Battery equalization intelligent control circuit for pure electric bus

Abstract

The utility model relates to a battery equalization intelligent control circuit for a pure electric bus, which comprises a sensor power supply output sub-circuit, a switch input sub-circuit, an analog input sub-circuit, a PWM (Pulse Width Modulation) input sampling sub-circuit, a CAN (Controller Area Network) communication sub-circuit and an MCU (Microprogrammed Control Unit) control sub-circuit, the sensor power supply output sub-circuit, the switch input sub-circuit, the analog input sub-circuit, the PWM input sampling sub-circuit and the CAN communication sub-circuit are respectively in communication connection with the MCU control sub-circuit. According to the utility model, data is acquired through the sensor power supply output sub-circuit, the switch input sub-circuit, the analog input sub-circuit and the PWM input sampling sub-circuit, the MCU control sub-circuit judges and selects a current battery equalization mode, and battery equalization and battery protection are realized through control of the CAN communication sub-circuit.

Description

Technical Field

[0001] This utility model relates to battery balancing control circuits, and more particularly to a battery balancing intelligent control circuit for pure electric buses. Background Technology

[0002] Battery balancing technology in pure electric vehicles aims to address inconsistencies between individual cells within the battery pack. These inconsistencies include differences in voltage, capacity, and internal resistance. By adjusting the voltage differences between individual cells, balancing technology ensures the battery pack remains in optimal condition during charging and discharging, reducing issues such as shortened battery life caused by performance differences among individual cells.

[0003] The utility model patent with publication number CN203933058U discloses a remote battery cell balancing control system for electric vehicles, including a main controller. The main controller is connected to a power management module, a battery balancing control module, a 3G communication module, and a GPS module. The CAN port of the main controller is connected to a CAN bus interface chip. This patent can perform remote control, but it lacks the ability to select the battery balancing mode based on the current vehicle condition, the battery balancing method is limited, and the battery balancing control circuit is missing.

[0004] Therefore, improving a control circuit that can balance the battery based on the current vehicle condition is an urgent problem to be solved. Utility Model Content

[0005] The purpose of this invention is to overcome the shortcomings of the existing technology and provide a battery balancing intelligent control circuit for pure electric buses.

[0006] The objective of this utility model can be achieved through the following technical solutions:

[0007] According to one aspect of the present invention, a battery balancing control circuit for pure electric buses is provided, comprising a sensor power output sub-circuit, a switch input sub-circuit, an analog input sub-circuit, a PWM input sampling sub-circuit, a CAN communication sub-circuit, and an MCU control sub-circuit, wherein the sensor power output sub-circuit, the switch input sub-circuit, the analog input sub-circuit, the PWM input sampling sub-circuit, and the CAN communication sub-circuit are respectively communicatively connected to the MCU control sub-circuit.

[0008] As a preferred technical solution, the sensor power output sub-circuit includes an input signal, a current limiting resistor, a pull-up resistor PU, a pull-down resistor PD, a filter capacitor, and an ESD capacitor. The input signal is communicatively connected to the pull-up resistor PU, the current limiting resistor PD, and the ESD capacitor, respectively. The filter capacitor PD and the ESD capacitor are communicatively connected to each other. The current limiting resistor and the filter capacitor are communicatively connected to the MCU control sub-circuit.

[0009] As a preferred technical solution, the PWM input sampling sub-circuit includes a hysteresis comparator, resistor Radj1, and resistor Radj2. The hysteresis comparator includes a + terminal and an OUT terminal. Resistors Radj1 and Radj2 are respectively communicatively connected to the + terminal of the hysteresis comparator, and resistor Radj2 and the OUT terminal are respectively communicatively connected to the MCU control sub-circuit.

[0010] As a preferred technical solution, the CAN communication sub-circuit includes a CAN converter, a common-mode choke, and a dual-bus circuit protector. The CAN converter and the common-mode choke are communicatively connected, and the common-mode choke and the dual-bus circuit protector are communicatively connected.

[0011] As a preferred technical solution, the dual-bus circuit protector includes CAN high and CAN low, which are respectively connected to a common-mode choke.

[0012] As a preferred technical solution, the dual-bus circuit protector further includes resistors R3 and R4, capacitor C3 and two diodes. The anodes of capacitor C3 and the two diodes are communicatively connected, and the cathodes of the two diodes are communicatively connected to CAN high or CAN low, respectively. The capacitor C3, resistors R3 and R4 are communicatively connected, and resistors R3 or R4 are communicatively connected to CAN high or CAN low, respectively.

[0013] As a preferred technical solution, the circuit further includes a vehicle neutral switch, a parking switch, and a handbrake switch, which are respectively communicatively connected to the switch input sub-circuit.

[0014] As a preferred technical solution, the circuit further includes a digital signal processing sub-circuit, a warning light, and a buzzer, wherein the digital signal processing sub-circuit communicates with the MCU control sub-circuit; and the warning light and the buzzer are respectively communicatively connected to the MCU control sub-circuit.

[0015] As a preferred technical solution, the circuit further includes an external relay electronic circuit, a CAN communication wake-up sub-circuit, and a debugging activation electronic circuit, which are respectively connected to the MCU control sub-circuit for communication.

[0016] As a preferred technical solution, the circuit further includes a power module output sub-circuit, which is communicatively connected to the MCU control sub-circuit.

[0017] Compared with the prior art, the present invention has the following beneficial effects:

[0018] 1. This utility model collects data through a sensor power output sub-circuit, a switch input sub-circuit, an analog input sub-circuit, and a PWM input sampling sub-circuit. The MCU control sub-circuit judges and selects the current battery balancing mode, and controls it through a CAN communication sub-circuit to achieve battery balancing and battery protection.

[0019] 2. The sensor power output sub-circuit of this utility model is equipped with a current-limiting resistor, a pull-up resistor, a pull-down resistor, a filter capacitor, and an ESD capacitor. This can prevent the microcontroller from being damaged due to excessive external input current. It is compatible with both resistive and voltage sensors, filters out signal noise, stabilizes the voltage, and absorbs electrostatic energy to protect the equipment from electrostatic damage.

[0020] 3. The CAN communication sub-circuit of this utility model is equipped with two CAN channels, which can be switched between each other. That is, it can realize two-channel CCP communication, or it can support two channels designed as J1939 and other vehicle communication protocols.

[0021] 4. The CAN communication sub-circuit of this utility model adopts self-designed resistors, capacitors and unidirectional conduction diodes to protect the CAN communication chip from circuit impacts that may be caused by abnormal short circuits between CAN high and CAN low.

[0022] 5. The PWM input sampling sub-circuit of this utility model adds resistors Radj1 and Radj2, which can automatically compensate for the reference voltage fluctuation caused by the floating of the reference GND, and can ensure that the relative value of the PWM_IN2 input voltage is relatively stable with respect to the reference voltage, so as to facilitate the stable output of the comparison result. Attached Figure Description

[0023] Figure 1 This is a schematic diagram of the hardware connection of the controller of this utility model;

[0024] Figure 2 This is a circuit electrical architecture diagram of the controller of this utility model;

[0025] Figure 3 This is a circuit diagram of the sensor power output sub-circuit of this utility model;

[0026] Figure 4 This is a circuit diagram of the PWM input sampling sub-circuit of this utility model;

[0027] Figure 5 This is a circuit diagram of the CAN communication sub-circuit of this utility model. Detailed Implementation

[0028] 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, not all, of the embodiments of the present utility model. Based on the embodiments of the present utility model, all other embodiments obtained by those skilled in the art without creative effort should fall within the protection scope of the present utility model.

[0029] The following are the main problems that have been exposed during the application of power batteries in city buses:

[0030] 1) Numerous manufacturers: Due to the large number of power battery manufacturers in the early stages of promotion and application, the power batteries used in vehicles of the same bus company fleet in the same city, or even on the same bus route, may have different manufacturers, specifications, and performance parameters. This not only makes after-sales maintenance inconvenient, but also makes it impossible to guarantee the consistency of the bus's handling performance, thereby affecting operational efficiency and causing great trouble for dispatching work.

[0031] (ii) Performance Degradation: Buses typically travel at least 200km per day, and some even exceed 350km, during normal use. This high usage intensity and long mileage result in significant wear and tear on the power batteries, especially for pure electric buses. Furthermore, the varying vehicle speeds and battery usage at different times on the same route lead to inconsistent battery lifespans and maintenance standards across different vehicles. Some buses fail to receive timely battery maintenance, further contributing to premature performance degradation.

[0032] (iii) Inconsistent Technical Standards: Due to the large number of power battery manufacturers, issues such as product line upgrades and mismatched policy standards have led to the exit of some power battery manufacturers from the market. This has resulted in interruptions in after-sales service and shortages of battery parts, forcing bus companies to change battery suppliers. Consequently, the battery control logic of the entire vehicle is inconsistent, with varying technical parameters and control standards. For example, there are significant differences in battery balancing algorithms and execution frequencies. This further leads to uncontrollable operating efficiency of pure electric buses, posing considerable difficulties for the operation and management of bus companies.

[0033] Currently, battery balancing technology in pure electric vehicles aims to address the inconsistencies between individual cells within the battery pack. These inconsistencies include differences in voltage, capacity, and internal resistance. Balancing technology adjusts the voltage differences between individual cells to maintain the battery pack in optimal condition during charging and discharging, reducing problems such as shortened battery life caused by performance differences in individual cells. There are two main balancing technologies:

[0034] 1) Passive Balancing: Passive balancing technology achieves balance by consuming excess energy. Specifically, when battery imbalance is detected, the discharge circuit of the higher-energy individual cell is selectively closed. The higher-energy cells in the battery pack are then discharged through the resistor in the circuit, consuming the excess energy and reducing the energy difference between the cells until a balanced state is achieved. Because this balancing method involves passive energy consumption, it is called passive balancing.

[0035] 2) Active Balancing: Active balancing technology achieves balance through energy transfer. It transfers energy from high-energy cells to low-energy cells, thereby reducing the energy disparity between cells and ultimately achieving a balanced state. Because it is an active energy transfer process, it is called active balancing.

[0036] Both of these technologies operate without external intervention or control, being automatically triggered by the battery management system. While this approach offers good systemic stability, it is ill-suited to the diverse and flexible application scenarios of buses, and may even have negative consequences. Conversely, since drivers are most familiar with the application scenarios and have the most direct experience with the vehicle's power consumption during driving, granting drivers and fleet management a degree of autonomy—allowing them to control or intervene in the battery's operating state within certain ranges (such as within a specific SOC and SOI range, or within a suitable temperature range)—is beneficial for maintaining optimal operating conditions for pure electric buses and for overall fleet management.

[0037] To address the aforementioned problems, this invention provides a battery balancing control circuit for pure electric buses. This invention collects data through a sensor power output subcircuit, a switch input subcircuit, an analog input subcircuit, and a PWM input sampling subcircuit. An MCU control subcircuit judges and selects the current battery balancing mode, and the CAN communication subcircuit controls the process to achieve battery balancing and protection. The sensor power output subcircuit is equipped with current-limiting resistors, pull-up resistors, pull-down resistors, filter capacitors, and ESD capacitors to prevent damage to the microcontroller caused by excessive external input current. It is compatible with both resistive and voltage sensors, filters signal noise, stabilizes voltage, and absorbs electrostatic energy to protect the equipment from electrostatic damage. The CAN communication subcircuit features two CAN channels that can be switched between each other, enabling two-way CCP communication or supporting two channels designed for J1939 and other vehicle communication protocols. The CAN communication subcircuit uses custom-designed resistors, capacitors, and unidirectional diodes to protect the CAN communication chip from potential short circuits between CAN high and CAN low signals. The PWM input sampling sub-circuit of this invention adds resistors Radj1 and Radj2, which can automatically compensate for reference voltage fluctuations caused by reference GND fluctuations. This ensures a stable relative value between the PWM_IN2 input voltage and the reference voltage, thus facilitating a stable output of the comparison result.

[0038] Example 1

[0039] like Figure 1 and Figure 2 As shown, a battery balancing control circuit for pure electric buses includes a sensor power output sub-circuit, a switch input sub-circuit, an analog input sub-circuit, a PWM input sampling sub-circuit, a CAN communication sub-circuit, and an MCU control sub-circuit. The sensor power output sub-circuit, switch input sub-circuit, analog input sub-circuit, PWM input sampling sub-circuit, and CAN communication sub-circuit are respectively communicatively connected to the MCU control sub-circuit.

[0040] The MCU control sub-circuit is used to receive data from the sensor power output sub-circuit, switch input sub-circuit, analog input sub-circuit, and PWM input sampling sub-circuit, and to control the execution unit through the CAN communication sub-circuit to perform battery balancing and battery protection.

[0041] The sensor power output sub-circuit includes an input signal, a current limiting resistor, a pull-up resistor PU, a pull-down resistor PD, a filter capacitor, and an ESD capacitor. The input signal is communicatively connected to the pull-up resistor PU, the current limiting resistor PD, and the ESD capacitor. The filter, the pull-down resistor PD, and the ESD capacitor are communicatively connected to each other. The current limiting resistor and the filter capacitor are communicatively connected to the MCU control sub-circuit.

[0042] In this embodiment, the sensor power output sub-circuit has one 5V output, designed with overheat and overcurrent protection. The single-channel design supports a maximum output current of 200mA and includes current limiting protection. This current limit value can be calibrated and adjusted via CAN communication using an external calibration tool. The hardware circuit boundary values ​​can be set and adjusted within a certain range via software. Circuit Principle Figure 3 As shown below. Signal input is the external input signal; limiting is the current-limiting resistor to prevent excessive external input current from damaging the microcontroller; PU is the pull-up resistor for compatibility with resistive sensors, such as temperature sensors; PD is the pull-down resistor for compatibility with voltage sensors, such as pressure sensors; filter is the filter capacitor, mainly used to filter out signal noise and stabilize voltage; ESD represents the ESD capacitor, mainly used to absorb electrostatic energy and protect the device from electrostatic damage.

[0043] This utility model also proposes a battery balancing intelligent control system for pure electric buses, including multiple switches, a battery management system controller (BMS), a battery monitoring unit controller (BCU), and a vehicle controller (VCU), as well as a battery balancing intelligent controller (XCU). The multiple switches, BMS, BCU, and VCU are respectively connected to the XCU via a CAN network. The XCU receives vehicle condition information or external commands to determine whether the current operating mode is driving balancing, parking balancing, or service station balancing, and performs battery balancing between different batteries and activates safety protection devices.

[0044] This invention integrates the communication information interpretation of the Battery Management System (BMS) and Battery Control Unit (BCU) in a pure electric bus, supporting input from various instruments and digital switches. It automatically monitors environmental parameters during vehicle operation, achieving intelligent environmental and safety judgments based on domestically produced smart chips and components. While ensuring the absolute safety of the vehicle and its onboard battery pack, it responds to battery balancing commands from the driver and fleet maintenance personnel, implementing battery balancing control through the BMS and BCU. This control unit, specifically designed for battery balancing control in pure electric buses, is small in size, easy to install, highly compatible, and supports all manufacturers and brands of power batteries.

[0045] The PWM input sampling sub-circuit includes a hysteresis comparator, resistor Radj1, and resistor Radj2. The hysteresis comparator includes a + terminal and an OUT terminal. Resistors Radj1 and Radj2 are communicatively connected to the + terminal of the hysteresis comparator, and resistor Radj2 and the OUT terminal are communicatively connected to the MCU control sub-circuit.

[0046] In this embodiment, the PWM input sampling sub-circuit acquires three signals. The voltage identification hardware circuit can be calibrated and adjusted via CAN communication using an external calibration tool. It incorporates voltage limit protection and supports Hall effect and magnetoelectric sensors. Each circuit includes an internal hysteresis comparator, as shown in the circuit below. Figure 4 As shown, Vref is the reference voltage of the hysteresis comparator, also known as the high / low identification voltage threshold, which can be calibrated and adjusted by an external calibration tool via CAN communication. However, the setting range is limited by the hardware circuitry; the adjustable range of the high identification voltage is limited to 3.2-4.8V, and the adjustable range of the low identification voltage is limited to 1.1-2.5V. An interlocking mechanism is designed between the high and low identification voltages to ensure that the high identification voltage is always higher than the low identification voltage. When the voltage input to PWM_IN2 is shaped by the limiting resistor and the filter capacitor Cfilter, it is input to the comparator + and then compared with Vref. This circuit adds additional resistors Radj1 and Radj2 before and after the signal enters the comparator, which can automatically compensate for the reference voltage fluctuation caused by the floating of the reference GND. This ensures that the relative value of the PWM_IN2 input voltage and the reference voltage is relatively stable, which is beneficial to the stable output of the comparison result.

[0047] The CAN communication sub-circuit includes a CAN converter, a common-mode choke, and a dual-bus circuit protector. The CAN converter and the common-mode choke are communicatively connected, and the common-mode choke and the dual-bus circuit protector are communicatively connected.

[0048] The dual-bus circuit protector includes CAN high and CAN low, which are respectively connected to a common-mode choke.

[0049] The dual-bus circuit protector also includes resistors R3 and R4, capacitor C3 and two diodes. The anodes of capacitor C3 and the two diodes are communicatively connected, and the cathodes of the two diodes are communicatively connected to CAN high or CAN low, respectively. The capacitor C3, resistors R3 and R4 are communicatively connected, and resistors R3 or R4 are communicatively connected to CAN high or CAN low, respectively.

[0050] In this embodiment, the CAN communication sub-circuit includes two channels. One channel supports the J1939 communication protocol, and the other supports the CCP communication protocol, both with short-circuit protection to ground and power supply. The baud rates of both CAN modules are software-adjustable, and the internal and external terminating resistors for both CAN channels are selectable. A unique feature of this controller's CAN communication module design is that the two CAN channels can be switched between each other, enabling both CCP communication and support for J1939 and other vehicle communication protocols. This design allows for both CCP calibration and compatibility with different communication protocols that may exist between the controller and the vehicle controller and the battery management system (BMS and BCU) during normal operation, even with only two CAN channels. The specific circuit design diagram is shown below. Figure 5 As shown, the CAN transceiver uses the CA-IF1051HS chip. The common mode choke is an electronic component; this invention uses the CSTCA0940RS-510 chip, which is mainly used to filter common mode electromagnetic interference signals in switching power supplies. The dual line CAN bus protector is a dual bus circuit protector. This invention uses a self-designed resistor, capacitor, and unidirectional conduction resistor to protect the CAN communication chip from circuit impacts caused by abnormal short circuits between CAN high and CAN low.

[0051] The circuit also includes a vehicle neutral switch, a parking switch, and a handbrake switch, which are respectively connected to the switch input sub-circuit for communication.

[0052] In this embodiment, the input signals of the switch signal include, but are not limited to, the vehicle neutral switch, parking switch and handbrake switch, and the input signals of the digital signal processing circuit include, but are not limited to, the ignition key switch, various enable button switches of the instrument panel, forced start switch, etc.

[0053] The circuit also includes a digital signal processing sub-circuit, a warning light, and a buzzer. The digital signal processing sub-circuit communicates with the MCU control sub-circuit; the warning light and the buzzer are respectively connected to the MCU control sub-circuit.

[0054] In this embodiment, the actuators include, but are not limited to, warning lights and buzzers, as well as reserved relay control output circuits and ports. These ports can be used for the control of the compressor, fan, and electric pump for vehicle battery thermal management, providing additional protection for the safety-related protection functions of pure electric buses.

[0055] The circuit also includes an external relay electronic circuit, a CAN communication wake-up sub-circuit, and a debugging activation electronic circuit, which are respectively connected to the MCU control sub-circuit for communication.

[0056] In this embodiment, after the vehicle power switch is turned on, when the switch pin is high, the internal control pin is pulled low, the main relay operates, and the two ends of the main relay are connected, thus powering on the controller. Alternatively, the vehicle controller and battery management controller (BMS) can send commands to the XCU to wake it up according to a set protocol, and the XCU's internal control pin is pulled low to control the main relay.

[0057] The circuit also includes a power module output sub-circuit, which is communicatively connected to the MCU control sub-circuit.

[0058] In this embodiment, the power module output sub-circuit is designed with low impedance, instead of using a high-voltage source with a resistor and Zener diode in series for control. Direct power supply is used, and the high-voltage source cannot be used as a power input. The power supply supports a range of 16-32V.

[0059] Furthermore, in this invention, the signals that communicate with the CAN communication submodule include, but are not limited to, the battery cell voltage and current signals and battery cell temperature signals of the BCU, as well as signals such as the power battery SOC (State of Charge) and SOH (State of Health), other safety-related information inside the battery pack, the power and electricity requirements of the vehicle drive motor and accessory motors on the battery, and fault monitoring and diagnostic signals, etc.

[0060] Example 2

[0061] In this embodiment, control software was also designed for the controller XCU, and the main control logic is as follows:

[0062] The XCU obtains vehicle information shared by the vehicle controller through CAN communication, and combines it with the real-time feedback data of the battery pack and individual battery cells from the battery management system (BMS) and the battery circuit acquisition controller (BCU). Finally, based on the driver's driving intentions and the active control switching intentions, the XCU makes a comprehensive judgment on the control strategy to determine the three balancing modes of the power battery: driving balancing, parking balancing, and service station balancing.

[0063] When the XCU determines that the vehicle is in driving balance mode, the XCU sends this control information to the VCU through the CAN network. The VCU controls the BMS to enter driving balance mode based on other environmental conditions of the vehicle and driving data.

[0064] When the XCU is set to parking balance, after the vehicle is parked, the driver puts the vehicle in neutral and pulls the handbrake, and directly controls the BMS to enter the parking balance mode through the balance enable button switch on the vehicle instrument panel.

[0065] When the XCU is determined to be in service station equalization mode, it sends CAN information to the vehicle's instrument panel, alarms and prompts the driver to contact the service station as soon as possible to immediately perform a deep equalization operation on the power battery.

[0066] The above description is merely a specific embodiment of this utility model, but the protection scope of this utility model is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in this utility model, and these modifications or substitutions should all be covered within the protection scope of this utility model. Therefore, the protection scope of this utility model should be determined by the scope of the claims.

Claims

1. A battery equalization intelligent control circuit for a pure electric bus, characterized in that, It includes a sensor power output subcircuit, a switch input subcircuit, an analog input subcircuit, a PWM input sampling subcircuit, a CAN communication subcircuit, and an MCU control subcircuit. The sensor power output subcircuit, the switch input subcircuit, the analog input subcircuit, the PWM input sampling subcircuit, and the CAN communication subcircuit are respectively connected to the MCU control subcircuit for communication.

2. The battery equalization intelligent control circuit for pure electric buses according to claim 1, characterized in that, The sensor power output sub-circuit includes an input signal, a current limiting resistor, a pull-up resistor PU, a pull-down resistor PD, a filter capacitor, and an ESD capacitor. The input signal is communicatively connected to the pull-up resistor PU, the current limiting resistor PD, and the ESD capacitor. The filter capacitor PD and the ESD capacitor are communicatively connected to each other. The current limiting resistor and the filter capacitor are communicatively connected to the MCU control sub-circuit.

3. The battery equalization intelligent control circuit for pure electric buses according to claim 1, characterized in that, The PWM input sampling sub-circuit includes a hysteresis comparator, resistor Radj1, and resistor Radj2. The hysteresis comparator includes a + terminal and an OUT terminal. Resistors Radj1 and Radj2 are communicatively connected to the + terminal of the hysteresis comparator, and resistor Radj2 and the OUT terminal are communicatively connected to the MCU control sub-circuit.

4. The battery equalization intelligent control circuit for pure electric buses according to claim 1, characterized in that, The CAN communication sub-circuit includes a CAN converter, a common-mode choke, and a dual-bus circuit protector. The CAN converter and the common-mode choke are communicatively connected, and the common-mode choke and the dual-bus circuit protector are communicatively connected.

5. The battery equalization intelligent control circuit for pure electric buses according to claim 4, characterized in that, The dual-bus circuit protector includes CAN high and CAN low, which are respectively connected to a common-mode choke.

6. The battery equalization intelligent control circuit for pure electric buses according to claim 5, characterized in that, The dual-bus circuit protector also includes resistors R3 and R4, capacitor C3 and two diodes. The anodes of capacitor C3 and the two diodes are communicatively connected, and the cathodes of the two diodes are communicatively connected to CAN high or CAN low, respectively. The capacitor C3, resistors R3 and R4 are communicatively connected, and resistors R3 or R4 are communicatively connected to CAN high or CAN low, respectively.

7. The battery equalization intelligent control circuit for pure electric buses according to claim 1, characterized in that, The circuit also includes a vehicle neutral switch, a parking switch, and a handbrake switch, which are respectively connected to the switch input sub-circuit for communication.

8. The battery equalization intelligent control circuit for pure electric buses according to claim 1, characterized in that, The circuit also includes a digital signal processing sub-circuit, a warning light, and a buzzer. The digital signal processing sub-circuit communicates with the MCU control sub-circuit; the warning light and the buzzer are respectively connected to the MCU control sub-circuit.

9. The battery equalization intelligent control circuit for pure electric buses according to claim 1, characterized in that, The circuit also includes an external relay electronic circuit, a CAN communication wake-up sub-circuit, and a debugging activation electronic circuit, which are respectively connected to the MCU control sub-circuit for communication.

10. The battery equalization intelligent control circuit for pure electric buses according to claim 1, characterized in that, The circuit also includes a power module output sub-circuit, which is communicatively connected to the MCU control sub-circuit.

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