Vehicle and energy storage system thereof

Abstract

The utility model discloses a vehicle and an energy storage system thereof, and relates to the technical field of vehicle-mounted power supplies. The energy storage system comprises an energy storage module and a DCDC bidirectional conversion module. The DCDC bidirectional conversion module comprises a control unit and a DCDC bidirectional converter; the first end of the DCDC bidirectional converter is electrically connected with the energy storage module, and the second end of the DCDC bidirectional converter is electrically connected with the vehicle-mounted generator and the vehicle-mounted battery. The detection end of the control unit is electrically connected with the first end and the second end of the DCDC bidirectional converter, the charging control end of the control unit is electrically connected with the control end of the DCDC bidirectional converter, and the power supply end of the control unit is electrically connected with the first end and the second end of the DCDC bidirectional converter. And the control unit is used for acquiring detection data of the first detection end and the second detection end, performing power-off control on the power supply end, and adjusting the charging direction of the DCDC bidirectional converter based on the charging control signal. The flexibility of the vehicle energy storage system and the energy utilization efficiency of the vehicle are improved.

Description

Technical Field

[0001] This utility model relates to the field of vehicle power technology, and in particular to a vehicle and its energy storage system. Background Technology

[0002] With the rapid development of new energy vehicles and mobile lifestyles, vehicle energy storage systems are increasingly widely used in modern transportation. Vehicle energy storage systems need to meet the diverse power demands of vehicles, such as providing stable power support for onboard electrical appliances, auxiliary power systems, and external equipment. Especially in special scenarios, such as RV travel, where the voltage levels of vehicle electrical equipment vary, higher demands are placed on the capacity, flexibility, and convenience of vehicle energy storage systems.

[0003] In existing technologies, vehicle energy storage systems are equipped with onboard batteries, which are controlled by onboard controllers to supply power to various electrical devices in the vehicle. However, existing vehicle energy storage systems have shortcomings in energy management and protection mechanisms. The vehicle energy storage system cannot adjust the direction of energy transmission according to changes in the vehicle's operating status, resulting in a lack of flexibility in adjusting the direction of energy transmission. At the same time, the onboard batteries in the vehicle energy storage system may be subject to over-discharge risk, thereby affecting the service life of the vehicle energy storage system. Utility Model Content

[0004] This invention provides a vehicle and its energy storage system to improve the flexibility of the vehicle energy storage system and its adaptability in different environments, while also improving the energy utilization efficiency of the vehicle.

[0005] The first aspect of this utility model provides a vehicle energy storage system, the vehicle including an on-board generator and an on-board battery, the vehicle energy storage system including: an energy storage module and a DC-DC bidirectional conversion module; the DC-DC bidirectional conversion module includes a control unit and a DC-DC bidirectional converter.

[0006] The first end of the DC-DC bidirectional converter is electrically connected to the energy storage module, and the second end of the DC-DC bidirectional converter is electrically connected to the vehicle generator and the vehicle battery, respectively.

[0007] The first detection terminal of the control unit is electrically connected to the first terminal of the DC-DC bidirectional converter, the second detection terminal of the control unit is electrically connected to the second terminal of the DC-DC bidirectional converter, the charging control terminal of the control unit is electrically connected to the control terminal of the DC-DC bidirectional converter, and the power supply terminal of the control unit is electrically connected to both the first and second terminals of the DC-DC bidirectional converter. The control unit is used to acquire detection data from the first and second detection terminals, control the power supply terminal to cut off power, and adjust the charging direction of the DC-DC bidirectional converter based on the charging control signal output by the charging control terminal.

[0008] Optionally, the control unit includes a control board and an auxiliary power supply circuit;

[0009] The first detection terminal, the second detection terminal, the charging control terminal, and the power supply terminal are integrated into the control board;

[0010] The power supply terminal is electrically connected to the first terminal and the second terminal of the DC-DC bidirectional converter via the auxiliary power supply circuit.

[0011] The control board is also provided with a power-off control terminal, which is connected to the control terminal of the auxiliary power supply circuit and is used to control the auxiliary power supply circuit to be turned on or off.

[0012] Optionally, the auxiliary power supply circuit includes a first diode, a second diode, a first relay, a power supply switch, and a power off switch;

[0013] The anode of the first diode is electrically connected to the first terminal of the DC-DC bidirectional converter; the anode of the second diode is electrically connected to the second terminal of the DC-DC bidirectional converter; the cathodes of the first diode and the second diode are electrically connected, and a first node is provided between the cathodes of the first diode and the second diode.

[0014] The first coil terminal of the first relay is connected to the first node via the power supply switch, and the second coil terminal of the first relay is grounded.

[0015] The first coil terminal is electrically connected to the first terminal of the DC-DC bidirectional converter via the first contact of the first relay to form a self-locking circuit of the first relay;

[0016] The first contact is also electrically connected to the power supply terminal; the second contact of the first relay is connected in series between the first contact and the power supply terminal;

[0017] The power-off switch is connected in series in the self-locking circuit, and the control terminal of the power-off switch is electrically connected to the power-off control terminal; the power-off control terminal is used to control the power-off switch to open, so as to cut off the self-locking circuit and cut off the power supply to the power supply terminal.

[0018] Optionally, the vehicle further includes an AC load and a DC load, and the vehicle energy storage system further includes at least one of the following: a DC-AC bidirectional conversion module, a DC-CDC unidirectional conversion module, and an MPPT module;

[0019] The DC side of the DC-AC bidirectional conversion module is electrically connected to the energy storage module; the AC side of the DC-AC bidirectional conversion module is electrically connected to the AC power supply terminal and the AC load, respectively.

[0020] The first end of the DC-DC unidirectional conversion module is electrically connected to the energy storage module; the second end of the DC-DC unidirectional conversion module is electrically connected to the DC load.

[0021] The first end of the MPPT module is electrically connected to the energy storage module; the second end of the MPPT module is electrically connected to the photovoltaic end.

[0022] Optionally, the DCAC bidirectional conversion module includes a first switch, a second switch, and a DCAC bidirectional converter;

[0023] The first end of the DC-AC bidirectional converter is electrically connected to the energy storage module, the second end of the DC-AC bidirectional converter is electrically connected to the AC power supply terminal via the first switch, and the second end of the DC-AC bidirectional converter module is also electrically connected to the AC load via the second switch.

[0024] Optionally, the vehicle energy storage system further includes a control module, which is powered by the energy storage module;

[0025] At least one of the energy storage module, the DC-DC bidirectional conversion module, the DC-AC bidirectional conversion module, the DC-DC unidirectional conversion module, and the MPPT module is connected to a wired connection terminal, and the wired connection terminal is wiredly connected to the control module; and / or,

[0026] At least one of the energy storage module, the DC-DC bidirectional conversion module, the DC-AC bidirectional conversion module, the DC-DC unidirectional conversion module, and the MPPT module is connected to the wireless module, and the wireless module is wirelessly connected to the control module.

[0027] Optionally, the wired connection terminal includes any of the following: a hub, a multi-port network card, and a network switch.

[0028] Optionally, the control module includes a human-machine interface unit for displaying and remotely controlling the working status of the energy storage module, the DC-DC bidirectional conversion module, the DC-AC bidirectional conversion module, the DC-DC unidirectional conversion module, and the MPPT module in real time.

[0029] Optionally, the energy storage module includes at least one energy storage battery; multiple energy storage batteries are connected in parallel.

[0030] The multiple energy storage batteries are communicatively connected via communication terminals;

[0031] At least one of the communication terminals of the energy storage battery is communicatively connected to the control module, and any idle communication terminals in the energy storage battery are electrically connected to a terminal resistor.

[0032] The second aspect of this utility model provides a vehicle, which includes: an on-board generator, an on-board battery, and a vehicle energy storage system as described above.

[0033] The technical solution of this utility model involves setting an energy storage module and a DC-DC bidirectional conversion module in a vehicle energy storage system. Within the DC-DC bidirectional conversion module, a control unit and a DC-DC bidirectional converter are installed. The first end of the DC-DC bidirectional converter is electrically connected to the energy storage module, and the second end is electrically connected to the vehicle's generator and battery, respectively. By setting the first detection end of the control unit to be electrically connected to the first end of the DC-DC bidirectional converter, and the second detection end of the control unit to be electrically connected to the second end of the DC-DC bidirectional converter, the control unit can detect the voltage at both ends of the DC-DC bidirectional converter and adjust the charging direction of the DC-DC bidirectional converter based on the detection data. This achieves bidirectional energy transmission, improves the vehicle's energy utilization efficiency, and effectively avoids overcharging or over-discharging. Simultaneously, it enables the vehicle energy storage system to flexibly adjust the energy transmission direction according to changes in the vehicle's operating state, thereby meeting the vehicle's power needs in different scenarios and enhancing the flexibility and adaptability of the vehicle energy storage system in different environments. In addition, by setting the power supply terminal of the control unit to be electrically connected to both ends of the DC-DC bidirectional converter, the control module can control the power supply terminal to cut off the power, thereby more effectively protecting the energy storage module and the vehicle battery, extending the service life of the energy storage module and the vehicle battery, and improving the safety of the vehicle energy storage system.

[0034] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of this utility model, nor is it intended to limit the scope of this utility model. Other features of this utility model will become readily apparent from the following description. Attached Figure Description

[0035] To more clearly illustrate the technical solutions in the embodiments of this utility model, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0036] Figure 1 This is a schematic diagram of the structure of a vehicle energy storage system provided in an embodiment of the present invention;

[0037] Figure 2 This is a schematic diagram of another vehicle energy storage system provided in this embodiment of the present invention;

[0038] Figure 3 This is a schematic diagram of the structure of another vehicle-mounted energy storage system provided in this embodiment of the utility model;

[0039] Figure 4 This is a schematic diagram of the topology of a vehicle energy storage system provided in an embodiment of the present invention;

[0040] Figure 5 This is a schematic diagram of the structure of a DC-AC bidirectional conversion module provided in an embodiment of this utility model;

[0041] Figure 6 This is a schematic diagram of the communication structure of a vehicle energy storage system provided in an embodiment of the present invention;

[0042] Figure 7 This is a schematic diagram of the communication structure of another vehicle energy storage system provided in this embodiment of the present invention;

[0043] Figure 8 This is a structural schematic diagram of a connection method between an energy storage module and a wireless module provided in an embodiment of this utility model;

[0044] Figure 9 This is a schematic diagram of the communication structure of another vehicle energy storage system provided in this embodiment of the present invention;

[0045] Figure 10 This is a structural schematic diagram of an energy storage module provided in an embodiment of this utility model. Detailed Implementation

[0046] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention 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 invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the protection scope of the present invention.

[0047] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this utility model are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the utility model described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0048] Figure 1 This is a structural schematic diagram of a vehicle energy storage system provided in an embodiment of this utility model. Figure 1 As shown, the vehicle includes an on-board generator 01 and an on-board battery 02. The vehicle energy storage system includes an energy storage module 1 and a DC-DC bidirectional converter module 2. The DC-DC bidirectional converter module 2 includes a control unit 21 and a DC-DC bidirectional converter 22. The first terminal 221 of the DC-DC bidirectional converter 22 is electrically connected to the energy storage module 1, and the second terminal 222 of the DC-DC bidirectional converter 22 is electrically connected to the on-board generator 01 and the on-board battery 02, respectively. The first detection terminal 211 of the control unit 21 is electrically connected to the first terminal 221 of the DC-DC bidirectional converter 22, and the second detection terminal 212 of the control unit 21 is electrically connected to... The second terminal 222 of the DC-DC bidirectional converter 22 is electrically connected, the charging control terminal 213 of the control unit 21 is electrically connected to the control terminal 223 of the DC-DC bidirectional converter 22, and the power supply terminal 214 of the control unit 21 is electrically connected to the first terminal 221 and the second terminal 222 of the DC-DC bidirectional converter 22, respectively. The control unit 21 is used to acquire detection data from the first detection terminal 211 and the second detection terminal 212, to control the power supply terminal 214 to cut off power, and to adjust the charging direction of the DC-DC bidirectional converter 22 based on the charging control signal output by the charging control terminal 213. Typically, the detection data of the control unit 21 includes, but is not limited to, at least one of the following: voltage and current.

[0049] Specifically, the energy storage module 1 can be understood as a module used to store electrical energy and provide power support for the vehicle's electrical equipment. For example, the energy storage module 1 may include an energy storage battery or a supercapacitor, etc., to meet the energy storage and supply needs of the vehicle energy storage system in different application scenarios.

[0050] The DC-DC bidirectional conversion module 2 can be specifically understood as a DC-DC voltage conversion device with self-power-off protection. The DC-DC bidirectional conversion module 2 includes a control unit 21 and a DC-DC bidirectional converter 22. The first terminal 221 of the DC-DC bidirectional converter 22 is electrically connected to the energy storage module 1, and the second terminal 222 of the DC-DC bidirectional converter 22 is electrically connected to the vehicle generator 01 and the vehicle battery 02, respectively, enabling bidirectional energy transfer, such as the energy storage module 1 charging the vehicle battery 02, or the vehicle generator 01 charging the energy storage module 1. The first detection terminal 211 of the control unit 21 is electrically connected to the first terminal 221 of the DC-DC bidirectional converter 22, and the second detection terminal 212 of the control unit 21 is electrically connected to the second terminal 222 of the DC-DC bidirectional converter 22, so that the first detection terminal 211 of the control unit 21 can detect the voltage of the energy storage module 1, and the second detection terminal 212 of the control unit 21 can detect the voltage of the vehicle generator 01 or the vehicle battery 02. Meanwhile, the charging control terminal 213 of the control unit 21 is electrically connected to the control terminal 223 of the DC-DC bidirectional converter 22, so that the control unit 21 can also adjust the charging direction of the DC-DC bidirectional converter 22 according to the voltage of the energy storage module 1 detected by the first detection terminal 211 of the control unit 21 and the voltage of the vehicle generator 01 or the vehicle battery 02 detected by the second detection terminal 212 of the control unit 21, so as to realize that the energy storage module 1 charges the vehicle battery 02, or the vehicle generator 01 charges the energy storage module 1.

[0051] Optional, Figure 2 This is a schematic diagram of another vehicle energy storage system provided in an embodiment of this utility model. (See diagram below.) Figure 2 As shown, the control unit 21 may include a control board 210. Exemplarily, the control board 210 includes, but is not limited to, a microcontroller chip, such as an STM32 series microcontroller chip, an ESP32 microcontroller chip, and an ATmega328P microcontroller chip, etc. Specific models can be selected according to actual application requirements, and this utility model does not impose specific limitations in this regard. See also Figure 2As shown, the first detection terminal 211, the second detection terminal 212, the charging control terminal 213, and the power supply terminal 214 are integrated on the control board 210, so that the control board 210 can detect the first voltage V1 of the first terminal 221 of the DC-DC bidirectional converter 22 and the second voltage V2 of the second terminal 222 of the DC-DC bidirectional converter 22, respectively, and adjust the charging control signal output by the charging control terminal 213 according to the detected first voltage V1 and second voltage V2 to adjust the charging direction of the DC-DC bidirectional converter 22.

[0052] In an exemplary embodiment, the control board 210 can detect the first voltage V1 and the second voltage V2 in real time, and compare V1 and V2 with preset threshold voltages within the control board 210 to adjust the charging direction of the DC-DC bidirectional converter 22. The preset threshold voltages within the control board 210 include the starting voltage threshold V3 and the stopping voltage threshold V4 for the energy storage module 1 to charge the vehicle battery 02, and the starting voltage threshold V5 and the stopping voltage threshold V6 for the vehicle generator 01 to charge the energy storage module 1. When the vehicle is started, the vehicle generator 01 starts and outputs voltage. When the control board 210 detects that V2 is greater than V5, it indicates that the voltage of the vehicle generator 01 is sufficient to charge the energy storage module 1. The control board 210 can output a charging control signal through the charging control terminal 213 to adjust the DC-DC bidirectional converter 22 to a reverse charging mode, so that energy can flow from the vehicle generator 01 to the energy storage module 1, thus realizing the vehicle generator 01 charging the energy storage module 1. When the vehicle stops operating, the on-board generator 01 stops generating electricity. When the control board 210 detects that V2 is less than V6, to prevent the on-board battery 02 from over-discharging into the energy storage module 1 and causing it to run out of power, the control board 210 can adjust the charging control signal output through the charging control terminal 213 to control the DC-DC bidirectional converter 22 to stop the reverse charging mode, thereby cutting off the energy transmission path. When the on-board battery 02 has insufficient power, and the control board 210 detects that V2 is less than V3, it indicates that the on-board battery 02 needs to be charged. The control board 210 can control the charging control terminal 213 to output a charging control signal to adjust the DC-DC bidirectional converter 22 to the forward charging mode, so that energy flows from the energy storage module 1 to the on-board battery 02, thus realizing that the energy storage module 1 charges the on-board battery 02. To prevent overcharging of the vehicle battery 02 or depletion of the energy storage module 1, the control board 210 continuously monitors V1 and V2. When the control board 210 detects that V1 is greater than V6, indicating that the vehicle battery 02 is fully charged, or when the control board 210 detects that V2 is less than V4, indicating that the energy storage module 1 is undercharged, the control board 210 can adjust the charging control signal output through the charging control terminal 213 to control the DC-DC bidirectional converter 22 to stop the forward charging mode and cut off the energy transmission path, thereby protecting the energy storage module 1 and the vehicle battery 02. By detecting the first voltage V1 of the first terminal 221 and the second voltage V2 of the second terminal 222 of the DC-DC bidirectional converter 22, and adjusting the charging control signal output by the charging control terminal 213 according to the detected first voltage V1 and second voltage V2, the charging direction of the DC-DC bidirectional converter 22 is adjusted, improving the energy utilization efficiency of the vehicle and effectively avoiding overcharging or over-discharging, protecting the energy storage module 1 and the vehicle battery 02, and extending the service life of the vehicle energy storage system.At the same time, it enables the vehicle energy storage system to flexibly adjust the energy transmission direction according to changes in the vehicle's operating status, thereby meeting the vehicle's power demand in different scenarios and improving the flexibility of the vehicle energy storage system and its adaptability in different environments.

[0053] Furthermore, the power supply terminal 214 of the control unit 21 is electrically connected to the first terminal 221 and the second terminal 222 of the DC-DC bidirectional converter 22, respectively, so that the control unit 21 can control the power supply terminal 214 to cut off power, thereby more effectively protecting the energy storage module 1 and the vehicle battery 02 and extending their service life. Optionally, refer to... Figure 2 The control unit 21 also includes an auxiliary power supply circuit 20. The power supply terminal 214 is electrically connected to the first terminal 221 and the second terminal 222 of the DC-DC bidirectional converter 22 via the auxiliary power supply circuit 20, so that the power supply terminal 214 can obtain power through the auxiliary power supply circuit 20. At the same time, the control board 210 is also provided with a power-off control terminal 215, which is connected to the control terminal 201 of the auxiliary power supply circuit 20. This allows the control board 210 to detect the first voltage V1 of the first terminal 221 of the DC-DC bidirectional converter 22 and the second voltage V2 of the second terminal 222 of the DC-DC bidirectional converter 22, and adjust the power-off control terminal 215 to output a power-off control signal according to the detected first voltage V1 and second voltage V2, so as to control the auxiliary power supply circuit 20 to turn off, thereby further controlling the power supply terminal 214 to be de-energized.

[0054] In an exemplary embodiment, the preset threshold voltages within the control board 210 also include a voltage protection threshold V7 for the vehicle battery 02 and a voltage protection threshold V8 for the energy storage module 1. When the control board 210 detects that V2 is less than V7 or V1 is less than V8, it indicates that the energy storage module 1 or the vehicle battery 02 is nearly depleted. Continuing to supply power may lead to over-discharge of the battery, affecting its lifespan. To protect the energy storage module 1 and the vehicle battery 02, the control board 210 can output a power-off control signal through the power-off control terminal 215 to cut off the auxiliary power supply circuit 20, preventing the control board 210 from receiving power through the auxiliary power supply circuit 20, thereby disconnecting the power supply to the control board 210 and causing it to stop operating. At this time, the energy storage module 1 and the vehicle power supply 02 are no longer consumed, and the DC-DC bidirectional conversion module 2 enters a low-power protection state, thereby improving the safety of the vehicle energy storage system.

[0055] In this embodiment, an energy storage module and a DC-DC bidirectional converter module are set in the vehicle energy storage system. A control unit and a DC-DC bidirectional converter are set in the DC-DC bidirectional converter module. The first end of the DC-DC bidirectional converter is electrically connected to the energy storage module, and the second end is electrically connected to the vehicle generator and the vehicle battery, respectively. The first detection end of the control unit is electrically connected to the first end of the DC-DC bidirectional converter, and the second detection end of the control unit is electrically connected to the second end of the DC-DC bidirectional converter. This allows the control unit to detect the voltage at both ends of the DC-DC bidirectional converter and adjust the charging direction of the DC-DC bidirectional converter based on the detection data, achieving bidirectional energy transmission. This improves the vehicle's energy utilization efficiency and effectively avoids overcharging or over-discharging. Simultaneously, it enables the vehicle energy storage system to flexibly adjust the energy transmission direction according to changes in the vehicle's operating state, thereby meeting the vehicle's power needs in different scenarios and enhancing the flexibility and adaptability of the vehicle energy storage system in different environments. In addition, by setting the power supply terminal of the control unit to be electrically connected to both ends of the DC-DC bidirectional converter, the control module can control the power supply terminal to cut off the power, thereby more effectively protecting the energy storage module and the vehicle battery, extending the service life of the energy storage module and the vehicle battery, and improving the safety of the vehicle energy storage system.

[0056] Optional, Figure 3 This is a structural schematic diagram of another vehicle-mounted energy storage system provided in this embodiment of the utility model. (See diagram below.) Figure 3 As shown, the auxiliary power supply circuit 20 includes a first diode D1, a second diode D2, a first relay KA1, a power supply switch K1, and a power-off switch K2; the anode of the first diode D1 is electrically connected to the first terminal 221 of the DC-DC bidirectional converter 22; the anode of the second diode D2 is electrically connected to the second terminal 222 of the DC-DC bidirectional converter 22; the cathodes of the first diode D1 and the second diode D2 are electrically connected, and a first node a is provided between the cathodes of the first diode D1 and the second diode D2; the first coil terminal b of the first relay KA1 is connected to the first node a via the power supply switch K1, and the first relay K1... The second coil terminal c of A1 is grounded; the first coil terminal b is electrically connected to the first terminal 221 of the DC-DC bidirectional converter 22 via the first contact 001 of the first relay KA1 to form a self-locking circuit of the first relay KA1; the first contact 001 is also electrically connected to the power supply terminal 214; the second contact 002 of the first relay KA1 is connected in series between the first contact 001 and the power supply terminal 214; the power-off switch K2 is connected in series in the self-locking circuit, and the control terminal d of the power-off switch K2 is electrically connected to the power-off control terminal 215; the power-off control terminal 215 is used to control the power-off switch K2 to open, so as to cut off the self-locking circuit and cut off the power supply to the power supply terminal 214.

[0057] Specifically, in the auxiliary power supply circuit 20, the positive terminal of the first diode D1 is electrically connected to the first terminal 221 of the DC-DC bidirectional converter 22, the positive terminal of the second diode D2 is electrically connected to the second terminal 222 of the DC-DC bidirectional converter 22, the negative terminals of the first diode D1 and the second diode D2 are electrically connected, and a first node a is provided between the negative terminals of the first diode D1 and the second diode D2. The first coil terminal b of the first relay KA1 is connected to the first node a via the power supply switch K1. The first diode D1 and the second diode D2 have unidirectional conduction characteristics. Therefore, the first node a forms a competing power supply point. The one with the higher positive voltage of the first diode D1 and the second diode D2 can conduct. That is to say, the side with the higher voltage in the energy storage module 1 or the vehicle battery 02 supplies power to the first relay KA1. Specifically, when the first voltage V1 of the first terminal 221 of the DC-DC bidirectional converter 22 is greater than the second voltage V2 of the second terminal 222 of the DC-DC bidirectional converter 22, the positive voltage of the first diode D1 is higher than the positive voltage of the second diode D2, the first diode D1 is turned on, and the second diode D2 is turned off due to reverse bias. Current can flow from the energy storage module 1 through the first diode D1 to the first relay KA1 to power the first relay KA1. When the second voltage V2 of the second terminal 222 of the DC-DC bidirectional converter 22 is greater than the first voltage V1 of the first terminal 221 of the DC-DC bidirectional converter 22, the positive voltage of the second diode D2 is higher than the positive voltage of the first diode D1, the second diode D2 is turned on, and the first diode D1 is turned off due to reverse bias. Current can flow from the vehicle battery O2 through D2 to the first relay KA1 to power the first relay KA1. In this application, the power supply switch K1 can be a self-resetting button. When the user presses the button, the power supply switch K1 closes, allowing current to flow from the first node a to the first coil terminal b of the first relay KA1, thus powering the first relay KA1. When the user releases the button, the power supply to the first relay KA1 is maintained by a self-locking circuit. Through the competing power supply of the first diode D1 and the second diode D2, it is ensured that the first relay KA1 is always powered by the higher voltage terminal of the energy storage module 1 and the vehicle battery 02, avoiding power interruption caused by the failure of a single power source, improving the reliability of the auxiliary power supply circuit 20, and enhancing the flexibility of the vehicle energy storage system and its adaptability in different environments.

[0058] The second coil terminal c of the first relay KA1 is grounded, and the first coil terminal b is electrically connected to the first terminal 221 of the DC-DC bidirectional converter 22 via the first contact 001 of the first relay KA1. This allows the first relay KA1 to control the first contact 001 to close after being powered on, thus enabling the first relay KA1 to form a self-locking circuit to maintain the continuous energized state of the first relay KA1. Meanwhile, the first contact 001 is also electrically connected to the power supply terminal 214, and the second contact 002 of the first relay KA1 is connected in series between the first contact 001 and the power supply terminal 214. When the first relay KA1 is turned on, the first relay KA1 can also control the second contact 002 to close, so that the first relay KA1 can also supply power to the power supply terminal 214. This allows the control board 210 to detect the first voltage V1 of the first terminal 221 of the DC-DC bidirectional converter 22 and the second voltage V2 of the second terminal 222 of the DC-DC bidirectional converter 22, and adjust the charging control signal output by the charging control terminal 213 according to the detected first voltage V1 and second voltage V2 to adjust the charging direction of the DC-DC bidirectional converter 22.

[0059] Furthermore, the power-off switch K2 is connected in series in the self-locking circuit. The control terminal d of the power-off switch K2 is electrically connected to the power-off control terminal 215. For example, the power-off switch K2 can be a second relay, and the second relay is a normally closed relay. When the control board 210 detects that the first voltage V1 of the first terminal 221 of the DC-DC bidirectional converter 22 or the second voltage V2 of the second terminal 222 of the DC-DC bidirectional converter 22 is too low, the control board 210 can output a power-off control signal through the power-off control terminal 215 to control the power-off switch K2 to open, thereby cutting off the self-locking circuit of the first relay KA1. At this time, the first relay KA1 cannot receive power and stops conducting, causing the first contact 001 and the second contact 002 to open, thereby disconnecting the power supply to the power supply terminal 214, and the control board 210 stops operating. At this time, the power of the energy storage module 1 and the vehicle power supply 02 is no longer consumed, and the DC-DC bidirectional converter module 2 enters a low-power protection state, thereby improving the safety of the vehicle energy storage system. When the user needs to restart the control board 210, they can press the control button again to close the power supply switch K1 and put the second relay in a normally closed state. This allows the first relay KA1 to be powered on again, and the power supply terminal 214 to be powered on. This enables the control board 210 to restart the detection of the first voltage V1 at the first terminal 221 of the DC-DC bidirectional converter 22 and the second voltage V2 at the second terminal 222 of the DC-DC bidirectional converter 22. This effectively protects the energy storage module 1 and the vehicle battery 02, and extends the service life of the vehicle energy storage system.

[0060] Optional, Figure 4This is a schematic diagram of the topology of a vehicle energy storage system provided in an embodiment of this utility model. Figure 4 As shown, the vehicle also includes an AC load 03 and a DC load 04. The vehicle energy storage system also includes at least one of the following: a DC-AC bidirectional conversion module 3, a DC-CDC unidirectional conversion module 4, and an MPPT module 5; the DC side 31 of the DC-AC bidirectional conversion module 3 is electrically connected to the energy storage module 1; the AC side 32 of the DC-AC bidirectional conversion module 3 is electrically connected to the AC power supply terminal 05 and the AC load 03 respectively; the first terminal 41 of the DC-CDC unidirectional conversion module 4 is electrically connected to the energy storage module 1; the second terminal 42 of the DC-CDC unidirectional conversion module 4 is electrically connected to the DC load 04; the first terminal 51 of the MPPT module 5 is electrically connected to the energy storage module 1; and the second terminal 52 of the MPPT module 5 is electrically connected to the photovoltaic terminal 06.

[0061] Specifically, the DC-AC bidirectional conversion module 3 can be understood as a DC-AC conversion device, and the AC load can be understood as a device that requires AC power, such as a car refrigerator, microwave oven, electric kettle, or television. Specifically, the DC side 31 of the DC-AC bidirectional conversion module 3 is electrically connected to the energy storage module 1, and the AC side 32 of the DC-AC bidirectional conversion module 3 is electrically connected to the AC power supply terminal 05 and the AC load 03 respectively, to realize bidirectional energy transfer from the AC power supply terminal 05 to the energy storage module 1 or from the energy storage module 1 to the AC load. For example, the AC power supply terminal 05 can be a mains power supply terminal.

[0062] The DC-DC unidirectional conversion module 4 can be understood as a DC-DC conversion device, and the DC load 04 can be understood as a device that requires DC power, such as a vehicle DC light, DC fan, DC water pump, or USB charging port. Specifically, the first terminal 41 of the DC-DC unidirectional conversion module 4 is electrically connected to the energy storage module 1, and the second terminal 41 of the DC-DC unidirectional conversion module 4 is electrically connected to the DC load 04, so as to realize the unidirectional energy transfer from the energy storage module 1 to the DC load 04.

[0063] MPPT module 5 can be specifically understood as a Maximum Power Point Tracking (MPPT) device, and photovoltaic terminal 06 can be specifically understood as a device capable of converting solar energy into electrical energy. For example, photovoltaic terminal 06 can be a photovoltaic device located on the roof or exterior of the vehicle, such as a solar panel on the roof. Specifically, the first terminal 51 of MPPT module 5 is electrically connected to energy storage module 1, and the second terminal 52 of MPPT module 5 is electrically connected to photovoltaic terminal 06, ensuring that photovoltaic terminal 06 always outputs maximum power and can supply power to energy storage module 1, thereby improving the utilization efficiency of solar energy and enhancing the environmental friendliness of the vehicle energy storage system.

[0064] The vehicle energy storage system utilizes a DC-AC bidirectional conversion module 3, a DC-DC unidirectional conversion module 4, and an MPPT module 5 to provide multiple power supply methods to the energy storage module 1, enhancing its flexibility and adaptability to different environments. Simultaneously, the system achieves efficient energy distribution to the energy storage module 1, ensuring that the power demands of AC load 03, DC load 04, and the energy storage module 1 are efficiently met, thus optimizing energy management. Furthermore, by designing each module as an independent unit—for example, the DC-DC bidirectional conversion module 2, DC-AC bidirectional conversion module 3, DC-DC unidirectional conversion module 4, and MPPT module 5—the system achieves a distributed layout. Compared to traditional centralized energy storage systems, this system significantly reduces the maximum required installation space, facilitating flexible installation within the limited space of a vehicle and adapting to different vehicle layout requirements. Moreover, the independent operation of each module ensures that a single module failure does not affect the normal operation of the entire system, guaranteeing continuous operation. Furthermore, faulty modules can be replaced individually, reducing maintenance difficulty and improving the convenience and practicality of the vehicle energy storage system.

[0065] Optional, Figure 5 This is a schematic diagram of the structure of a DC-AC bidirectional conversion module provided in an embodiment of this utility model, as shown below. Figure 5 As shown, the DCAC bidirectional conversion module 3 includes a first switch K3, a second switch K4, and a DCAC bidirectional converter 33; the first terminal 331 of the DCAC bidirectional converter 33 is electrically connected to the energy storage module 1, the second terminal 332 of the DCAC bidirectional converter 33 is electrically connected to the AC power supply terminal 05 via the first switch K3, and the second terminal 332 of the DCAC bidirectional conversion module 33 is also electrically connected to the AC load 03 via the second switch K4.

[0066] Specifically, the first end 331 of the DCAC bidirectional converter 33 is electrically connected to the energy storage module 1, and the second end 332 of the DCAC bidirectional converter 33 is electrically connected to the AC power supply terminal 05 via the first switch K3. The second end 332 of the DCAC bidirectional converter module 33 is also electrically connected to the AC load 03 via the second switch K4, so that the DCAC bidirectional converter 33 can adjust the charging direction according to the voltage of the AC power supply terminal 05.

[0067] In an exemplary embodiment, the DC-AC bidirectional converter module 3 may also include a control board. When the control board detects that the voltage of the AC power supply terminal 05 is within a normal preset range, the control board can control the first switch K3 and the fourth switch K4 to close, so that the AC power supply terminal 05, such as mains power, can be directly transmitted to the AC load 03 through the first switch K3 and the second switch K4, providing AC power to the AC load 03. This avoids the energy conversion process of mains power undergoing rectification and inversion through the DC-AC bidirectional converter 33, reducing energy loss and improving power supply efficiency. At the same time, the control board can also adjust the DC-AC bidirectional converter 33 to the rectification working state, so that the DC-AC bidirectional converter 33 can convert the AC power from the AC power supply terminal 05 into DC power through rectification, and can transmit the rectified DC power to the energy storage module 1, thereby charging the energy storage module 1. Furthermore, when the control board detects that the voltage at the AC power supply terminal 05 is lower than a preset threshold, the control board can control the first switch K3 to open, cutting off the connection between the AC power supply terminal 05 and the DC-AC bidirectional converter 33, so that the AC load 03 no longer draws power from the AC power supply terminal 05. At the same time, the control board can also adjust the DC-AC bidirectional converter 33 to the inverter working state, so that the DC-AC bidirectional converter 33 can convert the DC power from the energy storage module 1 into AC power through inverter, and transmit it to the AC load 03 through the second switch K4 to power the AC load 03. By dynamically adjusting the charging direction of the DC-AC bidirectional converter 33 according to the voltage of the AC power supply terminal 05, the vehicle energy storage system can flexibly adjust the energy transmission direction according to changes in the vehicle's operating state, thereby meeting the power needs of the energy storage module 1 and the AC load 03 in different scenarios, improving the flexibility of the vehicle energy storage system and its adaptability in different environments.

[0068] Optional, Figure 6 This is a schematic diagram of the communication structure of a vehicle energy storage system provided in an embodiment of this utility model. Figure 7 This is a schematic diagram of the communication structure of another vehicle energy storage system provided in this embodiment of the present invention, as shown below. Figure 6 and Figure 7 As shown, the vehicle energy storage system further includes: a control module 6, which is powered by the energy storage module 1; at least one of the energy storage module 1, the DC-DC bidirectional conversion module 2, the DC-AC bidirectional conversion module 3, the DC-DC unidirectional conversion module 4, and the MPPT module 5 is connected to a wired connection terminal 07; the wired connection terminal 07 is wiredly connected to the control module 6; and / or, at least one of the energy storage module 1, the DC-DC bidirectional conversion module 2, the DC-AC bidirectional conversion module 3, the DC-DC unidirectional conversion module 4, and the MPPT module 5 is connected to a wireless module 08, which is wirelessly connected to the control module 6.

[0069] Specifically, control module 6 can be understood as a module used to coordinate and manage the operating status of the vehicle energy storage system. Control module 6 is communicatively connected to energy storage module 1 so that energy storage module 1 can supply power to control module 6. For example, control module 6 may include a microcontroller chip, such as STM32 series microcontroller chips, ESP32 microcontroller chips, and ATmega328P microcontroller chips, etc. The specific model can be selected according to actual application requirements, and this utility model does not specifically limit it in this regard. For details, please refer to [link / reference]. Figure 6 When energy storage module 1, DC-DC bidirectional conversion module 2, DC-AC bidirectional conversion module 3, DC-DC unidirectional conversion module 4, and MPPT module 5 need to establish a wired communication connection with control module 6, their communication terminals can be connected to wired connection terminal 07 via communication lines. Wired connection terminal 07 then establishes a wired communication connection with control module 6, enabling wired communication between these modules. Sharing a single wired connection terminal 07 centrally connects the communication lines of multiple modules to control module 6, reducing the number of communication interfaces required on control module 6, thereby simplifying its hardware design and reducing manufacturing costs. Simultaneously, it reduces the complexity of communication line wiring, lowers wire consumption and installation costs, further improving the economy and practicality of the vehicle energy storage system.

[0070] Optionally, the wired connection terminal 07 includes any of the following: a hub, a multi-port network card, and a network switch. The hub, multi-port network card, and network switch all support multi-port connections, enabling simultaneous access to the communication lines connected to the communication terminals of energy storage module 1, DC-DC bidirectional conversion module 2, DC-AC bidirectional conversion module 3, DC-DC unidirectional conversion module 4, and MPPT module 5. This meets the communication needs of multiple devices in the vehicle energy storage system, improving the communication efficiency and data transmission speed of the vehicle energy storage system. For example, the communication terminals of energy storage module 1, DC-DC bidirectional conversion module 2, DC-AC bidirectional conversion module 3, DC-DC unidirectional conversion module 4, and MPPT module 5 can specifically be RJ45 communication terminals; the communication lines of energy storage module 1, DC-DC bidirectional conversion module 2, DC-AC bidirectional conversion module 3, DC-DC unidirectional conversion module 4, and MPPT module 5 can specifically be CAN communication lines, RS485 communication lines, or RS232 communication lines, etc. In other words, the wired communication methods include, but are not limited to: CAN bus communication, RS485 bus communication, or RS232 bus communication.

[0071] Continue to refer to Figure 7When the energy storage module 1, DC-DC bidirectional conversion module 2, DC-AC bidirectional conversion module 3, DC-DC unidirectional conversion module 4, and MPPT module 5 need to wirelessly connect with the control module 6, these modules can be connected to the wireless module 08 via communication lines. Each wireless module 08 then wirelessly connects with the control module 6, enabling wireless communication between these modules and the control module 6. In an exemplary embodiment, the wireless module 08 is configured in a one-to-one correspondence with each of the energy storage module 1, DC-DC bidirectional conversion module 2, DC-AC bidirectional conversion module 3, DC-DC unidirectional conversion module 4, and MPPT module 5. By connecting each module to an independent wireless module 08, the communication signals between each module and the control module 6 are ensured to be independent, thereby improving the stability and reliability of data transmission. For example, the wireless module 08 can be Bluetooth, Wi-Fi, or ZigBee, etc.

[0072] Energy storage module 1, DC-DC bidirectional converter module 2, DC-AC bidirectional converter module 3, DC-DC unidirectional converter module 4, and MPPT module 5 can communicate with wireless module 08 via communication terminals and communication lines. For example, Figure 8 This is a structural diagram illustrating a connection method between an energy storage module and a wireless module according to an embodiment of this utility model. Figure 8 As shown, the energy storage module 1 and the wireless module 08 are connected via a communication terminal 09 and a communication line 010. The communication terminal can be an RJ45 communication terminal, and the communication line 010 can include a CAN high-level communication line, a CAN low-level communication line, an RS485 positive signal communication line, and an RS485 negative signal communication line. Furthermore, the communication line 010 can also include a positive power supply line and a negative power supply line, so that the energy storage module 1 can also supply power to the wireless module 08.

[0073] It is understandable that the specific connection methods between energy storage module 1, DC-DC bidirectional conversion module 2, DC-AC bidirectional conversion module 3, DC-DC unidirectional conversion module 4, MPPT module 5, and control module 6 can be determined according to actual needs. That is, the communication method between each module in the vehicle energy storage system and control module 6 can be independently selected as wired or wireless communication. For modules where the wireless communication signal is poor due to their installation location, they can communicate with control module 6 via wired connection terminal 07, thus ensuring communication stability. For modules where wiring is difficult, they can communicate with control module 6 wirelessly via wireless module 08, thus reducing wiring requirements. For example, Figure 9This is a schematic diagram of the communication structure of another vehicle energy storage system provided in this embodiment of the present invention, as shown below. Figure 9 As shown, energy storage module 1, DC-DC bidirectional conversion module 2, and DC-AC bidirectional conversion module 3 are wired to control module 6, while DC-DC unidirectional conversion module 4 and MPPT module 5 are wirelessly connected to control module 6. This hybrid communication architecture combines the stability of wired communication with the convenience of wireless communication, enabling the vehicle energy storage system to adapt to different installation scenarios and improving its communication reliability and flexibility.

[0074] It is also understandable that after the control module 6 is turned on, it can first detect whether there is a signal access at the communication interface. If a signal is detected, a communication connection is established, and different modules are identified according to the preset address. Subsequently, the control module 6 activates the wireless communication module to scan, and identifies whether there are any modules that need to be connected in the vicinity according to the preset scanning SN code. When the SN code matches, a wireless communication connection is established. If no signal is detected or the SN code does not match, the wireless communication module is turned off, thereby reducing the power consumption of the vehicle energy storage system and improving the energy utilization efficiency of the vehicle.

[0075] The control module 6 is communicatively connected to the energy storage module 1, the DC-DC bidirectional conversion module 2, the DC-AC bidirectional conversion module 3, the DC-DC unidirectional conversion module 4, and the MPPT module 5, respectively. This allows the control module 6 to monitor the operating status of each module in the vehicle energy storage system in real time, and to monitor the charging and discharging status of each module in real time. This enables users to understand the operation of the vehicle energy storage system promptly, and allows the vehicle energy storage system to flexibly adjust the energy transmission direction according to changes in the vehicle's operating status, thereby improving the flexibility of the vehicle energy storage system. In an exemplary embodiment, when the control module 6 receives a charging request from the energy storage module 1, the request includes the maximum charging voltage Vmax and the maximum charging current Imax required by the energy storage module 1, thereby enabling the calculation of the maximum charging power Pmax required by the energy storage module 1 = Vmax × Imax. The control module 6 first collects the maximum charging capacity of each module. The MPPT module 5 calculates the maximum charging power PPVmax = Vpv × Ipv at the current photovoltaic terminal 06 based on the current photovoltaic voltage Vpv and the maximum charging current Ipv, and transmits this maximum charging power to the control module 6. The DC-DC bidirectional conversion module 2 calculates the maximum charging power PDC = (V1-V2) × IDC at the current vehicle generator 01 based on the first voltage V1 at the first terminal 221 of the DC-DC bidirectional converter 22, the second voltage V2 at the second terminal 222 of the DC-DC bidirectional converter 22, and the maximum charging current IDC of the vehicle generator 01, and transmits this maximum charging power to the control module 6. The DC-AC bidirectional conversion module 3 transmits the maximum charging power of the AC power supply terminal 05 to the control module 6.After receiving the maximum charging power of each module, the control module 6 first compares the maximum charging power Pmax required by the energy storage module 1 with the maximum charging power PPVmax of the photovoltaic terminal 06. When Pmax is less than or equal to PPVmax, it indicates that the charging capacity of the photovoltaic terminal 06 is sufficient to meet the demand. The control module 6 controls the MPPT module 5 to charge the energy storage module 1 at the power of Pmax. At this time, only the photovoltaic terminal 06 participates in charging, making full use of clean energy. When Pmax is greater than PPVmax, but less than or equal to the total charging power (PPVmax + PDC) of the photovoltaic terminal 06 and the vehicle-mounted generator 01, the charging capacity of the photovoltaic terminal 06 is insufficient to meet the demand alone. The control module 6 controls the MPPT module 5 to charge at its maximum charging capacity PPVmax, and simultaneously controls the DC-DC bidirectional conversion module 2 to charge at its remaining power (Pmax). When Pmax is charged (PPVmax), the photovoltaic terminal 06 charges at its maximum capacity, and the on-board generator 01 supplements the remaining power, making full use of clean energy and the surplus power of the on-board generator. When Pmax is greater than the total charging power (PPVmax + PDC) of the photovoltaic terminal 06 and the on-board generator 01, the charging capacity of the photovoltaic terminal 06 and the on-board generator 01 is insufficient to meet the demand. The control module 6 controls the MPPT module 5 to charge at its maximum charging capacity PPVmax, the DC-DC bidirectional conversion module 2 to charge at its maximum charging capacity PDC, and the DC-AC bidirectional conversion module 3 to charge with the remaining power (Pmax - PPVmax - PDC). At this time, the photovoltaic terminal 06 and the on-board generator 01 charge at their maximum capacity, and the AC power supply terminal 05, such as the mains power, is used as a supplement to ensure that the energy storage module 1 can charge at the maximum power Pmax. The control module prioritizes power supply to the energy storage module based on the photovoltaic panel, the vehicle generator, and the mains power. This allows for full utilization of the clean photovoltaic energy from the solar panels and the surplus electricity from the vehicle generator, while using mains power only when necessary. This fully leverages renewable energy, improves the vehicle's energy efficiency and environmental friendliness, and enhances the flexibility and adaptability of the vehicle's energy storage system in different environments.

[0076] Optionally, the control module 6 includes a human-machine interface unit for displaying and remotely controlling the working status of the energy storage module 1, the DC-DC bidirectional conversion module 2, the DC-AC bidirectional conversion module 3, the DC-DC unidirectional conversion module 4, and the MPPT module 5 in real time.

[0077] The human-machine interface (HMI) unit can be understood as a device used to display the working status of each module of the vehicle's energy storage system and enable user interaction. For example, the HMI unit may include an LCD display, a touchscreen, or an OLED display. Specifically, the HMI unit can intuitively display the working status of each module of the vehicle's energy storage system, such as the voltage of energy storage module 1, the charging direction of DC-DC bidirectional conversion module 2, and the output power of DC-AC bidirectional conversion module 3, allowing users to understand the real-time operation of the vehicle's energy storage system and improving its manageability. Simultaneously, users can directly control the working status of each module in the vehicle's energy storage system through buttons or the touchscreen in the HMI unit, thereby improving the system's flexibility and practicality. Furthermore, the HMI unit can establish a wireless communication connection with a dedicated APP on the user's smartphone or tablet via Wi-Fi or Bluetooth, allowing users to remotely view the working status of each module in the vehicle's energy storage system through the APP and send control commands to remotely control the operation of each module. This provides users with an intelligent interaction method for the vehicle's energy storage system, improving its operational flexibility and versatility in various usage scenarios.

[0078] Optional, Figure 10 This is a schematic diagram of the structure of an energy storage module provided in an embodiment of the present invention. The energy storage module 1 includes at least one energy storage battery 011; multiple energy storage batteries 011 are connected in parallel; the multiple energy storage batteries 011 are connected to each other via communication terminals 0111; at least one communication terminal 0111 of the energy storage battery 011 (for example, the communication terminal of the energy storage battery 011 arranged at the beginning of the battery string composed of multiple energy storage batteries 011) is connected to the control module 6; and the idle communication terminals 0111 in the energy storage battery 011 (for example, the communication terminal of the energy storage battery 011 arranged at the end of the battery string composed of multiple energy storage batteries 011) are electrically connected to the terminating resistor R1.

[0079] Specifically, the energy storage battery 011 can be a lithium-ion battery, a lead-acid battery, or a nickel-metal hydride battery. The energy storage module 1 can include one or more energy storage batteries 011. When the energy storage module 1 includes multiple energy storage batteries 011, the multiple energy storage batteries 011 are connected in parallel, making the energy storage capacity of the energy storage module 1 adjustable. This allows users to flexibly select the required energy storage capacity of the energy storage battery 1 according to their actual electricity needs, enabling the vehicle energy storage system to meet the energy demands of different scenarios and improving the flexibility and adaptability of the vehicle energy storage system in different environments.

[0080] Meanwhile, continue to refer to Figure 10Multiple energy storage batteries 011 are connected via communication terminals 0111, and at least one communication terminal 0111 of each energy storage battery 011 is connected to the control module 6. This allows the control module 6 to monitor the voltage and operating status of the energy storage modules 1 in real time, thereby determining whether there are abnormalities such as overcharging or over-discharging in the energy storage modules 1, and dynamically adjusting the charging and discharging strategies of each module in the vehicle energy storage system accordingly. This improves the flexibility of the vehicle energy storage system and extends the service life of the energy storage modules 1. Furthermore, the unused communication terminals 0111 in the energy storage batteries 011 are electrically connected to a terminating resistor R1. This allows the terminating resistor R1 to absorb reflected communication signals, preventing signal reflection interference at the end of the communication link, thus ensuring efficient and stable communication between the control module 6 and each energy storage battery 011. For example, the communication terminal 0111 can be an RJ45 communication terminal, and the resistance value of the terminating resistor R1 can be 120Ω.

[0081] Based on the same inventive concept, this utility model embodiment also provides a vehicle, including an on-board engine, an on-board battery, and the vehicle energy storage system described in the above embodiment.

[0082] In this application, vehicles include, but are not limited to: passenger cars, commercial vehicles, or other special vehicles (such as motorhomes).

[0083] The vehicle provided in this embodiment has the structure and operation of the vehicle energy storage system of the above embodiment, and can achieve the effect of the control method of the vehicle energy storage system of the above embodiment. The similarities can be referred to the above description, and will not be repeated here.

[0084] The specific embodiments described above do not constitute a limitation on the scope of protection of this utility model. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this utility model should be included within the scope of protection of this utility model.

Claims

1. A vehicle energy storage system, characterized in that, The vehicle includes an on-board generator and an on-board battery, and the vehicle energy storage system includes an energy storage module and a DC-DC bidirectional conversion module; the DC-DC bidirectional conversion module includes a control unit and a DC-DC bidirectional converter. The first end of the DC-DC bidirectional converter is electrically connected to the energy storage module, and the second end of the DC-DC bidirectional converter is electrically connected to the vehicle generator and the vehicle battery, respectively. The first detection terminal of the control unit is electrically connected to the first terminal of the DC-DC bidirectional converter, the second detection terminal of the control unit is electrically connected to the second terminal of the DC-DC bidirectional converter, the charging control terminal of the control unit is electrically connected to the control terminal of the DC-DC bidirectional converter, and the power supply terminal of the control unit is electrically connected to both the first and second terminals of the DC-DC bidirectional converter. The control unit is used to acquire detection data from the first and second detection terminals, control the power supply terminal to cut off power, and adjust the charging direction of the DC-DC bidirectional converter based on the charging control signal output by the charging control terminal.

2. The vehicle energy storage system according to claim 1, characterized in that, The control unit includes a control board and an auxiliary power supply circuit; The first detection terminal, the second detection terminal, the charging control terminal, and the power supply terminal are integrated into the control board; The power supply terminal is electrically connected to the first terminal and the second terminal of the DC-DC bidirectional converter via the auxiliary power supply circuit. The control board is also provided with a power-off control terminal, which is connected to the control terminal of the auxiliary power supply circuit and is used to control the auxiliary power supply circuit to be turned on or off.

3. The vehicle energy storage system according to claim 2, characterized in that, The auxiliary power supply circuit includes a first diode, a second diode, a first relay, a power supply switch, and a power off switch; The anode of the first diode is electrically connected to the first terminal of the DC-DC bidirectional converter; the anode of the second diode is electrically connected to the second terminal of the DC-DC bidirectional converter; the cathodes of the first diode and the second diode are electrically connected, and a first node is provided between the cathodes of the first diode and the second diode. The first coil terminal of the first relay is connected to the first node via the power supply switch, and the second coil terminal of the first relay is grounded. The first coil terminal is electrically connected to the first terminal of the DC-DC bidirectional converter via the first contact of the first relay to form a self-locking circuit of the first relay; The first contact is also electrically connected to the power supply terminal; the second contact of the first relay is connected in series between the first contact and the power supply terminal; The power-off switch is connected in series in the self-locking circuit, and the control terminal of the power-off switch is electrically connected to the power-off control terminal; the power-off control terminal is used to control the power-off switch to open, so as to cut off the self-locking circuit and cut off the power supply to the power supply terminal.

4. The vehicle energy storage system according to claim 1, characterized in that, The vehicle also includes AC load and DC load, and the vehicle energy storage system also includes at least one of the following: DCAC bidirectional conversion module, DCCDC unidirectional conversion module and MPPT module; The DC side of the DC-AC bidirectional conversion module is electrically connected to the energy storage module; the AC side of the DC-AC bidirectional conversion module is electrically connected to the AC power supply terminal and the AC load, respectively. The first end of the DC-DC unidirectional conversion module is electrically connected to the energy storage module; the second end of the DC-DC unidirectional conversion module is electrically connected to the DC load. The first end of the MPPT module is electrically connected to the energy storage module; the second end of the MPPT module is electrically connected to the photovoltaic end.

5. The vehicle energy storage system according to claim 4, characterized in that, The DCAC bidirectional conversion module includes a first switch, a second switch, and a DCAC bidirectional converter; The first end of the DC-AC bidirectional converter is electrically connected to the energy storage module, the second end of the DC-AC bidirectional converter is electrically connected to the AC power supply terminal via the first switch, and the second end of the DC-AC bidirectional converter module is also electrically connected to the AC load via the second switch.

6. The vehicle energy storage system according to claim 4, characterized in that, Also includes: The control module is powered by the energy storage module; At least one of the energy storage module, the DC-DC bidirectional conversion module, the DC-AC bidirectional conversion module, the DC-DC unidirectional conversion module, and the MPPT module is connected to a wired connection terminal, and the wired connection terminal is wiredly connected to the control module; and / or, At least one of the energy storage module, the DC-DC bidirectional conversion module, the DC-AC bidirectional conversion module, the DC-DC unidirectional conversion module, and the MPPT module is connected to the wireless module, and the wireless module is wirelessly connected to the control module.

7. The vehicle energy storage system according to claim 6, characterized in that, The wired connection terminal includes any of the following: a hub, a multi-port network card, and a network switch.

8. The vehicle energy storage system according to claim 6, characterized in that, The control module includes a human-machine interface unit for displaying and remotely controlling the working status of the energy storage module, the DC-DC bidirectional conversion module, the DC-AC bidirectional conversion module, the DC-DC unidirectional conversion module, and the MPPT module in real time.

9. The vehicle energy storage system according to claim 6, characterized in that, The energy storage module includes at least one energy storage battery; multiple energy storage batteries are connected in parallel. The multiple energy storage batteries are communicatively connected via communication terminals; At least one of the communication terminals of the energy storage battery is communicatively connected to the control module, and any idle communication terminals in the energy storage battery are electrically connected to a terminal resistor.

10. A vehicle, characterized in that, include: On-board generator, on-board battery, and vehicle energy storage system as described in any one of claims 1-9.

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