A control system for an electric vehicle

Abstract

Disclosed is a control system of an electric vehicle. By connecting multiple branches of the control system of the electric vehicle in parallel through a power line, a subsystem, a carrier wave module and a current transformer are arranged in each branch, the current transformer is coupled to the power line connected with the subsystem, the carrier wave module is connected with the subsystem and the current transformer respectively, the data signal transmitted by the subsystem is converted into a carrier wave signal, the carrier wave signal is transmitted to the power line through the current transformer, the carrier wave signal transmitted by the current transformer is converted into a data signal, and the data signal is transmitted to the subsystem. Thus, the communication between the subsystems can be realized through the carrier wave module without changing the original power line, the wiring required for communication is saved, the wiring difficulty and cost of the electric vehicle are reduced, and the safety of the electric vehicle is improved.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and more particularly to a control system for an electric vehicle. Background Technology

[0002] Two-wheeled electric vehicle systems generally consist of three subsystems: a motor controller, a dashboard, and a battery pack. The battery pack powers the motor controller and dashboard. In existing technologies, these subsystems typically establish a network communication system via data interfaces such as RS-485, resulting in at least four connection wires between each subsystem. Adding the necessary mechanical brake wires, the total wiring of the entire system can reach ten or more. Therefore, existing two-wheeled electric vehicle systems have complex wiring, are prone to installation errors, and pose potential safety risks. Furthermore, the numerous wires also increase wiring costs, hindering cost control. Summary of the Invention

[0003] In view of this, the purpose of this invention is to provide a control system for an electric vehicle that can achieve communication between subsystems without modifying the original power supply lines, thereby saving the wiring required for communication, reducing the wiring difficulty and cost of electric vehicles, and improving the safety of electric vehicles.

[0004] In a first aspect, embodiments of the present invention provide a control system for an electric vehicle, the control system comprising:

[0005] Multiple branches are connected in parallel via power lines, and each branch includes a subsystem, a carrier module, and a current transformer.

[0006] The current transformer is coupled to a power line connected to the subsystem and is configured to send a carrier signal to or receive a carrier signal from the power line.

[0007] The carrier module is connected to the subsystem and the current transformer respectively, and is configured to convert the received data signal sent by the subsystem into a carrier signal and send the carrier signal to the power line through the current transformer, and to convert the received carrier signal sent by the current transformer into a data signal and send the data signal to the subsystem.

[0008] In some embodiments, the plurality of branches include a power supply branch and at least one load branch.

[0009] In some embodiments, the subsystem of the power supply branch is a battery management system.

[0010] In some embodiments, the subsystem of the load branch is a motor controller or an instrument.

[0011] In some embodiments, the load branch further includes:

[0012] A capacitor, connected in parallel with the subsystem, is used to transmit carrier signals.

[0013] In some embodiments, the carrier module is configured to, in response to receiving a carrier signal sent by the current transformer, parse the carrier signal to obtain a destination address, and, in response to the destination address being the same as a predetermined address, convert the carrier signal into a data signal and send the data signal to the subsystem.

[0014] In some embodiments, the carrier module is configured to, in response to receiving a carrier signal sent by the current transformer, parse the carrier signal to obtain a destination address, and in response to the destination address being a broadcast address, convert the carrier signal into a data signal and send the data signal to the subsystem.

[0015] In some embodiments, the carrier module is further configured to discard the carrier signal in response to the destination address not being the same as the predetermined address.

[0016] In some embodiments, the power line is a metal conductor, and the current transformer is wound or clamped around the insulation of the metal conductor.

[0017] In some embodiments, the carrier module is further configured to, in response to receiving a configuration instruction, parse the configuration instruction to obtain a frequency band value, and set the current operating frequency band to the operating frequency band corresponding to the frequency band value.

[0018] The technical solution of this invention connects multiple branches of the electric vehicle's control system in parallel via power lines. Each branch includes a subsystem, a carrier module, and a current transformer. The current transformer is coupled to the power line connected to the subsystem. The carrier module is connected to both the subsystem and the current transformer, converting received data signals from the subsystem into carrier signals and transmitting these carrier signals to the power line via the current transformer. It also converts the received carrier signals from the current transformer into data signals and sends these data signals back to the subsystem. Therefore, communication between subsystems can be achieved without altering the existing power lines, saving on wiring required for communication, reducing the difficulty and cost of wiring the electric vehicle, and improving its safety. Attached Figure Description

[0019] The above and other objects, features and advantages of the present invention will become clearer from the following description of embodiments of the invention with reference to the accompanying drawings, in which:

[0020] Figure 1 This is a structural diagram of an existing electric vehicle.

[0021] Figure 2 This is a circuit diagram of a control system for an electric vehicle according to an embodiment of the present invention;

[0022] Figure 3 This is a schematic diagram of a current transformer according to an embodiment of the present invention;

[0023] Figure 4 This is a circuit diagram of a control system for an electric vehicle according to another embodiment of the present invention. Detailed Implementation

[0024] The present invention is described below based on embodiments, but the invention is not limited to these embodiments. In the detailed description of the invention below, certain specific details are described in detail. Those skilled in the art will fully understand the invention even without these details. To avoid obscuring the essence of the invention, well-known methods, processes, flows, elements, and circuits are not described in detail.

[0025] Furthermore, those skilled in the art should understand that the accompanying drawings provided herein are for illustrative purposes only and are not necessarily drawn to scale.

[0026] Furthermore, it should be understood that in the following description, "circuit" refers to a conductive loop consisting of at least one element or sub-circuit connected by electrical or electromagnetic connections. When an element or circuit is said to be "connected" to another element or "connected" between two nodes, it can be directly coupled or connected to another element, or there may be intermediate elements. The connection between elements can be physical, logical, or a combination thereof. Conversely, when an element is said to be "directly coupled to" or "directly connected" to another element, it means that there are no intermediate elements between them.

[0027] Unless the context explicitly requires it, words such as "including" or "contains" in the instruction manual should be interpreted as including rather than exclusive or exhaustive; that is, meaning "including but not limited to".

[0028] In the description of this invention, it should be understood that the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance. Furthermore, in the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0029] Figure 1 This is a structural diagram of an existing electric vehicle technology. (Example) Figure 1As shown, existing electric vehicles include a vehicle body and a control system. The control system includes an instrument panel 11, a battery pack 12, and a motor controller 13. The wiring of the electric vehicle includes a power line L1, a ground line L2, an RS-485B line L3, an RS-485A line L4, a rear wheel brake line L5, and a front wheel brake line L6.

[0030] The power supply of the battery pack 12 provides electrical signals to the motor controller 13 and the instrument 11 through the ground wire L2 and the power line L1, thereby supplying power to the motor controller 13 and the instrument 11.

[0031] In instrument 11, battery pack 12 and motor controller 13, each pair establishes a communication network through RS-485A line L4 and RS-485B line L3.

[0032] At the same time, it is also necessary to set the brake line L6 for the front wheels and the brake line L5 for the rear wheels.

[0033] Therefore, existing electric vehicle control systems require numerous wires, resulting in complex wiring that is prone to installation errors and potential safety issues. This also negatively impacts the overall aesthetics of the vehicle. Furthermore, the large number of wires increases wiring costs, hindering cost control.

[0034] Figure 2 This is a circuit diagram of a control system for an electric vehicle according to an embodiment of the present invention. Figure 2 In the illustrated embodiment, the electric vehicle's control system includes multiple branches connected in parallel via power lines. Figure 2 The following explanation uses four branches as examples, namely the first branch 21, the second branch 22, the third branch 23, and the fourth branch 24 as shown in the figure.

[0035] In this embodiment, each branch includes a subsystem, a carrier module, and a current transformer. Since the structures of each branch are similar, Figure 2 The embodiment shown uses the second branch 22 as an example. The second branch 22 includes a subsystem 22a, a carrier module 22b, and a current transformer 22c.

[0036] In this embodiment, the current transformer 22c is coupled to a power line connected to the subsystem and is configured to send a carrier signal to or receive a carrier signal from the power line. That is, when the carrier module 22b needs to send a carrier signal to other subsystems, it sends the carrier signal to the power line via the current transformer 22c, allowing other carrier modules to receive the carrier signal from the power line. When other carrier modules send carrier signals to the power line, the current transformer 22c can receive the carrier signal from the power line.

[0037] A current transformer is an instrument that measures current by converting a large primary current into a small secondary current based on the principle of electromagnetic induction. A current transformer consists of a closed iron core and windings. Its primary winding has very few turns and is connected in series with the circuit whose current needs to be measured.

[0038] Current transformers can be implemented using a through-type current transformer (or a through-type current transformer). The through-type current transformer does not have a primary winding; instead, the function of the primary winding is simulated by current-carrying wires passing through the iron core. Its secondary winding is evenly wound on the circular iron core. When the number of turns in the primary winding is small, the transformation ratio is small; conversely, when the number of turns in the primary winding is large, the transformation ratio is large.

[0039] Figure 3 This is a schematic diagram of a current transformer according to an embodiment of the present invention. Figure 3 In the embodiment shown, the current transformer includes an iron core 32 and a secondary winding 33. The iron core 32 is a ring, and the secondary winding 33 is wound around the iron core 32. 33a and 33b are the two ends of the secondary winding.

[0040] Furthermore, the power line L can pass through the current transformer, and the power line L serves as the primary winding of the current transformer to achieve the function of current inductance.

[0041] The power line L is a metal conductor, and the current transformer is wound or clamped around the insulation of the metal conductor.

[0042] Using conventional voltage coupling requires physically connecting the carrier signal to the power system, which can lead to potential wiring damage and loosening over time, easily causing fault arcs and even fires. Furthermore, voltage coupling necessitates adding a large inductor to the power lines, making it difficult to implement in electric vehicle systems with limited wiring space. In contrast, current transformers allow for non-destructive coupling installation without altering existing power lines, improving electric vehicle safety and simplifying operation.

[0043] In this embodiment, the carrier module 22b is connected to both the subsystem 22a and the current transformer 22c, and is configured to convert the received data signal from the subsystem 22a into a carrier signal, and then transmit the carrier signal to the power line via the current transformer 22c. Simultaneously, it converts the received carrier signal from the current transformer 22c into a data signal and sends the data signal to the subsystem 22a.

[0044] The carrier module 22b and the subsystem 22a can be connected through various existing data buses, and this embodiment of the invention does not impose any restrictions on this.

[0045] In some embodiments, the carrier module 22b and the subsystem 22a can be connected via an RS485 or RS232 bus. The RS-232 standard interface (also known as EIA RS-232) is one of the commonly used serial communication interface standards; its full name is "Serial Binary Data Exchange Interface Standard between Data Terminal Equipment (DTE) and Data Communication Equipment (DCE)". In serial communication, both communicating parties are required to use a standard interface, allowing different devices to be easily connected for communication. The RS-232 bus specifies 25 lines, including two signal channels: the first channel (called the main channel) and the second channel (called the secondary channel). Full-duplex communication can be achieved using the RS-232 bus; the main channel is typically used, while the secondary channel is used less frequently. In general applications, 3-9 signal lines are sufficient for full-duplex communication; a simple full-duplex communication process can be achieved using three signal lines (receive line, transmit line, and signal line). RS-485, also known as TIA-485-A, ANSI / TIA / EIA-485, or TIA / EIA-485, is a widely used bidirectional, balanced transmission standard interface in industry (time and attendance, monitoring, data acquisition systems), supporting multi-point connections. RS485 is a standard defining the electrical characteristics of drivers and receivers in balanced digital multipoint systems, defined by the Telecommunications Industry Association and the Electronic Industries Alliance. Digital communication networks using this standard can effectively transmit signals over long distances and in environments with high electronic noise. RS485 has two-wire and four-wire wiring schemes. The four-wire scheme only enables point-to-point communication and is rarely used now; the two-wire scheme is more commonly used. This two-wire scheme has a bus topology, allowing up to 32 nodes to be connected on the same bus. RS485 communication networks generally use a master-slave communication mode, where one master device supports multiple slave devices.

[0046] It should be understood that the embodiments of the present invention do not limit the communication connection method between the carrier module 22b and the subsystem 22a. Other data communication bus interfaces are also applicable to the technical solutions of the embodiments of the present invention, such as CAN (Controller Area Network), LIN (Local Interconnect Network), UART (Universal Asynchronous Receiver / Transmitter), etc. Among them, CAN is a serial communication protocol of the ISO international standardization organization. LIN is a low-cost serial communication protocol based on UART / SCI (Universal Asynchronous Receiver / Serial Interface), mainly used for serial communication between sensors and controllers. UART is a universal serial data bus used for asynchronous communication; this bus allows bidirectional communication and can achieve full-duplex transmission and reception.

[0047] In this embodiment, the carrier module can realize the mutual conversion between data signals and carrier signals. It uses the power grid to transmit data signals and converts power carrier signals into data communication interface (RS232 or RS485) signals. It has advantages such as wide voltage input range, no need for additional wiring, free extension, dual-purpose use, simple use, and convenient operation.

[0048] In some embodiments, the carrier module can be implemented using an HPLC (high-speed power line carrier communication) module. HPLC, also known as broadband power line carrier, is a broadband power line carrier technology that transmits data over low-voltage power lines. A broadband power line carrier communication network uses power lines as the communication medium to achieve the aggregation, transmission, and interaction of electricity consumption information from low-voltage power users. Broadband power line carrier primarily employs Orthogonal Frequency Division Multiplexing (OFDM) technology, using a frequency band of 700kHz-12MHz. Compared to traditional low-speed narrowband power line carrier technology, HPLC technology offers greater bandwidth and higher transmission rates, meeting the higher demands of low-voltage power line carrier communication.

[0049] Furthermore, for data acquisition from the power line, the carrier module 22b is configured to, in response to receiving a carrier signal sent by the current transformer 22c, parse the carrier signal to obtain a destination address; and, in response to the destination address being the same as a predetermined address, convert the carrier signal into a data signal and send the data signal to the subsystem. The carrier module 22b is also configured to, in response to the destination address not being the predetermined address, discard the carrier signal.

[0050] The predetermined address is the address corresponding to the subsystem. For example, assuming the addresses of the four branches 21, 22, 23, and 24 are set to 00000001, 00000002, 00000003, and 00000004 respectively, then the predetermined address of the carrier module 22b is the address 00000002 corresponding to the subsystem 22a. When the destination address in the received carrier signal is 00000002, the carrier signal is converted into a data signal and sent to the subsystem 22a. This allows other carrier modules to send data to the carrier module 22b. When the destination address in the received carrier signal is not 00000002, the carrier signal is discarded.

[0051] Furthermore, embodiments of the present invention can also realize one-to-many communication between multiple subsystems. The carrier module is configured to, in response to receiving a carrier signal sent by the current transformer, parse the carrier signal to obtain a destination address, and in response to the destination address being a broadcast address, convert the carrier signal into a data signal and send the data signal to the subsystem.

[0052] When a carrier module needs to broadcast a message, the destination address in the generated carrier signal is the broadcast address. Assuming the broadcast address is 0xFFFFFFFFFFFF, when a carrier module receives a carrier signal from the current transformer, it parses the carrier signal to obtain the destination address. If the destination address is 0xFFFFFFFFFFFF, it indicates that the received signal is a broadcast signal. The carrier signal is then converted into a data signal and sent to the subsystem.

[0053] The control system of this invention is compatible with electric vehicle control systems of various voltages, including 0V, and has no requirements on the current direction of the power lines, enabling one-to-one, one-to-many, and many-to-one communication between branches, supporting arbitrary point-to-point communication, which is superior to... Figure 1 The RS485 master-slave polling communication method is used. Furthermore, its communication latency and transmission speed are significantly higher than those of the RS485 bus.

[0054] Furthermore, since two carrier modules can only transmit and receive each other when they are in the same frequency band, the carrier module is also configured to, in response to receiving a configuration command, parse the configuration command to obtain a frequency band value, and set the current operating frequency band to the operating frequency band corresponding to the frequency band value. Thus, the carrier modules can be set to the same frequency band.

[0055] like Figure 2 As shown, the control system is divided into four subsystems connected in parallel. Each subsystem has a carrier module, and each carrier module can send data to the other three carrier modules and receive data from the other three carrier modules.

[0056] Furthermore, the subsystems in this embodiment of the invention can be various subsystems of the electric vehicle control system. Figure 2 In the embodiment shown, among the four parallel branches, the first branch 21 is the power supply branch, and its subsystem is the Battery Management System (BMS). The BMS battery system is commonly known as a battery nanny or battery steward. Its main purpose is to intelligently manage and maintain each battery cell, prevent overcharging and over-discharging of the battery, extend the battery's lifespan, and monitor the battery's status.

[0057] In this embodiment, the load branch further includes a capacitor connected in parallel with the subsystem for transmitting carrier signals. Specifically, the second branch 22, the third branch 23, and the fourth branch 24 are load branches, and the subsystem is the load. Because the presence of the load blocks the carrier signal from passing through, a capacitor needs to be connected in parallel with the subsystem in each load branch to conduct the signal loop.

[0058] The subsystems in the load branch can be motor controllers, instruments, or other loads.

[0059] In a specific implementation, assuming Figure 2 In the diagram, the addresses of the carrier modules corresponding to branches 21-24 are 000000000001, 00000000002, 00000000003, and 00000000004, respectively. Therefore:

[0060] The carrier module of the first branch 21 sends data to the other three carriers, and the sent messages are as follows:

[0061] AT+SEND=000000000002,5,1111111111、

[0062] AT+SEND=000000000003,5,1111111111、

[0063] AT+SEND=000000000004,5,1111111111.

[0064] The carrier module of the third branch 23 received the message information AT+RECEIVE=000000000001,5,1111111111 and replied to the carrier module of the first branch 21 with AT+SEND=000000000001,1,03. The number of times it received the message during the test period was 3617.

[0065] The carrier module of the fourth branch 24 received the message information AT+RECEIVE=000000000001,5,1111111111 and replied to the carrier module of the first branch 21 AT+SEND=000000000001,1,04. The number of times it received the message during the test period was 3616.

[0066] The carrier module of the second branch 22 received the message information AT+RECEIVE=000000000001,5,1111111111 and replied to the carrier module of the first branch 21 with AT+SEND=000000000001,1,02. The number of times it received the message during the test period was 3617.

[0067] In the first branch 21, the carrier module sent a total of 3616 rounds, with 3616 successful transmissions and 0 failures, resulting in a success rate of 100%. The carrier module also sent a total of 10850 commands, with 10850 successful transmissions and 0 failures, also achieving a 100% success rate. The timeout for the first branch 21's command transmission was set to 6000 milliseconds; if no reply was received within 6000 milliseconds after sending a command, it was considered a failure. The interval between each message transmission was set to 1000 milliseconds, the log message recording interval was set to 100 milliseconds, and the statistical test period was set to 180 minutes.

[0068] Furthermore, the carrier module in this embodiment of the invention can support various types of command communication. For example, AT (Attention) response commands, module version reading commands, data transmission commands, local MAC (Media Access Control Address) address operation commands, module operating frequency band operation commands, module frequency offset calibration commands, receive data transmission commands, modify module serial port baud rate and checksum, enter point-to-point HEX (hexadecimal mode) data pass-through mode, exit point-to-point HEX data pass-through mode, configure point-to-point HEX data pass-through target node information, reset all configuration parameters, error descriptions, etc.

[0069] The technical solution of this invention connects multiple branches of the electric vehicle's control system in parallel via power lines. Each branch includes a subsystem, a carrier module, and a current transformer. The current transformer is coupled to the power line connected to the subsystem. The carrier module is connected to both the subsystem and the current transformer, converting received data signals from the subsystem into carrier signals and transmitting these carrier signals to the power line via the current transformer. It also converts the received carrier signals from the current transformer into data signals and sends these data signals back to the subsystem. Therefore, communication between subsystems can be achieved without altering the existing power lines, saving on wiring required for communication, reducing the difficulty and cost of wiring the electric vehicle, and improving its safety.

[0070] Specifically, Figure 4 This is a circuit diagram of the control system for an electric vehicle according to another embodiment of the present invention. Figure 4 In the illustrated embodiment, the electric vehicle's control system includes multiple branches connected in parallel via power lines. Figure 4 The following explanation uses four branches as an example, namely power supply branch 25, instrument branch 26, motor branch 27, and other branches 28 as shown in the figure. Among them, instrument branch 26, motor branch 27, and other branches 28 are load branches.

[0071] Among them, the other branches are load branches, which can be various loads in the electric vehicle control system. They can be a single branch or multiple load branches connected in parallel, and can be expanded according to the actual situation.

[0072] Power supply branch 25 includes a power management system 25a, a first carrier module 25b, and a first current transformer 25c. The power management system 25a and the first carrier module 25b are connected via an RS485 or RS232 bus to transmit data signals. The first carrier module 25b is connected to the first current transformer 25c to transmit carrier signals. The first current transformer 25c is coupled to the power line connected to the power management system 25a and is configured to send or receive carrier signals from the power line. That is, when the power management system needs to send a signal to any one or more instruments, motor controllers, or other subsystems, it sends the signal to the first carrier module 25b. The signal to be sent includes at least data and an address. The data is the specific content to be transmitted, and the address is the address of the load receiving the data. The address can be the address of a load or a broadcast address. The first carrier module 25b generates a corresponding carrier signal based on the signal to be transmitted. The carrier signal includes at least data and an address. The first carrier module 25b transmits the carrier signal to the power line via the first current transformer 25c, allowing other carrier modules to receive the carrier signal from the power line. Correspondingly, when other carrier modules transmit carrier signals to the power line, the first current transformer 25c can receive the carrier signal from the power line. The first carrier module 25b parses the carrier signal to obtain the destination address. When the destination address is the address of the power management system or a broadcast address, the carrier signal is converted into a data signal and transmitted to the power management system 25a. When the destination address does not meet the above conditions, the carrier signal is discarded.

[0073] Instrument branch 26 includes instrument 26a, second carrier module 26b, second current transformer 26c, and capacitor C6. Capacitor C6 is connected in parallel with instrument 26a for transmitting carrier signals. Instrument 26a and second carrier module 26b are connected via RS485 or RS232 bus communication to transmit data signals. Second carrier module 26b is connected to second current transformer 26c to transmit carrier signals. Second current transformer 26c is coupled to the power line connected to instrument 26a and configured to send or receive carrier signals from the power line. That is, when instrument 26a needs to send a signal to any one or more of the power management system, motor controller, or other subsystems, it sends the signal to second carrier module 26b. The signal to be sent includes at least data and an address. The data is the specific content to be transmitted, and the address is the address of the load receiving the data. The address can be the address of the power management system or any load, or it can be a broadcast address. The second carrier module 26b generates a corresponding carrier signal based on the signal to be transmitted. This carrier signal includes at least data and an address. The second carrier module 26b transmits the carrier signal to the power line via the second current transformer 26c, allowing other carrier modules to receive the carrier signal from the power line. Correspondingly, when other carrier modules transmit carrier signals to the power line, the second current transformer 26c receives the carrier signal from the power line. The second carrier module 26b parses the carrier signal to obtain the destination address. If the destination address is the address of the power management system or a broadcast address, the carrier signal is converted into a data signal and transmitted to the instrument 26a. If the destination address does not meet the above conditions, the carrier signal is discarded.

[0074] The motor branch 27 includes a motor controller 27a, a third carrier module 27b, a third current transformer 27c, and a capacitor C7. The capacitor C7 is connected in parallel with the motor controller 27a and is used to transmit the carrier signal.

[0075] Other branches 28 include other subsystems 28a, a fourth carrier module 28b, a fourth current transformer 28c, and a capacitor C8, wherein the capacitor C8 is connected in parallel with the other subsystems 28a and is used to transmit carrier signals.

[0076] The working principle of motor branch 27 and other branches 28 is similar to that of instrument branch 26, and will not be described again in this embodiment of the invention.

[0077] Therefore, one-to-one, one-to-many, and many-to-one communication between the power management system, instruments, motor controllers, and other loads can be achieved through power line carrier communication.

[0078] The technical solution of this invention connects multiple branches of the electric vehicle's control system in parallel via power lines. Each branch includes a subsystem, a carrier module, and a current transformer. The current transformer is coupled to the power line connected to the subsystem. The carrier module is connected to both the subsystem and the current transformer, converting received data signals from the subsystem into carrier signals and transmitting these carrier signals to the power line via the current transformer. It also converts the received carrier signals from the current transformer into data signals and sends these data signals back to the subsystem. Therefore, communication between subsystems can be achieved without altering the existing power lines, saving on wiring required for communication, reducing the difficulty and cost of wiring the electric vehicle, and improving its safety.

[0079] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. For those skilled in the art, the present invention can be modified and varied in various ways. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principle of the present invention should be included within the scope of protection of the present invention.

Claims

1. A control system for an electric vehicle, characterized in that, The control system includes: Multiple branches are connected in parallel via power lines, and each branch includes a subsystem, a carrier module, and a current transformer. The current transformer is coupled to a power line connected to the subsystem and is configured to send a carrier signal to or receive a carrier signal from the power line. The carrier module is connected to the subsystem and the current transformer respectively, and is configured to convert the received data signal sent by the subsystem into a carrier signal and send the carrier signal to the power line through the current transformer, and to convert the received carrier signal sent by the current transformer into a data signal and send the data signal to the subsystem. The carrier module is configured to parse the carrier signal to obtain the destination address in response to receiving the carrier signal sent by the current transformer. In response to the destination address being the same as the predetermined address or the destination address being a broadcast address, the carrier signal is converted into a data signal and the data signal is sent to the subsystem; The predetermined address is the address corresponding to the subsystem.

2. The control system according to claim 1, characterized in that, The plurality of branches include a power supply branch and at least one load branch.

3. The control system according to claim 2, characterized in that, The subsystem of the power supply branch is the battery management system.

4. The control system according to claim 2, characterized in that, The subsystem of the load branch is a motor controller or instrument.

5. The control system according to claim 2, characterized in that, The load branch also includes: A capacitor, connected in parallel with the subsystem, is used to transmit carrier signals.

6. The control system according to claim 1, characterized in that, The carrier module is also configured to discard the carrier signal in response to the destination address not being the same as the predetermined address.

7. The control system according to claim 1, characterized in that, The power line is a metal conductor, and the current transformer is wound or clamped around the insulation of the metal conductor.

8. The control system according to claim 1, characterized in that, The carrier module is also configured to, in response to receiving a configuration instruction, parse the configuration instruction to obtain a frequency band value, and set the current operating frequency band to the operating frequency band corresponding to the frequency band value.

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