CN210310020U - Automobile battery management system and new energy automobile with same - Google Patents
Automobile battery management system and new energy automobile with same Download PDFInfo
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- CN210310020U CN210310020U CN201920860323.6U CN201920860323U CN210310020U CN 210310020 U CN210310020 U CN 210310020U CN 201920860323 U CN201920860323 U CN 201920860323U CN 210310020 U CN210310020 U CN 210310020U
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- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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Abstract
The application relates to an automobile battery management system and a new energy automobile, wherein the system comprises a controller, a latch, a memory and a relay loop; the output end of the controller is electrically connected with the input end of the latch, and the output end of the latch is electrically connected with the input end of the relay loop; the signal feedback end of the latch is electrically connected with the input end of the controller and used for reading the feedback signal of the latch when the controller receives a power-on starting signal and determining the power-off mode of the controller based on the feedback signal; the input/output end of the controller is in communication connection with the memory and is used for acquiring the current state of the latch stored in the memory when the power failure mode is determined to be abnormal power failure; and the controller is also used for outputting a first control signal to the latch based on the current state so that the latch controls the relay loop. Compared with the prior art, the method has the advantages that the mode that the controller directly supplies power to the relay loop when the controller is restarted after power failure is adopted, and the driving safety of the automobile is effectively improved.
Description
Technical Field
The utility model relates to the technical field of automobiles, in particular to an automobile battery management system and a new energy automobile with the same.
Background
In the new energy automobile battery management system, a high-voltage relay of a battery main loop is controlled to be switched on and off by a single chip microcomputer. The single chip microcomputer drives the high-voltage relay loop through the MOS tube. Specifically, the I/O pin of the single chip microcomputer drives the MOS tube to be switched on and off through high and low levels, and then the power supply of the new energy automobile is controlled. However, because the single chip microcomputer is a precise electronic component sensitive to the power supply, when the program of the single chip microcomputer is out of control or the single chip microcomputer is required to be restarted due to unstable voltage of the power supply, the single chip microcomputer is adopted to directly control a relay loop after being electrified again, so that serious safety problems are easily caused, and the safety coefficient of the new energy automobile is low.
Disclosure of Invention
In view of this, the present disclosure provides an automobile battery management system and a new energy automobile having the same, which can effectively improve the safety factor of the new energy automobile.
According to an aspect of the present disclosure, there is provided an automotive battery management system including a controller, a latch, a memory, and a relay loop;
the output end of the controller is electrically connected with the input end of the latch, and the output end of the latch is electrically connected with the input end of the relay loop;
the signal feedback end of the latch is electrically connected with the input end of the controller and used for reading a feedback signal of the signal feedback end of the latch when the controller receives a power-on starting signal and determining a power-off mode of the controller based on the feedback signal;
the input/output end of the controller is in communication connection with the memory and is used for acquiring the current state of the latch stored in the memory when the power-off mode is determined to be abnormal power-off; wherein the current state is used for representing the control mode of the latch before the controller is powered off;
the controller is further configured to output a first control signal to the latch based on the current state, so that the latch controls the relay loop based on the first control signal.
In one possible implementation, the signal feedback end of the latch includes a first feedback output port and a second feedback output port;
the input end of the controller comprises a first input port and a second input port;
the first feedback output port is electrically connected with the first input port, and the second feedback output port is electrically connected with the second input port;
the first feedback output port and the second feedback output port both output digital signals, and the signals output by the first feedback output port and the second feedback output port are combined into the feedback signal.
In one possible implementation, the controller includes a first control module;
the first control module is configured to output a second control signal to the latch when the power-off mode is determined to be normal power-off, and the latch controls the relay loop based on the second control signal.
In one possible implementation manner, the controller includes a state obtaining module and a signal sending module;
the state acquisition module is configured to acquire the current state of the latch stored in the memory when the power-off mode is determined to be abnormal power-off;
the signal sending module is configured to output a first control signal to the latch based on the current state, so that the latch controls the relay loop based on the first control signal.
In a possible implementation manner, the signal sending module includes a working condition judgment sub-module and a signal issuing sub-module;
the working condition judgment submodule is configured to judge the current working condition of the automobile when the controller is powered off based on the current state; wherein the current working condition comprises at least one of the automobile in a charging state, the automobile in a static state, the automobile in a driving state and the automobile in a ready-to-start state;
and the signal issuing submodule is configured to determine and issue the first control signal to the latch according to the current working condition.
In one possible implementation, the latch is an 8-way data latch or a 16-way data latch;
one of SPI communication, serial communication or parallel communication is adopted between the input/output end of the controller and the memory;
the memory is any one of EEPROM, PROM, ROM and ferroelectric memory.
According to another aspect of the disclosure, a new energy automobile is also provided, which includes the automobile battery management system.
According to the automobile battery management system, the latch and the memory are arranged, when the controller receives a power-on starting signal, a feedback signal of the latch is read, and a power-off mode of the controller is determined based on the feedback signal of the latch. And when the power-off mode of the controller is determined to be abnormal power-off, acquiring the current state of the latch stored in the memory, and issuing a corresponding first control signal to the latch based on the current state so that the latch controls the relay loop based on the first control signal. Compared with the prior art, the method has the advantages that the mode that the controller directly supplies power to the relay loop when the controller is restarted after power failure is adopted, and the driving safety of the automobile is effectively improved.
Other features and aspects of the present disclosure will become apparent from the following detailed description of exemplary embodiments, which proceeds with reference to the accompanying drawings.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate exemplary embodiments, features, and aspects of the disclosure and, together with the description, serve to explain the principles of the disclosure.
Fig. 1 shows a schematic circuit diagram of an automotive battery management system of an embodiment of the present disclosure.
Detailed Description
Various exemplary embodiments, features and aspects of the present disclosure will be described in detail below with reference to the accompanying drawings. In the drawings, like reference numbers can indicate functionally identical or similar elements. While the various aspects of the embodiments are presented in drawings, the drawings are not necessarily drawn to scale unless specifically indicated.
The word "exemplary" is used exclusively herein to mean "serving as an example, embodiment, or illustration. Any embodiment described herein as "exemplary" is not necessarily to be construed as preferred or advantageous over other embodiments.
Furthermore, in the following detailed description, numerous specific details are set forth in order to provide a better understanding of the present disclosure. It will be understood by those skilled in the art that the present disclosure may be practiced without some of these specific details. In some instances, methods, means, elements and circuits that are well known to those skilled in the art have not been described in detail so as not to obscure the present disclosure.
Fig. 1 shows a schematic circuit diagram of an automotive battery management system 100 of an embodiment of the present disclosure. Referring to fig. 1, in an automotive battery management system 100 according to an embodiment of the present disclosure, a controller 110, a latch 120, a memory 130, and a relay loop 140 are included. Wherein, the output terminal of the controller 110 is electrically connected to the input terminal of the latch 120, and the output terminal of the latch 120 is electrically connected to the input terminal of the relay loop 140. The signal feedback terminal of the latch 120 is electrically connected to the input terminal of the controller 110, and is configured to read a feedback signal of the signal feedback terminal of the latch 120 when the controller 110 receives a power-on start signal, and determine a power-off mode of the controller 110 based on the feedback signal.
An input/output terminal of the controller 110 is communicatively coupled to the memory 130 for obtaining a current state of the latch 120 stored in the memory 130 when the power-off state is determined to be an abnormal power-off. Here, it should be noted that the current state is used to characterize the manner in which the controller 110 controls the latch 120 when the controller 110 is powered down.
The controller 110 is further configured to output a first control signal to the latch 120 based on the current state, so that the latch 120 controls the relay loop 140 based on the first control signal.
Here, the manner of controlling the latch 120 by the controller 110 refers to a control signal output to the latch 120 before the controller 110 is powered down. The latch 120 controls the relay circuit 140 based on a control signal issued by the controller 110. It can be understood by those skilled in the art that the control signal sent from the controller 110 to the latch 120 (i.e., the control manner in which the controller 110 controls the latch 120) is different, and the control manner in which the latch 120 controls the relay loop 140 is also different. The different control of the relay circuit 140 by the latch 120 indicates the current operating condition of the vehicle.
That is, the current state of latch 120 essentially represents the current operating condition of the vehicle prior to the controller 110 being powered down. By storing the current state of the latch 120 of the controller 110 before power failure in the memory 130, the recording backup of the current working condition of the automobile during power failure is realized, so that when the controller 110 is restarted after abnormal power failure, the relay loop 140 of the automobile can be controlled based on the working condition of the automobile before power failure.
Therefore, the automobile battery management system 100 according to the embodiment of the present disclosure, by setting the latch 120 and the memory 130, when the controller 110 receives the power-on start signal, reads the feedback signal of the latch 120, and determines the power-off mode of the controller 110 based on the feedback signal of the latch 120. When it is determined that the power-off mode of the controller 110 is an abnormal power-off mode, the current state of the latch 120 stored in the memory 130 is acquired, and a corresponding first control signal is issued to the latch 120 based on the current state, so that the latch 120 controls the relay loop 140 based on the first control signal. Compared with the prior art, the method that the controller 110 directly supplies power to the relay loop 140 when the controller is restarted after power failure effectively improves the driving safety of the automobile.
It should be noted that, in the automobile battery management system 100 according to the embodiment of the present disclosure, the controller 110 may be implemented by a single chip, or may be implemented by other control units or control circuits, which is not specifically limited herein. It can be understood by those skilled in the art that, when a single chip is used as the controller 110, the latch 120 can be controlled by the I/O of the single chip.
Such as: referring to fig. 1, when the controller 110 is implemented by using a single chip, a plurality of I/O ports, which have the same number as that of input ports of the latch 120, may be selected from the I/O ports of the single chip as output ends of the controller 110, and the selected plurality of I/O ports, which are used as output ends, are electrically connected to a plurality of input ends (i.e., D0, D1, D2, D3, and … … D7) of the latch 120 in a one-to-one correspondence manner. Meanwhile, the single chip selects the I/O having the same number of channels as the signal feedback terminals added in the latch 120 as input terminals, and electrically connects the selected I/O as input terminals to the signal feedback terminals (i.e., Q0 and Q1) of the latch 120 in a one-to-one correspondence.
Further, the latch 120 may be an 8-way data latch 120, a 16-way data latch 120, a 32-way data latch 120, or the like. That is, in the automobile battery management system 100 according to the embodiment of the present disclosure, the number of channels of the latch 120 is not limited, and may be specifically set according to actual situations. Meanwhile, the control of the relay circuit 140 by the latch 120 may be realized by a direct electrical connection of the latch 120 to the relay circuit 140, or may be realized by an indirect connection. As will be understood by those skilled in the art, when the relay loop 140 is controlled by indirect connection, the control can be realized by cascading the multi-stage latch 120 between the latch 120 and the relay loop 140, driving across darlington transistors, and bridging nor gates.
The Memory 130 may be any one of an EEPROM (Electrically Erasable Programmable Read-Only Memory) 130, a PROM (Programmable Read-Only Memory) 130, a ROM (Read-Only Memory 130), and a ferroelectric Memory 130. Meanwhile, the communication mode between the input/output terminal of the controller 110 and the memory 130 may be one of SPI communication, serial communication, or parallel communication, such as: any one of CAN, LIN, I2C, RS232, and RS 485. The type of the memory 130 and the communication method between the controller 110 and the memory 130 are not specifically limited herein.
Further, since the state of the output terminal of latch 120 does not change with the state change of the input terminal. Also, for latch 120, the input state of latch 120 is saved to the output only when there is a valid latch signal (i.e., LE high). When the latch signal disappears, the level state of the output of the latch 120 remains unchanged until the next valid latch signal arrives, and the output of the latch 120 changes with the input. Therefore, when the controller 110 is abnormally powered down, the state of the output terminal of the latch 120 (i.e., the current state of the latch 120) is not changed due to the power down of the controller 110, which enables the controller 110 to load the current state of the latch 120 and store the current state of the latch 120 into the memory 130, and the current state of the latch 120 stored into the memory 130 is the state before the power down of the controller 110, thereby ensuring that the corresponding control of the relay loop 140 can be performed based on the state of the latch 120 before the power down when the subsequent controller 110 is restarted.
Therefore, by arranging the latch 120 and the memory 130 in the automobile battery management system 100, the power-off state of the controller 110 is judged through the feedback signal of the latch 120, and the current state of the latch 120 is stored and backed up when the power is off for the controller 110 based on the memory 130, so that when the controller 110 is powered on again and started, the relay loop 140 can be correspondingly controlled based on the power-off state of the controller 110 and the control mode of the relay loop 140 when the power is off for the controller 110, and the phenomenon that when the power is turned on again after the abnormal power failure of the controller 110, the automobile is suddenly powered off due to the disconnection of a high-voltage relay is avoided. Meanwhile, the phenomenon that the safety problem of the automobile is caused due to the fact that the relay loop 140 is directly controlled to cause an improper control mode after the controller 110 is electrified and started again in the related technology is avoided, the reliability of automobile battery management is effectively improved, and the safety coefficient of the automobile is further improved.
In addition, the purpose of realizing corresponding control over the relay loop 140 after the controller 110 is restarted and powered on based on different conditions can be realized only by setting the latch 120 and the memory 130 on hardware, the circuit structure is simple, and the circuit cost is effectively reduced.
Based on the foregoing, since the feedback signal of the signal feedback terminal of the latch 120 characterizes the power-down mode of the controller 110, in one possible implementation, referring to fig. 1, the signal feedback terminal of the latch 120 includes a first feedback output port and a second feedback output port. Correspondingly, the input terminal of the controller 110 includes a first input port and a second input port. The first feedback output port is electrically connected with the first input port, and the second feedback output port is electrically connected with the second input port. It should be noted that the first and second feedback output ports each output a digital signal and the signals output by the first and second feedback output ports are combined into a feedback signal.
For example, such as: by adding two feedback output ports (i.e., latch state feedback signal 1 and latch state feedback signal 1) to the latch 120, when the state of the latch 120 is changed during the driving process of the vehicle, the combination of signals (i.e., feedback signals) output by the two feedback output ports may be 01. When the whole vehicle runs and the ON gear key of the vehicle is turned off, the combination of signals output by the two feedback output ports can be 00. Therefore, the driving state of the automobile is distinguished through different encoding modes of the signal combination output by the two feedback output ports, so that when the controller 110 controls the latch 120, the state of the latch 120 is stored in the memory 130. When the controller 110 is powered on and restarted, whether the reason for the shutdown power failure of the controller 110 before restarting is normal vehicle running power down (i.e., the controller 110 is turned off by a vehicle key) or abnormal power down (e.g., the controller 110 is powered down due to runaway controller 110 or unstable power supply voltage) can be judged according to the read values of the codes of the two feedback i output ports.
The two feedback output ports are added in the latch 120, and the representation and judgment of the power-off mode of the controller 110 are performed based on different encoding modes (namely, signal combinations output by the two feedback output ports) of the two feedback output ports, so that the method is simple and easy to implement.
Here, it should be noted that when different encoding schemes (i.e., different signal combination schemes) are used to characterize and determine the power-off scheme of the controller 110, a single-bit signal or a combination of more than three bits may also be used.
For example, when a one-bit signal is used to characterize and determine the power-off mode of the controller 110, only one feedback output port needs to be added to the latch 120. When the state of the latch 120 is changed during the driving process of the automobile, a signal output by a feedback output port additionally arranged in the latch 120 may be 1; when the automobile stops running and the key is turned off in the ON gear, the signal output by the feedback output port additionally arranged in the latch 120 can be set to 0. Thus, two different power-down modes of the controller 110 are characterized by signals 1 and 0, respectively.
The following steps are repeated: when a three-bit signal is used to characterize the power-down mode of the controller 110, a three-way feedback output port needs to be added to the latch 120. When the state of the latch 120 is changed during the driving process of the automobile, the combination of signals output by the three feedback output ports additionally arranged in the latch 120 can be 001; when the automobile stops running and the key is turned off in the ON gear, the combination of the signals output by the three feedback output ports additionally arranged ON the latch 120 can be set to 011. Therefore, two different power-off modes of the controller 110 can be respectively represented by different combinations of the three-bit digital signals.
It will be appreciated by those skilled in the art that the greater the number of bits of signal combination (i.e., the number of additional feedback output ports in latch 120), the more accurately, more comprehensively and more specifically, the power down mode of controller 110 can be characterized.
Further, in one possible implementation, the controller 110 of the automotive battery management system 100 of the embodiment of the present disclosure may include a first control module. The first control module is configured to output a second control signal to the latch 120 when it is determined that the power-off mode is a normal power-off mode, and the latch 120 controls the relay loop 140 based on the second control signal.
Here, it should be noted that when the power-off mode is determined to be the normal power-off mode and the second control signal is output to the latch 120 to control the relay circuit 140, the second control signal may be determined according to a power-on strategy of the vehicle, and the latch 120 may be controlled based on the determined second control signal. Those skilled in the art will appreciate that the power-on strategy for a vehicle is well known in the art. That is, when the controller 110 of the automobile is restarted again after being normally powered off, the controller may be powered on according to the existing normal power-on procedure of the automobile to control the relay loop 140. And will not be described in detail herein.
In addition, in the automobile battery management system 100 of the embodiment of the present disclosure, the controller 110 may further include a status acquisition module and a signal transmission module. The state obtaining module is configured to obtain the current state of the latch 120 stored in the memory 130 when it is determined that the power-off mode is an abnormal power-off mode. A signal sending module configured to output a first control signal to the latch 120 based on the current state, so that the latch 120 controls the relay loop 140 based on the first control signal.
The signal sending module comprises a working condition judgment submodule and a signal issuing submodule. And the working condition judgment sub-module is configured to judge the current working condition of the automobile when the controller 110 is powered off based on the current state. The current working condition comprises at least one of a charging state of the automobile, a static state of the automobile, a driving state of the automobile and a ready-to-start state of the automobile. And the signal issuing submodule is configured to determine and issue the first control signal to the latch 120 according to the current working condition.
Here, it should be noted that the working condition judgment sub-module and the signal sending sub-module in the signal sending module may be implemented by using the prior art. And will not be described in detail herein.
Therefore, in the vehicle battery management system 100 according to the embodiment of the present disclosure, by adding the memory 130, the memory 130 stores the stored data of the state of the latch 120, and meanwhile, the feedback signal is added to the latch 120, and when the state of the latch 120 is changed during the driving of the vehicle, the latch 120 outputs a feedback signal; when the whole vehicle stops running and the key of the ON gear of the vehicle is turned off, the latch 120 outputs another feedback signal. The operating state of the vehicle is distinguished by two different feedback signals. This allows the holding state of latch 120 to be stored in memory 130 when controller 110 controls latch 120. When the controller 110 is powered on and restarted, whether the reason for the shutdown of the controller 110 is the normal vehicle stop power-off or the abnormal power-off is judged according to the read feedback signal. If the vehicle is normally stopped and powered off, the controller 110 outputs a corresponding second control signal according to the power-on strategy of the vehicle when the vehicle is powered on again, and the latch 120 is controlled. If the power is abnormally powered off, the controller 110 reads the current state of the latch 120 from the memory 130 to judge the current running condition of the whole vehicle, and correspondingly controls the latch 120 based on the determined running condition, so that the fault that the high-voltage relay of the whole vehicle is disconnected to cause sudden power loss when the controller 110 is abnormally powered off is avoided.
It should be noted that, referring to fig. 1, in the automotive battery management system 100 according to the embodiment of the present disclosure, the relay loop 140 refers to a battery main loop in the automotive battery management system 100. It may include relays, MOS transistors and an external controlled loop. It can be understood by those skilled in the art that the electrical connection relationship among the MOS transistor, the relay, and the external controlled loop can be as shown in fig. 1, and other connections can be performed according to the actual requirement. And is not particularly limited herein. Meanwhile, the specific circuit of the external controlled loop is also flexibly set according to the actual condition of the automobile. Also, the number of the relay circuits 140 may be plural, and a plurality of the relay circuits 140 may be connected to the output terminal of the latch 120 in a parallel manner. That is, one relay loop 140 is electrically connected to one output terminal (e.g., Q2, Q3, Q4, … … Q7) of the latch 120, and a plurality of relay loops 140 are connected in parallel.
In addition, the embodiment of the disclosure also provides a new energy automobile, which includes the automobile battery management system 100 as described in any one of the above. By arranging any one of the automobile battery management systems 100 in the new energy automobile, when the controller 110 of the new energy automobile is powered on and started again after abnormal power failure, the high-voltage relay in the relay loop 140 cannot be disconnected, so that the fault that the new energy automobile loses power suddenly is avoided, and finally, the safety coefficient of the new energy automobile is effectively improved.
Having described embodiments of the present disclosure, the foregoing description is intended to be exemplary, not exhaustive, and not limited to the disclosed embodiments. Many modifications and variations will be apparent to those of ordinary skill in the art without departing from the scope and spirit of the described embodiments. The terms used herein were chosen in order to best explain the principles of the embodiments, the practical application, or technical improvements to the techniques in the marketplace, or to enable others of ordinary skill in the art to understand the embodiments disclosed herein.
Claims (7)
1. An automobile battery management system is characterized by comprising a controller, a latch, a memory and a relay loop;
the output end of the controller is electrically connected with the input end of the latch, and the output end of the latch is electrically connected with the input end of the relay loop;
the signal feedback end of the latch is electrically connected with the input end of the controller and used for reading a feedback signal of the signal feedback end of the latch when the controller receives a power-on starting signal and determining a power-off mode of the controller based on the feedback signal;
the input/output end of the controller is in communication connection with the memory and is used for acquiring the current state of the latch stored in the memory when the power-off mode is determined to be abnormal power-off; wherein the current state is used for representing the control mode of the latch before the controller is powered off;
the controller is further configured to output a first control signal to the latch based on the current state, so that the latch controls the relay loop based on the first control signal.
2. The automotive battery management system of claim 1, wherein the signal feedback terminals of the latch include a first feedback output port and a second feedback output port;
the input end of the controller comprises a first input port and a second input port;
the first feedback output port is electrically connected with the first input port, and the second feedback output port is electrically connected with the second input port;
the first feedback output port and the second feedback output port both output digital signals, and the signals output by the first feedback output port and the second feedback output port are combined into the feedback signal.
3. The automotive battery management system of claim 1, wherein the controller comprises a first control module;
the first control module is configured to output a second control signal to the latch when the power-off mode is determined to be normal power-off, and the latch controls the relay loop based on the second control signal.
4. The automotive battery management system of claim 1, wherein the controller comprises a status acquisition module and a signaling module;
the state acquisition module is configured to acquire the current state of the latch stored in the memory when the power-off mode is determined to be abnormal power-off;
the signal sending module is configured to output a first control signal to the latch based on the current state, so that the latch controls the relay loop based on the first control signal.
5. The vehicle battery management system according to claim 4, wherein the signal sending module comprises a working condition judgment submodule and a signal issuing submodule;
the working condition judgment submodule is configured to judge the current working condition of the automobile when the controller is powered off based on the current state; wherein the current working condition comprises at least one of the automobile in a charging state, the automobile in a static state, the automobile in a driving state and the automobile in a ready-to-start state;
and the signal issuing submodule is configured to determine and issue the first control signal to the latch according to the current working condition.
6. The automotive battery management system of any one of claims 1 to 5, wherein the latch is an 8-way data latch or a 16-way data latch;
one of SPI communication, serial communication or parallel communication is adopted between the input/output end of the controller and the memory;
the memory is any one of EEPROM, PROM, ROM and ferroelectric memory.
7. A new energy automobile, characterized by comprising the automobile battery management system of any one of claims 1 to 6.
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| CN201920860323.6U CN210310020U (en) | 2019-06-10 | 2019-06-10 | Automobile battery management system and new energy automobile with same |
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| CN110154828A (en) * | 2019-06-10 | 2019-08-23 | 天津恒天新能源汽车研究院有限公司 | Automobile batteries management system, method and the new-energy automobile with it |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN110154828A (en) * | 2019-06-10 | 2019-08-23 | 天津恒天新能源汽车研究院有限公司 | Automobile batteries management system, method and the new-energy automobile with it |
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Effective date of registration: 20220825 Address after: Building 2, No. 428, Shenzhou Avenue, Binhai Science and Technology Park, High-tech Zone, Binhai New District, Tianjin 300301 Patentee after: Tianjin Guoxuan New Energy Technology Co.,Ltd. Address before: No. 1103, building 1, 188 Rixin Road, Binhai Science Park, Binhai New Area, Tianjin 300301 Patentee before: TIANJIN HENGTIAN NEW ENERGY AUTOMOBILE RESEARCH INSTITUE Co.,Ltd. |
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