Efficient energy recovery circuit of trolley

Abstract

The utility model relates to the technical field of energy recovery, in particular to a high-efficiency energy recovery circuit of a trolley. The system comprises a storage battery, a super capacitor, a Buck-Boost converter, a driving controller and a brushless direct current motor, the storage battery is connected with the driving controller, the super capacitor is connected with the Buck-Boost converter, the Buck-Boost converter is connected with the driving controller, and the driving controller is connected with the brushless direct current motor. According to the utility model, the super capacitor is used as an auxiliary energy storage element and cooperates with the Buck-Boost converter to carry out boost or buck operation, and when the brushless direct current motor is converted into a generator during braking, kinetic energy is converted into electric energy and stored in the super capacitor, thereby ensuring that energy is efficiently transferred from the motor to the energy storage device. And the energy recovery efficiency and stability are improved.

Description

Technical Field

[0001] This utility model relates to the field of energy recovery technology, and more specifically, to a high-efficiency energy recovery circuit for a vehicle. Background Technology

[0002] Regenerative braking technology is an effective energy recovery method that converts the kinetic energy generated during vehicle braking into electrical energy and stores it for later use. This technology not only reduces energy waste but also significantly improves the overall energy efficiency of the vehicle. Currently, while regenerative braking systems for electric-assisted bicycles on the market can achieve energy recovery to some extent, their efficiency still needs improvement. In actual driving, electric-assisted bicycles often encounter bumpy roads, which can cause instability in the regenerative braking system during energy recovery. Specifically, the vibration caused by bumpy roads leads to frequent changes in motor speed, thus affecting the efficiency and stability of energy recovery. This fluctuation not only reduces the effectiveness of energy recovery but may also cause misjudgments by the control system, further affecting braking performance and the overall reliability of the system. Utility Model Content

[0003] The purpose of this invention is to provide a high-efficiency energy recovery circuit for vehicles, so as to solve the problem of large fluctuations and poor stability in energy recovery efficiency of existing regenerative braking systems when facing bumpy roads.

[0004] To achieve the above objectives, a high-efficiency energy recovery circuit for a vehicle is provided, comprising a battery, a supercapacitor, a Buck-Boost converter, a drive controller, and a brushless DC motor. The battery is connected to the drive controller, the supercapacitor is connected to the Buck-Boost converter, the Buck-Boost converter is connected to the drive controller, and the drive controller is connected to the brushless DC motor.

[0005] The battery is used to power the brushless DC motor;

[0006] The supercapacitor serves as an auxiliary energy storage element, used to store the released and recovered energy.

[0007] The Buck-Boost converter can perform boost or buck operations as needed to ensure that energy is efficiently transferred from the motor to the energy storage device.

[0008] The drive controller is responsible for executing the corresponding control strategy to ensure the best energy recovery effect;

[0009] The brushless DC motor is used to provide power to the electric-assisted bicycle and transforms into a generator during braking.

[0010] As a further improvement to this technical solution, the battery is provided with a battery Ub. The positive terminal of the battery Ub is connected to the normally closed terminal b of the switch S1. The common terminal of the switch S1 is connected to the drain of the switching transistors Q1, Q3, and Q5. The negative terminal of the battery Ub is connected to the source of the switching transistors Q2, Q4, and Q6. The source of the switching transistor Q1 is connected to the drain of the switching transistor Q2 and the brushless DC motor. The source of the switching transistor Q3 is connected to the drain of the switching transistor Q4 and the brushless DC motor. The source of the switching transistor Q5 is connected to the drain of the switching transistor Q6 and the brushless DC motor.

[0011] As a further improvement to this technical solution, the normally open terminal a of the switch S1 is connected to the terminals c2 and d3 of the bidirectional control switch S2, the terminals d2 and c3 of the bidirectional control switch S2 are connected to the positive terminal of the supercapacitor C1, the terminal a2 of the bidirectional control switch S2 is connected to the drain of the switching transistor T1, the source of the switching transistor T1 is connected to the drain of the inductor L1 and the switching transistor T2, the other end of the inductor L1 is connected to the terminal b2 of the bidirectional control switch S2, and the source of the switching transistor T2 is connected to the supercapacitor C1 and the drive controller.

[0012] As a further improvement to this technical solution, the gates of the switching transistors T1, T2, Q1, Q2, Q3, Q4, Q5, and Q6 are connected to a microcontroller.

[0013] Compared with the prior art, the beneficial effects of this utility model are as follows:

[0014] 1. The high-efficiency energy recovery circuit of this vehicle uses a supercapacitor as an auxiliary energy storage component, and works in conjunction with a Buck-Boost converter for voltage boosting or bucking operations. This ensures that energy is efficiently transferred from the motor to the energy storage device, improving the efficiency and stability of energy recovery. It maintains a high energy recovery effect, especially on bumpy roads, reducing energy waste. This is because the supercapacitor has a very high power density, enabling it to absorb and release large amounts of energy in a short time, responding promptly to frequent changes in motor speed and avoiding energy waste. Simultaneously, the Buck-Boost converter has flexible voltage regulation capabilities, allowing it to boost or buck the voltage according to changes in the motor's output voltage, ensuring efficient energy transfer to the energy storage device.

[0015] 2. In the high-efficiency energy recovery circuit of the vehicle, the microcontroller precisely controls each switching transistor, realizing real-time monitoring and optimized management of the entire system. This ensures that the best energy recovery strategy can be executed under different operating conditions, improving the reliability and safety of the system, avoiding misjudgments of the control system caused by frequent changes in motor speed, and enhancing the overall system stability and braking performance. Attached Figure Description

[0016] Figure 1 This is a modular composition diagram of the present invention;

[0017] Figure 2 This is a circuit diagram showing the connection between the storage battery, drive controller, and brushless DC motor in this utility model.

[0018] Figure 3 This is a circuit diagram showing the connection between the Buck-Boost converter and the supercapacitor in this invention. Detailed Implementation

[0019] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0020] Please see Figures 1-3 As shown, the purpose of this embodiment is to provide a high-efficiency energy recovery circuit for a car, including a battery, a supercapacitor, a Buck-Boost converter, a drive controller, and a brushless DC motor. The battery is connected to the drive controller, the supercapacitor is connected to the Buck-Boost converter, the Buck-Boost converter is connected to the drive controller, and the drive controller is connected to the brushless DC motor.

[0021] The battery is used to power the brushless DC motor;

[0022] Supercapacitors serve as auxiliary energy storage components, used to store and release recovered energy.

[0023] Buck-Boost converters can perform boost or buck operations as needed to ensure that energy is efficiently transferred from the motor to the energy storage device.

[0024] The drive controller is responsible for executing the corresponding control strategy to ensure the best energy recovery effect;

[0025] Brushless DC motors are used to power electric bicycles and turn into generators when braking.

[0026] In this embodiment, switching transistors T1, T2, Q1, Q2, Q3, Q4, Q5, and Q6 are all field-effect transistors. The positive terminal of the battery Ub is connected to the normally closed terminal b of switch S1. The common terminal of switch S1 is connected to the drains of switching transistors Q1, Q3, and Q5. The negative terminal of battery Ub is connected to the sources of switching transistors Q2, Q4, and Q6. The source of switching transistor Q1 is connected to the drain of switching transistor Q2 and the brushless DC motor; the source of switching transistor Q3 is connected to the drain of switching transistor Q4 and the brushless DC motor; and the source of switching transistor Q5 is connected to the drain of switching transistor Q6 and the brushless DC motor. The normally open terminal a of switch S1 is connected to terminals c2 and d3 of bidirectional control switch S2. Terminals d2 and c3 of bidirectional control switch S2 are connected to the positive terminal of supercapacitor C1. Terminal a2 of bidirectional control switch S2 is connected to the drain of switching transistor T1. The source of switching transistor T1 is connected to the drain of inductor L1 and switching transistor T2. The other end of inductor L1 is connected to terminal b2 of bidirectional control switch S2. The source of switching transistor T2 is connected to supercapacitor C1 and the drive controller. The gates of switching transistors T1, T2, Q1, Q2, Q3, Q4, Q5, and Q6 are all connected to a microcontroller for precise control of the state of each switching transistor.

[0027] During normal driving, switch S1 is connected to terminal b. Battery Ub supplies power to the brushless DC motor through switch S1 and switching transistors Q1-Q6, driving the vehicle forward. The drains of switching transistors Q1, Q3, and Q5 are connected to the positive terminal of battery Ub, and their sources are connected to the three phase lines of the brushless DC motor, respectively. The sources of switching transistors Q2, Q4, and Q6 are connected to the negative terminal of battery Ub, and their drains are connected to the three phase lines of the brushless DC motor, respectively. By controlling the on and off states of switching transistors Q1-Q6, the brushless DC motor can be controlled to operate normally and drive the vehicle forward.

[0028] During braking, switch S1 is connected to terminal a. Due to the back electromotive force, the motor is in a generating state, and the motor is converted into a generator. The current is rectified by a diode connected in reverse parallel in the switching transistor of the motor controller.

[0029] At this point, the regenerative braking state mainly has two types:

[0030] Boost mode: At this time, the endpoint a2 of the bidirectional control switch S2 is connected to the endpoint d2, and the endpoint b2 is connected to the endpoint d3. The microcontroller uses pulse width modulation wave to control the field effect switch T2, and the motor boosts and charges the supercapacitor through the energy storage inductor L1.

[0031] In step-down mode: At this time, endpoint a2 of the bidirectional control switch S2 is connected to endpoint c2, and endpoint b2 is connected to endpoint c3. The microcontroller uses pulse width modulation wave to control the field effect switch T1, and the motor charges the supercapacitor by step-down through the energy storage inductor L1.

[0032] In this way, the field-effect transistors Q1-Q6 control the power supply and de-energization of the motor during normal operation, ensuring the motor functions properly and drives the vehicle forward. During braking, the field-effect transistors Q1-Q6 rectify the current through a reverse-parallel diode, ensuring unidirectional energy flow and preventing backflow. Simultaneously, the microcontroller precisely controls the on / off state of these transistors to achieve efficient management and transmission of the electrical energy generated by the motor, ensuring efficient energy transfer from the motor to the supercapacitor C1.

[0033] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. Those skilled in the art should understand that this utility model is not limited to the above embodiments. The embodiments and descriptions in the specification are merely preferred examples and are not intended to limit the utility model. Various changes and modifications can be made to this utility model without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claimed utility model. The scope of protection of this utility model is defined by the appended claims and their equivalents.

Claims

1. A high-efficiency energy recovery circuit for a car, characterized in that: It includes a battery, a supercapacitor, a Buck-Boost converter, a drive controller, and a brushless DC motor. The battery is connected to the drive controller, the supercapacitor is connected to the Buck-Boost converter, the Buck-Boost converter is connected to the drive controller, and the drive controller is connected to the brushless DC motor. The battery is used to power the brushless DC motor; The supercapacitor serves as an auxiliary energy storage element, used to store the released and recovered energy. The Buck-Boost converter can perform boost or buck operations as needed to ensure that energy is efficiently transferred from the motor to the energy storage device. The drive controller is responsible for executing the corresponding control strategy to ensure the best energy recovery effect; The brushless DC motor is used to provide power to the electric bicycle and transforms into a generator during braking.

2. The high-efficiency energy recovery circuit for the vehicle according to claim 1, characterized in that: The battery is equipped with a battery Ub, and the positive terminal of the battery Ub is connected to the normally closed terminal b of the switch S1. It also includes switching transistors Q1, Q2, Q3, Q4, Q5, and Q6, wherein: Each of the switching transistors Q1, Q2, Q3, Q4, Q5, and Q6 has a source and a drain. The common terminal of the switch S1 is sequentially provided with the drain of switch transistor Q1, the drain of switch transistor Q3, and the drain of switch transistor Q5. The negative terminal of the battery Ub is sequentially provided with the source of switch transistor Q2, the source of switch transistor Q4, and the source of switch transistor Q6. The source of switch transistor Q1 is connected to the drain of switch transistor Q2 and the brushless DC motor, the source of switch transistor Q3 is connected to the drain of switch transistor Q4 and the brushless DC motor, and the source of switch transistor Q5 is connected to the drain of switch transistor Q6 and the brushless DC motor.

3. The high-efficiency energy recovery circuit for a vehicle according to claim 2, characterized in that: The normally open terminal a of switch S1 is connected to terminals c2 and d3 of bidirectional control switch S2. Terminals d2 and c3 of bidirectional control switch S2 are connected to the positive terminal of supercapacitor C1. Terminal a2 of bidirectional control switch S2 is connected to the drain of switch transistor T1. The source of switch transistor T1 is connected to the drain of inductor L1 and switch transistor T2. The other end of inductor L1 is connected to terminal b2 of bidirectional control switch S2. The source of switch transistor T2 is connected to supercapacitor C1 and drive controller.

4. The high-efficiency energy recovery circuit for the vehicle according to claim 3, characterized in that: The gates of the switching transistors T1, T2, Q1, Q2, Q3, Q4, Q5, and Q6 are connected to the microcontroller.

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