CN108482166B - Control system for improving endurance mileage of new energy automobile - Google Patents
Control system for improving endurance mileage of new energy automobile Download PDFInfo
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- CN108482166B CN108482166B CN201810384204.8A CN201810384204A CN108482166B CN 108482166 B CN108482166 B CN 108482166B CN 201810384204 A CN201810384204 A CN 201810384204A CN 108482166 B CN108482166 B CN 108482166B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
- B60L58/22—Balancing the charge of battery modules
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/10—Dynamic electric regenerative braking
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
- H01M10/4207—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells for several batteries or cells simultaneously or sequentially
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
- H01M10/425—Structural combination with electronic components, e.g. electronic circuits integrated to the outside of the casing
- H01M2010/4271—Battery management systems including electronic circuits, e.g. control of current or voltage to keep battery in healthy state, cell balancing
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
- Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02E60/10—Energy storage using batteries
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
Abstract
The invention discloses a control system for improving the endurance mileage of a new energy automobile, wherein a battery array comprises a plurality of battery packs connected in series, each battery pack consists of two working batteries connected in parallel, a short-circuit switch is arranged between each battery pack, two ends of each battery array are respectively connected to two ends of an automobile charging interface, and any one path of working batteries connected in series in each battery array is connected in series end to form a discharging loop; the output end of the motor driver is connected with a stator of an automobile driving motor, the motor driver is connected in a discharge loop, a rotor shaft of the driving motor is selectively connected with a generator rotor shaft, and the stator of the generator is connected with the two ends of a charging interface through an inverter circuit; the first end of the direct current converter is selectively connected to the two ends of each battery pack, the second end of the direct current converter is connected with the primary side of a transformer, and the secondary side of the transformer is selectively connected with the two ends of each battery pack; the invention solves the technical problem of insufficient endurance mileage of the automobile.
Description
Technical Field
The invention relates to the technical field of new energy automobiles, in particular to a control system for improving the endurance mileage of a new energy automobile.
Background
The new energy automobile uses the power battery pack to drive the motor to run, and in the prior art, the lithium ion battery is usually used as a main power supply of the new energy automobile, mainly because the lithium ion battery has the advantages of small volume, high energy density, no memory effect, long cycle life, low self-discharge rate and the like.
The motor has larger power consumption, especially the energy consumption in the starting and accelerating stages, the voltage of the self-contained storage battery of the automobile is lower, the capacity of most batteries of the electric automobile is limited, the driving mileage of the electric automobile is greatly reduced, the electric automobile belongs to a short-distance travel tool, the riding time is shorter, and the frequent starting, stopping, accelerating and decelerating operation of the motor further increases the power consumption of the motor and reduces the driving mileage of the automobile.
On the other hand, when the lithium ion battery is charged and discharged, the single batteries are inconsistent, so that the charging and discharging are finished early, the effective charging capacity of the battery pack is reduced, and the endurance mileage of the automobile is further reduced.
Because the number of the battery packs that can be borne by the automobile is limited, in order to improve the endurance mileage of the automobile to the maximum extent, the charging and discharging of the battery packs need to be optimized, and particularly, the charging and discharging process of the battery packs can be optimized by taking charging and discharging balance measures.
Disclosure of Invention
An object of the present invention is to solve at least the above problems and to provide at least the advantages described later.
The invention aims to provide a control system for improving the endurance mileage of a new energy automobile, which optimizes the charging and discharging process of a battery pack so as to improve the charging and discharging efficiency of the battery pack, effectively recovers the braking energy of the automobile and solves the technical problem of insufficient endurance mileage of the automobile.
To achieve these objects and other advantages in accordance with the present invention, there is provided a control system for improving a mileage of a new energy vehicle, including:
the battery pack comprises two battery arrays which are selectively connected, each battery array comprises a plurality of battery packs which are connected in series, each battery pack comprises two working batteries which are connected in parallel, a short-circuit switch is arranged between each battery pack, each two battery packs can be selectively connected in parallel, two ends of each battery array are respectively connected to two ends of an automobile charging interface, and any one of the working batteries which are connected in series in each battery array is connected in series end to form a discharging loop so as to form two independent discharging loops;
the output end of the motor driver is connected with a stator of an automobile driving motor, the motor driver is connected in the discharge loop, a rotor shaft of the driving motor is selectively connected with a rotor shaft of a generator, and the stator of the generator is connected with the two ends of the charging interface through an inverter circuit;
the primary side or the secondary side of the transformer is selectively connected to the two ends of each battery pack;
a first redundant battery selectively connected in series in the discharge circuit; and
second redundant cells selectively connected to both ends of each of the battery packs;
wherein the capacities of the first and second redundant batteries coincide with the capacity of the operating battery.
Preferably, the battery pack comprises a first working battery and a second working battery, the anodes of the first working battery and the second working battery are arranged oppositely, the anodes of the first working battery and the second working battery are connected through a first switch and a second switch which are connected in series, the cathodes of the first working battery and the second working battery are connected in common, and a first contact is arranged between the first switch and the second switch;
the negative pole of each battery pack is connected with the first contact of the next adjacent battery pack, the short-circuit switch is connected between the first contact and the negative pole of the battery pack in the same battery pack, and the first contact of each battery pack is connected with the negative pole of the last adjacent battery pack.
Preferably, the positive pole of the first battery array is connected to the positive pole of the motor driver through a third switch, the second battery array is connected to the positive pole of the motor driver through a fourth switch, the negative pole of the first battery array is connected to the negative pole of the motor driver through a twelfth switch, and the negative pole of the second battery array is connected to the negative pole of the motor driver through a thirteenth switch.
Preferably, a fifth switch is arranged on the positive electrode of the motor driver, the charging interface is connected to the positive electrode of the fifth switch and the negative electrode of the motor driver, the charging interface is connected with the charging circuit through a first switch group, and a direct current voltage stabilizing circuit is arranged between the fifth switch and the motor driver.
Preferably, each battery pack in the first battery array and the second battery array corresponds to each other one by one to form a plurality of pairs of battery packs, the anodes of the two battery packs in each pair of battery packs are connected through a sixth switch and a seventh switch which are arranged in series, and a second contact is arranged between the sixth switch and the seventh switch;
the negative poles of two battery packs in the pair of battery packs are connected through an eighth switch and a ninth switch which are arranged in series, and a third contact is arranged between the eighth switch and the ninth switch.
Preferably, the primary side of the transformer is connected with the second end of a direct current converter, and the first end of the direct current converter is selectively connected with the two ends of each battery pack;
the first end of the direct current converter is provided with a second switch group, the anode of the second switch group is connected with each second contact through a first lead, and the cathode of the second switch group is connected with each third contact through a second lead.
Preferably, the positive electrode of the first redundant battery is connected to the first lead, the negative electrode of the first redundant battery is connected to a first end of a tenth switch, a second end of the tenth switch is connected to the second lead through a fourteenth switch, and a second end of the tenth switch is connected to the positive electrode of the first battery array through a fifteenth switch;
and the cathode of the second redundant battery is connected with the second lead, and the anode of the second redundant battery is connected with the first lead through a sixteenth switch.
Preferably, the positive electrode of the second switch group is connected to the first end of the secondary side of the transformer through a third wire, the negative electrode of the second switch group is connected to the second end of the secondary side of the transformer through a fourth wire, and the first end of the secondary side and the negative electrode of the primary side are dotted terminals.
Preferably, a third switch group is arranged on the third conducting wire and the fourth conducting wire, and an eleventh switch is arranged between the third conducting wire and the fourth conducting wire on the line between the second switch group and the third switch group.
Preferably, a fourth switch group is arranged between the output end of the inverter circuit and the charging interface, a booster circuit is connected in parallel at two ends of the fourth switch group, the input end of the inverter circuit is connected with the stator of the generator, the stator of the generator is connected with the input end of the inverter circuit through an alternating current voltage stabilizing circuit, the rotor shaft of the generator is connected with the first end of the rotor shaft of the driving motor through a clutch, and the second end of the rotor shaft of the driving motor is connected with a transmission system of an automobile through a gearbox.
Compared with the prior art, the invention has the following beneficial effects:
1. the voltage equalization is respectively carried out in the charging and discharging processes of the battery pack, and after the voltage equalization is carried out for multiple times, the charging and discharging consistency of each working battery is ensured, the charging and discharging efficiency and the utilization rate of the battery pack are improved, so that the endurance mileage of an automobile is improved;
2. the braking energy of the automobile is effectively recovered, the energy consumption for restarting the automobile is reduced, and the driving mileage of the automobile is further improved.
Additional advantages, objects, and features of the invention will be set forth in part in the description which follows and in part will become apparent to those having ordinary skill in the art upon examination of the following or may be learned from practice of the invention.
Drawings
FIG. 1 is a schematic view of the overall structure of the present invention;
FIG. 2 is a schematic diagram of a first discharge circuit;
FIG. 3 is a schematic diagram of a second discharge circuit;
FIG. 4 is a schematic diagram of a first redundant battery access circuit in one embodiment;
fig. 5 is a schematic view showing a connection relationship between the driving motor and the generator.
Detailed Description
The present invention is described in further detail below with reference to the attached drawings so that those skilled in the art can implement the invention by referring to the description.
As shown in fig. 1 to 5, the present invention provides a control system for increasing the endurance mileage of a new energy vehicle, including:
the battery pack is composed of a plurality of selectively connected battery arrays, and it can be understood that the number of the battery arrays is set according to the requirement. Every two working batteries are respectively connected in parallel through a switch to form a battery pack, the battery packs are connected in series to form a battery array, two ends of each battery array are respectively connected to two ends of a charging interface of the automobile, and when the automobile is charged, the two battery arrays can be charged simultaneously, so that the charging efficiency is improved. Any one of the working batteries in the battery arrays is connected in series end to form a discharge loop, so that two independent discharge loops are formed, and the two independent discharge loops supply power to the driving motor in turn.
Specifically, every group battery includes first working battery and second working battery, first working battery and second working battery's positive pole sets up relatively, connect through series connection's first switch and second switch between first working battery and the second working battery's the positive pole, first working battery and second working battery's negative pole connect altogether, are provided with first contact between first switch and the second switch.
In this embodiment, the first working battery E1,1And a second working battery E1,2Forming a first battery pack in a first battery array, a first operating battery E1,1And a second working battery E1,2A first switch S is connected in series between the positive poles1,1And a second switch S1,2And so on, as shown in fig. 1, the second battery pack in the first battery array is composed of the first working battery E2,1A second working battery E2,2And a first switch S connected in series between the two2,1And a second switch S2,2The nth battery pack in the first battery array is composed of a first working battery En,1A second working battery En,2And a first switch S connected in series between the twon,1And a second switch Sn,2And (4) forming.
Similarly, the first working battery E1,3And a second working battery E1,4Forming a first battery pack in a second battery array, a first working battery E1,3And a second working battery E1,4A first switch S is connected in series between the positive poles1,5And a second switch S1,6And so on, as shown in fig. 1, the second battery pack in the second battery array is composed of the first working battery E2,3A second working battery E2,4And a first switch S connected in series between the two2,5And a second switch S2,6The nth battery pack in the second battery array is composed of a first working battery En,3A second working battery En,4And a first switch S connected in series between the twon,5And a second switch Sn,6And (4) forming.
The negative pole of each battery pack is connected with the first contact of the next adjacent battery pack, the short-circuit switch Sk is connected between the first contact and the negative pole of the battery pack in the same battery pack, the short-circuit switch Sk is in a normally open state, the first contact of each battery pack is connected with the negative pole of the previous adjacent battery pack, and namely the battery array is formed by connecting n battery packs in series end to end.
The motor driver 10 is arranged on a line between the charging interfaces, the positive pole of the first battery array is connected to the positive pole of the motor driver 10 through a third switch S1, the positive pole of the second battery array is connected to the positive pole of the motor driver 10 through a fourth switch S2, the negative pole of the first battery array is connected to the negative pole of the motor driver 10 through a twelfth switch S10, and the negative pole of the second battery array is connected to the negative pole of the motor driver 10 through a thirteenth switch S11. Therefore, it can be seen that the first battery array and the second battery array are selectively connected in parallel to both ends of the charging interface through the third switch S1 and the fourth switch S2.
Specifically, the output end of the motor driver 10 is connected with a stator of an automobile driving motor 11, the motor driver 10 is connected in any one discharge loop, the motor driver 10 is supplied with power through the discharge loop, and the stator of the driving motor 11 is excited through the motor driver 10, so that the driving motor 11 rotates to control the automobile to run. Meanwhile, when the automobile is decelerated, the rotor shaft of the driving motor 11 is controlled to be connected with the rotor shaft of the generator 12 to drive the generator 12 to run and generate power, the stator of the generator 12 is connected to the two ends of the charging interface through an inverter circuit 60, and the braking energy of the automobile is fed back to the charging circuit through the generator to increase the endurance mileage of the automobile.
Meanwhile, a fifth switch S7 is arranged at the positive electrode of the motor driver 10, an external charging circuit of the automobile is connected with the charging interface through a first switch group S8, the motor driver 10 and the fifth switch S7 are arranged between the charging interfaces, the positive electrode of the fifth switch S7 and the negative electrode of the motor driver 10 are arranged, and a direct current voltage stabilizing circuit 40 is arranged between the fifth switch and the motor driver 10. When the first switch group S8 is closed, the charging circuit charges the battery pack through the charging interface, that is, charges two battery arrays simultaneously; when the first switch group S8 is turned off, the motor driver 10 is powered by the battery pack.
The number of battery packs in the first battery array is the same as that of the battery packs in the second battery array, each battery pack in the two battery arrays corresponds to one to form a plurality of pairs of battery packs, as shown in fig. 1, the first battery pack in the first battery array corresponds to the first battery pack in the second battery array to form a first pair of battery packs, and so on, the nth battery pack in the first battery array corresponds to the nth battery pack in the second battery array to form an nth pair of battery packs.
In this embodiment, the anodes of the two battery packs in each pair of battery packs are connected through a sixth switch and a seventh switch that are arranged in series, and a second contact is arranged between the sixth switch and the seventh switch. The negative poles of the two battery packs in each pair of battery packs are connected through an eighth switch and a ninth switch which are arranged in series, and a third contact is arranged between the eighth switch and the ninth switch.
As shown in fig. 1, the first pair of battery packs are connected in series by a sixth switch S1,4And a seventh switch S1,8Connected through an eighth switch S arranged in series between the cathodes of the first pair of battery packs1,3Is connected with a ninth switch S1,7The connection is carried out in the same way, and the anodes of the second pair of battery packs are connected through a sixth switch S arranged in series2,4And a seventh switch S2,8Connected, an eighth switch S is arranged between the cathodes of the second pair of battery packs through series connection2,3Is connected with a ninth switch S2,7Connected, the positive electrodes of the nth pair of battery packs are connected through a sixth switch S arranged in seriesn,4And a seventh switch Sn,8Connected through an eighth switch S arranged in series between the cathodes of the first pair of battery packsn,3Is connected with a ninth switch Sn,7And (4) connecting.
A first terminal of the dc converter 20 is selectively connected across each battery pack. Specifically, a second switch group S3 is disposed at the first end of the dc converter 20, the positive electrode of the second switch group S3 is connected to each second connection point through a first wire, and the negative electrode of the second switch group S3 is connected to each third connection point through a second wire, so that the dc converter 20 is connected to the positive and negative ends of each battery pack through the second switch group S3, when the sixth switch and the eighth switch at the position of the battery pack are closed, the battery pack at the position of the first battery array can be connected to the first end of the dc converter 20, and when the seventh switch and the ninth switch at the position of the battery pack are closed, the battery pack at the position of the second battery array can be connected to the first end of the dc converter 20.
The positive electrode of the first redundant battery Eq2 is connected to the first conducting wire, the negative electrode of the first redundant battery Eq2 is connected to the first end of a tenth switch S12, the second end of the tenth switch S12 is connected to the second conducting wire through a fourteenth switch S14, and the second end of the tenth switch S12 is connected to the positive electrode output end of the first battery array through a fifteenth switch S6, namely, between S1 and the positive electrode of the first battery array, so that the first redundant battery Eq2 is connected in series in the discharge loop.
The first redundant battery Eq2 is used for providing a standby battery for the battery pack in the charging and discharging process, and when a certain working battery in the charging and discharging circuit is abnormal, the first redundant battery Eq2 can be switched to replace the abnormal working battery, so that the sustainable operation of the battery pack is ensured, and the charging and discharging efficiency of the battery pack is improved. The redundant battery Eq can also be used for storing automobile braking energy recovered by the generator and supplementing the automobile braking energy into the discharge circuit so as to improve the cruising ability of the battery pack.
The negative electrode of the second redundant battery Eq1 is connected with the second lead, and the positive electrode of the second redundant battery Eq1 is connected with the first lead through a sixteenth switch S13, so that the second redundant battery Eq1 is selectively connected to the two ends of each battery pack, and the electric quantity balance among the battery packs is adjusted. The capacities of the first redundant battery Eq2 and the second redundant battery Eq1 are consistent with the capacity of the working battery, so that the redundant batteries can be conveniently connected into a charging and discharging circuit of a battery pack, and the stability of the charging and discharging circuit is improved.
The charging interface is selectively connected with the first redundant battery Eq2 and the second redundant battery Eq 1. In particular, the closures S2, S12, S14, S10, S1,8 、Sn,3The charging interface can be connected with the first redundant battery Eq2, and the power generation amount of the generator can be fed back to the first redundant battery Eq2 for storage.Closures S2, S13, S10, S1,8 、Sn,3The charging interface can be connected with the second redundant battery Eq1, and the power generation amount of the generator can be fed back to the second redundant battery Eq1 for storage.
The primary side of the transformer Tr is connected to the second end of the dc converter 20, the transformer Tr is a flyback transformer, and the first end of the secondary side and the negative electrode of the primary side are dotted terminals.
The secondary side of the transformer Tr is selectively connected to two ends of each battery pack, specifically, the anode of the second switch group S3 is connected to the first end of the secondary side of the transformer Tr through a third conducting wire, and the cathode of the second switch group S3 is connected to the second end of the secondary side of the transformer Tr through a fourth conducting wire. And a third switch group S5 is arranged on the third conducting wire and the fourth conducting wire.
The first end of the secondary side of the transformer Tr is connected with each second connection point through the third switch group S5 and the third lead, the second end of the secondary side of the transformer Tr is connected with each third connection point through the third switch group S5 and the fourth lead, so that the secondary side of the transformer Tr is connected with the positive and negative ends of each battery pack through the third switch group S5, when the sixth switch and the eighth switch at the position of each battery pack are closed, the battery pack at the position of the first battery array can be connected with the secondary side of the transformer Tr, and when the seventh switch and the ninth switch at the position of each battery pack are closed, the battery pack at the position of the second battery array can be connected with the secondary side of the transformer Tr, so that the transformer Tr and the battery pack connected with the secondary side of the transformer Tr exchange energy.
In the above technical solution, an eleventh switch S9 is disposed between the third conducting wire and the fourth conducting wire on the line between the second switch group S3 and the third switch group S5, and the eleventh switch S9 is used for electrically connecting the third conducting wire and the fourth conducting wire.
And a fourth switch group S4 between the output end of the inverter circuit 60 and the charging interface is used for controlling whether the generated energy of the generator is transmitted to the charging interface. And a boosting circuit 70 is connected in parallel at two ends of the fourth switch group, and when the fourth switch group S4 is closed, the boosting circuit 70 is bypassed. Specifically, the input end of the inverter circuit 60 is connected to the stator of the generator, the stator of the generator is connected to the input end of the inverter circuit 60 through an ac voltage stabilizing circuit 50, the rotor shaft of the generator is connected to the first end of the rotor shaft of the driving motor through a clutch 15, and the second end of the rotor shaft of the driving motor is connected to the transmission system 14 of the automobile through a transmission case 13, so as to drive the automobile to run.
It will be appreciated that each switch and switch group is a controllable switch, such as a semiconductor controllable switch, which is controlled by the control unit.
The following describes the charging and discharging process of the battery plate.
And (3) charging process:
when the battery pack is charged, the first switch and the second switch on each battery pack are closed, the third switch S1, the fourth switch S2, the twelfth switch S10 and the thirteenth switch S11 are closed, the fifth switch S7 is opened, so that the two battery arrays are connected to the charging interface in parallel, the first switch group S8 is closed, the two battery arrays are charged simultaneously through the charging circuit, and therefore working batteries in each battery pack are charged simultaneously, and the charging efficiency is improved.
In the charging process, two ends of two corresponding battery packs in the two battery arrays are conducted in turn. Specifically, S3, S5 and S9 remain open, and turn on the sixth switch, the seventh switch, the eighth switch and the ninth switch simultaneously between the same pair of battery packs, so that the pair of battery packs are conducted with each other. That is, the sixth switch, the seventh switch, the eighth switch and the ninth switch between the first pair of battery packs are turned on at the same time, after a certain time interval, the sixth switch, the seventh switch, the eighth switch and the ninth switch between the first pair of battery packs are turned off at the same time, the sixth switch, the seventh switch, the eighth switch and the ninth switch between the second pair of battery packs are turned on at the same time, and so on, the sixth switch, the seventh switch, the eighth switch and the ninth switch between the first pair of battery packs and the nth pair of battery packs are turned on in turn, so that the two working batteries between each battery pack can be adjusted with each other during the charging process of each battery pack, the charging balance of the two working batteries between the same battery packs is realized, and meanwhile, the two battery packs between each pair of battery packs can be adjusted with each other due to the alternate conduction between each pair of battery packs, the charging equalization of the four working batteries between the same pair of battery packs is realized, so that the charging deviation caused by different states of the working batteries in each pair of battery packs in the charging process is eliminated, the charging equalization of each working battery on each pair of battery packs is realized, and the charging maximization of each pair of battery packs is realized.
With the continuous progress of charging, the states of each working battery are different, and although the charging balance of each working battery in each pair of battery packs is realized, the charging states of each pair of battery packs are also different, so that the charging process of the battery pack is terminated early, the charging rate of the battery pack is influenced, and the cruising range of the automobile is reduced. In order to equalize the charging capacity between each pair of battery packs in the charging process, the voltages at two ends of any one working battery in each pair of battery packs are respectively detected, an average voltage value is obtained, the pair of battery packs with the voltages at the two ends of the working batteries higher than the average voltage value is taken out, when the pair of battery packs are mutually conducted, the S3 is closed, the S5 and the S9 are kept open, the primary side of the transformer Tr is connected with the second joint and the third joint between the pair of battery packs through the direct current converter 20, the first lead and the second lead, namely the pair of battery packs are connected to the primary side of the transformer Tr, and as the S5 is open, the secondary side of the transformer Tr cannot form a loop, so that part of electric energy in the pair of battery packs is stored in the transformer Tr, and then the S3 is opened.
At the same time, the pair of battery packs with the voltages at the two ends of the working battery lower than the average voltage value are taken out, when the pair of battery packs are mutually conducted, the closed S5, S3, S9 remain open, the secondary side of the transformer Tr is connected to the second and third junctions between the pair of battery packs through the S5, the third and fourth conductors, that is, the pair of battery packs is connected to the secondary side of the transformer Tr, the secondary side of the transformer Tr forms a conductive loop with the pair of battery packs, thereby charging the electric energy stored in the transformer Tr into the working cells in the pair of battery packs, realizing energy transfer, transferring part of the electric energy in the pair of battery packs in which the voltages at both ends of the working cells in the battery pack are higher than the average voltage value to the pair of battery packs in which the voltages at both ends of the working cells are lower than the average voltage value, when the pair of battery packs is disconnected, S5 is disconnected, and charge equalization between the two pairs of battery packs is achieved. By analogy, the charging capacity of each pair of battery packs is adjusted, the charging balance among each pair of battery packs is realized, and the charging efficiency and capacity of the battery pack are improved. The electric quantity is self-adjusted among the working batteries, the advantages are gained, the shortages are compensated, the voltages at two ends of each working battery are finally consistent, the charging balance is ensured, the integral charging efficiency and the utilization rate of the battery pack are improved, and the cruising mileage of the automobile is effectively improved.
After the voltage of part of the electric energy in the pair of battery packs higher than the average voltage value is boosted by the direct current converter 20, the electric energy is stored in the transformer Tr so as to improve the energy storage rate of the transformer Tr, more electric energy is stored in the transformer Tr in the pair of battery packs higher than the average voltage value, when the transformer Tr releases the energy, more electric energy is supplemented to the pair of battery packs lower than the average voltage value, the efficiency of 'hijack, poor economy and rich' is improved, and the electric energy storage quantity between each pair of battery packs is more balanced. If two pairs of battery packs with uneven heights are equalized directly through the transformer Tr without boosting through the dc converter 20, the energy transfer efficiency is low, and a good equalization effect cannot be achieved in the charging process, so that the charging rate of the battery pack cannot be further improved.
In the technical scheme, in the charging process, through closing S12 and S14, the first redundant battery Eq2 is connected with the second contact and the third contact in the pair of battery packs where the voltages of the two ends of the working battery are higher than the average voltage value, namely, the first redundant battery Eq2 is connected with the pair of battery packs through the first lead and the second lead, the first redundant battery Eq2 is charged through the pair of battery packs, and the first redundant battery Eq2 is charged at intervals along with alternate conduction of the battery packs of each pair until the first redundant battery Eq2 is fully charged.
Similarly, in the charging process, by closing S13, the second redundant battery Eq1 is connected to the second contact and the third contact in the pair of battery packs where the voltage at both ends of the working battery is higher than the average voltage value, that is, the second redundant battery Eq1 is connected to the pair of battery packs through the first lead and the second lead, the second redundant battery Eq1 is charged through the pair of battery packs, and the second redundant battery Eq1 is charged at intervals along with the alternate conduction of each pair of battery packs until the second redundant battery Eq1 is fully charged.
Another method of charging the redundant battery is to connect the redundant battery directly in series in the charging circuit, and replace one working battery in the charging circuit until the redundant battery is fully charged.
And (3) discharging:
when the battery pack discharges to control the driving motor to operate, any one of the series-connected batteries in each battery array is connected in series end to end at two ends of the motor driver 10 to form two parallel discharging loops, and after one discharging loop finishes discharging, the other discharging loop is switched to discharge.
Specifically, as shown in fig. 2 and 3, in the present embodiment, each first switch in the first battery array is first closed, each second switch in the second battery array is closed, and S is simultaneously closed1,4、Sn,7S2, S7, S9, S10, form a first discharge loop as indicated by the dashed arrow in fig. 2. Opening each first switch in the first battery array, opening each second switch in the second battery array, closing each second switch in the first battery array, closing each first switch in the second battery array, and simultaneously closing S1,4、Sn,7S2, S7, S9, S10, form a second discharge loop as indicated by the dashed arrow in fig. 3. And after the first discharging loop finishes discharging, switching the second discharging loop to supply power to the motor driver to form two parallel discharging loops, and supplying power to the motor driver through switching.
In the discharging process of the battery pack, the state of the working battery changes, so that the voltages at two ends of the working battery are different, and once a certain working battery is lowered to the limit, the whole discharging loop stops discharging, so that the whole discharging rate of the battery pack is influenced.
In order to equalize the voltages of the working batteries in the discharging process so as to improve the discharging rate of the discharging loop, the voltages at two ends of each working battery in the discharging loop are respectively detected at intervals of T1, the working battery with the highest voltage at two ends of the working battery is selected, and the highest voltage at two ends of the working battery is read.
When the battery is fully charged, the motor driver is powered through the first discharge loop, in the discharge process, a period of time T2 is set by taking the highest voltage selected at different moments as a reference, the T2 is smaller than T1, for example, the T1 is 60s, the T2 is 30s, a voltage deviation value delta V is set, the delta V can be set according to requirements, in the embodiment, the delta V is 50mV, and when the difference value between the voltage of other working batteries in the first discharge loop and the highest voltage is detected to exceed the delta V, another working battery in the battery pack where the working battery is located is controlled to be connected into a circuit, and the connection time is T2.
Specifically, as shown in fig. 2, a first working battery in the first battery array and a second working battery in the second battery array are connected in series to form a first discharge loop, and during a discharge process of the first discharge loop, for example: the first operating battery E is detected at a certain moment1,1The voltage at both ends is highest, and the first working battery E2,1When the difference between the voltages at the two ends and the highest voltage exceeds DeltaV, the second switch S is controlled2,2Closing the second working battery E2,2Switching in the circuit for T2 and in the second working battery E2,2During the connection period, the voltage at two ends is higher than that of the first working battery E2,1The voltage across the terminals, and therefore during this period, from the first operating cell E2,2Instead of the first working battery E2,1The voltage at two ends is connected into a first discharge loop and simultaneously provides a first working battery E2,1Charging, eliminating voltage difference between working batteries corresponding to the highest voltage, and charging the first working battery E until the single access time is over2,2Cutting off other working batteries in the first discharging loop, and switching other working batteries in the first discharging loop according to the method, thereby ensuring the normal operation of the first discharging loop, and simultaneously improving the voltage at two ends of the corresponding working battery in the first discharging loop by continuously adjusting the access of the other working battery of the battery pack where each working battery in the first discharging loop is positioned, and eliminatingThe voltage deviation of each working battery in the first discharging loop, namely the voltage of the working batteries in the discharging loop is balanced, the discharging efficiency is effectively improved, the utilization rate of the battery pack is higher, and the discharging is finished until the first discharging loop discharges. In this process, the dc voltage regulator circuit 40 plays a role of voltage regulation, and reduces the influence of the switching of the working battery on the supply voltage of the motor driver.
After the first discharging loop finishes discharging, the working battery in the second discharging loop generates deviation due to the compensation of the working battery in the first discharging loop, and rebalancing is needed. The method comprises the steps of opening S1, S2, S3, S7, S9, S10 and S11, opening each first switch in the first battery array, opening each second switch in the second battery array, closing each second switch in the first battery array, closing each first switch in the second battery array, balancing the voltage of the second working battery in the first battery array and the voltage of the first working battery in the second battery array in each pair of battery packs, and achieving rebalancing of the remaining working batteries to be discharged in each pair of battery packs.
Specifically, the sixth switch, the seventh switch, the eighth switch and the ninth switch between the first pair of battery packs and the nth pair of battery packs are conducted in turn, so that the remaining two working batteries between each pair of battery packs can be adjusted with each other, charge equalization of the remaining two working batteries between the same pair of battery packs is realized, meanwhile, due to the fact that each pair of battery packs are conducted in turn, the remaining two working batteries between each pair of battery packs can be adjusted with each other, voltage rebalancing of two ends of the remaining two working batteries between the same pair of battery packs is realized, discharging deviation caused by different states of the two working batteries in each pair of battery packs at the beginning of the second discharging loop is eliminated, and rebalancing of the remaining two working batteries on each pair of battery packs is realized.
The voltage rebalancing between each pair of battery packs is then performed:
during the alternate conduction period between each pair of battery packs, the voltages at two ends of any one of the battery packs connected with the working battery are respectively detected, the average voltage value is obtained, the pair of battery packs where the voltages at two ends of the working battery are higher than the average voltage value is taken out, when the pair of battery packs are conducted with each other, the closing S3 is carried out, S5, S7 and S9 are kept disconnected, the primary side of the transformer Tr is connected with the second joint and the third joint between the pair of battery packs through the direct current converter 20, the first lead and the second lead, namely the pair of battery packs are connected to the primary side of the transformer Tr, and the secondary side of the transformer Tr cannot form a loop due to the disconnection of S5, so that part of electric energy in the pair of battery packs is stored in the transformer Tr, and then the S3 is disconnected.
At the same time, the pair of battery packs with the voltages at the two ends of the working battery lower than the average voltage value are taken out, when the pair of battery packs are mutually conducted, the closures S5, S3, S9 and S7 are kept open, the secondary side of the transformer Tr is connected with the second junction and the third junction between the pair of battery packs through the S5, the third lead and the fourth lead, namely the pair of battery packs are connected to the secondary side of the transformer Tr, the secondary side of the transformer Tr and the pair of battery packs form a conducting loop, thereby charging the electric energy stored in the transformer Tr into the working cells in the pair of battery packs, realizing energy transfer, transferring part of the electric energy in the pair of battery packs in which the voltages at both ends of the working cells in the battery pack are higher than the average voltage value to the pair of battery packs in which the voltages at both ends of the working cells are lower than the average voltage value, when the pair of battery packs is disconnected, the S5 is disconnected, and the voltage between the two pairs of battery packs is equalized. By analogy, the voltage of the working batteries in each pair of battery packs is adjusted, the voltage rebalancing between each pair of battery packs is realized, the overall discharging efficiency of the battery pack is improved, and the endurance mileage of the automobile is finally improved.
The electric quantity is self-adjusted among the working batteries in the second discharging loop, and the advantages are taken to make up for the shortages, so that the voltages at two ends of each working battery in the second discharging loop are consistent, the balance of each working battery when the second discharging loop starts to discharge is ensured, and the discharging efficiency of the second discharging loop and the utilization rate of the battery pack are improved.
It should be noted that the voltage rebalancing between the working batteries of the same group or between the battery groups is performed during the braking or stopping interval of the vehicle, so as not to affect the normal power supply of the second discharge circuit.
And then the second discharge loop can be switched to supply power to the motor driver. Specifically, as shown in fig. 3, the second working battery in the first battery array and the first working battery in the second battery array are connected in series to form a second discharge loop, and the consistency of the working batteries in the discharge process of the second discharge loop is better through charge balance and voltage rebalancing of the working batteries in the second discharge loop, so that the discharge efficiency of the second discharge loop is improved until the second discharge loop is fully discharged. On the other hand, when the battery starts to charge and discharge, the charging and discharging difference among the working batteries is easily caused due to the difference of the self performance of the working batteries, in the invention, because each working battery in the second discharging loop is basically cut into the first discharging loop to carry out the discharging balance adjustment of the first discharging loop in the discharging process of the first discharging loop, each working battery in the second discharging loop is preheated before the discharging of the second discharging loop, the internal resistance of the battery tends to be stable, the self performance of the working battery tends to be stable, when the second discharging loop carries out the independent discharging, the difference caused by the self performance of the working battery is greatly reduced, and after the voltage rebalancing, the voltage difference of each working battery in the second discharging loop in the discharging process is effectively reduced, the discharge efficiency of the second discharge loop and the whole battery pack is further improved.
In the technical scheme, in the discharging process of the first discharging loop and the second discharging loop, when the abnormal discharging of any working battery is found through voltage detection, the working battery is cut off from the discharging loop, and meanwhile, the first redundant battery Eq2 is connected into the discharging loop to replace the cut abnormal working battery, so that the normal operation of the discharging loop is ensured.
Specifically, for example: during the discharging process of the first discharging loop, the first working battery E is detected at a certain moment2,1When the voltage at the two ends is over-high, over-low or disconnected, the first switch S is turned on2,1Opening and closing a short-circuit switch Sk on a second battery pack in the first battery array to connect the first working battery E2,1Is cut off from the first discharge circuit,simultaneously disconnect S3, S5 and S1,4When the steps S9, S6 and S12 are closed, the first redundant battery Eq2 can be connected to the first discharge circuit to replace the cut-off abnormally operating battery, and the formed circuit is shown by a dotted arrow in fig. 4. Therefore, the normal operation of the first discharge loop is ensured, and the abnormal stop of the motor driver caused by the abnormality of the working battery is avoided. By the aid of the method and the device, when the working battery is abnormal, the abnormal working battery can be maintained after the motor driver is normally stopped, the motor driver is effectively protected, and sudden loss of power of an automobile is avoided.
The second redundant battery Eq1 may be used for voltage regulation between each pair of battery packs. For example, when the voltage of the first pair of battery packs is the highest, the second redundant battery Eq1 is connected to the second contact and the third contact of the first pair of battery packs through the first conducting wire and the second conducting wire, the sixth switch to the ninth switch between the first pair of battery packs is closed, the S13 is closed at the same time, the second redundant battery Eq1 is charged, the voltage of the first pair of battery packs is reduced, and then other low-voltage battery packs are charged through the second redundant battery Eq1, so that the voltage equalization effect between each pair of battery packs can be achieved.
Discharge process of the second redundant battery Eq 1: for example, when the voltage of the second pair of battery packs is the lowest, the second redundant battery Eq1 is connected to the second contact and the third contact of the second pair of battery packs through the first conducting wire and the second conducting wire, the sixth switch to the ninth switch between the second pair of battery packs is closed, and the S13 is closed at the same time, so that the second redundant battery Eq1 charges the second pair of battery packs, the voltage of the second pair of battery packs is increased, the imbalance between the first pair of battery packs and the second pair of battery packs is eliminated, and by analogy, the voltage of each pair of battery packs is equalized through the charging and discharging of the second redundant battery Eq1, and the charging and discharging consistency of the working battery is improved.
When the automobile runs at a reduced speed, the motor driver is controlled to cut off power supply to the driving motor, the clutch 15 is connected to drag the generator 12 to run, the permanent magnet synchronous motor of the generator 12, the driving motor and the inertia rotation of the whole automobile rotate the permanent magnet rotor of the generator, the stator end of the generator generates power, and the power is stabilized by the alternating current voltage stabilizing circuit 50 and then is sent to the charging interface. The ac voltage stabilizing circuit 50 is used to stabilize the output voltage of the generator, and avoid impact on the charging interface due to large fluctuation of the generated voltage.
And then S4 is disconnected, the two battery arrays are switched to a charging mode, the braking energy of the whole vehicle is directly fed back to the two ends of the two battery arrays through the alternating current voltage stabilizing circuit, the inverter circuit 60, the booster circuit and the charging interface, the generated voltage of the generator is boosted through the booster circuit 70 to meet the charging voltage requirement of the battery pack, the battery arrays are charged, the braking energy of the vehicle is recycled into the batteries for reuse, and the driving range of the vehicle is increased until the vehicle stops.
Or close S2, S1,8、S12、S14、Sn,3And S10, connecting the charging interface with the first redundant battery, feeding back the braking energy of the whole vehicle into the first redundant battery through the alternating current voltage stabilizing circuit, the inverter circuit 60, the charging interface, the first lead and the second lead, recycling the braking energy of the vehicle into the battery for reuse, and increasing the endurance mileage of the vehicle until the vehicle stops.
Or close S2, S1,8、S13、Sn,3And S10, connecting the charging interface with the second redundant battery, feeding back the braking energy of the whole vehicle into the second redundant battery through the alternating current voltage stabilizing circuit, the inverter circuit 60, the charging interface, the first lead and the second lead, recycling the braking energy of the vehicle into the battery for reuse, and increasing the driving mileage of the vehicle until the vehicle stops.
It is understood that the recovery process of the braking energy cannot be performed simultaneously with the voltage rebalancing process between the working cells or between the respective battery packs.
If the automobile is accelerated again in the deceleration process, the clutch is controlled to be disconnected, and the driving motor is excited again through the motor driver to drive the automobile to run.
According to the invention, the voltage equalization is respectively carried out in the charging and discharging processes of the battery pack, and the charging and discharging consistency of each working battery is ensured through the voltage equalization for many times, so that the charging and discharging efficiency and the utilization rate of the battery pack are improved, and the cruising mileage of an automobile is improved; the braking energy of the automobile is effectively recovered, the energy consumption for restarting the automobile is reduced, and the driving mileage of the automobile is further improved.
While embodiments of the invention have been described above, it is not limited to the applications set forth in the description and the embodiments, which are fully applicable to various fields of endeavor for which the invention may be embodied with additional modifications as would be readily apparent to those skilled in the art, and the invention is therefore not limited to the details shown and described herein without departing from the general concept defined by the claims and their equivalents.
Claims (9)
1. The utility model provides a control system for improve new energy automobile continuation of journey mileage which characterized in that includes:
the battery pack comprises two battery arrays which are selectively connected, each battery array comprises a plurality of battery packs which are connected in series, each battery pack comprises two working batteries which are connected in parallel, a short-circuit switch is arranged between each battery pack, each two battery packs can be selectively connected in parallel, two ends of each battery array are respectively connected to two ends of an automobile charging interface, and any one of the working batteries which are connected in series in each battery array is connected in series end to form a discharging loop so as to form two independent discharging loops;
the output end of the motor driver is connected with a stator of an automobile driving motor, the motor driver is connected in the discharge loop, a rotor shaft of the driving motor is selectively connected with a rotor shaft of a generator, and the stator of the generator is connected with the two ends of the charging interface through an inverter circuit;
the primary side or the secondary side of the transformer is selectively connected to the two ends of each battery pack;
a first redundant battery selectively connected in series in the discharge circuit; and
second redundant cells selectively connected to both ends of each of the battery packs;
wherein the capacities of the first and second redundant batteries are identical to the capacity of the operating battery;
the battery pack comprises a first working battery and a second working battery, the positive electrodes of the first working battery and the second working battery are arranged oppositely, the positive electrodes of the first working battery and the second working battery are connected through a first switch and a second switch which are connected in series, the negative electrodes of the first working battery and the second working battery are connected in common, and a first contact is arranged between the first switch and the second switch;
the negative electrode of each battery pack is connected with the first contact of the next adjacent battery pack, the short-circuit switch is connected between the first contact and the negative electrode of the battery pack in the same battery pack, and the first contact of each battery pack is connected with the negative electrode of the previous adjacent battery pack;
when the battery pack discharges to control the driving motor to operate, any one of the series-connected batteries in each battery array is connected in series end to end at two ends of the motor driver to form a first discharging loop and a second discharging loop which are parallel, and after the first discharging loop discharges, the second discharging loop is switched to supply power to the motor driver to form two parallel discharging loops, and the motor driver is supplied with power through switching;
in the discharging process of the first discharging loop, voltage balance among all working batteries of the first discharging loop is carried out; in the process of a discharge gap between the first discharge loop and the second discharge loop, the voltage among the working batteries in the second discharge loop is balanced; during the alternate conduction between each pair of battery packs, the voltages between the respective pairs of battery packs are rebalanced.
2. The control system for improving the driving range of the new energy automobile as claimed in claim 1, wherein the positive pole of the first battery array is connected to the positive pole of the motor driver through a third switch, the second battery array is connected to the positive pole of the motor driver through a fourth switch, the negative pole of the first battery array is connected to the negative pole of the motor driver through a twelfth switch, and the negative pole of the second battery array is connected to the negative pole of the motor driver through a thirteenth switch.
3. The control system for improving the driving range of the new energy automobile according to claim 2, wherein a fifth switch is disposed on the positive electrode of the motor driver, the charging interface is connected to the positive electrode of the fifth switch and the negative electrode of the motor driver, the charging interface is connected to the charging circuit through a first switch group, and a direct current voltage stabilizing circuit is disposed between the fifth switch and the motor driver.
4. The control system for improving the driving range of the new energy automobile according to claim 3, wherein each battery pack in the first battery array and the second battery array corresponds to each other one by one to form a plurality of pairs of battery packs, the positive electrodes of two battery packs in each pair of battery packs are connected through a sixth switch and a seventh switch which are arranged in series, and a second contact is arranged between the sixth switch and the seventh switch;
the negative poles of two battery packs in the pair of battery packs are connected through an eighth switch and a ninth switch which are arranged in series, and a third contact is arranged between the eighth switch and the ninth switch.
5. The control system for improving the endurance mileage of the new energy vehicle of claim 4, wherein the primary side of the transformer is connected to the second end of a dc converter, and the first end of the dc converter is selectively connected to both ends of each battery pack;
the first end of the direct current converter is provided with a second switch group, the anode of the second switch group is connected with each second contact through a first lead, and the cathode of the second switch group is connected with each third contact through a second lead.
6. The control system for improving the driving range of the new energy automobile according to claim 5, wherein the positive pole of the first redundant battery is connected to the first conducting wire, the negative pole of the first redundant battery is connected to a first end of a tenth switch, a second end of the tenth switch is connected to the second conducting wire through a fourteenth switch, and a second end of the tenth switch is connected to the positive pole of the first battery array through a fifteenth switch;
and the cathode of the second redundant battery is connected with the second lead, and the anode of the second redundant battery is connected with the first lead through a sixteenth switch.
7. The control system for improving the driving range of the new energy automobile according to claim 6, wherein an anode of the second switch group is connected to a first end of a secondary side of the transformer through a third wire, a cathode of the second switch group is connected to a second end of the secondary side of the transformer through a fourth wire, and the first end of the secondary side and the cathode of the primary side are terminals with the same name.
8. The control system for improving the driving range of the new energy automobile according to claim 7, wherein a third switch group is arranged on the third conducting wire and the fourth conducting wire, and an eleventh switch is arranged between the third conducting wire and the fourth conducting wire on a line between the second switch group and the third switch group.
9. The control system for improving the driving range of the new energy vehicle as claimed in claim 8, wherein a fourth switch set is provided between the output end of the inverter circuit and the charging interface, a voltage boost circuit is connected in parallel to two ends of the fourth switch set, the input end of the inverter circuit is connected to the stator of the generator, the stator of the generator is connected to the input end of the inverter circuit through an ac voltage stabilizing circuit, the rotor shaft of the generator is connected to the first end of the rotor shaft of the driving motor through a clutch, and the second end of the rotor shaft of the driving motor is connected to the transmission system of the vehicle through a transmission case.
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| CN109921112B (en) * | 2019-03-16 | 2021-02-19 | 江苏太航信息科技有限公司 | Endurance robot with power supply |
| CN111327092B (en) * | 2020-02-15 | 2024-01-12 | 成都鹰明智通科技股份有限公司 | Electric automobile power battery equalization control circuit and method |
| CN113752865B (en) * | 2020-06-04 | 2024-02-27 | 比亚迪股份有限公司 | Energy conversion method and device and vehicle |
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| JP2002078206A (en) * | 2000-08-29 | 2002-03-15 | Nissin Electric Co Ltd | Battery power storage system |
| CN1536731A (en) * | 2003-04-04 | 2004-10-13 | 京东方科技集团股份有限公司 | Battery with redundant cell unit |
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| CN206374582U (en) * | 2017-01-18 | 2017-08-04 | 何永胜 | The motor system of electric car and generator system combining structure |
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| JP2002078206A (en) * | 2000-08-29 | 2002-03-15 | Nissin Electric Co Ltd | Battery power storage system |
| CN1536731A (en) * | 2003-04-04 | 2004-10-13 | 京东方科技集团股份有限公司 | Battery with redundant cell unit |
| CN103891094A (en) * | 2011-10-28 | 2014-06-25 | 瑞萨电子株式会社 | Battery system |
| CN102969755A (en) * | 2012-11-06 | 2013-03-13 | 中国科学院苏州纳米技术与纳米仿生研究所 | Circuit and system for intelligent management of battery pack |
| CN206374582U (en) * | 2017-01-18 | 2017-08-04 | 何永胜 | The motor system of electric car and generator system combining structure |
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