Long-acting high-power battery protection device with intelligent management function

Abstract

The utility model discloses a long-acting high-power battery protection device with intelligent management, which comprises a battery, a battery cell, a surge absorption battery cell and a battery management circuit, and an auxiliary control circuit, a low-power switch element, a high-capacity relay and a battery cell voltage balancing circuit are arranged in the battery management circuit. When a load detection and pre-charging control circuit in the auxiliary control circuit detects a large-current load generated by starting of a vehicle, a low-power switch element firstly interrupts the high load connected with a battery management circuit and starts a high-capacity relay in real time, so that the large current can pass through the high-capacity relay; the battery cell voltage balancing circuit is used for providing a large current required by vehicle load equipment when an engine is started, controlling a path for instantly generating the large current when a vehicle is started, and effectively controlling the voltage difference between cells of a battery through the battery cell voltage balancing circuit, so as to protect the circuit and greatly prolong the service life of the battery. The surge absorption battery core is connected outside the battery in parallel to effectively eliminate instantaneous voltage surge on a power supply rail so as to protect vehicle elements.

Description

Technical Field

[0001] The utility model relates to a long-lasting, high-power battery protection device with intelligent management. Specifically, it effectively controls the path of the high current generated instantly when the vehicle is started, thereby protecting the battery cells and other circuits in the battery management circuit, and providing protection for the vehicle's electronic control units (ECUs). Background Art

[0002] This utility model is a further improvement to the "Long-Lasting, High-Power Battery Device with Intelligent Management" previously applied for by the inventors of this application. In addition to protecting the battery cells and other circuits within the battery management circuit and significantly extending battery life through the auxiliary control circuit, low-power switching elements, high-capacity relays, and battery cell voltage balancing circuit incorporated into the battery management circuit of the previous application, this invention also incorporates a surge absorber cell connected in parallel with the battery to effectively eliminate instantaneous voltage surges on the power rail that could damage expensive vehicle electronic control units (ECUs), while also protecting vehicle components.

[0003] As mentioned in the “Long-lasting high-power battery device with intelligent management” previously applied by the inventors of this case, the design of existing vehicle batteries, such as Figure 7 As shown, a charge-discharge transistor switch unit 52 is provided in the battery management circuit 5 for passing a high-power charge-discharge current 42 to charge the battery cells 41 of the battery 4 or to supply a starter motor current when starting the engine. The charge-discharge transistor switch unit 52 includes a plurality of charge-discharge transistor switches 521 connected in parallel. Because a vehicle generates a very large current at the moment the engine is started, the current load of the charge-discharge transistor switches 521 used in the existing battery 4 battery management circuit 5 design is quite small. Moreover, the charge-discharge transistor switch unit 52 of the battery management circuit 5 of the existing battery 4 is provided in the high-power charge-discharge current 42 loop. Therefore, in order to enable the existing battery 4 to carry the large current generated at the moment of vehicle startup, a large number of charge-discharge transistor switches 521 are required in the battery management circuit 5. However, due to the high price of the charge-discharge transistor switches 521, the existing battery 4 design uses a large number of charge-discharge transistor switches 521, which has significantly increased the cost and selling price.

[0004] Furthermore, the existing battery 4 uses a large number of charge and discharge transistor switches 521. Since the batteries 4 are installed in the high-temperature engine compartment, in addition to the poor heat dissipation function of the charge and discharge transistor switches 521, they also generate heat when working. Coupled with the high temperature in the engine compartment, the charge and discharge transistor switches 521 are easily damaged, requiring replacement of the battery 4. Although the existing battery management circuit 5 is provided with an overload, overcharge, over-discharge and over-temperature control circuit 51 and a battery cell voltage balancing system 53, they are all provided on the high-power current 42 circuit for charge and discharge, so the effect is limited. Moreover, when the vehicle is started, the high current generated instantly by the generator 56 will instantly pass through the charge and discharge transistor switch unit 52. Each charge and discharge transistor switch 521 is unable to carry the instantaneous high current, and thus each charge and discharge transistor switch 521 generates a high temperature. The high temperature generated by this situation causes the multiple charge and discharge transistor switches 521 to malfunction and be damaged in the state where the instantaneous high current generated by multiple startups accumulates. Moreover, this high temperature will cause the circuit and contact solder of each charge and discharge transistor switch 521 to melt and separate due to the high temperature, or cause poor contact, thereby making the battery 4 unusable and shortening the life of the battery 4. Some businesses also install a heat dissipation system 54 in the charge and discharge transistor switch unit 52, such as Figure 8 As shown, although this method can slightly reduce the temperature, the effect is limited. In addition to increasing the cost, it also increases the size of the product.

[0005] Furthermore, modern vehicles utilize increasingly advanced electronic technology and increasingly complex components. Modern vehicles typically utilize a vehicle electronic control unit (ECU) comprising a main battery with battery management circuitry, a generator assembly, and a variety of expensive vehicle loads 55. These are all connected in parallel on a single DC power rail and implemented using various wiring methods. To prevent overcharging and overvoltage in the battery cells, the battery management circuitry must halt charging. This is a necessary and required protection measure in all battery management circuits to avoid any potential dangers caused by overcharging and overvoltage. This action is equivalent to instantly disconnecting the charging device from the battery cells on the system power rail. Failure to select a decoupling method appropriate for the system power level could result in damage to the vehicle electronic control unit (ECU) of the vehicle load 55 (e.g., Figure 9 shown).

[0006] When the car power rail transmits a very high power when the starter motor is started, and modern environmental protection demands, the number of vehicles with start-stop systems (the engine automatically shuts down when the vehicle stops and automatically starts the engine when the vehicle starts) is increasing. However, the start-stop system will increase the number of starts and stops when the road is congested. In addition to being easy to cause the charge and discharge transistor switch 521 (such as Figure 7As shown in the figure, the accumulated heat from multiple starts and stops is forced into the temperature protection of the transistor switch 521, which increases the chance of transient surges. This is because the starter motor is an inductive load. After the starter motor is started, the rotor begins to rotate, which also cuts the magnetic field to generate a back electromotive force, thereby generating a surge that interferes with the power supply rail. The larger the power of the starter motor, the stronger the surge energy.

[0007] When the battery is over-voltage in the internal cells due to the above conditions, the battery management circuit in the battery will actively disconnect the battery cells from the charging device of the generator assembly on the system power rail, but this action will generate a transient voltage surge (such as Figure 10 This voltage surge can easily damage any loads on the power rail, such as expensive vehicle electronic control units (ECUs) such as the power steering control module, engine ignition control module, gear shift control module, and power window control module.

[0008] Currently, in the market, not only are battery management circuit designs generally insufficient in terms of power handling, but the varying starting and stopping power requirements of various vehicles also place a significant strain on the battery management circuit's ability to stabilize the power rail voltage. Furthermore, vehicle designers are using precision, low-power decoupling networks for the power inputs of various vehicle electronic control units (ECUs), which is uneconomical, increases size, and is prone to failure. Inductive current suppressors are also strongly discouraged due to their potential for electromagnetic interference. Furthermore, commonly used transient voltage suppressor diodes (TVS), varistors (MOVs), or charge / discharge transistor switches 521 for slow start or slow stop also face challenges due to the varying starting or power generation requirements of various vehicles. This inevitably leads to failure, making precise matching of battery management circuits difficult.

[0009] In electrical engineering, this type of power surge absorption circuit is called a de-coupling network. It's often used on the power input side of various loads to remove input power noise and stabilize the power supply, thereby preventing unnecessary damage to the precision core control or calculation circuits behind the input side. However, selecting the most appropriate decoupling method for systems with varying power transmission rates can be challenging.

[0010] Currently, some vehicle designers use precision, low-power decoupling networks for the power inputs of various vehicle electronic control units (ECUs). This is not only uneconomical, increases size, and is prone to failure, but inductive overflow is also strongly discouraged due to the significant electromagnetic interference generated by the inductor. Furthermore, the commonly used transient voltage suppressor diodes (TVS), varistors (MOVs), or charge / discharge transistor switches 521 for slow start or slow stop are difficult to precisely match to the battery management circuits due to the varying starting or power requirements of various vehicles, ultimately leading to inevitable failure.

[0011] Some industry players believe that using a powerful capacitive voltage regulator on the power rail is the most effective method. However, capacitive filtering in this application requires a very high capacitance. Testing has shown that capacitors below supercapacitor grade are unable to effectively absorb the surge. Furthermore, supercapacitors are expensive, and because a single supercapacitor has a very low withstand voltage, they still require external voltage balancing and protection circuits. This also means that the supercapacitor module, originally intended to absorb surges and stabilize power supply, still has a certain chance of disconnecting from the power rail and failing to perform its surge absorption function.

[0012] Looking at the above considerations, Figure 7 The charge and discharge transistor switch 521 of the conventional battery management circuit 5 shown in the figure often fails and is damaged due to high temperature melting. In addition, the conventional vehicle battery design cannot effectively solve the instantaneous voltage surge (such as Figure 10 ) can cause damage to any loads on the power rail, such as expensive vehicle electronic control units (ECUs).

[0013] The previous case of this utility model "Long-lasting high-power battery device with intelligent management" has solved the existing Figure 7 The temperature problem of the charge and discharge transistor switch 521 is shown. Therefore, the present invention is to solve the instantaneous voltage surge (such as Figure 10 ) can cause damage to any loads on the power rail, such as expensive vehicle electronic control units (ECUs). Utility Model Content

[0014] In view of the problem that the battery management circuits of the above-mentioned conventional batteries often suffer from instantaneous voltage surges generated by the vehicle's start-stop system, which can damage any loads on the power rail, such as expensive vehicle electronic control units (ECUs), the purpose of the present invention is to provide a long-lasting, high-power battery protection device with intelligent management to provide users with.

[0015] The present invention provides a long-lasting high-power battery protection device with intelligent management, which includes a battery, a battery cell and a battery management circuit, wherein at least one battery cell is provided in the battery, wherein the battery management circuit includes an auxiliary control circuit, a low-power switching element, a high-capacity relay and a battery cell voltage balancing circuit, and the long-lasting high-power battery protection device of the present invention is provided with a high-power current loop for charging and discharging and a low-power load current loop, the battery management circuit, the auxiliary control circuit, the low-power switching element and the battery cell voltage balancing circuit are all connected to the low-power load current loop, and a high-capacity relay capable of carrying large current is provided on the high-power current loop for charging and discharging to shunt the large current and the low current loops, wherein the auxiliary control circuit includes an overload, overcharge, over-discharge and over-temperature control circuit, a load detection and pre- The charging control circuit and the emergency start control circuit will shut down the high-capacity relay and the low-power load current circuit to interrupt all currents and the low-power load current through the overload, overcharge, overdischarge and overtemperature control circuits if the battery cell is overloaded, overcharged, overdischarged or overheated, thereby protecting the battery cell. At the same time, when the load detection and pre-charge control circuit in the auxiliary control circuit detects the high-current load generated by vehicle startup through the low-power switching element, the low-power switching element will first interrupt the high load connected to the battery management circuit and immediately start the high-capacity relay on the high-power current circuit of charging and discharging, so that the high current can pass through the high-capacity relay to provide the high current required by vehicle load equipment such as the engine starter motor when starting the engine, thereby protecting the low-power switching element, reducing the size, and reducing the probability of failure and cost.

[0016] The battery cell voltage balancing circuit includes a voltage balancing control circuit and a high-efficiency charge-discharge micro-battery. The high-efficiency charge-discharge micro-battery is arranged in parallel with multiple transistor switches corresponding to each battery cell. When the vehicle's generator charges the battery, if the voltage difference between each battery cell is too high, the voltage balancing control circuit will instantly turn on the transistor switch connected to the high-voltage battery cell to immediately transfer the overcharge energy of the battery cell to the high-efficiency charge-discharge micro-battery. Then, the voltage balancing control circuit turns on the transistor switch connected to the lower-voltage battery cell to instantly transfer the electrical energy transferred to the high-efficiency charge-discharge micro-battery to the low-voltage battery cell, thereby achieving voltage balance for each battery cell, thereby protecting the battery cells and significantly increasing battery life.

[0017] The load detection and pre-charge control circuit can perform bidirectional pre-charging and recharging control on vehicle loads such as engine starter motor capacitors or generators. At the same time, in addition to detecting the battery cell load, the load detection and pre-charge control circuit also has a low-power load current loop connected to the low-power switching element. When the vehicle starts, a large current load will be generated instantaneously. At this time, the load detection and pre-charge control circuit will detect the instantaneous large current load condition generated when the vehicle starts through the low-power switching element. The low-power switching element not only first disconnects the high load connected to the battery management circuit, but also immediately starts the high-capacity relay, so that the large current generated instantaneously when the vehicle starts is passed through the high-capacity relay located on the high-power current loop of charging and discharging, providing the vehicle load such as the engine starter motor with the large current required at the moment of starting the engine, so as to achieve the purpose of protecting the battery cells and electronic components in the battery management circuit from damage caused by the instantaneous large current.

[0018] The emergency start control circuit detects the battery charge level. If the vehicle is parked for an extended period and the battery charge level drops below a sufficient level to start the engine, the emergency start control circuit interrupts the battery's external power supply to preserve the remaining charge. To restart the vehicle, a forced switch on the emergency start control circuit is simply activated to forcibly activate the battery power supply, thereby starting the engine and preventing permanent damage to the battery due to depleted charge.

[0019] In addition, the present invention solves the problem of high power generated when the vehicle power rail is started by the starter motor, that is, when a vehicle with a start-stop system is in congested traffic, the number of starts and stops will increase, which increases the chance of transient surges. When the battery cell is over-voltage due to the above-mentioned situation, the battery management circuit will actively disconnect the battery cell from the charging device of the generator assembly on the system power rail, generating a transient voltage surge, which can easily cause multiple expensive vehicle electronic control units (ECUs) on the power rail, such as the power steering control module, engine ignition control module, gear shift control module, etc. To address the problem of damage to loads such as power modules and power window control modules, a surge absorber cell is connected in parallel to the battery of the battery management circuit. The surge absorber cell effectively and quickly absorbs the instantaneous voltage surge generated by the instantaneous disconnection of the generator assembly's charging equipment, eliminating the generation of a transient voltage surge on the power rail. This prevents damage to all vehicle loads on the power rail, such as the expensive vehicle electronic control unit (ECU). Furthermore, the surge absorber cell maintains its surge absorption capability even after its lifecycle, without affecting normal functionality.

[0020] After passing through the surge absorption cell, the surge absorption cell will never be disconnected from the power supply rail. And because the capacitance of the surge absorption cell is much higher than that of ordinary capacitors, the surge energy it can bear is also relatively high, and there will be no difference in starting or generating power required by different vehicles.

[0021] The progressive advantages of this utility model are as follows:

[0022] 1. The present invention primarily connects a surge absorber cell in parallel to the battery of a battery management circuit having a battery. The surge absorber cell effectively and quickly absorbs instantaneous voltage surges to prevent damage to any loads on the power rail, such as expensive vehicle electronic control units (ECUs).

[0023] 2. The present invention uses a surge absorption cell to effectively eliminate the aforementioned problems. The surge absorption cell still has the ability to absorb surges after its life cycle (cycles) is used up, and has the advantages of easy maintenance, low cost and simple design.

[0024] 3. The design of this utility model uses a surge absorber cell to effectively eliminate the aforementioned problems. When a transient voltage surge occurs, the surge absorber cell is never disconnected from the power rail. Furthermore, because its capacitance is much higher than that of ordinary capacitors, it can withstand a relatively high surge energy. Furthermore, it does not encounter power mismatching issues that can cause power rail voltage regulation failure, as is common in battery management circuits, such as transient voltage suppressors (TVS), varistors (MOVs), or charge and discharge transistor switches that slow down the start or stop of batteries, due to the varying starting or power generation requirements of various vehicles.

[0025] 4. When the secondary control circuit of the battery management circuit detects the high current load generated by vehicle startup, the present invention detects the instantaneous high current load condition generated during vehicle startup through a low-power switching element. The low-power switching element not only disconnects the high load from the battery management circuit but also instantly activates a high-capacity relay located in the high-power charging and discharging current loop, allowing the high current to pass through the high-capacity relay. This provides the high current required by vehicle load devices such as the engine starter motor when starting the engine, effectively controlling the path of the high current generated instantaneously during vehicle startup. This effectively eliminates many common design flaws of prior art charging and discharging transistor switches: insufficient current load, excessive number of uses, excessive size, high cost, the need for an additional cooling system, difficulty dissipating heat in harsh environments, susceptibility to failure, and solder joint melting that shortens circuit life.

[0026] 5. The utility model mainly reduces the use of a large amount of capacitors while avoiding the use of resistors to waste a large amount of precious electrical energy. It effectively controls the voltage difference between each cell of the battery through the battery cell voltage balancing circuit, and instantly moves the electrical energy of the cell to the high-efficiency charge and discharge micro-battery. At the same time, the voltage balancing control circuit turns on the transistor switch connected to the low-voltage cell to instantly transfer the electrical energy transferred to the high-efficiency charge and discharge micro-battery to the low-voltage cell, so as to achieve voltage balance of each cell, effectively transfer overcharge energy without waste, and has the effect of small size and low cost, thereby protecting the battery cell and greatly increasing the battery life. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 The following is a system block diagram of a preferred embodiment of the present invention.

[0028] Figure 2 for Figure 1 The circuit schematic of the block diagram is shown.

[0029] Figure 3 This is a schematic diagram of the battery cell voltage balancing circuit of the present utility model.

[0030] Figure 4 This is a block diagram of the battery cell voltage balancing circuit of the utility model.

[0031] Figure 5 Another block diagram of the power supply rail of the system of the present invention.

[0032] Figure 6 This is a diagram showing that after adding a surge absorbing cell, no instantaneous voltage surge is generated on the power supply rail when the generator and the cell in the battery are instantly disconnected.

[0033] Figure 7 This is a block diagram of an existing battery management circuit.

[0034] Figure 8 for Figure 7 The block diagram of a conventional battery management circuit is shown with a heat dissipation system.

[0035] Figure 9 Another block diagram of supplying power rails to an existing battery management circuit.

[0036] Figure 10 This diagram shows the instantaneous voltage surge on the power rail when the generator and the battery cells are instantly disconnected.

[0037] Explanation of the reference numerals: 1, 4 - battery; 11, 41 - battery cell; 12, 42 - high-power current for charging and discharging; 13 - low-power load current; 14 - surge absorption battery cell; 2, 5 - battery management circuit; 21 - auxiliary control circuit; 211, 51 - overload, overcharge, over-discharge and over-temperature control circuit; 212 - load detection and pre-charge control circuit; 213 - emergency start control circuit; 214 - forced switch; 22 - low-power switching element; 23 - high-capacity relay; 24, 53 - battery cell voltage balancing circuit; 241 - voltage balancing control circuit; 242 - high-efficiency charging and discharging micro battery; 243 - transistor switch; 3, 55 - vehicle load; 31, 56 - generator; 52 - charging and discharging transistor switch unit; 521 - charging and discharging transistor switch; 54 - cooling system. DETAILED DESCRIPTION

[0038] See also Figure 1As shown, the utility model provides a long-lasting high-power battery protection device with intelligent management, which includes a battery 1, a battery cell 11 and a battery management circuit 2, wherein at least one battery cell 11 is provided in the battery 1, and the positive and negative poles of the battery 1 are connected to the battery management circuit 2, wherein the battery management circuit 2 includes a sub-control circuit 21, a low-power switching element 22, a high-capacity relay 23 and a battery cell voltage balancing circuit 24. The long-lasting high-power battery protection device of the utility model is provided with a high-power current 12 circuit for charging and discharging and a low-power load current 13 circuit, and the battery management circuit 2. The auxiliary control circuit 21, the low-power switch element 22 and the battery cell voltage balancing circuit 24 are all connected to the low-power load current circuit 13, and the high-capacity relay 23 that can carry large current is set on the high-power current circuit 12 of charging and discharging to separate the large current and low current circuits. When the load detection and pre-charge control circuit 212 in the auxiliary control circuit 21 detects the large current load generated by the vehicle starting through the low-power switch element 22, the low-power switch element 22 first disconnects the high load connected to the battery management circuit 2, and then detects the high current load generated by the vehicle starting through the load detection and pre-charge control circuit 212. When the high-power current 12 circuit of the charging and discharging device is activated, the high-capacity relay 23 is activated, so that the high current can pass through the high-capacity relay 23 to provide the vehicle load 3 device such as the engine starter motor with the high current required when starting the engine, so as to achieve the purpose of protecting the low-power switching element 22, reducing the volume, reducing the probability of failure and cost. The battery cell voltage balancing circuit 24 includes a voltage balancing control circuit 241 and a high-efficiency charging and discharging micro battery 242. The high-efficiency charging and discharging micro battery 242 is connected in parallel with a plurality of transistor switches 243 corresponding to each cell 11 of the battery 1. When the vehicle's generator 31 charges the battery 1, if the voltage difference between each cell 11 of the battery 1 is too high, the voltage balance control circuit 241 will instantly turn on the transistor switch 243 connected to the high-voltage cell 11 to immediately transfer the overcharge energy of the cell 11 to the high-efficiency charge and discharge micro-battery 242. Then, the voltage balance control circuit 241 will turn on the transistor switch 243 connected to the lower-voltage cell 11 to instantly transfer the electric energy transferred to the high-efficiency charge and discharge micro-battery 242 to the low-voltage cell 11, so as to achieve voltage balance of each cell 11 (such as Figure 4 As shown), the battery cell 11 of the battery 1 is protected and the service life of the battery 1 is greatly increased.

[0039] The auxiliary control circuit 21 includes an overload, overcharge, overdischarge and overtemperature control circuit 211, a load detection and pre-charge control circuit 212, and an emergency start control circuit 213. If the battery 1 cell 11 is overloaded, overcharged, overdischarged or overheated, the overload, overcharge, overdischarge and overtemperature control circuit 211 will shut down the high-capacity relay 23 to interrupt all currents and the low-power load current 13 to protect the battery 1 cell 11. Under normal circumstances, the load detection and pre-charge control circuit 212 detects whether the current load requires more power through the low-power switch element 22 to determine whether to activate the high-capacity relay 23. In the event of overload, overcharge, overdischarge or overtemperature, the overload, overcharge, overdischarge and overtemperature control circuit 211 will immediately disconnect the low-power switch element 22 and the high-capacity relay 23. The low-power switch element 22 is a transistor switch that can be selected in both directions.

[0040] The load detection and pre-charge control circuit 212 can perform bidirectional pre-charging and recharging control for vehicle loads 3, such as an engine starter motor capacitor or a generator 31. In addition to detecting the load on the battery 1 cell 11, the load detection and pre-charge control circuit 212 also has a low-power load current loop connected to the low-power switch element 22. When the vehicle is started, a large current load will be generated instantaneously. At this time, the load detection and pre-charge control circuit 212 will detect the instantaneous large current load condition generated when the vehicle is started through the low-power switch element 22. The low-power switch element 22 will not only first disconnect the high load of the battery management circuit 2, but also immediately activate the high-capacity relay 23 through the load detection and pre-charge control circuit 212, so that the large current generated instantaneously when the vehicle is started will all pass through the high-capacity relay 23 located on the high-power current 12 circuit of charging and discharging, providing the vehicle load 3, such as the engine starter motor, with the large current required at the moment of starting the engine, thereby protecting the battery 1 cell 11 and the electronic components in the battery management circuit 2 from damage caused by the instantaneous large current.

[0041] The emergency start control circuit 213 detects the charge level of the battery 1 cells 11. When the vehicle has been parked for an extended period and the charge level of the battery 1 cells 11 has dropped to at least a level sufficient to start the engine, the emergency start control circuit 213 interrupts the battery 1's external power flow to preserve the remaining charge in the battery 1 cells 11. To restart the vehicle, the forced switch 214 on the emergency start control circuit 213 is simply activated to forcibly activate the battery 1 power supply, thereby starting the engine and preventing the battery 1 cells 11 from being permanently damaged by depletion.

[0042] Furthermore, the present invention addresses the issue of high power generated by the starter motor on the vehicle's power rail – that is, when a vehicle has a start-stop system (the engine automatically shuts down when the vehicle stops and automatically restarts when the vehicle starts) – which increases the frequency of starts and stops in congested traffic and increases the likelihood of transient surges. When the battery 1 experiences an overvoltage in its internal cells 11 due to the aforementioned condition, the battery management circuit 2 of the battery 1 will proactively disconnect the cells 11 within the battery 1 from the charging device of the generator 31 assembly on the system power rail, generating a transient voltage surge. Figure 10 As shown, it is easy to damage the multiple expensive vehicle electronic control units (ECUs) on the power rail, such as the power steering control module, engine ignition control module, gear shift control module, power window control module, etc. The problem of causing damage to the loads such as the power steering control module, engine ignition control module, gear shift control module, and power window control module is solved. A surge absorption cell 14 is connected in parallel to the battery 1 outside the battery 1 of the battery management circuit 2 of the battery 1. The surge absorption cell 14 effectively and quickly absorbs the instantaneous voltage surge generated by the instantaneous disconnection of the charging device of the generator 31 assembly, and no instantaneous voltage surge (such as Figure 6 As shown), to prevent all vehicle loads 3 on the power rail, such as expensive vehicle electronic control units (ECUs), from being damaged. Moreover, the surge absorption cell 14 still has the ability to absorb surges without affecting normal functions (such as Figure 1 and Figure 5 shown).

[0043] After passing through the surge absorption cell 14, the surge absorption cell 14 will never be disconnected from the power supply rail. Since the capacitance of the surge absorption cell 14 is much higher than that of ordinary capacitors, the surge energy it can bear is also relatively high, and there will be no difference in the starting or power generation power required by different vehicles. The surge absorption cell can be a combination of cells of different specifications.

[0044] As mentioned above Figure 1 The circuit of the system block diagram can be, for example, Figure 2 As shown, but not limited to this, the utility model can adjust the circuit structure according to the actual application scenario, and the relevant circuit operation is described as follows:

[0045] Description of the operation of the load detection and pre-charge control circuit 212:

[0046] The gate of Q1 in the low-power switch element 22 is turned on by the pull-up resistor R3 in the normal standby state to perform pre-discharge, supply low-power load current, and provide a current path for detecting the load current.

[0047] The gate of Q2 is opened by the pull-up resistor R4 in the normal standby state to perform pre-charging, supply low-power charging current, and provide a current path for detecting the charging current.

[0048] IC1 of the load detection and pre-charge control circuit 212 is an integrated circuit of two sets of OPA operational amplifiers, which is responsible for controlling the switching state of Q1 and Q2. The charging current sense (SENSOR1) can be a Hall current sensing element, but is not limited to this. It is responsible for converting the charging current signal into a voltage signal and sending it to IC1 pin3IN1+ (the positive input terminal of the first set of OPA1). The discharge current sense (SENSOR2) can be a Hall current sensing element, but is not limited to this. It is responsible for converting the discharge current signal into a voltage signal and sending it to IC1 pin5IN2+ (the positive input terminal of the second set of OPA2).

[0049] The voltage divided by R1 and VAR1 is given to IC1 pin2 IN1- (the negative input terminal of the first group OPA1), which is responsible for setting the starting threshold of the charging current. The voltage divided by R2 and VAR2 is given to IC1 pin6 IN1- (the negative input terminal of the second group OPA2), which is responsible for setting the starting threshold of the discharge current.

[0050] If the first set of OPA1 load detection charging current exceeds its startup threshold, OPA1 turns on Q4 through its output IC1 pin1OUT1, turning off Q2 and disconnecting the high load of the battery management circuit 2. At the same time, the low level of Q2 gate is connected to NOTGATE2 input, and its output outputs a high potential to Q5 gate through an isolation diode D4, turning on RELAY1 (high-capacity relay 23), allowing the instantaneous large charging current to pass through the high-power current 12 loop of charging and discharging.

[0051] If the load detection discharge current of the second group of OPA2 exceeds its startup threshold, OPA2 turns on Q3 through its output IC1 pin7OUT2, turning off Q1 and interrupting the high load of the battery management circuit 2. At the same time, the low level of the Q1 gate is connected to the NOTGATE1 input, and its output outputs a high potential to the Q5 gate through an isolation diode D3, turning on RELAY1 (high-capacity relay 23), allowing the instantaneous large discharge current to pass through the high-power current 12 loop of charging and discharging. The above steps complete the pre-charge control, load detection, interruption of the high load of the battery management circuit 2, and allow the large current to pass through the high-capacity relay 23.

[0052] Description of the circuit operation of the overload, overcharge, overdischarge and overtemperature control circuit 211:

[0053] IC2 of the overload control circuit is an integrated circuit of two sets of OPA operational amplifiers, which is responsible for controlling the switching state of Q5. The charging current sense (SENSOR1) can be a Hall current sensing element, but is not limited to this. It is responsible for converting the overload charging current signal into a voltage signal and sending it to IC2 pin3 IN1+ (the positive input terminal of the first set of OPA1). The discharge current sense (SENSOR2) can be a Hall current sensing element, but is not limited to this. It is responsible for converting the overload discharge current signal into a voltage signal and sending it to IC2 pin5IN2+ (the positive input terminal of the second set of OPA2). The voltage divider of R5 and VAR3 is given to IC2 pin2 IN1- (the negative input terminal of the first set of OPA1), which is responsible for setting the starting threshold of the overload charging current. The voltage divider of R6 and VAR4 is given to IC2 pin6IN1- (the negative input terminal of the second set of OPA2), which is responsible for setting the starting threshold of the overload discharge current. If the overload charging current of the first set of OPA1 exceeds its starting threshold, the output IC2 pin1 OUT1 of OPA1 is connected to NOT GATE4 input, its output pulls the Q5 gate level to ground through a reverse-connected isolation diode D2, turning off Q5 and RELAY1 (high-capacity relay 23). If the overload discharge current of the second group of OPA1 exceeds its startup threshold, OPA2's output IC2 pin7 OUT2 is connected to the NOT GATE3 input, and its output pulls the Q5 gate level to ground through a reverse-connected isolation diode D1, turning off Q5 and RELAY1 (high-capacity relay 23).

[0054] Regarding the operation of the overload, overcharge, overdischarge and overtemperature control circuit 211, the following description is provided:

[0055] IC3 is an integrated circuit with two sets of OPA operational amplifiers, which is responsible for controlling the switching state of Q5. IC3 pin3IN1+ (the positive input of the first set of OPA1) is connected to B+ of battery 1, and IC3 pin5 IN2+ (the positive input of the second set of OPA2) is connected to B+ of battery 1.

[0056] The voltage divided by R7 and VAR5 is fed to IC3 pin 2 IN1- (the negative input of the first group of OPA1), which is responsible for setting the start-up threshold of the overcharge voltage.

[0057] R8, the divided voltage of VAR6 is given to IC3 pin6 IN1- (the negative input terminal of the second group OPA2), which is responsible for setting the startup threshold of the over-discharge voltage.

[0058] If the overcharge voltage of the first OPA1 group exceeds its startup threshold, the output IC3 pin1 OUT1 of OPA1 is connected to the input of NOTGATE5. Its output pulls the gate level of Q5 to ground through a reverse-connected isolation diode D6, turning off Q5 and the high-capacity relay 23 (RELAY1). If the over-discharge voltage of the second OPA2 group is lower than its startup threshold, the output IC3 pin7 OUT2 of OPA2 is low at this time, reversed to high through NOT GATE7, and reversed to low through NOT GATE6. Its output pulls the gate level of Q5 to ground through a reverse-connected isolation diode D5, turning off Q5 and the high-capacity relay 23 (RELAY1).

[0059] The operation of the over-temperature control circuit in the overload, over-charge, over-discharge and over-temperature control circuit 211 is described as follows:

[0060] IC4 is an integrated circuit with two sets of OPA operational amplifiers. Only the first set is used, which is responsible for controlling the on / off state of Q5.

[0061] IC4 pin3 IN1+ (the first OPA1 positive input) is connected to the temperature sensor THERMISTOR1, which returns a temperature voltage signal.

[0062] The voltage divider of R9 and VAR7 is fed to IC4 pin2 IN1- (the negative input of the first OPA1 group), which is responsible for setting the overtemperature voltage startup threshold. If the overtemperature voltage of the first OPA1 group exceeds its startup threshold, the OPA1 output IC4 pin1 OUT1 is connected to the NOTGATE8 input. Its output pulls the gate level of Q5 to ground through a reverse-connected isolation diode D7, turning off Q5 and the high-capacity relay 23 (RELAY1). The above steps complete the control of overload, overcharge, over-discharge and overtemperature.

[0063] Description of the operation of the emergency start control circuit 213:

[0064] The emergency start control circuit 213 and the overcharge / overdischarge control circuit 211 share IC3. IC3 is an integrated circuit with two sets of OPA operational amplifiers, responsible for controlling the switching state of Q5. IC3 pin5 IN2+ (the positive input terminal of the second set of OPA2) is connected to B+ of battery 1.

[0065] R8 and VAR6's voltage divider are fed to IC3 pin6 IN1- (the negative input of the second OPA2), which is responsible for setting the over-discharge voltage startup threshold. If the over-discharge voltage of the second OPA2 is lower than its startup threshold, the OPA2 output IC3 pin7 OUT2 is low at this time, which is reversed to a high level through NOTGATE7 and then reversed to a low level through NOT GATE6. Its output pulls the Q5 gate level to ground through a reverse-connected isolation diode D5.

[0066] By closing Q5 and RELAY1 (high-capacity relay 23), battery 1's external power supply is interrupted due to over-discharge. In an emergency, only the forced switch 214 needs to be turned on to open high-capacity relay 23 (RELAY1), forcibly turning on the power supply of battery 1. The above steps can achieve the purpose of interrupting the external power supply of battery 1 due to over-discharge and forcibly turning on the power supply of battery 1 in an emergency.

[0067] The operation of the battery cell voltage balancing circuit 24 is as follows:

[0068] See also Figure 3 As shown, the microcontroller (MCU) analog inputs SV1, SV2, and SV3 respectively measure the voltages of the battery cells S1, S2, and S3, and obtain the battery cell 11 with the highest and lowest voltages. The output pins Q6, Q7, Q8, Q9, Q10, and Q11 on the MCU respectively control the switching states of Q6, Q7, Q8, Q9, Q10, and Q11. SB is a high-efficiency charging and discharging micro battery 242.

[0069] The following is the switch status table

[0070] Q6 Q7 Q8 Q9 Q10 Q11 Open OFF OFF Open OFF OFF Cells S3 and SB are conducting OFF Open OFF OFF Open OFF Cells S2 and SB are conductive OFF OFF Open OFF OFF Open Cells S1 and SB are conductive

[0071] If the MCU knows that S3 is the highest voltage at that time, it turns on Q6 and Q9 to allow S3 to exchange energy with SB.

[0072] If the MCU knows that S1 is at the highest voltage at that time, it turns on Q8 and Q11 to allow S1 to exchange energy with SB.

[0073] This method exchanges energy between the highest and lowest cells to achieve cell voltage balance.

[0074] This switching method does not waste precious battery energy by passively consuming resistance, and there is no electromagnetic pollution caused by inductive switching. In addition, SB is a high-efficiency charging and discharging micro-battery 242. Compared with low-coulomb capacitors, it greatly reduces the transistor switching frequency and indirectly reduces the operating transistor switching energy and its operating temperature, thereby increasing its life.

[0075] In summary, the present invention effectively controls the high current generated instantaneously during vehicle startup and rapidly transfers overcharged, high-voltage cells to lower-voltage cells to achieve voltage balance within each cell, thereby protecting the battery cells and significantly extending battery life while significantly reducing the probability of failure and manufacturing costs. Furthermore, the surge absorption cells effectively and quickly absorb the instantaneous voltage surge generated by the instantaneous disconnection of the generator assembly's charging equipment, preventing damage to all vehicle loads on the power rail, such as the expensive vehicle electronic control units (ECUs).

Claims

1. A long-lasting, high-power battery protection device with intelligent management, comprising a battery, a battery cell, and a battery management circuit, wherein at least one battery cell is disposed within the battery. The battery management circuit comprises a sub-control circuit, a low-power switching element, a high-capacity relay, and a battery cell voltage balancing circuit. The long-lasting, high-power battery protection device comprises a high-power charging and discharging current loop and a low-power load current loop. The battery management circuit and the low-power switching element are connected to the low-power load current loop. The high-capacity relay, which carries a large current, is disposed in the high-power charging and discharging current loop to separate the large current from the low-current loop. When the sub-control circuit detects a large current load generated by vehicle startup, the low-power switching element first disconnects the high current from the battery management circuit. The sub-control circuit then immediately activates the high-capacity relay disposed in the high-power charging and discharging current loop, allowing the high current to pass through the high-capacity relay, thereby providing the large current required by vehicle load equipment when starting the engine. This protects the low-power switching element, reduces size, and reduces the probability of failure and cost. The invention is characterized in that: A surge absorber cell is connected in parallel to the battery in the battery management circuit. This cell effectively and quickly absorbs the instantaneous voltage surge generated by the instantaneous disconnection of the generator assembly's charging equipment, preventing a transient voltage surge from occurring on the power rail and thus preventing damage to all vehicle loads on the rail.

2. The long-lasting high-power battery protection device with intelligent management according to claim 1, characterized in that: The battery cell voltage balancing circuit includes a voltage balancing control circuit and a high-efficiency charge and discharge micro-battery. The high-efficiency charge and discharge micro-battery is arranged in parallel with multiple transistor switches corresponding to each battery cell. When the vehicle's generator charges the battery, if the voltage difference between each battery cell is too high, the voltage balancing control circuit will instantly turn on the transistor switch connected to the high-voltage battery cell to immediately transfer the overcharge energy of the battery cell to the high-efficiency charge and discharge micro-battery. The voltage balancing control circuit also turns on the transistor switch connected to the lower-voltage battery cell to instantly transfer the electrical energy transferred to the high-efficiency charge and discharge micro-battery to the low-voltage battery cell, thereby generating voltage balance for each battery cell, effectively extending the battery cell life, reducing the use of a large amount of capacitors, and avoiding the use of resistive balancing to waste a large amount of precious electrical energy.

3. The long-lasting high-power battery protection device with intelligent management according to claim 1, characterized in that: The auxiliary control circuit, low-power switching element, and battery cell voltage balancing circuit are connected to the low-power load current loop. The auxiliary control circuit includes an overload, overcharge, over-discharge, and over-temperature control circuit, a load detection and pre-charge control circuit, and an emergency start control circuit. When the battery cell is overloaded, overcharged, over-discharged, or overheated, the overload, overcharge, over-discharge, and over-temperature control circuit shuts down the high-capacity relay to interrupt all currents and the low-power load current, thereby protecting the battery cell.

4. The long-lasting high-power battery protection device with intelligent management according to claim 1, characterized in that: The surge absorption battery cells are a combination of battery cells of different specifications.

5. The long-lasting high-power battery protection device with intelligent management according to claim 1, characterized in that: The surge absorption cell does not need to be replaced after its life cycle is over, and still has the ability to absorb surges without affecting normal functions.

6. The long-lasting high-power battery protection device with intelligent management according to claim 1, characterized in that: The surge absorption cell effectively and quickly absorbs the instantaneous voltage surge caused by the instantaneous disconnection of the generator assembly's charging equipment. The surge absorption cell is not disconnected from the power supply rail. Because the capacitance of the surge absorption cell is much higher than that of ordinary capacitors, the surge energy it can withstand is also high, and the starting or power generation power required by different vehicles is not affected.

7. The long-lasting high-power battery protection device with intelligent management according to claim 3, characterized in that: The load detection and pre-charge control circuit can perform bidirectional pre-charging and recharging control on the vehicle load. At the same time, in addition to detecting the battery cell load, the load detection and pre-charge control circuit also detects the instantaneous high current load condition generated when the vehicle is started through a low-power switching element. The low-power switching element not only first disconnects the high load connected to the battery management circuit, but also activates the high-capacity relay, so that the high current generated instantaneously when the vehicle is started passes through the high-capacity relay located on the high-power current loop of charging and discharging.

8. The long-lasting high-power battery protection device with intelligent management according to claim 3, characterized in that: The emergency start control circuit has the function of detecting the battery cell power level. If the vehicle has been parked for too long and the battery cell power level has dropped to at least the power level required to start the engine, the emergency start control circuit can interrupt the battery's external power supply to preserve the battery cell's remaining power. To restart the vehicle, simply activate the forced switch on the emergency start control circuit to forcibly turn on the battery power, thereby starting the engine and preventing the battery cell from being permanently damaged due to power depletion.

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