An automobile generator energy recovery charging control circuit and automobile

Abstract

The utility model discloses a kind of automobile generator energy recovery charging control circuit and automobile, automobile generator energy recovery charging control circuit includes automobile generator, strike battery, charging module, detection module, energy storage battery and MCU;The anode of automobile generator is connected with the anode of strike battery and the positive input end of charging module respectively, the cathode of automobile generator is connected with the cathode of strike battery and the negative input end of charging module respectively;Charging module connects MCU;Detection module includes detection chip U1, the VCC end of detection chip U1 is connected with supply voltage, the GND end of detection chip U1 is grounded;The positive output end of charging module is connected with the IP+ end of detection chip U1 and the anode of energy storage battery, the IP- end of detection chip U1 is connected with the output voltage detection end of MCU and the anode of energy storage battery respectively, the cathode of energy storage battery is connected with the negative output end of charging module;The VIOUT end of detection chip U1 is connected with the output current detection end of MCU, the input voltage detection end of MCU is connected with the anode of strike battery.

Description

Technical Field

[0001] This utility model relates to the field of automotive generator energy recovery technology, specifically to an automotive generator energy recovery charging control circuit and an automotive vehicle. Background Technology

[0002] In current car start-ups, the engine starts the engine, which then drives the alternator to charge the starter battery. If the starter battery is fully charged, the alternator generates excess energy while charging it. To improve energy efficiency, a car charger is manually turned on during startup to use this excess energy to charge the car's battery. The charger is manually turned off when the car is turned off. However, it often happens that the car charger is forgotten to be turned off, causing the starter battery to continue charging the car's battery through the charger, resulting in a depleted starter battery and the car failing to start. Utility Model Content

[0003] To address the shortcomings of existing technologies, an energy recovery charging control circuit for an automotive generator and an automotive vehicle are provided.

[0004] To achieve the above objectives, this utility model provides an energy recovery charging control circuit for an automotive generator, including an automotive generator, a ignition battery, a charging module, a detection module, an energy storage battery, and an MCU. The automotive generator, ignition battery, and energy storage battery each have a positive and a negative terminal. The positive terminal of the automotive generator is connected to both the positive terminal of the ignition battery and the positive input terminal of the charging module, and the negative terminal of the automotive generator is connected to both the negative terminal of the ignition battery and the negative input terminal of the charging module. The charging module is connected to the MCU. The detection module includes a detection chip U1, which has an IP+ terminal, an IP- terminal, a VCC terminal, and a GND terminal. The VCC terminal of the detection chip U1 is connected to the power supply voltage, and the GND terminal of the detection chip U1 is grounded. The MCU has an input voltage detection terminal, an output voltage detection terminal, and an output current detection terminal. The positive output terminal of the charging module is connected to the IP+ terminal of the detection chip U1 and the positive terminal of the energy storage battery. The IP- terminal of the detection chip U1 is connected to the output voltage detection terminal of the MCU and the positive terminal of the energy storage battery. The negative terminal of the energy storage battery is connected to the negative output terminal of the charging module. The VIOUT terminal of the detection chip U1 is connected to the output current detection terminal of the MCU, and the input voltage detection terminal of the MCU is connected to the positive terminal of the ignition battery.

[0005] According to one embodiment of the present invention, the charging module includes an input filtering unit, a first bridge arm, an energy storage unit, a second bridge arm, and an output filtering unit. One end of the input filtering unit is connected to the positive terminal of the vehicle generator, and the other end is grounded together with the negative terminal of the vehicle generator. The first bridge arm is connected in parallel with the input filtering unit, and the midpoint of the first bridge arm is connected to one end of the energy storage unit. The first bridge arm is also connected to the MCU. The other end of the energy storage unit is connected to the midpoint of the second bridge arm. One end of the second bridge arm is connected to the positive terminal of the energy storage battery and the IP+ terminal of the detection chip U1, and the other end is grounded and grounded to the negative terminal of the energy storage battery. The second bridge arm is also connected to the MCU. The output filtering unit is connected in parallel with the second bridge arm.

[0006] According to one embodiment of the present invention, the first bridge arm includes MOSFET Q1 and MOSFET Q2. The drain of MOSFET Q1 is connected to one end of the input filter unit and the positive terminal of the automotive generator, and its gate is connected to the MCU. The source of MOSFET Q1 is connected to the energy storage unit and the drain of MOSFET Q2. The gate of MOSFET Q2 is connected to the MCU, and the source of MOSFET Q2 is grounded together with the other end of the input filter unit and the negative terminal of the automotive generator.

[0007] According to one embodiment of the present invention, the second bridge arm includes MOSFET Q3 and MOSFET Q4. The drain of MOSFET Q3 is connected to the output filter unit, the positive terminal of the energy storage battery, and the IP+ terminal of the detection chip U1, respectively. The gate of MOSFET Q3 is connected to the MCU. The source of MOSFET Q3 is connected to one end of the energy storage unit and the drain of MOSFET Q4, respectively. The gate of MOSFET Q4 is connected to the MCU. The source of MOSFET Q4 is grounded to the other end of the output filter unit and the negative terminal of the energy storage battery.

[0008] According to one embodiment of the present invention, it further includes a first protection module, which includes a resistor Re, a resistor Rd, and a fuse Rf. One end of the resistor Re is connected to the positive terminal of the ignition battery, and the other end is connected to the resistor Rd and the fuse Rf respectively. The other end of the resistor Rd is grounded, and the other end of the fuse Rf is connected to the output voltage detection terminal of the MCU.

[0009] According to one embodiment of the present invention, a second protection module is also included. The second protection module includes a resistor Re1, a resistor Rd1, and a fuse Rf1. One end of the fuse Rf1 is connected to the IP- terminal of the detection chip U1, and the other end is connected to the positive terminal of the energy storage battery and the resistor Rc1. The other end of the resistor Rc1 is connected to the resistor Rd1 and the output voltage detection terminal of the MCU respectively. The other end of the resistor Rd1 is grounded.

[0010] According to one embodiment of the present invention, the detection module further includes a resistor R1, one end of which is connected to the VIOUT terminal of the detection chip U1, and the other end of which is connected to the output current detection terminal of the MCU.

[0011] According to one embodiment of the present invention, it further includes capacitors Cb, Cb1, and Cb2. One end of capacitor Cb is connected to the input voltage detection terminal of the MCU, and the other end is grounded. One end of capacitor Cb1 is connected to the output current detection terminal of the MCU, and the other end is grounded. One end of capacitor Cb2 is connected to the output voltage detection terminal of the MCU, and the other end is grounded.

[0012] According to one embodiment of the present invention, the detection module further includes capacitor C1 and capacitor C2. One end of capacitor C1 is connected to the working voltage and the VCC terminal of the detection chip U1, and the other end of capacitor C1 is grounded to the GND terminal of the detection chip U1. One end of capacitor C2 is connected to the GND terminal of the detection chip U1, and the other end of capacitor C2 is connected to the VIOUT terminal of the detection chip and the output current detection terminal of the MCU.

[0013] This utility model also provides a car, including the above-mentioned car generator energy recovery charging control circuit.

[0014] The beneficial effects of this invention are as follows: by connecting the car alternator to both the ignition battery and the charging module, the alternator charges the ignition battery upon startup, while simultaneously using the charging module to charge the energy storage battery with excess energy. During charging, the MCU monitors the voltage of the ignition battery to determine its status. If the ignition battery voltage is abnormal, the MCU controls the charging module to stop charging the energy storage battery to prevent it from becoming too low and depleting. When the ignition battery voltage is normal, the MCU controls the charging module to continue charging the energy storage battery, thereby improving the utilization rate of the car alternator's output electrical signal. Attached Figure Description

[0015] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings: Figure 1 This is a circuit diagram of the energy recovery charging control circuit of the car generator in the embodiment.

[0016] Explanation of reference numerals in the attached figures 1. Automotive alternator; 2. Ignition battery; 3. Charging module; 31. Input filter unit; 32. First bridge arm; 33. Energy storage unit; 34. Second bridge arm; 35. Output filter unit; 4. Detection module; 5. Energy storage battery; 6. MCU; 7. First protection module; 8. Second protection module. Detailed Implementation

[0017] The following drawings will disclose several embodiments of this utility model. For clarity, many practical details will be described in the following description. However, it should be understood that these practical details should not be used to limit this utility model. That is, in some embodiments of this utility model, these practical details are not essential. In addition, for the sake of simplicity, some conventional structures and components will be shown in the drawings in a simple schematic manner.

[0018] Furthermore, in this utility model, the use of terms such as "first" and "second" is for descriptive purposes only and does not specifically refer to any order or sequence, nor is it intended to limit the utility model. They are merely used to distinguish components or operations described with the same technical terms and should not be construed as indicating or implying their relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the technical solutions of various embodiments can be combined with each other, but only if they are feasible for those skilled in the art. If a combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this utility model.

[0019] This embodiment provides an energy recovery charging control circuit for an automotive generator, comprising an automotive generator 1, a ignition battery 2, a charging module 3, a detection module 4, an energy storage battery 5, and an MCU 6. The automotive generator 1, ignition battery 2, and energy storage battery 5 each have positive and negative terminals. The detection module 4 includes a detection chip U1, which has an IP+ terminal, an IP- terminal, a VCC terminal, a GND terminal, and a VIOUT terminal. The MCU 6 has an input voltage detection terminal, an output voltage detection terminal, and an output current detection terminal. In this example, the detection chip U1 uses an ACS758 current sensing chip. Its IP+ terminal is the positive input terminal of the primary sampling current; the IP- terminal is the negative input terminal of the primary sampling current; the VCC terminal is the power supply terminal, connected to a +5V power supply voltage; the GND terminal is the negative power supply terminal, grounded; and the VIOUT terminal is an analog output terminal used to output a current signal proportional to IP+.

[0020] During connection, the positive terminal of the car alternator 1 is connected to both the positive terminal of the ignition battery 2 and the positive input terminal of the charging module 3. The negative terminal of the car alternator 1 is connected to both the negative terminal of the ignition battery 2 and the negative input terminal of the charging module 3. The positive terminal of the ignition battery 2 is connected to the input voltage detection terminal of the MCU 6, and the negative terminal of the ignition battery 2 is connected to the negative input terminal of the charging module 3. The control terminal of the charging module 3 is connected to the MCU 6. The positive output terminal of the charging module 3 is connected to the IP+ terminal of the detection chip U1 and the positive terminal of the energy storage battery 5. The IP- terminal of the detection chip U1 is connected to both the output voltage detection terminal of the MCU 6 and the positive terminal of the energy storage battery 5. The negative terminal of the energy storage battery 5 is connected to the negative output terminal of the charging module 3. The VIOUT terminal of the detection chip U1 is connected to the output current detection terminal of the MCU 6.

[0021] In this example, charging module 3 has a first control terminal, a second control terminal, a third control terminal, and a fourth control terminal. MCU 6 has a first connection terminal, a second connection terminal, a third connection terminal, and a fourth connection terminal. The first control terminal of charging module 3 is connected to the first connection terminal of MCU 6, the second control terminal is connected to the second connection terminal, the third control terminal is connected to the third connection terminal, and the fourth control terminal is connected to the fourth connection terminal. MCU 6 controls the switching state of charging module 3 by sending high or low levels to the first, second, third, and fourth control terminals.

[0022] In practical application, the car alternator 1 is started, causing it to output an electrical signal. This signal is then input to the ignition battery 2 to charge it. Subsequently, the charging module 3 is activated via the MCU 6. The electrical signal from the alternator 1 is input to the charging module 3, and then output to charge the energy storage battery 5. Simultaneously, the MCU 6 detects the charging current and voltage output from the charging module 3 to the energy storage battery 5 to manage its charging. When the charging voltage or current exceeds a preset threshold, the MCU 6 shuts down the charging module 3 to prevent the energy storage battery 5 from short-circuiting or burning out.

[0023] After charging module 3 starts charging energy storage battery 5, MCU6 controls charging module 3 to charge energy storage battery 5 for a preset time, which is 3 minutes in this example. Then, the input voltage detection terminal of MCU6 detects the voltage of spark battery 2. If the input voltage detection terminal of MCU6 detects that the voltage of spark battery 2 is greater than the normal undervoltage recovery voltage value of spark battery 2, MCU6 controls charging module 3 to continue charging energy storage battery 5; if the input voltage detection terminal of MCU6 detects that the voltage of spark battery 2 is less than the normal undervoltage recovery voltage value of spark battery 2, MCU6 controls charging module 3 to pause charging energy storage battery 5 until the voltage of spark battery 2 detected by the input voltage detection terminal of MCU6 returns to the normal starting voltage. After MCU6 detects that the output voltage of the car alternator 1 has returned to the normal starting voltage, MCU6 controls charging module 3 to turn on and continue charging energy storage battery 5. Thus, every 3 minutes, MCU6 detects the voltage of ignition battery 2. When the voltage of ignition battery 2 is abnormal, MCU6 controls charging module 3 to shut down and stop charging the energy storage module to prevent ignition battery 2 from running out of power and failing to start.

[0024] It should be noted that the starter battery 2 is typically 12V or 24V. The normal voltage of a 12V starter battery 2 is 12V, and the normal voltage of a 24V starter battery 2 is 24V. The minimum starting voltage range for a 12V starter battery 2 is 10.5V - 12V, and for a 24V starter battery 2, it is 21V - 24V. After the car starts, the voltage range of a 12V starter battery 2 is 13.2V - 14.8V, and for a 24V starter battery 2, it is 26.4V - 29.6V. The undervoltage recovery voltage is the critical voltage value required for the starter battery 2 to restart after its voltage returns to the normal range following an undervoltage event. The undervoltage recovery voltage value for a 12V starter battery 2 is 12.8V, and for a 24V starter battery 2, it is 15.6V.

[0025] Taking the 12V ignition battery 2 as an example, when the input voltage detection terminal of MCU6 detects that the voltage of ignition battery 2 is less than the normal undervoltage recovery voltage value (12.8V) of ignition battery 2, MCU6 controls the charging module 3 to stop charging the energy storage battery 5; the car generator 1 continues to charge ignition battery 2 until the voltage of ignition battery 2 of MCU6 recovers to the lowest normal starting voltage (13.2V).

[0026] Furthermore, within the preset charging time, the input voltage detection terminal of MCU6 checks whether the voltage of the spark battery 2 is lower than the undervoltage drop rated voltage. If MCU6 detects that the voltage of the spark battery 2 is lower than the undervoltage drop rated voltage, MCU6 controls the charging module 3 to reduce the output current. This is to prevent voltage drop caused by excessively long wires between the car alternator 1 and the spark battery 2, which would cause the voltage of the spark battery 2 detected by MCU6 to be lower than its actual voltage. At this time, by reducing the output current of the charging module 3, the voltage loss on the wires is reduced, allowing the voltage value of the spark battery 2 detected by the input voltage detection terminal of MCU6 to rise again. If, after the charging module 3 reduces the output current, the voltage of the spark battery 2 remains lower than the undervoltage drop rated voltage within the rated time, MCU6 controls the charging module 3 to stop charging the energy storage battery 5. Until MCU6 detects that the output voltage of the car alternator 1 has recovered to the normal starting voltage, the MCU6 control module controls the charging module 3 to turn on again and continue charging the energy storage battery 5.

[0027] It should be noted that the undervoltage rated voltage is the value when the actual operating voltage of the battery is 15% lower than the rated value. The undervoltage rated voltage of 12V spark battery 2 is 10.5V, and the undervoltage rated voltage of 24V spark battery 2 is 21V.

[0028] Thus, the MCU6 detects the voltage of the ignition battery 2 to determine its status. When the voltage of the ignition battery 2 is abnormal, the MCU6 controls the charging module 3 to stop charging the energy storage battery 5 to prevent the ignition battery 2 from running out of power due to low voltage. When the voltage of the ignition battery 2 is normal, the MCU6 controls the charging module 3 to continue charging the energy storage battery 5 to improve the utilization rate of the electrical signal output by the car alternator 1.

[0029] Furthermore, the charging module 3 includes an input filtering unit 31, a first bridge arm 32, an energy storage unit 33, a second bridge arm 34, and an output filtering unit 35. One end of the input filtering unit 31 is connected to the positive terminal of the vehicle generator 1, and the other end is grounded together with the negative terminal of the vehicle generator 1. The first bridge arm 32 is connected in parallel with the input filtering unit 31, and its midpoint is connected to one end of the energy storage unit 33. The control terminal of the first bridge arm 32 is connected to the MCU 6. The other end of the energy storage unit 33 is connected to the midpoint of the second bridge arm 34. One end of the second bridge arm 34 is connected to the positive terminal of the energy storage battery 5 and the IP+ terminal of the detection chip U1, and its other end is grounded and grounded to the negative terminal of the energy storage battery 5. The control terminal of the second bridge arm 34 is connected to the MCU 6; the output filtering unit 35 is connected in parallel with the second bridge arm 34.

[0030] In this example, the first control terminal and the second control terminal are the control terminals of the first bridge arm 32, and the third control terminal and the fourth control terminal are the control terminals of the second bridge arm 34. The first control terminal and the second control terminal are respectively connected to the first connection terminal and the second connection terminal of the MCU6, and the third control terminal and the fourth control terminal are respectively connected to the third connection terminal and the fourth connection terminal of the MCU6.

[0031] During charging, the electrical signal output by the automotive generator 1 passes through the input filter unit 31. The input filter unit 31 filters out voltage ripple in the output signal of the automotive generator 1 and absorbs transient voltage pulses, preventing subsequent circuits from being impacted by voltage spikes, thus achieving voltage regulation and noise suppression on the generator side. The MCU6 controls the upper arm of the first bridge arm 32 and the lower arm of the second bridge arm 34 to conduct, and controls the lower arm of the first bridge arm 32 and the upper arm of the second bridge arm 34 to turn off. At this time, the electrical signal output by the automotive generator 1 charges the energy storage unit 33. After the energy storage unit 33 has finished charging, the MCU6 controls the upper arm of the first bridge arm 32 and the lower arm of the second bridge arm 34 to turn off, and controls the lower arm of the first bridge arm 32 and the upper arm of the second bridge arm 34 to conduct. At this time, the electrical signal output by the car generator 1 charges the energy storage battery 5. Simultaneously, the energy storage unit 33 discharges to charge the energy storage battery 5 until the upper arm of the first bridge arm 32 and the lower arm of the second bridge arm 34 are turned on in the next cycle. When the electrical signal is output to the energy storage battery 5, it is filtered by the output filter unit 35 to remove voltage ripple and smooth the voltage fluctuations caused by the switching of the charging module 3, providing a stable charging and discharging environment for the battery. In addition, the output filter unit 35 can absorb instantaneous current at the moment of switching to avoid voltage surges in the energy storage battery 5 and protect the energy storage battery 5. In this example, the input filter unit 31 is a capacitor C1, the energy storage unit 33 is an inductor L1, and the output filter unit 35 is a capacitor C2.

[0032] Furthermore, the first bridge arm 32 includes MOSFETs Q1 and Q2. The drain of MOSFET Q1 is connected to one end of the input filter unit 31 and the positive terminal of the automotive generator 1, respectively. Its gate is connected to the first connection terminal of the charging module 3 as the first control terminal and the first connection terminal of the MCU 6. The source of MOSFET Q1 is connected to the drain of the energy storage unit 33 and the drain of MOSFET Q2, respectively. The gate of MOSFET Q2 is connected to the second connection terminal of the MCU 6 as the second control terminal of the charging module 3. The source of MOSFET Q2 is grounded together with the other end of the input filter unit 31 and the negative terminal of the automotive generator 1.

[0033] The second bridge arm 34 includes MOSFETs Q3 and Q4. The drain of MOSFET Q3 is connected to the output filter unit 35, the positive terminal of the energy storage battery 5, and the IP+ terminal of the detection chip U1, respectively. The gate of MOSFET Q3 is connected to the MCU6. The source of MOSFET Q3 is connected to one end of the energy storage unit 33 and the drain of MOSFET Q4, respectively. The gate of MOSFET Q4 is connected to the MCU6. The source of MOSFET Q4 is grounded to the other end of the output filter unit 35 and the negative terminal of the energy storage battery 5.

[0034] In actual use, firstly, MCU6 controls the switching states of MOSFETs Q1, Q2, Q3 and Q4 respectively, so as to switch MOSFETs Q1 and Q4 and MOSFETs Q2 and Q3 alternately conduct to drive the energy storage unit 33, thereby realizing the transfer of electrical energy and voltage conversion.

[0035] Specifically, when charging the energy storage battery 5, the MCU6 controls MOSFETs Q1 and Q4 to turn on, and controls MOSFETs Q2 and Q3 to turn off. At this time, current flows through the energy storage unit 33, and the energy storage unit 33 is charged. Then, the MCU6 controls MOSFETs Q1 and Q4 to turn off, and controls MOSFETs Q2 and Q3 to turn on. At this time, the charging path of the energy storage battery 5 is: negative terminal of the car alternator 1 - MOSFET Q2 - energy storage unit 33 - MOSFET Q3 - positive terminal of the energy storage battery 5. At the same time, the voltage on the side of the car alternator 1 freewheels through MOSFET Q2, and the energy storage unit 33 releases energy to charge the energy storage battery 5, until MOSFETs Q1 and Q4 turn on again in the next cycle.

[0036] Furthermore, the energy recovery charging control circuit of the car generator 1 also includes a first protection module 7, wherein the first protection module 7 includes a resistor Re, a resistor Rd and a fuse Rf. One end of the resistor Re is connected to the positive terminal of the ignition battery 2, and the other end is connected to the resistor Rd and the fuse Rf respectively. The other end of the resistor Rd is grounded, and the other end of the fuse Rf is connected to the output voltage detection terminal of the MCU6.

[0037] Resistors Re and Rd are used for voltage division, converting the voltage output from the automotive alternator 1 into a voltage signal that can be acquired by the MCU6. Fuse Rf is used to blow in case of overcurrent in the electrical signal output from the automotive alternator 1, protecting the subsequent circuitry.

[0038] The energy recovery charging control circuit of the car generator 1 also includes a second protection module 8. The second protection module 8 includes a resistor Re1, a resistor Rd1 and a fuse Rf1. One end of the fuse Rf1 is connected to the IP- terminal of the detection chip U1, and the other end is connected to the positive terminal of the energy storage battery 5 and the resistor Rc1. The other end of the resistor Rc1 is connected to the resistor Rd1 and the output voltage detection terminal of the MCU6 respectively; the other end of the resistor Rd1 is grounded.

[0039] Fuse Rf1 is used to blow when there is an overcurrent in the output electrical signal at the IP- terminal of the detection chip U1, preventing damage to the energy storage battery 5. Resistors Re1 and Rd1 are used for voltage division, converting the electrical signal output by the detection chip U1 into a voltage signal that can be collected by the MCU6, facilitating voltage sampling by the MCU6.

[0040] Preferably, the detection module 4 further includes capacitors C1 and C2. One end of capacitor C1 is connected to the working voltage and the VCC terminal of the detection chip U1, and the other end of capacitor C1 is grounded to the GND terminal of the detection chip U1. One end of capacitor C2 is connected to the GND terminal of the detection chip U1, and the other end of capacitor C2 is connected to the VIOUT terminal of the detection chip and the output current detection terminal of the MCU6.

[0041] Capacitor C1 filters out voltage ripple in the supply voltage, making the voltage input to the VCC terminal of the detection chip U1 smoother. Capacitor C2 is used to filter the electrical signal output from the VIOUT terminal of the detection chip U1.

[0042] This utility model also provides a car, including the above-mentioned car generator energy recovery charging control circuit.

[0043] The above description is merely an embodiment of this utility model and is not intended to limit the scope of this utility model. Various modifications and variations can be made to this utility model by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principle of this utility model should be included within the scope of the claims of this utility model.

Claims

1. A car generator energy recovery charging control circuit, characterized in that, include: The system comprises an automotive generator (1), a spark battery (2), a charging module (3), a detection module (4), an energy storage battery (5), and an MCU (6). The automotive generator (1), the spark battery (2), and the energy storage battery (5) each have a positive and a negative terminal. The positive terminal of the automotive generator (1) is connected to the positive terminal of the spark battery (2) and the positive input terminal of the charging module (3). The negative terminal of the automotive generator (1) is connected to the negative terminal of the spark battery (2) and the negative input terminal of the charging module (3). The charging module (3) is connected to the MCU (6). The detection module (4) includes a detection chip U1, which has an IP+ terminal, an IP- terminal, a VCC terminal, a GND terminal, and a VIOUT terminal. The VCC terminal of the detection chip U1 is connected to the power supply voltage, and the GND terminal of the detection chip U1 is grounded. The MCU (6) has an input voltage detection terminal, an output voltage detection terminal and an output current detection terminal. The positive output terminal of the charging module (3) is connected to the IP+ terminal of the detection chip U1 and the positive terminal of the energy storage battery (5). The IP- terminal of the detection chip U1 is connected to the output voltage detection terminal of the MCU (6) and the positive terminal of the energy storage battery (5). The negative terminal of the energy storage battery (5) is connected to the negative output terminal of the charging module (3). The VIOUT terminal of the detection chip U1 is connected to the output current detection terminal of the MCU (6). The input voltage detection terminal of the MCU (6) is connected to the positive terminal of the ignition battery (2).

2. The automotive generator energy recovery charging control circuit according to claim 1, characterized in that, The charging module (3) includes an input filtering unit (31), a first bridge arm (32), an energy storage unit (33), a second bridge arm (34), and an output filtering unit (35). One end of the input filtering unit (31) is connected to the positive terminal of the car generator (1), and the other end is grounded together with the negative terminal of the car generator (1). The first bridge arm (32) is connected in parallel with the input filtering unit (31), and the midpoint of the first bridge arm (32) is connected to one end of the energy storage unit (33). The first bridge arm (32) is also connected to the MCU (6). The other end of the energy storage unit (33) is connected to the midpoint of the second bridge arm (34). One end of the second bridge arm (34) is connected to the positive terminal of the energy storage battery (5) and the IP+ terminal of the detection chip U1, and the other end is grounded and grounded to the negative terminal of the energy storage battery (5). The second bridge arm (34) is also connected to the MCU (6). The output filtering unit (35) is connected in parallel with the second bridge arm (34).

3. The automotive generator energy recovery charging control circuit according to claim 2, characterized in that, The first bridge arm (32) includes MOS transistor Q1 and MOS transistor Q2. The drain of MOS transistor Q1 is connected to one end of the input filter unit (31) and the positive terminal of the car generator (1), and its gate is connected to the MCU (6). The source of MOS transistor Q1 is connected to the energy storage unit (33) and the drain of MOS transistor Q2, respectively. The gate of MOS transistor Q2 is connected to the MCU (6), and the source of MOS transistor Q2 is grounded together with the other end of the input filter unit (31) and the negative terminal of the car generator (1).

4. The automotive generator energy recovery charging control circuit according to claim 2, characterized in that, The second bridge arm (34) includes MOS transistor Q3 and MOS transistor Q4. The drain of MOS transistor Q3 is connected to the positive terminal of the output filter unit (35), the energy storage battery (5), and the IP+ terminal of the detection chip U1, respectively. The gate of MOS transistor Q3 is connected to the MCU (6). The source of MOS transistor Q3 is connected to one end of the energy storage unit (33) and the drain of MOS transistor Q4, respectively. The gate of MOS transistor Q4 is connected to the MCU (6). The source of MOS transistor Q4 is grounded to the other end of the output filter unit (35) and the negative terminal of the energy storage battery (5).

5. The automotive generator energy recovery charging control circuit according to claim 1, characterized in that, It also includes a first protection module (7), which includes a resistor Re, a resistor Rd and a fuse Rf. One end of the resistor Re is connected to the positive terminal of the ignition battery (2), and the other end is connected to the resistor Rd and the fuse Rf respectively. The other end of the resistor Rd is grounded, and the other end of the fuse Rf is connected to the output voltage detection terminal of the MCU (6).

6. The automotive generator energy recovery charging control circuit according to claim 1, characterized in that, It also includes a second protection module (8), which includes a resistor Re1, a resistor Rd1 and a fuse Rf1. One end of the fuse Rf1 is connected to the IP- terminal of the detection chip U1, and the other end is connected to the positive terminal of the energy storage battery (5) and the resistor Rc1. The other end of the resistor Rc1 is connected to the resistor Rd1 and the output voltage detection terminal of the MCU (6); the other end of the resistor Rd1 is grounded.

7. The automotive generator energy recovery charging control circuit according to claim 1, characterized in that, The detection module (4) also includes a resistor R1, one end of which is connected to the VIOUT terminal of the detection chip U1, and the other end is connected to the output current detection terminal of the MCU (6).

8. The automotive generator energy recovery charging control circuit according to claim 1, characterized in that, It also includes capacitors Cb, Cb1 and Cb2. One end of capacitor Cb is connected to the input voltage detection terminal of the MCU (6) and the other end is grounded. One end of capacitor Cb1 is connected to the output current detection terminal of the MCU (6) and the other end is grounded. One end of capacitor Cb2 is connected to the output voltage detection terminal of the MCU (6) and the other end is grounded.

9. The automotive generator energy recovery charging control circuit according to claim 1, characterized in that, The detection module (4) also includes capacitors C1 and C2. One end of capacitor C1 is connected to the working voltage and the VCC terminal of the detection chip U1, and the other end of capacitor C1 is grounded to the GND terminal of the detection chip U1. One end of capacitor C2 is connected to the GND terminal of the detection chip U1, and the other end of capacitor C2 is connected to the VIOUT terminal of the detection chip and the output current detection terminal of the MCU (6).

10. A car, characterized in that, Includes the automotive generator energy recovery charging control circuit as described in any one of claims 1-9.

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