peak current generated when the braking feedback peak occurs. After absorbing the peak voltage and peak current, the BMS system controls the second signal port to stop outputting the second control signal to drive the supercapacitor buffer branch to turn off. Then, the BMS system controls the first signal port to output a first control signal. After receiving the first control signal, the main brake drive branch drives the main brake MOS power branch to conduct. The main brake MOS power branch forms an electrical connection with the brake feedback discharge sub-circuit. The brake feedback discharge sub-circuit limits the brake feedback current generated by braking.

2. The lithium battery BMS braking absorption control circuit for tricycles or scooters according to claim 1, characterized in that, The braking feedback discharge sub-circuit includes an alloy resistor R2, a first M4 socket RP-, and a second M4 socket LP-. One end of the alloy resistor R2 is electrically connected to the positive output terminal P+, and the other end is electrically connected to the first M4 socket RP-. The first M4 socket RP- is also electrically connected in sequence to the main braking MOS power branch, the second M4 socket LP-, and the negative output terminal P-. The main braking drive branch receives a first control signal and drives the main braking MOS power branch to conduct according to the first control signal, so that the alloy resistor R2 is electrically connected to the main braking MOS power branch. The alloy resistor R2 limits the braking feedback current generated by braking.

3. The lithium battery BMS braking absorption control circuit for tricycles or scooters according to claim 2, characterized in that, The main braking drive branch includes a first optocoupler UG1, a first clamping diode TVS4, a first PNP transistor Q1, and a first switching transistor D1. The primary side of the first optocoupler UG1 is electrically connected to the first signal port, the secondary side of the first optocoupler UG1 is electrically connected to the anode and negative output terminal P- of the first clamping diode TVS4, the cathode of the first clamping diode TVS4 is electrically connected to the base of the first PNP transistor Q1, the collector of the first PNP transistor Q1 is electrically connected to the main braking MOS power branch, the emitter of the first PNP transistor Q1 is electrically connected to the cathode of the first switching transistor D1, and the anode of the first switching transistor D1 is electrically connected to the positive output terminal P+. The braking feedback current generated by braking is transmitted through the first switching transistor D1 to the positive output terminal P+ and the negative output terminal P+. A bus voltage is formed between the output terminals P and P- and transmitted to the first PNP transistor Q1. The primary side of the first optocoupler UG1 receives the first control signal. If the first control signal is a high-level signal, it drives the secondary side of the first optocoupler UG1 to conduct, causing the first clamping diode TVS4 to be reverse-biased and conducted. After the first clamping diode TVS4 conducts, it drives the first PNP transistor Q1 to conduct. After the first PNP transistor Q1 conducts, it amplifies the bus voltage to generate the first conduction signal, thereby driving the main braking MOS power branch to conduct. If the first control signal is a low-level signal, it drives the secondary side of the first optocoupler UG1 to turn off, causing the first clamping diode TVS4 to turn off, thereby driving the first PNP transistor Q1 to turn off, and then driving the main braking MOS power branch to turn off.

4. The lithium battery BMS braking absorption control circuit for tricycles or scooters according to claim 3, characterized in that, The main braking MOS power branch includes a first power MOS transistor QD1, a second power MOS transistor QD2, and a first accelerating transistor D2. The first power MOS transistor QD1 and the second power MOS transistor QD2 are connected in parallel. The drains of the first power MOS transistor QD1 and the second power MOS transistor QD2 are electrically connected to the first M4 socket RP-. The sources of the first power MOS transistor QD1 and the second power MOS transistor QD2 are electrically connected to the second M4 socket LP-. The gates of the first power MOS transistor QD1 and the second power MOS transistor QD2 are electrically connected to the cathode of the first accelerating transistor D2. The anode of the first accelerating transistor D2 is electrically connected to the first PNP transistor Q1. The first turn-on signal generated by the first PNP transistor Q1 is transmitted to the first power MOS transistor QD1 and the second power MOS transistor QD2 through the first accelerating transistor D2 to drive the first power MOS transistor QD1 and the second power MOS transistor QD2 to turn on or off.

5. The lithium battery BMS braking absorption control circuit for tricycles or scooters according to claim 2, characterized in that, The supercapacitor drive branch includes a second optocoupler UG2, a second clamping diode TVS6, a second PNP transistor Q2, and a second switching transistor D5. The primary side of the second optocoupler UG2 is electrically connected to the second signal port, the secondary side of the second optocoupler UG2 is electrically connected to the anode and negative output terminal P- of the second clamping diode TVS6, the cathode of the second clamping diode TVS6 is electrically connected to the base of the second PNP transistor Q2, the collector of the second PNP transistor Q2 is electrically connected to the supercapacitor buffer branch, the emitter of the second PNP transistor Q2 is electrically connected to the cathode of the second switching transistor D5, and the anode of the second switching transistor D5 is electrically connected to the positive output terminal P+. The braking feedback current generated by braking passes through the second switching transistor D5 at the positive output terminal P+ and the negative terminal... A bus voltage is formed between the output terminals P and - and transmitted to the second PNP transistor Q2. The primary side of the second optocoupler UG2 receives the second control signal. If the second control signal is a high-level signal, it drives the secondary side of the second optocoupler UG2 to conduct, causing the second clamping diode TVS6 to be reverse-biased and conducted. After the second clamping diode TVS6 conducts, it drives the second PNP transistor Q2 to conduct. After the second PNP transistor Q2 conducts, it amplifies the bus voltage to generate the second conduction signal, thereby driving the supercapacitor buffer branch to conduct. If the second control signal is a low-level signal, it drives the secondary side of the second optocoupler UG2 to turn off, causing the second clamping diode TVS6 to turn off, thereby driving the second PNP transistor Q2 to turn off, and then driving the supercapacitor buffer branch to turn off.

6. The lithium battery BMS braking absorption control circuit for tricycles or scooters according to claim 5, characterized in that, The supercapacitor buffer branch includes a supercapacitor module, a third power MOSFET QD3, and a second accelerating transistor D4. The positive terminal of the supercapacitor module is electrically connected to the first M4 socket RP-, the negative terminal of the supercapacitor module is electrically connected to the drain of the third power MOSFET QD3, the source of the third power MOSFET QD3 is electrically connected to the second M4 socket LP-, the gate of the third power MOSFET QD3 is electrically connected to the cathode of the second accelerating transistor D4, and the anode of the second accelerating transistor D4 is electrically connected to the second PNP transistor Q2. The second conduction signal generated by the second PNP transistor Q2 is transmitted to the third power MOSFET QD3 via the second accelerating transistor D4 to drive the third power MOSFET QD3 to turn on or off.

7. The lithium battery BMS braking absorption control circuit for tricycles or scooters according to claim 6, characterized in that, The supercapacitor buffer branch also includes a voltage divider and discharge resistor network; the voltage divider and discharge resistor network includes at least a first voltage divider resistor R19, a second voltage divider resistor R18, a third voltage divider resistor R10, and a fourth voltage divider resistor R9. The supercapacitor module is composed of at least a first supercapacitor C10, a second supercapacitor C9, a third supercapacitor C4, and a fourth supercapacitor C3 connected in series. The first voltage divider resistor R19 is connected in parallel with the first supercapacitor C10, the second voltage divider resistor R18 is connected in parallel with the second supercapacitor C9, the third voltage divider resistor R10 is connected in parallel with the third supercapacitor C4, and the fourth voltage divider resistor R9 is connected in parallel with the fourth supercapacitor C3.

8. A lithium-ion battery-powered brake absorption control system for tricycles or scooters, characterized in that, This includes a lithium-ion battery-powered brake absorption control circuit for a tricycle or scooter as described in any one of claims 1-7, a motor controller, and a motor; the lithium-ion battery-powered brake absorption control circuit for a tricycle or scooter includes a BMS system, a BMS drive interface, a brake feedback discharge sub-circuit, a main brake sub-circuit, and a supercapacitor sub-circuit; the motor controller is electrically connected to the BMS system; the motor is electrically connected to the motor controller; wherein, when the tricycle or scooter starts normally, the BMS system outputs DC power to the motor controller, the motor controller converts the received DC power into AC power and transmits it to the motor, and the motor drives the tricycle or scooter to travel normally according to the received AC power; when the tricycle or scooter brakes, the BMS system stops outputting DC power, the motor controller cannot convert the output AC power, and the motor has no... The AC drive generates regenerative braking energy, which is output to the motor controller. The motor controller converts the received regenerative braking energy into regenerative braking current and feeds it back to the BMS system. During braking, the BMS system controls the BMS drive interface to output a second control signal to drive the supercapacitor sub-circuit to conduct. The supercapacitor sub-circuit absorbs the peak voltage and peak current generated when the regenerative braking spike occurs. After absorbing the peak voltage and peak current, the BMS system controls the BMS drive interface to stop outputting the second control signal to drive the supercapacitor sub-circuit to turn off. Then, the BMS system controls the BMS drive interface to output a first control signal to drive the main braking sub-circuit to conduct, so that the main braking sub-circuit and the braking circuit discharge sub-circuit are electrically connected, and the regenerative braking current is limited.

9. The lithium battery BMS braking absorption control system for tricycles or scooters according to claim 8, characterized in that, The BMS drive interface has a first signal port and a second signal port; the first signal port is electrically connected to the main braking drive branch; the second signal port is electrically connected to the supercapacitor drive branch. When the tricycle or scooter brakes, the BMS system collects real-time data on the individual cell voltage, charging current, charging voltage, and cell temperature. It compares the real-time collected individual cell voltage with a preset overvoltage protection threshold and the real-time collected cell temperature with a preset low-temperature charging protection threshold. It also determines whether an external charger is connected. If charging current is detected, and the individual cell voltage is higher than the overvoltage protection threshold, and no external charger is connected; or if the cell temperature is detected below the low-temperature charging protection threshold, and charging voltage is present, and no external charger is connected... The BMS system controls the second signal port to output a second control signal. After receiving the second control signal, the supercapacitor drive branch drives the supercapacitor buffer branch to conduct. The supercapacitor buffer branch absorbs the peak voltage and peak current generated when the instantaneous feedback peak occurs during braking. After absorbing the peak voltage and peak current, the BMS system controls the second signal port to stop outputting the second control signal to drive the supercapacitor buffer branch to turn off. Then, the BMS system controls the first signal port to output a first control signal. After receiving the first control signal, the main braking drive branch drives the main braking MOS power branch to conduct, so that the main braking MOS power branch and the braking feedback discharge sub-circuit form an electrical connection. The braking feedback discharge sub-circuit limits the braking feedback current generated by braking.

10. The lithium battery BMS braking absorption control system for tricycles or scooters according to claim 9, characterized in that, The BMS drive interface is also used to control the first signal port to stop outputting the first control signal after the braking of the tricycle or ball car is completed, so as to drive the main braking MOS power branch to turn off.

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