Battery power loss prevention circuit and vehicle

Abstract

The application provides a battery power loss prevention circuit and a vehicle, and relates to the technical field of vehicles.The battery power loss prevention circuit comprises a general control unit, a voltage detection unit and a logic control unit.The general control unit is arranged between a battery and a vehicle load, and is used for controlling the on-off of a general circuit between the battery and the vehicle load.The first end of the voltage detection unit is connected to the general control unit, and the voltage detection unit is used for monitoring the voltage of the battery and outputting a state switching signal when the voltage is lower than a set threshold.The first end of the logic control unit is connected to the general control unit, and the second end of the logic control unit is connected to the second end of the voltage detection unit to receive the state switching signal, and the logic control unit is used for generating a discharge trigger signal according to the state switching signal, wherein the logic control unit outputs the discharge trigger signal to the general control unit when the vehicle is turned off and the state switching signal is received, so that the general control unit disconnects the general circuit.The application can prevent the battery from losing power, prolong the service life of the battery, and has a simple structure.

Description

Technical Field

[0001] This utility model relates to the field of vehicle technology, and in particular to a battery anti-loss circuit and a vehicle. Background Technology

[0002] In modern vehicles, the battery, as the core energy storage unit, directly affects the reliability of vehicle starting and the safety of electrical equipment. However, even after the driver ends driving, removes the key switch, and leaves the vehicle, some electrical components remain in a low-power operation state, continuously drawing energy from the battery. If the vehicle is parked for an extended period, this seemingly small static current will cause the battery to be continuously depleted, eventually leading to severe battery depletion. This not only significantly impacts the user's travel experience but also severely damages the battery's chemical properties, significantly shortening its lifespan.

[0003] To address the issue of battery depletion, some existing technologies employ dedicated voltage monitoring controllers for protection. However, these solutions rely on a fully functional independent controller, resulting in a complex overall circuit structure, a large number of components, and high production costs. Utility Model Content

[0004] In view of this, this application provides a battery anti-discharge circuit, comprising: a main control unit disposed between the battery and the vehicle load, used to control the on / off of the main circuit between the battery and the vehicle load; a voltage detection unit, a first terminal of which is connected to the main control unit, used to monitor the voltage of the battery and output a state switching signal when the voltage is lower than a set threshold; and a logic control unit, a first terminal of which is connected to the main control unit and a second terminal of which is connected to the second terminal of the voltage detection unit to receive the state switching signal, used to generate a discharge trigger signal according to the state switching signal, wherein, after the vehicle is turned off and upon receiving the state switching signal, the logic control unit outputs the discharge trigger signal to the main control unit to cause the main control unit to disconnect the main circuit.

[0005] Preferably, the voltage detection unit includes a first varistor and a first relay. The coil terminal of the first relay is connected to the control signal output terminal of the main control unit, the common terminal of the first relay is connected to the power output terminal of the main control unit, the normally closed contact of the first relay is connected to the first terminal of the first varistor, and the second terminal of the first varistor is connected to the second terminal of the logic control unit.

[0006] Preferably, the logic control unit includes a second relay, a third relay, and a capacitor; the coil terminal of the second relay is connected to the second terminal of the first varistor, the common terminal of the second relay is connected to the normally closed contact of the first relay, the normally open contact of the second relay is used to connect to the first terminal of the capacitor, the normally closed contact of the second relay is used to connect to the coil terminal of the third relay, the second terminal of the capacitor is grounded, the common terminal of the third relay is used to connect to the first terminal of the capacitor; the normally open contact of the third relay is used to connect to the trigger signal input terminal of the main control unit.

[0007] Preferably, the main control unit includes a magnetic latching relay, the input terminal of which is connected to the battery, the disconnecting coil terminal of which is connected to the normally open contact of the third relay, and the output terminal of which is connected to the common terminal of the first relay.

[0008] Preferably, the master control unit further includes a key switch, the input terminal of which is connected to the output terminal of the magnetic latching relay, and the first output terminal of which is connected to the coil terminal of the first relay, wherein the first output terminal of the key switch being disconnected indicates that the vehicle is turned off.

[0009] Preferably, the main control unit further includes a manual switch, the first end of which is connected to the battery, and the second end of which is connected to the power-on coil of the magnetic latching relay.

[0010] Preferably, it further includes: a status indicator unit, the first end of which is connected to the second output terminal of the key switch, and the second end of which is grounded, for providing a visual alarm when the main circuit is disconnected.

[0011] Preferably, the status indication unit includes a second varistor, a fourth relay, and an indicator light. The first end of the second varistor is connected to the coil end of the fourth relay, the second end of the second varistor is connected to the second output end of the key switch in the main control unit, the other end of the coil of the fourth relay is grounded, the normally closed contact of the fourth relay is used to connect to the first end of the indicator light, and the second end of the indicator light is grounded.

[0012] Preferably, the main control unit, the voltage detection unit, and the logic control unit are packaged into a single device.

[0013] This application also provides a vehicle, including: a battery anti-loss circuit as described above; a battery, wherein a first terminal of the main control unit of the battery anti-loss circuit is connected to the battery.

[0014] This application provides a battery anti-discharge circuit and a vehicle, relating to the field of vehicle technology. It includes: a main control unit, with a first terminal connected to the battery for controlling the connection and disconnection of the main circuit between the battery and the vehicle load; a voltage detection unit, with a first terminal connected to a second terminal of the main control unit for monitoring the battery voltage and outputting a state switching signal when the voltage is below a set threshold; and a logic control unit, with a first terminal connected to a third terminal of the main control unit and a second terminal connected to the second terminal of the voltage detection unit to receive the state switching signal. The logic control unit generates a discharge trigger signal based on the state switching signal. When the vehicle is turned off and the state switching signal is received, the logic control unit outputs the discharge trigger signal to the main control unit, causing the main control unit to disconnect the main circuit. This application can prevent battery discharge, extend battery life, and has a simple structure.

[0015] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0016] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 This paper shows one of the structural schematic diagrams of the battery anti-loss circuit provided in the embodiments of this application; Figure 2 This is a second schematic diagram of the battery anti-loss circuit provided in an embodiment of this application; Figure 3 The third schematic diagram of the battery anti-loss circuit provided in the embodiment of this application is shown; Figure 4 The fourth schematic diagram of the battery anti-loss circuit provided in the embodiment of this application is shown; Figure 5 The fifth schematic diagram shows the structure of the battery anti-loss circuit provided in the embodiment of this application.

[0018] Reference numerals: 100-General control unit; 200-Voltage detection unit; 300-Logic control unit. Detailed Implementation

[0019] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. The components of the embodiments of this application described and shown in the accompanying drawings can generally be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely represents selected embodiments of this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0020] The following detailed embodiments are provided to help the reader gain a comprehensive understanding of the methods, apparatus, and / or systems described herein. However, various changes, modifications, and equivalents of the methods, apparatus, and / or systems described herein will be apparent after understanding the disclosure of this application. For example, the order of operations described herein is merely illustrative and is not limited to the order set forth herein; changes that will be apparent after understanding the disclosure of this application are possible, except for operations that must occur in a specific order. Furthermore, for clarity and brevity, descriptions of features known in the art may be omitted.

[0021] The features described herein may be implemented in different forms and should not be construed as being limited to the examples described herein. Rather, the examples described herein have been provided merely to illustrate some of the many feasible ways of implementing the methods, apparatus, and / or systems described herein that will be apparent upon understanding the disclosure of this application.

[0022] Throughout the specification, when an element (such as a layer, region, or substrate) is described as being "on" another element, "connected to" another element, "bonded to" another element, "on" another element, or "covering" another element, it may be directly "on" another element, "connected to" another element, "bonded to" another element, "on" another element, or "covering" another element, or there may be one or more other elements in between. In contrast, when an element is described as being "directly on" another element, "directly connected to" another element, "directly bonded to" another element, "directly on" another element, or "directly covering" another element, there may be no other elements in between.

[0023] As used herein, the term “and / or” includes any one of the relevant items listed and any combination of any two or more items.

[0024] Although terms such as “first,” “second,” and “third” may be used herein to describe individual components, assemblies, regions, layers, or parts, these components, assemblies, regions, layers, or parts are not limited by these terms. Rather, these terms are used only to distinguish one component, assembly, region, layer, or part from another. Therefore, without departing from the teachings of the examples described herein, the first component, assembly, region, layer, or part referred to as the second component, assembly, region, layer, or part may also be referred to as the second component, assembly, region, layer, or part.

[0025] For ease of description, spatial relation terms such as “above,” “upper,” “below,” and “lower” may be used herein to describe the relationship between one element and another as shown in the accompanying drawings. Such spatial relation terms are intended to include not only the orientation depicted in the drawings but also the different orientations of the device during use or operation.

[0026] For example, if the device in the accompanying drawings is flipped, an element described as being "above" or "upper" relative to another element will subsequently be "below" or "lower" relative to that other element. Therefore, the term "above" includes both "above" and "below" orientations depending on the spatial orientation of the device. The device may also be positioned in other ways (e.g., rotated 90 degrees or in other orientations), and the spatial relationship terms used herein will be interpreted accordingly.

[0027] The terminology used herein is for the purpose of describing various examples only and is not intended to limit this disclosure. Unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. The terms “comprising,” “including,” and “having” enumerate the stated features, quantities, operations, components, elements, and / or combinations thereof, but do not exclude the presence or addition of one or more other features, quantities, operations, components, elements, and / or combinations thereof.

[0028] Variations in the shapes shown in the accompanying drawings may occur due to manufacturing techniques and / or tolerances. Therefore, the examples described herein are not limited to the specific shapes shown in the accompanying drawings, but include changes in shape that may occur during manufacturing.

[0029] The features of the examples described herein can be combined in various ways that will be apparent upon understanding the disclosure of this application. Furthermore, although the examples described herein have a wide variety of constructions, other constructions are possible, as will be apparent upon understanding the disclosure of this application. In modern vehicles, the battery, as the core energy storage unit, directly affects the reliability of vehicle starting and the safety of electrical equipment. However, after the driver ends driving, removes the key switch, and leaves the vehicle, some electrical components (such as the clock, anti-theft system, and body control module) remain in a low-power operation state, continuously drawing power from the battery. If the vehicle is parked for an extended period, this seemingly small static current will cause the battery to be continuously depleted, eventually leading to severe battery depletion and preventing the vehicle from starting. This not only significantly impacts the user's travel experience but also severely damages the battery's chemical properties, significantly shortening its lifespan.

[0030] To address the issue of battery depletion, several protection solutions exist in the prior art. A common approach involves using a dedicated voltage monitoring controller, which collects the voltage across the battery terminals in real time and controls a relay to disconnect the load circuit when the voltage falls below a set threshold. However, this type of solution relies on a fully functional independent controller, which typically includes sophisticated voltage sampling circuitry, a microprocessor, and related firmware, resulting in a complex overall circuit structure, numerous components, and high production costs. Furthermore, the complex control logic introduces potential error rate risks, and its reliability is susceptible to the complex electromagnetic environment of the vehicle. This application aims to provide a battery depletion prevention circuit that can prevent battery depletion, extend battery life, and has a simple structure.

[0031] Example 1: like Figures 1-2 As shown in the figure, this application provides a battery anti-loss circuit, including a main control unit 100, a voltage detection unit 200, a logic control unit 300, and a status indication unit.

[0032] The main control unit 100 is connected between the battery B1 and the vehicle load L, and is used to control the on / off of the main circuit between the battery B1 and the vehicle load L.

[0033] The first end of the voltage detection unit 200 is connected to the main control unit 100 to monitor the voltage of the battery B1 and output a state switching signal when the voltage is lower than a set threshold.

[0034] The first terminal of the logic control unit 300 is connected to the main control unit 100, and the second terminal of the logic control unit 300 is connected to the second terminal of the voltage detection unit 200 to receive the state switching signal. The logic control unit 300 generates a discharge trigger signal based on the state switching signal. When the vehicle is turned off and the state switching signal is received, the logic control unit 300 outputs the discharge trigger signal to the main control unit 100 so that the main control unit 100 disconnects the main circuit.

[0035] The first terminal of the status indicator unit is connected to the second output terminal of the key switch K1, and the second terminal of the status indicator unit is grounded to provide a visual alarm when the main circuit is disconnected.

[0036] In a preferred embodiment of this application, the voltage detection unit 200 includes a first varistor R7 and a first relay R3. The coil terminal 86 of the first relay R3 is connected to the control signal output terminal of the main control unit 100, i.e., the key switch K1. The common terminal 30 of the first relay R3 is connected to the power output terminal of the main control unit 100, i.e., the magnetic latching relay R6. The normally closed contact 87a of the first relay R3 is connected to the first terminal of the first varistor R7. The normally open contact terminal 87 of the first relay R3 is connected to the vehicle load L. The second terminal of the first varistor R7 is connected to the second terminal of the logic control unit 300.

[0037] The logic control unit 300 includes a second relay R4, a third relay R5, and a capacitor C1. The coil terminal 86 of the second relay R4 is connected to the second terminal of the first varistor R7. The common terminal 30 of the second relay R4 is connected to the normally closed contact 87a of the first relay R3. The normally open contact 87 of the second relay R4 is used to connect to the first terminal of the capacitor C1. The normally closed contact 87a of the second relay R4 is used to connect to the coil terminal 86 of the third relay R5. The second terminal of the capacitor C1 is grounded. The common terminal 30 of the third relay R5 is used to connect to the first terminal of the capacitor C1. The normally open contact 87 of the third relay R5 is used to connect to the trigger signal input terminal of the main control unit 100, namely the disconnected coil terminal of the magnetic latching relay R6.

[0038] The main control unit 100 includes a magnetic latching relay R6, a key switch K1, and a manual switch K2. The input terminal of the magnetic latching relay R6 is connected to the battery B1, the disconnecting coil terminal of the magnetic latching relay R6 is connected to the normally open contact 87 of the third relay R5, and the output terminal of the magnetic latching relay R6 is connected to the common terminal 30 of the first relay R3. The input terminal of the key switch K1 is connected to the output terminal of the magnetic latching relay R6, and the first output terminal of the key switch K1 is used to connect to the coil terminal 86 of the first relay R3. When the first output terminal of the key switch K1 is disconnected, it indicates that the vehicle is off. The first terminal of the manual switch K2 is connected to the battery, and the second terminal of the manual switch K2 is connected to the energized coil terminal of the magnetic latching relay.

[0039] The status indication unit includes a second varistor R1, a fourth relay R2, and an indicator light L1. The first end of the second varistor R1 is connected to the coil terminal 86 of the fourth relay R2, and the second end of the second varistor R1 is connected to the second output terminal of the key switch K1 in the main control unit 100. The other end 85 of the coil of the fourth relay R2 is grounded, and the normally closed contact 87a of the fourth relay R2 is used to connect to the first end of the indicator light L1. The second end of the indicator light L1 is grounded.

[0040] Preferably, the relays used in this application are all five-pole relays, the key switch K1 is a single-pole double-throw key switch, and the manual switch K2 is a single-pole single-throw switch.

[0041] Specifically, the battery anti-drain circuit of this application can be divided into normal start and drive mode, monitoring standby mode after engine shutdown, low battery protection execution mode and power-on and status indication mode, depending on the different states of the vehicle.

[0042] In normal start-up and driving modes, such as Figure 2 As shown, when starting the vehicle, the driver first presses the manual switch K2. Manual switch K2 provides a momentary current, activating the coil of the magnetic latching relay R6, causing the main contacts A and B of the magnetic latching relay R6 to close. Due to the magnetic latching characteristic of the magnetic latching relay R6, even if manual switch K2 subsequently resets and opens, the main contacts of the magnetic latching relay R6 remain closed. Then, the driver turns the key switch K1 to the "ON" position. After key switch K1 is turned on, the coils of the first relay R3 and the fourth relay R2 are energized. The first relay R3 closes, and its current contacts 30 and 87 are connected. The main circuit current supplies power to the vehicle load L through the first relay R3, allowing the vehicle to start and run normally. Simultaneously, because the battery voltage B1 is high at this time, the second varistor R1 exceeds its threshold and is in a conducting state, ensuring that the fourth relay R2 reliably closes. This disconnects the circuit of the low-battery indicator L1, which is connected in series with the normally closed contact 87 of the fourth relay R2, and the indicator L1 does not light up.

[0043] In the monitoring standby mode after the engine is turned off, such as Figure 3As shown, when the driver turns off the engine and disconnects the ignition switch K1, the first relay R3 is de-energized and released, and its common terminal 30 connects to the normally closed contact 87a. At this time, the battery voltage B1 is applied to the first varistor R7 through the normally closed contact 87a of the first relay R3. Since the vehicle has just been turned off, the battery voltage B1 is still higher than the threshold voltage of the first varistor R7, which conducts in a low-resistance state, and current flows through the coil of the second relay R4, causing the second relay R4 to engage. After the second relay R4 engages, its normally open contact 87 closes, and the battery B1 begins to charge the capacitor C1, storing energy for possible protective actions.

[0044] In the power loss protection execution mode, such as Figure 4 As shown, if the vehicle is parked for an extended period, the voltage of battery B1 gradually decreases due to the continuous supply of power to the vehicle load L. When the voltage drops to the threshold of the first varistor R7, R7 quickly switches from a conducting state to a high-resistance cutoff state, causing the coil of the second relay R4 to de-energize and release. After the second relay R4 releases, its normally closed contact 87a resets and closes, causing current to flow to the coil of the third relay R5. The third relay R5 then engages, and its normally open contact 87 closes, forming a discharge circuit for capacitor C1. The electrical energy stored in capacitor C1 is instantly released through this circuit to the disconnecting coil of the magnetic latching relay R6. The disconnecting coil of the magnetic latching relay R6 is energized, driving the main contacts A and B of the magnetic latching relay R6 to open, thereby disconnecting the main circuit and effectively preventing deep discharge of battery B1.

[0045] In the power-on and status indication mode, such as Figure 5 As shown, when the vehicle loses power due to low battery protection, the driver returns and attempts to start it. Even if the key switch K1 is turned to the "ON" position, the vehicle cannot receive normal power because the magnetic latching relay R6 is already in the open state. Simultaneously, because the battery B1 voltage is low, the second varistor R1 is in the off state, causing the fourth relay R2 to remain released and unable to engage. The normally closed contact 87a of the fourth relay R2 remains closed, thus forming a closed circuit through the key switch K1, the normally closed contact of the fourth relay R2, and the indicator light L1, illuminating the low battery indicator light L1 and clearly informing the driver that the battery B1 is in low battery protection mode. If the driver still needs emergency power, they can press the manual switch K2 again to forcibly connect the main circuit, but it is recommended to prioritize charging the battery B1.

[0046] Example 2: This application also provides a vehicle, including: a battery anti-loss circuit and a battery as described in one embodiment.

[0047] The first terminal of the main control unit 100 of the battery anti-loss circuit is connected to the battery B1.

[0048] Finally, it should be noted that the above-described embodiments are merely specific implementations of this application, used to illustrate the technical solutions of this application, and not to limit them. The scope of protection of this application is not limited thereto. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that any person skilled in the art can still modify or easily conceive of changes to the technical solutions described in the foregoing embodiments, or make equivalent substitutions for some of the technical features, within the scope of the technology disclosed in this application. Such modifications, changes, or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be covered within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of protection of the claims.

Claims

1. A battery anti-loss circuit, characterized in that, include: A central control unit is located between the battery and the vehicle load and is used to control the on / off of the main circuit between the battery and the vehicle load. A voltage detection unit, the first end of which is connected to the main control unit, is used to monitor the voltage of the battery and output a state switching signal when the voltage is lower than a set threshold. A logic control unit, wherein a first terminal of the logic control unit is connected to the main control unit, and a second terminal of the logic control unit is connected to the second terminal of the voltage detection unit to receive the state switching signal, and is used to generate a discharge trigger signal according to the state switching signal. The logic control unit outputs the discharge trigger signal to the main control unit after the vehicle is turned off and upon receiving the state switching signal, so that the main control unit disconnects the main circuit.

2. The battery anti-loss circuit according to claim 1, characterized in that, The voltage detection unit includes a first varistor and a first relay. The coil terminal of the first relay is connected to the control signal output terminal of the main control unit, the common terminal of the first relay is connected to the power output terminal of the main control unit, the normally closed contact of the first relay is connected to the first terminal of the first varistor, and the second terminal of the first varistor is connected to the second terminal of the logic control unit.

3. The battery anti-loss circuit according to claim 2, characterized in that, The logic control unit includes a second relay, a third relay, and a capacitor. The coil terminal of the second relay is connected to the second terminal of the first varistor, the common terminal of the second relay is connected to the normally closed contact of the first relay, the normally open contact of the second relay is used to connect to the first terminal of the capacitor, the normally closed contact of the second relay is used to connect to the coil terminal of the third relay, the second terminal of the capacitor is grounded, the common terminal of the third relay is used to connect to the first terminal of the capacitor, and the normally open contact of the third relay is used to connect to the trigger signal input terminal of the main control unit.

4. The battery anti-loss circuit according to claim 3, characterized in that, The main control unit includes a magnetic latching relay. The input terminal of the magnetic latching relay is connected to the battery, the disconnecting coil terminal of the magnetic latching relay is connected to the normally open contact of the third relay, and the output terminal of the magnetic latching relay is connected to the common terminal of the first relay.

5. The battery anti-loss circuit according to claim 4, characterized in that, The central control unit also includes a key switch. The input terminal of the key switch is connected to the output terminal of the magnetic latching relay, and the first output terminal of the key switch is used to connect to the coil terminal of the first relay. When the first output terminal of the key switch is disconnected, it indicates that the vehicle is turned off.

6. The battery anti-loss circuit according to claim 4, characterized in that, The central control unit also includes a manual switch. The first end of the manual switch is connected to the battery, and the second end of the manual switch is connected to the power-on coil end of the magnetic latching relay.

7. The battery anti-loss circuit according to claim 5, characterized in that, Also includes: A status indicator unit, the first end of which is connected to the second output terminal of the key switch, and the second end of which is grounded, is used to provide a visual alarm when the main circuit is disconnected.

8. The battery anti-loss circuit according to claim 7, characterized in that, The status indication unit includes a second varistor, a fourth relay, and an indicator light. The first end of the second varistor is connected to the coil end of the fourth relay, the second end of the second varistor is connected to the second output end of the key switch in the main control unit, the other end of the coil of the fourth relay is grounded, the normally closed contact of the fourth relay is used to connect to the first end of the indicator light, and the second end of the indicator light is grounded.

9. The battery anti-loss circuit according to claim 1, characterized in that, The main control unit, the voltage detection unit, and the logic control unit are packaged into a single device.

10. A vehicle, characterized in that, include: Battery anti-loss circuit as described in any one of claims 1-9; The first terminal of the main control unit of the battery anti-loss circuit is connected to the battery.

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