Battery power system protection device and electric vehicle

Abstract

The utility model discloses a kind of battery power system protection device and electric vehicle, it is related to battery protection technical field.The present application includes battery, main control module, switch module, energy recovery module and drive module, switch module has first end, second end and third end, third end is electrically connected with battery;Energy recovery module is electrically connected in the first end of switch module and battery;Drive module is electrically connected in the second end of switch module.Main control module is used to switch switch module according to working condition, when driving, make battery power supply drive module;When coasting power generation, make the regenerative electric energy of drive module input to energy recovery module.The utility model avoids the direct connection of regenerative energy and battery under coasting condition by switch module, and it is guided to energy recovery module and handled, avoid battery overcharge risk, improve the security of system.

Description

Technical Field

[0001] This utility model relates to the field of battery protection technology, and in particular to a battery power system protection device and an electric vehicle. Background Technology

[0002] Battery-powered systems are currently widely used in vehicles such as electric bicycles, scooters, and automobiles. These systems typically include a battery pack, a battery management system (BMS), a motor controller, and a brushless motor. In conventional designs, the battery pack maintains a long-term electrical connection to the DC bus of the motor controller via a main contactor or MOSFET switch.

[0003] In existing technology, when a vehicle coasts on a slope, the regenerative energy generated by the motor as a generator will flow back to the DC bus. With nowhere to go, the electrical energy on the DC bus will cause the voltage on the DC bus to spike instantaneously, which can easily cause power devices such as capacitors, IGBTs or MOSFETs in the motor controller to break down and be damaged due to overvoltage.

[0004] Therefore, existing solutions use a pressure relief circuit inside the controller to dissipate excess energy generated by the motor as a generator. However, this pressure relief circuit cannot fully utilize the electrical energy converted during downhill driving to power the battery, resulting in a short driving range and wasted energy. Another solution directly connects the motor as a generator to the DC bus. When the vehicle is descending at high speed, the motor speed is too high, and the regenerative voltage it generates can easily exceed the battery's rated safe charging voltage. This excessively high voltage can directly impact the battery, easily causing it to overheat, bulge, or even burn out the BMS protection board due to overvoltage charging, posing a serious safety risk.

[0005] Therefore, based on the prior art, this application aims to overcome the energy waste caused by battery discharge, while avoiding the problem of battery overcharging and damage caused by the direct reverse flow of motor regeneration voltage into the battery, so as to achieve safe and efficient energy recovery. Utility Model Content

[0006] The main purpose of this utility model is to provide a battery power system protection device and an electric vehicle, which aims to overcome the energy waste problem caused by the simple battery discharge scheme, while avoiding the problem of battery overcharging and damage caused by the motor regeneration voltage directly flowing back into the battery, so as to achieve safe and efficient energy recovery.

[0007] To achieve the above objectives, this utility model proposes a battery power system protection device, comprising: Battery; Main control module; A switch module, which is electrically connected to the main control module, and further comprising a first terminal, a second terminal, and a third terminal, wherein the third terminal of the switch module is electrically connected to the battery; An energy recovery module is electrically connected to the first terminal of the switch module, and the energy recovery module is also electrically connected to the battery; A drive module is electrically connected to the second end of the switch module, and the drive module is also electrically connected to the main control module. The drive module is used to drive the motor to run. The main control module is used to output a charging signal to turn on the first and second terminals of the switch module, so that the drive module can input electrical energy to the battery through the energy recovery module; or the main control module is used to output a drive signal to turn on the second and third terminals of the switch module, so that the battery can supply power to the drive module.

[0008] Furthermore, the switching module is a relay.

[0009] Furthermore, the relay has a common terminal, a normally closed contact, and a normally open contact; the second terminal of the switch module is the common terminal, the first terminal of the switch module is the normally closed contact, and the third terminal of the switch module is the normally open contact.

[0010] Furthermore, the main control module controls the relay to engage when the battery supplies power to the drive module; and controls the relay to disengage when the drive module inputs electrical energy to the energy recovery module.

[0011] Furthermore, the energy recovery module includes: A charging circuit is electrically connected between the first terminal of the switching module and the battery; The pressure relief circuit is electrically connected between the first terminal of the switching module and ground.

[0012] Furthermore, the charging circuit includes at least one charging switch, which is connected in series between the first terminal of the switching module and the battery, and is used to control the charging of the battery by the drive module.

[0013] Furthermore, the charging circuit also includes an activation switch; The first control terminal of the charging switch is electrically connected to the first terminal of the switch module, the second control terminal of the charging switch is electrically connected to the battery, and the drive terminal of the charging switch is electrically connected to the excitation switch.

[0014] Furthermore, the pressure relief circuit includes a discharge load and a discharge switch; The first end of the discharge load is electrically connected to the first end of the switch module, and the second end of the discharge load is electrically connected to the discharge switch. The end of the discharge switch furthest from the discharge load is grounded; The discharge switch is used to control the on / off state of the discharge load.

[0015] Furthermore, the pressure relief circuit also includes: A first comparator, the output of which is electrically connected to the driving terminal of the charging switch and the driving terminal of the bleeder switch, and its input terminal is electrically connected to the first terminal of the switch module, for detecting the voltage at the first terminal of the switch module; The second comparator has its output terminal electrically connected to the drive terminal of the charging switch and the drive terminal of the discharge switch, and its input terminal electrically connected to the battery, for detecting the voltage of the battery. When at least one of the first comparator or the second comparator detects an overvoltage, the pressure relief circuit is activated and the charging circuit is shut down.

[0016] This application also discloses an electric vehicle including the aforementioned battery power system protection device.

[0017] The above technical solution has the following advantages: This application employs a switch module with three terminals (first, second, and third), which is switched by the main control module as needed. When drive is required, the switch module connects the battery to the drive module for normal power supply. During coasting power generation, the switch module disconnects the drive module from the battery and connects it to the energy recovery module. This avoids the direct backflow of regenerated energy from the motor into the battery when it is fully charged, providing a controllable path for regenerated energy and effectively preventing battery overcharging, overheating, and damage, thus improving system safety.

[0018] The energy recovery module includes a charging circuit and a pressure relief circuit. When the battery is not fully charged, regenerated energy can be recovered to the battery through the charging circuit, increasing the vehicle's driving range. When the battery is fully charged or the regenerated voltage exceeds the battery's rated safe voltage, the regenerated energy can be safely released through the pressure relief circuit. This achieves both efficient energy utilization and ensures voltage stability and safety under different conditions. By setting a comparator to automatically detect the battery voltage and regenerated voltage, closed-loop automatic control of charging and discharging is achieved, improving the timeliness and reliability of protection. Attached Figure Description

[0019] The present invention will now be described in detail with reference to specific embodiments and accompanying drawings, wherein: Figure 1 This is a module connection diagram of the present invention; Figure 2 This is a schematic diagram of the module connection of this utility model; Figure 3 This is a schematic diagram of the switch module of this utility model; Figure 4 This is a schematic diagram of the charging circuit of the energy recovery module of this utility model; Figure 5 This is a schematic diagram of the pressure relief circuit and discharge load R3 of the energy recovery module of this utility model.

[0020] In the diagram: 100, main control module; 200, power management module; 300, battery; 400, energy recovery module; 401, charging circuit; 402, pressure relief circuit; 500, drive module; 600, motor; 700, switch module. Detailed Implementation

[0021] To make the objectives, technical solutions, and advantages of this utility model clearer, the present utility model will be described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the following specific embodiments are only used to explain this utility model and do not constitute a limitation on this utility model.

[0022] like Figure 1 and Figure 2 As shown, a battery power system protection device includes a battery 300, a main control module 100, a switch module 700, an energy recovery module 400, and a drive module 500. The switch module 700 is electrically connected to the main control module 100 and also has a first terminal, a second terminal, and a third terminal. The third terminal of the switch module 700 is electrically connected to the battery 300. The energy recovery module 400 is electrically connected to the first terminal of the switch module 700 and is also electrically connected to the battery 300. The drive module 500 is electrically connected to... The second terminal of the switch module 700 and the drive module 500 are also electrically connected to the main control module 100. The drive module 500 is used to drive the motor 600 to operate. The main control module 100 is used to output a charging signal to turn on the first and second terminals of the switch module 700, so that the drive module 500 inputs electrical energy to the battery 300 through the energy recovery module 400; or the main control module 100 is used to output a drive signal to turn on the second and third terminals of the switch module 700, so that the battery 300 supplies power to the drive module 500.

[0023] like Figure 2 As shown, Figure 2 The overall functional block diagram of this embodiment is shown. The device includes a battery 300, a main control module 100, a switch module 700, an energy recovery module 400, and a drive module 500.

[0024] Battery 300 is a power source for electric vehicles, such as lithium-ion battery packs, lithium iron phosphate battery packs, or other types of rechargeable batteries.

[0025] The main control module 100 is the vehicle's central controller, such as when integrated into the vehicle control unit (VCU) or battery management system (BMS). Its core function is to monitor vehicle status, such as driver acceleration signals, braking signals, or vehicle coasting status, where coasting status is identified by the disappearance of the acceleration signal. Based on various status signals, the main control module 100 sends control commands to the switch module 700 and the drive module 500.

[0026] The drive module 500 is electrically connected to the main control module 100 to receive control commands, such as PWM signals sent by the main control module 100, enabling the drive module 500 to drive the motor 600. The operation of the motor 600 achieves vehicle acceleration and movement. In coasting conditions, the motor 600 is dragged in the reverse direction. At this time, the DC bus of the drive module 500 carries the back electromotive force generated by the motor 600, thereby generating regenerative electrical energy.

[0027] The switch module 700 is electrically connected to the main control module 100. The switch module 700 receives charging and driving signals from the main control module 100 and switches the connection between the drive module 500 and the energy recovery module 400 or the battery 300. Figure 2 As shown, the switch module 700 has three ports, labeled as the first port (e.g., ...). Figure 3 PWR_MOTOR), the second end (such as PWR_MOTOR), and the second end (such as PWR_MOTOR). Figure 3 (motor) and third end (such as Figure 3 The third terminal of the BATT is electrically connected to the battery 300, and the second terminal is connected to the DC bus terminal of the drive module 500.

[0028] like Figure 2 As shown, the energy recovery module 400 is electrically connected to the first terminal of the switch module 700, and its output terminal is also electrically connected to the battery 300. The energy recovery module 400 is used to process the regenerated electrical energy input from the first terminal (PWR_MOTOR), and its internal components may include a charging circuit 401 for recovering electrical energy and / or a pressure relief circuit 402 for consuming electrical energy. The specific charging circuit 401 and pressure relief circuit 402 will be described step by step in subsequent embodiments.

[0029] like Figure 1 and Figure 2 As shown, in actual use, the main control module 100 executes two switching modes according to the vehicle's operating conditions: Mode 1: When the main control module 100 detects an acceleration signal or requires the motor 600 to actively output power, its control switch module 700 turns on the second and third terminals. At this time, the current path flows from the battery 300 and the switch module 700 to the drive module 500, so that the battery 300 continuously supplies power to the drive module 500, thereby driving the motor 600 to operate through the drive module 500.

[0030] Mode 2: When the main control module 100 detects that no acceleration signal is needed, and the vehicle is coasting downhill without active drive or braking (i.e., during coasting), the motor 600 transforms into a generator. At this time, the main control module 100 controls the switch module 700 to connect the first terminal (PWR_MOTOR) and the second terminal (MOTOR), while simultaneously disconnecting the third terminal (BATT) from the second terminal (MOTOR). The current path is such that the electrical energy from the drive module 500 flows sequentially through the switch module 700, the energy recovery module 400, and the battery 300, thereby safely charging the battery 300.

[0031] In both of the above modes, the regenerated electrical energy is guided to the energy recovery module 400 for processing, instead of being directly fed back to the battery 300 at the third end. This isolates the direct connection between the battery 300 and the regenerated electrical energy, thus solving the risk of passive overcharging when the battery 300 is fully charged.

[0032] Based on the above embodiment, the switch module 700 is a relay; the relay has a common terminal, a normally closed contact, and a normally open contact; the second terminal of the switch module 700 is the common terminal, the first terminal of the switch module 700 is a normally closed contact, and the third terminal of the switch module 700 is a normally open contact. When the main control module 100 sends a charging signal to the switch module 700, and the battery 300 supplies power to the drive module 500, it is used to control the relay to engage; and when the main control module 100 sends a drive signal, the drive module 500 inputs electrical energy to the energy recovery module 400, which is used to control the relay to disengage.

[0033] like Figure 2 and Figure 3 As shown, Figure 3 This paper details one specific implementation of the switch module 700. Of course, this application can employ not only this implementation but also various other driving methods, such as power switching devices. In this embodiment, the switch module 700 is specifically a single-pole double-throw relay LS1.

[0034] The relay LS1 has one common terminal, one normally closed contact, and one normally open contact. The second terminal of the switch module 700 is the common terminal of the relay LS1. The first terminal of the switch module 700 is the normally closed contact of the relay LS1. The third terminal of the switch module 700 is the normally open contact of the relay LS1.

[0035] The coil of relay LS1 is controlled by the main control module 100 via the MOTOR_CTRL signal. The main control module 100 sends a charging signal or a drive signal through the MOTOR_CTRL pin. The charging signal and the drive signal represent high and low levels, respectively. Their specific level states can be selected according to the connection method of relay LS1 and the peripheral circuit, such as high level for activation and low level for deactivation. The level type of the charging signal and the drive signal is not limited here. Figure 3 As shown, the MOTOR_CTRL signal controls the coil through a driver circuit. This driver circuit includes a current-limiting resistor R1, a pull-down resistor R2, and a switching transistor Q1. The switching transistor Q1 can be an NPN transistor, and the diode D1 is a freewheeling diode used to protect Q1 from the impact of the coil's reverse electromotive force when Q1 is turned off.

[0036] When the main control module 100 detects the acceleration signal, it outputs a high-level MOTOR_CTRL signal. This high-level MOTOR_CTRL signal biases and turns on the base of transistor Q1, energizing the coil of relay LS1 and causing its internal coil to engage, thus connecting the common terminal with the normally open contact. At this time, the BATT pin and the MOTOR pin are connected, and battery 300 supplies power to drive module 500.

[0037] When the main control module 100 detects the disappearance of the acceleration signal, indicating that the vehicle is in a coasting state, the main control module 100 outputs a low-level MOTOR_CTRL signal. Transistor Q1 is cut off, and the coil of relay LS1 is de-energized and disconnects. The relay resets, and its common terminal connects to the normally closed contact. At this time, the MOTOR pin connects to the PWR_MOTOR pin, and the regenerative energy from the drive module 500 is guided to the energy recovery module 400.

[0038] In this embodiment, the normally closed contacts of a relay are used to connect the energy recovery module 400. Even if the main control module 100 or the relay control circuit fails, causing the relay to fail to engage, the system will still default to having the MOTOR pin and PWR_MOTOR pin connected. This ensures that under any circumstances, regenerated energy will not flow back into the battery 300 without processing, maximizing the safety of the battery 300.

[0039] like Figure 4 and Figure 5 As shown, in this embodiment, based on the above scheme, the energy recovery module 400 includes a charging circuit 401 and a pressure relief circuit 402. The charging circuit 401 is electrically connected between the first terminal of the switch module 700 and the battery 300; the pressure relief circuit 402 is electrically connected between the first terminal of the switch module 700 and ground.

[0040] like Figure 4 and Figure 5As shown, the charging circuit 401 and the pressure relief circuit 402 together constitute the internal circuit of the energy recovery module 400. The input terminal of the charging circuit 401 is the PWR_MOTOR pin, which is connected to the first terminal of the switch module 700. The output terminal of the charging circuit 401 is the BATT pin, which is used to connect the battery 300.

[0041] Specifically, such as Figure 4 As shown, the charging circuit 401 is electrically connected between the first terminal of the switch module 700 and the battery 300. Its function is to charge the battery 300 with the regenerative energy of the drive module 500 when the battery 300 is not fully charged, while the voltage provided by the drive module 500 is at the rated safe voltage of the battery 300, thereby realizing energy recovery and increasing the driving range.

[0042] Specifically, such as Figure 5 As shown, the pressure relief circuit 402 is electrically connected between the first terminal of the switching module 700 and ground. Its function is to dissipate the regenerated energy through the pressure relief load when the battery 300 is fully charged or the regenerated voltage is too high, thus providing pressure relief and protection. The pressure relief load is as follows: Figure 5 The resistor R3 is shown in the figure.

[0043] like Figure 4 As shown, this embodiment provides a specific implementation of the charging circuit 401. The charging circuit 401 includes at least one charging switch, which is connected in series between the first terminal of the switch module 700 and the battery 300, and is used to control the charging of the battery 300 by the drive module 500.

[0044] The charging switch can be composed of two MOSFETs, Q6 and Q7, connected in series. The source (S) of Q6 and Q7 are connected together, and the drain of Q6 is connected to the PWR_MOTOR pin. The drain of Q7 is connected to the BATT pin through a current-limiting resistor R136. This MOSFET connection between Q6 and Q7 achieves bidirectional current blocking, preventing the BATT current from flowing back to the PWR_MOTOR when not charging, thus avoiding current reverse flow.

[0045] like Figure 4 As shown, the charging circuit 401 also includes an activation switch; the first control terminal of the charging switch is electrically connected to the first terminal of the switch module 700, the second control terminal of the charging switch is electrically connected to the battery 300, and the drive terminal of the charging switch is electrically connected to the activation switch.

[0046] The gate of the charging switch is the driving terminal. The activation of the switch can be implemented by a power switching device. In this application, it is preferred to use a transistor Q9 for driving. The transistor Q9 is an NPN type. The collector of Q9 is connected to the gates of Q6 and Q7, which is the driving terminal of the charging switch in this application. Its emitter is grounded. The base of Q9 is connected to the PWR_MOTOR pin through resistors R30, R27 and R24. At the same time, one end of resistor R31 is connected between resistor R30 and the base of transistor Q9, and the other end of resistor R31 is grounded, so that resistor R31 can divide the voltage from the PWR_MOTOR pin.

[0047] The specific current flow is as follows: The on / off state of the trigger switch Q9 determines the on / off state of charging, i.e., Q6 and Q7. When the PWR_MOTOR pin outputs a high level, the base of Q9 receives a high level and is turned on. Q9 pulls the gate voltages of Q6 and Q7 low to ground, making Vgs of Q6 and Q7 negative. Q6 and Q7 are turned on, and the PWR_MOTOR pin can charge the battery 300's BATT pin through Q6 and Q7. At this time, the charging circuit 401 is turned on. When Q9 is turned off, the gate voltages of Q6 and Q7 are pulled up by R28, Vgs is close to 0V, Q6 and Q7 are turned off, and the charging circuit 401 is turned off.

[0048] In this embodiment, the base of the excitation switch Q9 is controlled by the driving circuit of the PWR_MOTOR signal, CHG_CTRL signal and DIS CTRL signal. The specific implementation process can be seen in the following embodiment.

[0049] In another simplified embodiment, the charging switch may also consist of a single MOSFET, such as the PMOS of Q7, with its source connected to PWR_MOTOR and its drain connected to BATT, and its gate controlled by the excitation switch Q9.

[0050] like Figure 5 As shown, the pressure relief circuit 402 includes a discharge load and a discharge switch; the first end of the discharge load is electrically connected to the first end of the switch module 700, and the second end of the discharge load is electrically connected to the discharge switch; the end of the discharge switch away from the discharge load is grounded; the discharge switch is used to control the on / off state of the discharge load.

[0051] In one embodiment, the current flow of the above connection method is, in sequence, PWR_MOTOR pin, discharge load R3, discharge switch, and ground. In another preferred embodiment, the connection order can be different, and the positional relationship between discharge load R3 and switch module 700 can be interchanged; that is, the current flow is, in sequence, PWR_MOTOR pin, discharge switch, discharge load R3, and ground. These two series connection methods are functionally equivalent, both used to realize the discharge switch control of the switching module 700 and the discharge load to switch on and off.

[0052] As a further embodiment of this application, the pressure relief circuit 402 further includes a first comparator and a second comparator. The output terminal of the first comparator is electrically connected to the driving terminal of the charging switch and the driving terminal of the discharge switch, and the output terminal of the second comparator is electrically connected to the driving terminal of the charging switch and the driving terminal of the discharge switch. When at least one of the first comparator or the second comparator detects an overvoltage, the pressure relief circuit 402 is activated and the charging circuit 401 is turned off.

[0053] The discharge load R3 is a high-power dissipation resistor, and the discharge switch is Q3, preferably an NMOS power transistor.

[0054] The gate of the discharge switch Q3 and the gate of the charging switches (Q6 and Q7 mentioned above) are the driving terminals as understood by those skilled in the art.

[0055] The first comparator U1A can be an LMG393. The inverting input of the first comparator U1A is connected to the reference voltage Vref of this application; the non-inverting input of the first comparator U1A is connected to the MOTOR pin or the PWR_MOTOR pin. The first comparator U1A is used to detect whether the voltage of the PWR_MOTOR pin or the MOTOR pin exceeds a first safety threshold, which is determined by Vref, R9, and R22.

[0056] The second comparator, U1B, can be an LMG393. The non-inverting input of U1B is electrically connected to the BATT pin of battery 300 via voltage divider resistors R13 and R19. The inverting input of U1B is connected to the reference voltage Vref. The second comparator U1B is used to detect whether the battery voltage at the BATT pin exceeds the second safety threshold, which is the full charge threshold, determined by Vref and resistors R13 and R19.

[0057] In a preferred embodiment, to prevent comparators U1A and U1B from frequently switching near the voltage threshold, a hysteresis circuit can be provided for the comparators. For example, a positive feedback resistor (not shown) can be connected between the output terminal and the non-inverting input terminal of U1A. Similarly, a positive feedback resistor (not shown) can be connected between the output terminal and the non-inverting input terminal of U1B.

[0058] The specific current flow is as follows: The output of the first comparator U1A generates the DIS_CTRL signal. The DIS_CTRL signal controls the base of transistor Q4 through R16; the output of the second comparator U1B generates the CHG_CTRL signal, which controls the base of transistor Q5 through R18. The collectors of Q4 and Q5 are electrically connected to the gate of Q2 through resistors R10 and R11, respectively. Q2 and Q3 together form a discharge switch. Preferably, both Q2 and Q3 are MOSFETs. When the gate of Q2 is at a high level, the source of Q2 is connected to the 12V voltage, and the drain of Q2 is electrically connected to the gate of Q3. When Q2 is on, it pulls up the gate of Q3, thereby turning on the discharge switch. The drive module 500 discharges and releases voltage through the discharge load R3. At the same time, the CHG_CTRL and DIS_CTRL signals are also electrically connected to the drive terminal of the charging switch, i.e., the activation switch Q9 of the charging circuit 401 mentioned above.

[0059] Working principle: When the regenerative voltage (PWR_MOTOR) is normal and the battery voltage (BATT) is not full, both U1A and U1B output a specific low level. At this time, Q4, Q5, and Q3 of the pressure relief circuit 402 are cut off, the PWR_MOTOR pin causes the excitation switch Q9 to turn on, which in turn turns on Q6 and Q7. The charging circuit 401 is turned on, and the regenerative energy of the drive module 500 is recovered into the battery 300.

[0060] When the first comparator U1A detects PWR_MOTOR overvoltage, MOTOR operating overvoltage, or the second comparator U1B detects BATT overvoltage, i.e. at least one overvoltage is detected, the output level of comparator U1A or U1B becomes high, the DIS_CTRL signal or CHG_CTRL signal causes Q4 or Q5 to conduct, which in turn causes the discharge switch Q3 to conduct through Q2, starting the pressure relief circuit 402, and the discharge load R3 begins to consume energy.

[0061] The specific circuit diagram is as follows Figure 4 As shown, the CHG_CTRL signal or the DIS_CTRL signal will turn off the excitation switch Q9 through Q8 or Q10. After Q9 is turned off, Q6 and Q7 are cut off, realizing the protection function of starting the pressure relief circuit 402 and turning off the charging circuit 401 under overvoltage. Whether the regeneration voltage is too high or the battery 300 is full, the excess energy will be safely discharged instead of continuing to charge, thereby protecting the battery 300 and the main control module 100.

[0062] like Figure 1As shown, in addition to the above-mentioned scheme, the battery 300 of this application is also independently equipped with a power management module 200. The power management module 200 is electrically connected to the battery 300 and also electrically connected to the main control module 100. The battery 300 transmits data to the main control module 100 through the power management module 200. The power management module 200 can adopt the existing battery management system (BMS), which mainly monitors the different states of the battery 300 and uploads the state of the battery 300 to the main control module 100. The main control module 100 obtains the status of the battery 300 in real time to execute different protection measures, which will not be described in detail here.

[0063] The main control module 100 can use different processor MCUs, such as the STM32 series microcontrollers, etc., without specific limitations here. The drive module 500 serves as the power supply circuit for the motor 600. The drive module 500 is electrically connected to the main control module 100 to receive control commands. Its main function is to acquire DC power and invert it into multi-phase AC power required to drive the motor 600, thereby controlling the speed and torque of the motor 600. To achieve this function, the drive module 500 typically includes power devices such as capacitors, IGBTs, or MOSFETs. This part is also existing technology and will not be described again here.

[0064] This application also discloses an electric vehicle including the aforementioned battery power system protection device.

[0065] This embodiment can be used in various application scenarios, such as electric bicycles, electric motorcycles, electric tricycles, or electric scooters. The power system of the electric vehicle includes the aforementioned battery power system protection device. This protection device can be integrated into the vehicle's power management module 200 or into the drive module 500. This device is used to intelligently manage the regenerative energy of the vehicle under coasting and regenerative braking conditions, effectively preventing overvoltage damage to the battery 300 and the main control module 100 while recovering energy.

[0066] The above description is only a preferred embodiment of the present utility model and does not limit the patent scope of the present utility model. All equivalent structural transformations made under the inventive concept of the present utility model using the contents of the present utility model specification and drawings, or direct / indirect applications in other related technical fields, are included within the patent protection scope of the present utility model.

Claims

1. A battery power system protection device, characterized in that, include: Battery; Main control module; A switch module, which is electrically connected to the main control module, and further comprising a first terminal, a second terminal, and a third terminal, wherein the third terminal of the switch module is electrically connected to the battery; An energy recovery module is electrically connected to the first terminal of the switch module, and the energy recovery module is also electrically connected to the battery; A drive module is electrically connected to the second end of the switch module, and the drive module is also electrically connected to the main control module. The drive module is used to drive the motor to run. The main control module is used to output a charging signal to turn on the first and second terminals of the switch module, so that the drive module can input electrical energy to the battery through the energy recovery module. Alternatively, the main control module may output a drive signal to turn on the second and third terminals of the switch module, thereby enabling the battery to power the drive module.

2. The battery power system protection device as described in claim 1, characterized in that, The switching module is a relay.

3. The battery power system protection device as described in claim 2, characterized in that, The relay has a common terminal, a normally closed contact, and a normally open contact; the second terminal of the switch module is the common terminal, the first terminal of the switch module is the normally closed contact, and the third terminal of the switch module is the normally open contact.

4. The battery power system protection device as described in claim 3, characterized in that, The main control module controls the relay to engage when the battery supplies power to the drive module, and controls the relay to disengage when the drive module inputs electrical energy to the energy recovery module.

5. The battery power system protection device as described in claim 1, characterized in that, The energy recovery module includes: A charging circuit is electrically connected between the first terminal of the switching module and the battery; The pressure relief circuit is electrically connected between the first terminal of the switching module and ground.

6. The battery power system protection device as described in claim 5, characterized in that, The charging circuit includes at least one charging switch, which is connected in series between the first terminal of the switching module and the battery, and is used to control the charging of the battery by the drive module.

7. The battery power system protection device as described in claim 6, characterized in that, The charging circuit also includes an activation switch; The first control terminal of the charging switch is electrically connected to the first terminal of the switch module, the second control terminal of the charging switch is electrically connected to the battery, and the drive terminal of the charging switch is electrically connected to the excitation switch.

8. The battery power system protection device as described in claim 6, characterized in that, The pressure relief circuit includes a discharge load and a discharge switch; The first end of the discharge load is electrically connected to the first end of the switch module, and the second end of the discharge load is electrically connected to the discharge switch. The end of the discharge switch furthest from the discharge load is grounded; The discharge switch is used to control the on / off state of the discharge load.

9. The battery power system protection device as described in claim 8, characterized in that, The pressure relief circuit also includes: A first comparator, the output of which is electrically connected to the driving terminal of the charging switch and the driving terminal of the bleeder switch, and its input terminal is electrically connected to the first terminal of the switch module, for detecting the voltage at the first terminal of the switch module; The second comparator has its output terminal electrically connected to the drive terminal of the charging switch and the drive terminal of the discharge switch, and its input terminal electrically connected to the battery, for detecting the voltage of the battery. When at least one of the first comparator or the second comparator detects an overvoltage, the pressure relief circuit is activated and the charging circuit is shut down.

10. An electric vehicle, characterized in that, Includes the battery power system protection device as described in any one of claims 1 to 9.

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