A power supply-charging circuit system for a new energy vehicle

Abstract

The utility model relates to a kind of power-supplying-charging circuit system for new energy electric vehicle, including battery pack D1, battery pack D2, on the basis of battery manager, additionally provided with power supply management module, charging management module, only one power supply in two battery packs, and if the power of the battery pack not powered is lower than the set value-then the part kinetic energy generated by power supply battery pack is given to the battery pack not powered to charge by generator again.The utility model reaches the beneficial effect is: the switching of the power supply-charging of two battery packs realizes that electric vehicle does not need to connect external power charging for a long time, reduces the driving anxiety, the consumption of maximum limit recovery electric energy, the energy of battery is repaired by external 220V low-voltage saturation charging, to reduce the requirement to terminal charging equipment;At the same time, future power battery pack does not need to continuously enlarge power supply management module to achieve farther driving mileage.

Description

Technical Field

[0001] This utility model relates to the field of power supply and charging technology for new energy electric vehicles, and in particular to a power supply-charging circuit system for new energy vehicles. Background Technology

[0002] Current new energy electric vehicles typically have one main battery and one battery pack. The main battery powers the vehicle's electronic components, while the battery pack powers the vehicle's movement. This power supply method results in less than ideal driving range, leading to more frequent charging.

[0003] Furthermore, existing electric vehicles can also perform energy recovery to save electricity. The principle of energy recovery is: utilizing the reversible nature of the motor (which can act as both a motor and a generator), when the driver presses the brake pedal, the braking signal is transmitted to the vehicle's VCU (Vehicle Control Unit). The VCU then changes the direction of the current (stops supplying power to the motor). Due to the vehicle's enormous inertia, the wheels continue to roll, thus allowing the motor to recharge. However, this method also consumes a lot of electricity.

[0004] To address this, our company has designed a new charging and power supply system. Based on the traditional battery management system (BMS) of trolleybuses, we have added a power supply management module and a charging management module. In addition, we have added a generator (not a reverse-engineered version of a motor) to increase the trolleybus's range and reduce the number of charging cycles. Summary of the Invention

[0005] The purpose of this invention is to overcome the shortcomings of the prior art and provide a power supply-charging circuit system for new energy vehicles, solving the problem of insufficient range due to high energy consumption in existing power supply solutions.

[0006] The purpose of this utility model is achieved through the following technical solution: a power supply-charging circuit system for new energy vehicles, including a vehicle VCU (i.e., M1), a battery management system (BMS), and a backup battery pack (D3). The backup battery pack (D3) is electrically connected to the electronic components on the vehicle to form a battery-powered system.

[0007] It also includes battery pack D1, battery pack D2, power management module M3, charging management module M2, power management lines, and charging management lines;

[0008] The battery manager (BMS) is electrically connected to battery pack D1, battery pack D2, and backup battery pack D3 via its built-in power sensing module, forming a status monitoring line for the corresponding battery packs.

[0009] In the power management circuit: battery pack D1 is connected to the battery manager BMS via circuit switch QF4, and battery pack D2 is connected to the battery manager BMS via circuit switch QF5 through two branches. The battery manager BMS is connected to the drive motor E3.

[0010] Furthermore, the power sensing module on the battery management system (BMS) is also connected to the power management module M3. The power management module M3 is connected to the circuit switching switches QF4 and QF5 via corresponding branches. That is, the power management module M3 can select one of the circuit switching switches QF4 or QF5 to be turned on and the other to be turned off based on the power status of battery packs D1 and D2.

[0011] The drive motor E3 is connected to the generator E1 via a magnetic coupler E2;

[0012] In the charging management circuit: generator E1 is connected to battery manager BMS; one branch of battery manager BMS is electrically connected to battery pack D1 via circuit switch QF1; and another branch of battery manager BMS is electrically connected to battery pack D2 via circuit switch QF2.

[0013] Furthermore, the power sensing module of the battery management system (BMS) is also connected to the charging management module M2. The charging management module M2 is connected to the circuit switching switches QF1 and QF2 via corresponding branches. That is, the power management module M3 can select one of the circuit switching switches QF1 or QF2 to be turned on and the other to be turned off based on the power status of battery packs D1 and D2.

[0014] As a preferred technical solution of this application, the power supply management module M3 is a voltage comparator A. The voltage comparator A obtains the voltage of battery pack D1 and battery pack D2 from the battery manager BMS, thereby obtaining the power of battery pack D1 and the power of battery pack D2. The voltage comparator A enables the circuit switching switch QF5 to be connected when the power of battery pack D1 is less than the power of battery pack D2, that is, battery pack D2 is powered; otherwise, the circuit switching switch QF4 is connected, that is, battery pack D1 is powered.

[0015] As a preferred technical solution of this application, in the charging management circuit: one branch of the battery manager (BMS) is electrically connected to the battery pack D1 through circuit switching switches QF1 and QF1'. The charging management module M2 includes a voltage comparator B, which is electrically controlled and connected to the circuit switching switch QF1. The voltage comparator B can obtain the charge level of the battery pack D1 through the battery manager (BMS), and the voltage manager (BMS) can also obtain a stable set voltage value V1 obtained from the backup battery pack D3. The voltage comparator B ensures that QF1 is connected when the voltage corresponding to the charge level of the battery pack D1 is less than the set voltage value V1, and disconnected otherwise. Furthermore, the battery manager (BMS) is also electrically controlled and connected to the circuit switching switch QF1', so that QF1' is connected when the battery pack D1 is in a non-powered state, and disconnected otherwise.

[0016] Furthermore, in the charging management circuit, another branch of the battery manager (BMS) is electrically connected to the battery pack D2 via circuit switching switches QF2 and QF2'. The charging management module M2 also includes a voltage comparator C, which is electrically controlled and connected to the circuit switching switch QF2. The voltage comparator C obtains the charge level of the battery pack D2 via the battery manager (BMS) and also obtains a stable set voltage value V2 from the backup battery pack D3. The voltage comparator C ensures that QF2 is connected when the voltage corresponding to the charge level of the battery pack D2 is less than the set voltage value V2, and disconnected otherwise. The battery manager (BMS) is also electrically controlled and connected to the circuit switching switch QF2', ensuring that QF2' is connected when the battery pack D2 is not powered, and disconnected otherwise.

[0017] As a preferred technical solution of this application, it also includes an external discharge line: that is, the external discharge interface Y1 is connected to the battery pack D1 and the battery pack D2 respectively via the battery manager BMS.

[0018] As a preferred technical solution of this application, it also includes an external charging line: that is, the external charging port Y2 is connected to the battery pack D1, the battery pack D2 and the backup battery pack D3 respectively via the battery manager BMS.

[0019] As a preferred technical solution of this application, the coupler E2 has a first power supply line and a second power supply line. The coupler E2 is connected to the backup battery pack D3 via the parallel first power supply line and the second power supply line. On the first power supply line: the coupler E2, the circuit switch QF7, and the backup battery pack D3 are connected in sequence; the circuit switch QF7 is electrically controlled by the voltage comparator C; the voltage comparator C is such that: when the voltage corresponding to the charge of battery pack D1 is less than the set voltage value V1, QF7 is connected, otherwise it is disconnected. On the second power supply line: the coupler E2, the circuit switch QF7', and the backup battery pack D3 are connected in sequence; the circuit switch QF7' is electrically controlled by the voltage comparator C; the voltage comparator C is such that: when the voltage corresponding to the charge of battery pack D2 is less than the set voltage value V2, QF7' is connected, otherwise it is disconnected.

[0020] This invention has the following advantages: by switching between power supply and charging of two battery packs, electric vehicles can operate for extended periods without external charging, reducing driving anxiety and maximizing the recovery of consumed electrical energy. The battery energy is restored through external 220V low-voltage saturation charging, thereby reducing the requirements for terminal charging equipment. At the same time, there is no need to continuously expand the power supply management module to achieve a longer driving range for future power battery packs. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the electrical connections of the various components of this utility model;

[0022] Figure 2 This is a circuit diagram of the power management module M2;

[0023] Figure 3 This is a schematic diagram of VCU control in this utility model;

[0024] Figure 4 A circuit diagram showing the circuit switching switch between the power management module M3 and the battery pack D1;

[0025] Figure 5 This is a circuit diagram of a voltage comparator (applicable to voltage comparators A, B, and C);

[0026] Figure 6 Circuit diagram of circuit switching switch

[0027] exist Figure 1 middle:

[0028] D1—Power battery pack 1, mainly supplies power to the electric vehicle's motor; (actual capacity 30 kWh)

[0029] D2—Power battery pack 2, mainly supplies power to the electric vehicle's motor; (actual capacity 30 kWh)

[0030] D3—Backup Battery Pack 3, primarily used to power electronic components and external discharge equipment in electric vehicles; it also provides saturated charging to the battery pack (actual capacity 15 kWh).

[0031] E1—Permanent magnet AC brushless generator, mainly used for generating electricity to charge battery packs in electric vehicles; (Actual generator from a certain manufacturer has a power of 35Kw, voltage of 380V, speed of 3000r / min, and torque of 111.42Nm).

[0032] E2—Magnetic coupler, mainly used to drive motors to transmit power to generators; (Actual manufacturer's specification model QC-Y022: Maximum torque: 354 Nm, 1000 r / min, 15Kw, 1500 r / min, 22Kw, 3000 r / min, 44Kw)

[0033] E3—Permanent magnet AC brushless motor, mainly used to drive electric vehicles. The drive motor is a dual-head motor; (the actual motor power of a certain manufacturer is 115Kw, and the torque is 320N.m).

[0034] E4—Electronic Clutch Transmission, mainly used to control vehicle speed, forward and reverse functions;

[0035] M1—Vehicle Controller, also known as Vehicle Computer (VCU), is mainly used to control the operation of various systems in the vehicle, including the battery management system, various signal input and output control, vehicle acceleration and deceleration and gear shifting control, and power circuit control, etc.

[0036] M2—Programmable Logic Controller (PLC); (Charging System Control)

[0037] M3—Programmable Logic Controller (PLC); (Power supply system control)

[0038] P1 — Filter; (Power supply system control)

[0039] P2—Power Manager; (Charging system control, including voltage regulator, rectifier, filter, frequency stabilizer, etc.)

[0040] U1 – DC to AC inverter; (Power supply system)

[0041] U2 – AC to DC inverter; (charging system)

[0042] Y1 – External discharge interface; (220V or 380V)

[0043] Y2 – External charging port; (220V, low-voltage saturation charging)

[0044] exist Figure 2 middle:

[0045] ZX01 - Power Supply DC24V Positive Terminal Interface

[0046] ZX02 - Power Supply DC24V Negative Terminal Interface Circuit

[0047] ZX03 — Communication Interface H Line

[0048] ZX04 — Communication Interface L Line

[0049] ZX05 - D1 Battery Pack Auxiliary Contact 1 Circuit

[0050] ZX06 - D1 Battery Pack Auxiliary Contact 2 Circuit

[0051] ZX07 - D2 Battery Pack Auxiliary Contact 1 Circuit

[0052] ZX08 - D2 Battery Pack Auxiliary Contact 2 Circuit

[0053] ZX09 - D3 Battery Pack Auxiliary Contact 1 Circuit

[0054] ZX10 - D3 Battery Pack Auxiliary Contact 2 Circuit

[0055] Y1—External DC24V power supply line

[0056] Y2 – External M1 vehicle controller CAN bus line

[0057] Y3 - Normally Open Output Contact

[0058] J — Terminal block

[0059] QF1—D1 Battery Pack Charging Main Circuit Switch

[0060] QF2—D2 Battery Pack Charging Main Circuit Switch

[0061] QF3—D3 Battery Pack Charging Main Circuit Switch

[0062] ZX11——D1 Battery Pack Main Contact N Circuit

[0063] ZX12 - D1 Battery Pack Main Contact L2 Circuit

[0064] ZX13 - D1 Battery Pack Main Contact L1 Circuit

[0065] ZX14 - D2 Battery Pack Main Contact N Circuit

[0066] ZX15 - D2 Battery Pack Main Contact L2 Circuit

[0067] ZX16 - D2 Battery Pack Main Contact L1 Circuit

[0068] ZX17 - D3 Battery Pack Main Contact N Circuit

[0069] ZX18 - D3 Battery Pack Main Contact L2 Line

[0070] ZX19—D3 battery pack main contact L1 circuit;

[0071] exist Figure 4 middle:

[0072] QF4—D1 Battery Pack Power Supply Main Circuit Switch

[0073] QF5—D2 Battery Pack Power Supply Main Circuit Switch

[0074] QF6—D3 battery pack power supply main circuit switching switch. Detailed Implementation

[0075] The present invention will be further described below with reference to the accompanying drawings, but the scope of protection of the present invention is not limited to the following description.

[0076] It should be noted that existing new energy electric vehicles typically have one main battery and one battery pack. The main battery powers the vehicle's electronic components, while the battery pack powers the vehicle's movement. This power supply method results in less than ideal driving range, leading to more frequent charging.

[0077] Furthermore, existing new energy electric vehicles can also perform energy recovery to save electricity. The principle of energy recovery is: utilizing the reversibility of the motor (which can act as both a motor and a generator), when the driver presses the brake pedal, the braking signal is transmitted to the vehicle's VCU. The VCU changes the direction of the current (stops powering the motor). Due to the vehicle's huge inertia, the wheels are still rolling, thus allowing the motor to recharge. However, during frequent deceleration and braking, the frequent reversal of the circuit board direction through the vehicle's VCU (frequent switching of power on / off) will exacerbate the energy loss of the battery pack (and even affect the health of the battery pack). This is because when the battery pack suddenly connects to the motor, the corresponding capacitors in the circuit need to be charged instantaneously, generating a much larger instantaneous surge current than during normal operation. Although this peak circuit is short-lived, its large value consumes a significant amount of energy. Frequent braking means frequently generating this high-energy-consuming surge.

[0078] Therefore, this solution offers the following approach: Two battery packs are set up, with one battery pack supplying power while the other does not. When one battery pack is supplying power, it not only drives the drive motor but also simultaneously charges the non-supplying battery pack (if the non-supplying battery pack has sufficient charge, the magnetic coupler is disconnected, preventing the generator from operating). Alternatively, during deceleration and braking, the magnetic coupler can be connected to convert kinetic energy into electrical energy for storage in the non-supplying battery pack via the generator.

[0079] The following detailed implementation method further illustrates the solution (it should be noted that, without conflict, the embodiments and features and technical solutions in the present utility model can be combined with each other).

[0080] like Figures 1-4 As shown, a power supply-charging circuit system for new energy vehicles includes an automotive VCU (i.e., M1), a battery management system (BMS), and a backup battery pack (D3).

[0081] Among them, the backup battery pack D3 is electrically connected to the electronic components in the car to form a battery power supply (a conventional technology).

[0082] In addition, it also includes battery pack D1, battery pack D2, power management module M3, charging management module M2, power management line, and charging management line;

[0083] The battery management system (BMS) is electrically connected to battery pack D1, battery pack D2, and backup battery pack D3 via its built-in power sensing module, forming the status monitoring circuits for the corresponding battery packs (a conventional technology).

[0084] In the power supply management circuit: battery pack D1 is connected to the battery manager BMS via circuit switch QF4 and battery pack D2 is connected to the battery switch QF5 via two branches. The battery manager BMS is connected to the drive motor E3. Furthermore, the energy sensing module on the battery manager BMS is also connected to the power supply management module M3. The power supply management module M3 is connected to circuit switches QF4 and QF5 via corresponding branches. The purpose of this operation is to allow the power supply management module M3 to select either circuit switch QF4 or circuit switch QF5 to be turned on and the other switch to be turned off based on the power status of battery packs D1 and D2.

[0085] Among them, the drive motor E3 is connected to the generator E1 via the magnetic coupler E2;

[0086] In the charging management circuit: generator E1 is connected to the battery manager BMS. One branch of the battery manager BMS is electrically connected to battery pack D1 through circuit switch QF1, and another branch of the battery manager BMS is electrically connected to battery pack D2 through circuit switch QF2. Furthermore, the energy sensing module of the battery manager BMS is also connected to the charging management module M2. The charging management module M2 is connected to circuit switches QF1 and QF2 through corresponding branches. The purpose of this operation is that the power management module M3 can select one of the circuit switches QF1 or QF2 to be turned on and the other to be turned off based on the power status of battery pack D1 and battery pack D2.

[0087] It should be noted that all the circuit switches mentioned above are relay switches.

[0088] It should be noted that all the circuit switching switches mentioned above are relay switches (existing technology), the backup battery pack D3 supplies power to the various electronic components of the car (existing technology), the battery manager BMS monitors the status of each battery pack (existing technology), the battery manager BMS controls the power supply of each battery pack to drive the drive motor E3 (existing technology), and the battery manager BMS controls the charging of each battery pack (existing technology). The design points of this scheme are: (1) By detecting the power of battery pack D1 and battery pack D2, and selecting a battery pack with a suitable power from battery pack D1 and battery pack D2 for power supply, the means to achieve this is: by adding a power management module M3, circuit switching switch QF4, and circuit switching switch QF5 (connecting these components to some existing line connectors of the battery manager BMS), that is, forming a corresponding control route through reasonable connection of some existing components (of course, the corresponding control idea can also be simply implemented by programming some PLCs as needed).

[0089] During operation: (1) a. The vehicle VCU can transmit control signals (such as vehicle driving signals) to the battery manager BMS. The battery manager BMS learns the status (charge status) of each battery pack and transmits the status of the battery pack to the power supply management module M3. The power supply management module M3 selects only one battery pack to supply power (selects D1 / D2) based on the known battery pack charge status, and does not supply power to the other battery pack; b. At the same time, the charging management module M2 also learns the charge status of each battery pack from the battery manager BMS. If the charge of the non-supplying battery pack is lower than the set value, the charging management module M2 controls the magnetic force When coupler E2 is connected (allowing drive motor E3 to drive generator E1), part of the electrical energy from the power supply battery pack is converted into kinetic energy for the vehicle's movement, and part of the kinetic energy is converted back into electrical energy and stored in the unpowered battery pack. (When the electric vehicle regenerates energy during braking, the power supply battery pack continues to work, and the electrical energy it generates, along with the vehicle's inertial kinetic energy, is recovered as energy in the unpowered battery pack. Compared to the traditional method that requires the power supply battery pack to disconnect the power supply circuit, connect the power supply circuit, and turn the drive motor into an engine—frequent power outages and starts lead to rapid energy consumption—this solution consumes less energy and can improve the electric vehicle's range.)

[0090] (2) The selection logic of the power supply management module M3 is: a. When the power supply management module M3 learns from the battery manager BMS that the power of battery pack D1 is greater than or equal to the power of battery pack D2, then battery pack D1 is powered. b. When the power supply management module M3 learns from the battery manager BMS that the power of battery pack D1 is less than the power of battery pack D2, then battery pack D2 is powered.

[0091] The following is a further explanation of power management module 3.

[0092] See Figure 5 The power management module M3 is a voltage comparator A. The control circuit of voltage comparator A is as follows: voltage comparator A obtains the voltage of battery pack D1 and battery pack D2 from the battery manager BMS (that is, voltage comparator A is connected to the vehicle bus, and the battery manager BMS is also connected to the vehicle bus, so voltage comparator A can obtain the voltage of battery pack D1 and battery pack D2 through the vehicle bus), thereby obtaining the charge of battery pack D1 and the charge of battery pack D2;

[0093] Voltage comparator A has the following function: it compares the charge of battery pack D1 with the charge of battery pack D2. When the charge of battery pack D1 is less than the charge of battery pack D2, it connects the circuit switch QF5, which supplies power to battery pack D2. Otherwise, it connects the circuit switch QF4, which supplies power to battery pack D1.

[0094] The following is a further explanation of the charging management module M2:

[0095] (1) First, let’s explain how to charge battery pack D1.

[0096] It should be noted that in the charging management circuit, one branch of the battery manager (BMS) is electrically connected to the battery pack D1 through circuit switching switches QF1 and QF1'.

[0097] See Figure 5 The charging management module M2 includes a voltage comparator B; the voltage comparator B is electrically connected to the circuit switching switch QF1. The voltage comparator B can obtain the charge of battery pack D1 through the battery manager BMS, and the voltage manager B can also obtain a stable set voltage value V1 from the backup battery pack D3 (that is, the voltage comparator B can be connected to the battery pack D1 through the vehicle bus to know the voltage of the battery pack D1, and the voltage comparator B is also electrically connected to the backup battery pack D3 through the vehicle center line to obtain a pre-set voltage value V1 from the backup battery pack D3).

[0098] Voltage comparator B has the following function: when the voltage corresponding to the charge of battery pack D1 is less than the set voltage value V1, QF1 is connected; otherwise, it is disconnected (controlling the opening and closing of QF1).

[0099] Furthermore, the Battery Management System (BMS) is also electrically connected to the circuit switch QF1', ensuring that QF1' is connected when battery pack D1 is not powered and disconnected otherwise (i.e., enabling the opening and closing of QF1'; see [link]). Figure 6 Contacts 7 and 8 are connected to the battery management system (BMS). Contacts 2 and 3 are the input and output terminals of the circuit switch, respectively. Contact 1 is grounded. When the BMS detects that battery pack D1 is not powered (contact 7 and 8 cannot generate voltage), contacts 2 and 3 are connected via the switch, thus connecting the circuit switch QF1'. If the BMS detects power, contacts 2 and 3 are connected, thus disconnecting QF1'. The control logic of the circuit disconnect switch QF1' is existing technology, and this explanation is for ease of understanding. Conversely, if contacts 2 and 1 are the input and output terminals, respectively, and contact 3 is grounded, QF1' is connected when the BMS is powered. This applies to similar control logic in other circuit switches in this solution, and therefore will not be elaborated on in other text locations.

[0100] It should be noted that the circuit switching switches QF1 and QF1' are set up to achieve the following operation: when battery pack D1 is not powered and the voltage of battery pack D1 is lower than the voltage value V1, then battery pack D1 is charged.

[0101] (2) The charging of battery pack D2 will be explained.

[0102] In the charging management circuit: another branch of the battery manager (BMS) is electrically connected to the battery pack (D2) through circuit switching switch QF2 and circuit switching switch QF2'.

[0103] See Figure 5 The charging management module M2 also includes a voltage comparator C; the voltage comparator C is electrically connected to the circuit switching switch QF2, and the voltage comparator C can obtain the power of the battery pack D2 through the battery manager BMS. The voltage manager C can also obtain a stable set voltage value V2 obtained from the backup battery pack D3.

[0104] Voltage comparator C ensures that QF2 is connected when the voltage corresponding to the charge of battery pack D2 is less than the set voltage value V2, and disconnected otherwise.

[0105] Furthermore, the battery management system (BMS) is also electrically connected to the circuit switching switch QF2', so that QF2' is connected when the battery pack D2 is not powered and disconnected otherwise.

[0106] It should be noted that the circuit switching switches QF2 and QF2' are set to achieve the following operation: when battery pack D2 is not powered and the voltage of battery pack D2 is lower than the voltage value V2, then battery pack D2 will be charged.

[0107] The following section provides further explanation of the operation control of coupler E2.

[0108] Specifically, the coupler E2 has a first power supply line and a second power supply line, and the coupler E2 is connected to the backup battery pack D3 through the first power supply line and the second power supply line connected in parallel.

[0109] In the first power supply line of the coupler: the coupler E2, the circuit switching switch QF7, and the backup battery pack D3 are connected in sequence; the circuit switching switch QF7 is electrically controlled by the voltage comparator C; the voltage comparator C enables QF7 to be connected when the voltage corresponding to the charge of the battery pack D1 is less than the set voltage value V1, otherwise it is disconnected.

[0110] In the second power supply line of the coupler: the coupler E2, the circuit switching switch QF7', and the backup battery pack D3 are connected in sequence; the circuit switching switch QF7' is electrically controlled by the voltage comparator C; the voltage comparator C ensures that: when the voltage corresponding to the charge of the battery pack D2 is less than the set voltage value V2, QF7' is connected, otherwise it is disconnected.

[0111] The following is a further explanation of this plan.

[0112] In this specific embodiment, an external discharge line is also included: that is, the external discharge interface Y1 is connected to battery pack D1 and battery pack D2 respectively via the battery manager BMS.

[0113] In this specific embodiment, an external charging line is also included: that is, the external charging port Y2 is connected to the battery pack D1, battery pack D2 and backup battery pack D3 respectively via the battery manager BMS.

[0114] It should be noted that, optionally, the backup battery pack D3 can also be controlled for power supply as needed: by using a voltage comparator and circuit switching switch, when battery packs D1 and D2 are below a certain voltage value, the backup battery pack D3 can directly power the drive motor E3.

[0115] It should be noted that, optionally, the backup battery pack D3 can also be charged as needed: through a voltage comparator and a corresponding circuit switching switch, if the total charge of the backup battery pack D3 is lower than a certain value during vehicle operation, the backup battery pack D3 can be charged by connecting the coupler E2.

[0116] Of course, the diagrams in the specification also involve the connection relationships of other components, but these are not the contents to be protected by this solution, so they will not be described in detail.

[0117] The above embodiments only illustrate preferred implementation methods, and their descriptions are relatively specific and detailed, but they should not be construed as limiting the scope of this utility model patent. It should be noted that those skilled in the art can make several modifications and improvements without departing from the concept of this utility model, and these all fall within the protection scope of this utility model.

Claims

1. A power supply-charging circuit system for new energy vehicles, comprising an automotive VCU (i.e., M1), a battery management system (BMS), and a backup battery pack D3, wherein the backup battery pack D3 is electrically connected to electronic components on the vehicle to form a battery-powered system, characterized in that: It also includes battery pack D1, battery pack D2, power management module M3, charging management module M2, power management lines, and charging management lines; The battery manager (BMS) is electrically connected to battery pack D1, battery pack D2, and backup battery pack D3 via its built-in power sensing module, forming a status monitoring line for the corresponding battery packs. In the power management circuit: battery pack D1 is connected to the battery manager BMS via circuit switch QF4, and battery pack D2 is connected to the battery manager BMS via circuit switch QF5 through two branches. The battery manager BMS is connected to the drive motor E3. Furthermore, the power sensing module on the battery management system (BMS) is also connected to the power management module M3. The power management module M3 is connected to the circuit switching switches QF4 and QF5 via corresponding branches. That is, the power management module M3 can select one of the circuit switching switches QF4 or QF5 to be turned on and the other to be turned off based on the power status of battery packs D1 and D2. The drive motor E3 is connected to the generator E1 via a magnetic coupler E2; In the charging management circuit: generator E1 is connected to battery manager BMS; one branch of battery manager BMS is electrically connected to battery pack D1 via circuit switch QF1; and another branch of battery manager BMS is electrically connected to battery pack D2 via circuit switch QF2. Furthermore, the power sensing module of the battery management system (BMS) is also connected to the charging management module M2. The charging management module M2 is connected to the circuit switching switches QF1 and QF2 via corresponding branches. That is, the power management module M3 can select one of the circuit switching switches QF1 or QF2 to be turned on and the other to be turned off based on the power status of battery packs D1 and D2.

2. The power supply-charging circuit system for new energy vehicles according to claim 1, characterized in that: The power management module M3 is a voltage comparator A. The voltage comparator A obtains the voltage of battery pack D1 and battery pack D2 from the battery manager BMS, thereby obtaining the power of battery pack D1 and the power of battery pack D2. The voltage comparator A enables the circuit switch QF5 to be connected when the power of battery pack D1 is less than the power of battery pack D2, that is, battery pack D2 is powered; otherwise, the circuit switch QF4 is connected, that is, battery pack D1 is powered.

3. A power supply-charging circuit system for new energy vehicles according to claim 1 or 2, characterized in that: In the charging management circuit described above: one branch of the battery manager (BMS) is electrically connected to the battery pack (D1) through circuit switching switches QF1 and QF1'. The charging management module M2 includes a voltage comparator B, which is electrically connected to the circuit switching switch QF1. The voltage comparator B can obtain the power of battery pack D1 through the battery manager BMS. The voltage manager B can also obtain a stable set voltage value V1 from the backup battery pack D3. The voltage comparator B ensures that QF1 is connected when the voltage corresponding to the power of battery pack D1 is less than the set voltage value V1, and disconnected otherwise. Furthermore, the battery management system (BMS) is also electrically connected to the circuit switching switch QF1', so that QF1' is connected when the battery pack D1 is not powered and disconnected otherwise.

4. A power supply-charging circuit system for new energy vehicles according to claim 3, characterized in that: In the aforementioned charging management circuit: another branch of the battery manager (BMS) is electrically connected to the battery pack (D2) through circuit switching switches QF2 and QF2'. The charging management module M2 also includes a voltage comparator C, which is electrically connected to the circuit switching switch QF2. The voltage comparator C can obtain the power of the battery pack D2 through the battery manager BMS. The voltage manager C can also obtain a stable set voltage value V2 from the backup battery pack D3. The voltage comparator C ensures that QF2 is connected when the voltage corresponding to the power of the battery pack D2 is less than the set voltage value V2, and disconnected otherwise. The battery management system (BMS) is also electrically connected to the circuit switching switch QF2', so that QF2' is connected when the battery pack D2 is not powered and disconnected otherwise.

5. A power supply-charging circuit system for new energy vehicles according to any one of claims 1, 2, or 4, characterized in that: It also includes external discharge circuitry: That is, the external discharge interface Y1 is connected to battery pack D1 and battery pack D2 via the battery manager BMS.

6. A power supply-charging circuit system for new energy vehicles according to any one of claims 1, 2, or 4, characterized in that: It also includes external charging lines: That is, the external charging port Y2 is connected to battery pack D1, battery pack D2 and backup battery pack D3 via the battery manager BMS.

7. A power supply-charging circuit system for new energy vehicles according to claim 4, characterized in that: The coupler E2 has a first power supply line and a second power supply line. The coupler E2 is connected to the backup battery pack D3 via the first power supply line and the second power supply line of the coupler in parallel. On the first power supply line of the coupler: the coupler E2, the circuit switching switch QF7, and the backup battery pack D3 are connected in sequence; the circuit switching switch QF7 is electrically controlled by the voltage comparator C; the voltage comparator C enables QF7 to be connected when the voltage corresponding to the charge of the battery pack D1 is less than the set voltage value V1, otherwise it is disconnected. On the second power supply line of the coupler: the coupler E2, the circuit switching switch QF7', and the backup battery pack D3 are connected in sequence; the circuit switching switch QF7' is electrically controlled by the voltage comparator C; the voltage comparator C ensures that: when the voltage corresponding to the charge of the battery pack D2 is less than the set voltage value V2, QF7' is connected, otherwise it is disconnected.

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