A power distribution control system for high-speed electric motorcycle body

Abstract

The present invention discloses a power distribution control system for a high-speed electric motorcycle body, which belongs to the field of vehicle-mounted electronic technology. The system comprises a battery, a DCDC power supply and an LPDC unit, and solves the technical problem of high-reliability and high-integration power distribution of a central control box of a high-speed electric motorcycle. The present invention uses a high-side output chip HSD for diagnosis and protection, and further improves the reliability of the system. The battery is intelligently charged and managed by a charging management chip, and the battery life is extended and the efficiency is improved. The power consumption can be dynamically adjusted according to the state of the whole vehicle, and the battery life is extended. The modular design of the power control domain and the body control domain makes the system have good scalability and maintainability. The clear division of labor and independent control between the various control domains are convenient for fault diagnosis and maintenance.

Description

Technical Field

[0001] The invention belongs to the technical field of vehicle-mounted electronics, and in particular relates to a power distribution control system for a high-speed electric motorcycle body. Background Art

[0002] With the continuous development of high-speed electric motorcycles, the configuration and functional requirements of high-speed electric motorcycles are constantly increasing. There are more and more ECUs (Electronic Control Units) in high-speed electric motorcycles, and the power demand is getting bigger and bigger. Resource allocation is redundant, and power needs to be reasonably allocated. Its importance cannot be overstated. Most electric motorcycles use a central control box to control the vehicle signal, and the power supply is directly connected with a fuse. If the power harness is short-circuited or overloaded at a certain point, the fuse will be blown irreversibly.

[0003] The power consumption of traditional electric motorcycles can only be processed by the chip itself at a low power consumption, which cannot meet the ultra-low power consumption standby endurance requirements of the entire vehicle. Summary of the invention

[0004] The purpose of the present invention is to provide a high-speed electric motorcycle body power distribution control system, which solves the technical problem of high-reliability and high-integration power distribution of a high-speed electric motorcycle central control box.

[0005] To achieve the above object, the present invention adopts the following technical solution:

[0006] A high-speed electric motorcycle body power distribution control system, comprising a battery, a DCDC power supply and a LPDC unit, wherein the battery and the DCDC power supply are both connected to the LPDC unit;

[0007] The LPDC unit includes a main control chip, a low-voltage power supply circuit, a bus power supply circuit, a power control domain 1, a power control domain 2, a body control domain and a communication and wake-up unit. The bus power supply circuit includes a charging management chip IC1, an anti-reverse connection circuit, a power switching circuit, a diode D1 and a diode D2. The DC power supply output by the DCDC power supply is respectively connected to the charging management chip IC1 and the power switching circuit. The battery is connected to the charging management chip IC1 through the anti-reverse connection circuit. The battery is also connected to the power switching circuit. The BAT power supply output by the battery is connected to the positive electrode of the diode D2, the DC power supply is connected to the positive electrode of the diode D1, the diode D1 and the negative electrode are connected together with the negative electrode of the diode D2, and the bus power supply VIN is output; the charging management chip IC1 is connected to the main controller; the power switching circuit is used for switching between the BAT power supply and the DC power supply;

[0008] The low-voltage power supply circuit includes a DC sampling circuit, a BAT sampling circuit and a voltage stabilizing circuit. The DC sampling circuit and the BAT sampling circuit sample the voltages of the DC power supply and the BAT power supply respectively. The DC sampling circuit and the BAT sampling circuit are respectively connected to different AD interfaces of the main controller. The DC power supply and the BAT power supply are both connected to the input end of the voltage stabilizing circuit. The output end of the voltage stabilizing circuit provides a DP5V power supply and a DP3V3 power supply.

[0009] The bus power supply VIN provides bus power supply for power control domain 1, power control domain 2 and body control domain; the DP5V power supply is used to supply power for the communication and wake-up unit; the DP3V3 power supply is used to supply power for the main controller;

[0010] The power control domain 1, the power control domain 2, the body control domain and the communication and wake-up unit are all connected to the main controller;

[0011] Power control domain 1 is used to provide control signals for the vehicle's normal electrical devices, power control domain 2 is used to provide control signals for the vehicle's abnormal electrical devices, the body control domain is used to provide control signals for the vehicle's abnormal electrical appliances, and the communication and wake-up unit is used to access external TBOX signals, digital key DIK signals or CAN signals.

[0012] Preferably, the DC power supply is further provided with a TVS tube D5, and the BAT power supply is further provided with a TVS tube D6, and both the TVS tube D5 and the TVS tube D6 are connected to the ground wire.

[0013] Preferably, the DC sampling circuit is a voltage sampling circuit composed of a resistor R1 and a resistor R2, wherein the resistor R1 and the resistor R2 are connected in series, one end of which is connected to a DC power supply and the other end is connected to a ground line, and the connection node between the resistor R1 and the resistor R2 is connected to an AD interface of a main controller;

[0014] The BAT sampling circuit is a voltage sampling circuit composed of a resistor R3 and a resistor R4. After the resistor R3 and the resistor R4 are connected in series, one end is connected to the BAT power supply and the other end is connected to the ground line. The connection node of the resistor R3 and the resistor R4 is connected to another AD interface of the main controller;

[0015] The voltage stabilizing circuit includes a voltage regulator IC2, a voltage regulator IC3, a diode D3 and a diode D4. The positive electrode of the diode D3 is connected to a DC power supply, the positive electrode of the diode D4 is connected to a BAT power supply, the cathode of the diode D3 and the cathode of the diode D4 are both connected to the input end of the voltage regulator IC2, the output end of the voltage regulator IC2 outputs a DP5V power supply, the input end of the voltage regulator IC3 is connected to DP5V, and the output end outputs a DP3V3 power supply.

[0016] Preferably, the power control domain 1 includes an electronic fuse IC5, an electronic fuse IC6, and an interface P1 to an interface P10. The electronic fuse IC5 and the electronic fuse IC6 are both connected to the main control chip. The interface P4 to the interface P6 are connected to the electronic fuse IC5. The interface P7 to the interface P10 are connected to the electronic fuse IC6. The interface P1 to the interface P3 is directly powered by the bus power supply VIN. The interface P1 to the interface P10 provides control signals for the normal electrical devices of the whole vehicle.

[0017] Preferably, the power control domain 2 includes HSD chip IC7, HSD chip IC8, HSD chip IC9, interface P11 to interface P19, HSD chip IC7, HSD chip IC8 and HSD chip IC9 are all connected to the main controller, interface P11 and interface P12 are connected to HSD chip IC7, interface P13 to interface P15 are connected to HSD chip IC8, interface P16 to interface P19 are connected to HSD chip IC9, and interface P11 to interface P19 provide control signals for the vehicle's extraordinary electrical devices.

[0018] Preferably, the body control domain includes HSD chip IC10, HSD chip IC11, HSD chip IC12, HSD chip IC13, interface P20 to interface P34, HSD chip IC10, HSD chip IC11, HSD chip IC12 and HSD chip IC13 are all connected to the main controller, interface P20 to interface P22 connects HSD chip IC10, interface P23 to interface P26 connects HSD chip IC11, interface P27 to interface P30 connects HSD chip IC12, and interface P31 to interface P34 connects HSD chip IC13. Interface P20 to interface P34 provide control signals for the vehicle body electrical appliances.

[0019] Preferably, the communication and wake-up unit includes a CAN transceiver IC14, and interfaces P35 to P38. The CAN transceiver IC14 is connected to the main controller, interface P35 and interface P36 are respectively connected to different IO ports of the main controller, interface P37 and interface P38 are connected to the CAN transceiver IC14, the external TBOX signal and the digital key DIK signal are respectively connected to interface P35 and interface P36, and the CAN signal is connected to interface P37 and interface P38.

[0020] Preferably, the vehicle's normal electrical devices include ABS electric pump, ABS solenoid valve & wheel speed sensor, IMU inertial measurement unit, GCU vehicle control unit, GCU_HSD, DCDC, BMS battery management system, MCU micro control unit, digital key DIK, instrument & TBOX vehicle-mounted communication terminal, wherein the ABS electric pump, ABS solenoid valve & wheel speed sensor and IMU inertial measurement unit are respectively connected to interface P1 to interface P3; the GCU vehicle control unit, GCU_HSD and DCDC are respectively connected to interface P4 to interface P6; the BMS battery management system, MCU micro control unit, digital key DIK and instrument & TBOX vehicle-mounted communication terminal are respectively connected to interface P7 to interface P10.

[0021] Preferably, the non-standard electrical components of the vehicle include a high-temperature pump, a low-temperature pump, a low-voltage peripheral power supply port, a fan 1, a fan 2, a five-way valve, an EVCC charging communication protocol converter, a left switch handle and a right switch handle, wherein the high-temperature pump and the low-temperature pump are respectively connected to interface P11 and interface P12; the low-voltage peripheral power supply port, fan 1 and fan 2 are respectively connected to interface P13 to interface P15; the five-way valve, the EVCC charging communication protocol converter, the left switch handle and the right switch handle are respectively connected to interface P16 to interface P19.

[0022] Preferably, the vehicle body electrical appliances include a lighting control assembly, a CDDC cabin-driver integrated domain controller, a USB output, a speaker output, millimeter wave-FR, millimeter wave-FL, millimeter wave-Back, left handlebar heating, right handlebar heating, an ODB on-board self-diagnosis system, seat heating, a steering lock, a bucket light output, a liquid level sensor, and a seat lock solenoid valve output, wherein the lighting control assembly, the CDDC cabin-driver integrated domain controller, and the USB output are respectively connected to interface P20 to interface P22; the speaker output, millimeter wave-FR, millimeter wave-FL, and millimeter wave-Back are respectively connected to interface P23 to interface P26; the left handlebar heating, right handlebar heating, the ODB on-board self-diagnosis system, and seat heating are respectively connected to interface P27 to interface P30; the steering lock, bucket light output, the liquid level sensor, and the seat lock solenoid valve output are respectively connected to interface P31 to interface P34.

[0023] A high-speed electric motorcycle body power distribution control system described in the present invention solves the technical problem of high-reliability and high-integration power distribution of the central control box of a high-speed electric motorcycle. The present invention uses a high-side output chip HSD for diagnosis and protection to further improve the reliability of the system. The charging management chip (MP2760) is used to intelligently manage the battery charging to extend the battery life and improve the efficiency. The power consumption can be dynamically adjusted according to the status of the vehicle to extend the battery life. The modular design of the power control domain and the body control domain makes the system have good scalability and maintainability. The clear division of labor and independent control between the various control domains facilitate fault diagnosis and maintenance. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 is a system architecture diagram of the present invention;

[0025] Figure 2 It is a schematic diagram of the main control chip, low voltage power supply circuit and bus power supply circuit of the present invention;

[0026] Figure 3 is a schematic diagram of the power control domain 1 of the present invention;

[0027] Figure 4 It is a schematic diagram of the power control domain 2 of the present invention;

[0028] Figure 5 is a schematic diagram of the vehicle body control domain of the present invention;

[0029] Figure 6 It is a schematic diagram of the communication and awakening unit of the present invention. DETAILED DESCRIPTION

[0030] Depend on Figure 1-Figure 6 A high-speed electric motorcycle body power distribution control system shown includes a battery, a DCDC power supply (DC / DC convert DCDC vehicle power supply) and a LPDC unit (Low-voltage Power Data Center), and the battery and the DCDC power supply are both connected to the LPDC unit;

[0031] The LPDC unit includes a main control chip, a low-voltage power supply circuit, a bus power supply circuit, a power control domain 1, a power control domain 2, a body control domain and a communication and wake-up unit. The bus power supply circuit includes a charging management chip IC1, an anti-reverse connection circuit, a power switching circuit, a diode D1 and a diode D2. The DC power supply output by the DCDC power supply is respectively connected to the charging management chip IC1 and the power switching circuit. The battery is connected to the charging management chip IC1 through the anti-reverse connection circuit. The battery is also connected to the power switching circuit. The BAT power supply output by the battery is connected to the positive electrode of the diode D2, the DC power supply is connected to the positive electrode of the diode D1, the diode D1 and the negative electrode are connected together with the negative electrode of the diode D2, and the bus power supply VIN is output; the charging management chip IC1 is connected to the main controller; the power switching circuit is used for switching between the BAT power supply and the DC power supply;

[0032] In this embodiment, the main control chip is a minimum system composed of an MCU chip IC4 and its peripheral circuits, and the model of the MCU chip IC4 is CYT2B78.

[0033] The DC power supply is further provided with a TVS tube D5, and the BAT power supply is further provided with a TVS tube D6. Both the TVS tube D5 and the TVS tube D6 are connected to the ground wire.

[0034] In this embodiment, the models of the TVS tube D5 and the TVS tube D6 are both P6SMB18CA, and the model of the charging management chip IC1 is MP2760.

[0035] The anti-reverse connection circuit is used to prevent the battery from being connected in reverse when connected to the charging management chip IC1. It is composed of an anti-reverse connection diode. Vishay's V10P10-M3 / 5AT automotive-grade Schottky diode can be used to build the anti-reverse connection circuit. The anti-reverse connection circuit is an existing technology, so it will not be described in detail.

[0036] In this embodiment, the power switching circuit is composed of MAX16998 and its peripheral circuits. MAX16998 is a highly efficient automotive power selection switch with low on-resistance and fast switching capability, and is used for switching between the battery and the DCDC power supply.

[0037] Diode D1 and diode D2 can effectively prevent cross-current between the battery and the DC power supply.

[0038] The low-voltage power supply circuit includes a DC sampling circuit, a BAT sampling circuit and a voltage stabilizing circuit. The DC sampling circuit and the BAT sampling circuit sample the voltages of the DC power supply and the BAT power supply respectively. The DC sampling circuit and the BAT sampling circuit are respectively connected to different AD interfaces of the main controller. The DC power supply and the BAT power supply are both connected to the input end of the voltage stabilizing circuit. The output end of the voltage stabilizing circuit provides a DP5V power supply and a DP3V3 power supply.

[0039] The DC sampling circuit is a voltage sampling circuit composed of a resistor R1 and a resistor R2. After the resistor R1 and the resistor R2 are connected in series, one end is connected to the DC power supply and the other end is connected to the ground line. The connection node of the resistor R1 and the resistor R2 is connected to an AD interface of the main controller;

[0040] The BAT sampling circuit is a voltage sampling circuit composed of a resistor R3 and a resistor R4. After the resistor R3 and the resistor R4 are connected in series, one end is connected to the BAT power supply and the other end is connected to the ground line. The connection node of the resistor R3 and the resistor R4 is connected to another AD interface of the main controller;

[0041] The voltage stabilizing circuit includes a voltage regulator IC2, a voltage regulator IC3, a diode D3 and a diode D4. The positive electrode of the diode D3 is connected to a DC power supply, the positive electrode of the diode D4 is connected to a BAT power supply, the cathode of the diode D3 and the cathode of the diode D4 are both connected to the input end of the voltage regulator IC2, the output end of the voltage regulator IC2 outputs a DP5V power supply, the input end of the voltage regulator IC3 is connected to DP5V, and the output end outputs a DP3V3 power supply.

[0042] In this embodiment, the voltage stabilization circuit is composed of two LDO voltage regulators, wherein the voltage regulator IC2 is a 5V LDO voltage regulator, whose input end is connected to the cathode of the diode D3 and the diode D4, and outputs a 5V voltage DP5V power supply, and the other voltage regulator IC3 is a 3.3V LDO voltage regulator, whose input end is connected to the DP5V power supply, and outputs a 3.3V voltage DP3V3 power supply. The diode D3 and the diode D4 also prevent cross-current between the DC power supply and the battery.

[0043] The bus power supply VIN provides bus power supply for power control domain 1, power control domain 2 and body control domain; the DP5V power supply is used to supply power for the communication and wake-up unit; the DP3V3 power supply is used to supply power for the main controller;

[0044] The power control domain 1, the power control domain 2, the body control domain and the communication and wake-up unit are all connected to the main controller;

[0045] Power control domain 1 is used to provide control signals for the vehicle's normal electrical devices.

[0046] The power control domain 1 includes an electronic fuse IC5, an electronic fuse IC6, and an interface P1 to an interface P10. The electronic fuse IC5 and the electronic fuse IC6 are both connected to the main control chip. The interface P4 to the interface P6 are connected to the electronic fuse IC5. The interface P7 to the interface P10 are connected to the electronic fuse IC6. The interface P1 to the interface P3 is directly powered by the bus power supply VIN. The interface P1 to the interface P10 provides control signals for the normal electrical devices of the whole vehicle.

[0047] In this embodiment, the models of the electronic fuse IC5 and the electronic fuse IC6 are both eFUSE NIV3071.

[0048] The vehicle's constant electrical components include an ABS (Antilock Brake System) electric pump, an ABS solenoid valve & wheel speed sensor, an IMU (Inertial Measuring Unit), a GCU (Gateway Integrated Vehicle Control Unit), a GCU_HSD, a DCDC, a BMS (Battery Management System), an MCU (Microcontroller unit), a digital key DIK, and an instrument & TBOX vehicle-mounted communication terminal. The ABS electric pump, the ABS solenoid valve & wheel speed sensor, and the IMU (Inertial Measuring Unit) are connected to interface P1 to interface P3, respectively; the GCU (Vehicle Control Unit), the GCU_HSD, and the DCDC are connected to interface P4 to interface P6, respectively; the BMS (Battery Management System), the MCU (Microcontroller unit), the digital key DIK, and the instrument & TBOX vehicle-mounted communication terminal are connected to interface P7 to interface P10, respectively.

[0049] In this embodiment, the ABS electric pump, ABS solenoid valve & wheel speed sensor and IMU are always powered and directly connected to the power supply. Although the GCU, GCU_HSD, DCDC, BMS, MCU, digital key DIK, instrument & TBOX need normal power, they have a sleep mechanism inside, so two sets of eFUSE are used to ensure basic diagnostic functions such as overcurrent, overvoltage, undervoltage, short circuit and overtemperature protection, and can be latched and reset by software. Under normal power, they do not rely on domain microcontroller control. When the sleep current is less than 30mA, the subsequent stage can be powered directly through the eFUSE. When the sleep current is greater than 30mA, the subsequent circuit is awakened and provides corresponding current, so the power requirements of different working modes of normal power devices can be met.

[0050] The power control domain 2 is used to provide control signals for the non-electrical devices of the vehicle.

[0051] The power control domain 2 includes HSD chip IC7, HSD chip IC8, HSD chip IC9, interface P11 to interface P19. HSD chip IC7, HSD chip IC8 and HSD chip IC9 are all connected to the main controller, interface P11 and interface P12 are connected to HSD chip IC7, interface P13 to interface P15 are connected to HSD chip IC8, interface P16 to interface P19 are connected to HSD chip IC9, and interface P11 to interface P19 provide control signals for the vehicle's extraordinary electrical devices.

[0052] The non-standard electrical components of the vehicle include a high-temperature pump, a low-temperature pump, a low-voltage peripheral power supply port, a fan 1, a fan 2, a five-way valve, an EVCC charging communication protocol converter (EV Charging communication protocol converter), a left switch handle and a right switch handle, wherein the high-temperature pump and the low-temperature pump are respectively connected to interface P11 and interface P12; the low-voltage peripheral power supply port, fan 1 and fan 2 are respectively connected to interface P13 to interface P15; the five-way valve, the EVCC charging communication protocol converter, the left switch handle and the right switch handle are respectively connected to interface P16 to interface P19.

[0053] In this embodiment, the model of HSD chip IC7 is high-side output chip HD70152Q, the model of HSD chip IC8 and HSD chip IC9 is high-side output chip NSE34050Q-Q1, HSD means connector, and the HSD high-side output chip is closed when in normal state. It has over-current, over-voltage, under-voltage, short-circuit and over-temperature protection and diagnosis functions, which can be latched and software reset after being triggered, and it can also have diagnostic functions when working. Through the main controller, it can meet the power requirements of different working modes of non-electrical devices.

[0054] The body control domain is used to provide control signals for the vehicle's body electrical appliances.

[0055] The body control domain includes HSD chip IC10, HSD chip IC11, HSD chip IC12, HSD chip IC13, interface P20 to interface P34, HSD chip IC10, HSD chip IC11, HSD chip IC12 and HSD chip IC13 are all connected to the main controller, interface P20 to interface P22 connect HSD chip IC10, interface P23 to interface P26 connect HSD chip IC11, interface P27 to interface P30 connect HSD chip IC12, interface P31 to interface P34 connect HSD chip IC13. Interface P20 to interface P34 provide control signals for the vehicle body electrical appliances.

[0056] The vehicle body electrical appliances include a lighting control assembly, a CDDC cockpit and driver domain controller, a USB output, a speaker output, millimeter wave-FR, millimeter wave-FL, millimeter wave-Back, left handlebar heating, right handlebar heating, an ODB on-board self-diagnostic system, seat heating, a faucet lock, a bucket light output, a liquid level sensor, and a seat lock solenoid valve output. The lighting control assembly, the CDDC cockpit and driver domain controller, and the USB output are respectively connected to interface P20 to interface P22; the speaker output, millimeter wave-FR, millimeter wave-FL, and millimeter wave-Back are respectively connected to interface P23 to interface P26; the left handlebar heating, right handlebar heating, the ODB on-board self-diagnostic system, and the seat heating are respectively connected to interface P27 to interface P30; the faucet lock, bucket light output, the liquid level sensor, and the seat lock solenoid valve output are respectively connected to interface P31 to interface P34.

[0057] In this embodiment, the models of HSD chip IC10, HSD chip IC11, HSD chip IC12 and HSD chip IC13 are all high-side output chips NSE34050Q-Q1. The HSD high-side output chip is turned off when in normal state. It has overcurrent, overvoltage, undervoltage, short circuit and over-temperature protection and diagnostic functions that can be latched and reset by software after being triggered. It can also have diagnostic functions when working and is controlled by MCU. Therefore, it can meet the power requirements of different working modes of non-electrical devices.

[0058] The communication and wake-up unit is used to access external TBOX signals, digital key DIK signals or CAN signals.

[0059] The communication and wake-up unit includes a CAN transceiver IC14 and interfaces P35 to P38. The CAN transceiver IC14 is connected to the main controller. Interfaces P35 and P36 are respectively connected to different IO ports of the main controller. Interfaces P37 and P38 are connected to the CAN transceiver IC14. External TBOX signals and digital key DIK signals are respectively connected to interfaces P35 and P36. CAN signals are connected to interfaces P37 and P38.

[0060] In this embodiment, the model of CAN transceiver IC14 is ISO1042BQDWVRQ1. After the main controller is awakened by the hard-wire signal or CAN signal sent by TBOX or digital key DIK, the main controller interacts with the external GCU through the isolated CAN to control the power output of each unit, that is, performs CAN2.0B communication interaction with the GCU of the high-speed electric motorcycle.

[0061] In this embodiment, the working status of the overall system is divided into three categories:

[0062] Sleep mode: When the whole vehicle is in sleep mode, the MCU is in sleep mode, the DCDC has no output, the battery continuously supplies 12V, the power control domain 1 is in a normal power sleep state, and the body control domain, power control domain 2 and communication domain wake-up are in sleep mode; when the whole vehicle enters sleep mode, there is no high power output, the MCU enters low power consumption mode, and only maintains basic monitoring functions. The DCDC power supply is turned off and has no output. The battery directly supplies power through the anti-reverse connection circuit and the power switching circuit to maintain minimum system operation. The power control domain 1 remains in a normal power sleep state, and the body control domain, power control domain 2 and the communication and wake-up unit enter sleep mode to ensure minimum power consumption.

[0063] Normal working state: when working normally, the VCU (vehicle control unit) provides a wake-up signal to the communication and wake-up module to wake up the MCU. At this time, the DCDC outputs a 12V voltage, and the 12V power supply of the vehicle is converted from the battery voltage to the DCDC voltage by the power switching circuit to power the vehicle. The MCU collects the voltages of both through the battery sampling interface and the DCDC voltage sampling interface. When the battery voltage is lower than 13.5V, the charging management IC is started to charge the battery. At this time, the MCU opens the corresponding power outputs of the power control domain 2 and the body control domain according to the CAN signal of the communication and wake-up unit;

[0064] Specifically, the MCU is awakened by the signal from the communication and wake-up unit and enters the normal working mode. The DCDC power supply is started to provide a stable 12V output voltage. The power switching circuit switches the 12V power supply of the whole vehicle from the battery to the DCDC power supply to ensure efficient power supply. The MCU monitors the voltage of the battery and the DCDC power supply in real time through the voltage sampling interface (DC sampling circuit and BAT sampling circuit). When the battery voltage is lower than 13.5V, the charging management chip (MP2760) is started to charge the battery to ensure that the battery is within the normal range. According to the CAN signal received by the communication and wake-up unit, the MCU turns on the power output of the corresponding power control domain 2 and the body control domain to ensure the normal operation of each module.

[0065] When the DCDC works abnormally and shuts off the output, the MCU detects that the DCDC voltage is 0, immediately starts the power switching circuit, and the battery voltage supplies power to the subsequent circuit, which can provide the corresponding driving time according to the vehicle working conditions;

[0066] Specifically, when the DCDC power supply fails or the output is abnormal, the MCU detects that the DCDC power supply voltage is 0 or abnormal, and immediately triggers the power switching circuit. The power switching circuit switches the power supply back to the battery to ensure that the system continues to operate. According to the vehicle operating conditions and operating time, the power supply strategy is adjusted to ensure that the system continues to work in an emergency.

[0067] A high-speed electric motorcycle body power distribution control system described in the present invention solves the technical problem of high-reliability and high-integration power distribution of the central control box of a high-speed electric motorcycle. The present invention uses a high-side output chip HSD for diagnosis and protection to further improve the reliability of the system. The charging management chip (MP2760) is used to intelligently manage the battery charging to extend the battery life and improve the efficiency. The power consumption can be dynamically adjusted according to the status of the vehicle to extend the battery life. The modular design of the power control domain and the body control domain makes the system have good scalability and maintainability. The clear division of labor and independent control between the various control domains facilitate fault diagnosis and maintenance.

Claims

1. A high-speed electric motorcycle body power distribution control system, characterized in that: It includes a battery, a DCDC power supply and a LPDC unit, wherein the battery and the DCDC power supply are both connected to the LPDC unit; The LPDC unit includes a main control chip, a low-voltage power supply circuit, a bus power supply circuit, a power control domain 1, a power control domain 2, a body control domain and a communication and wake-up unit. The bus power supply circuit includes a charging management chip IC1, an anti-reverse connection circuit, a power switching circuit, a diode D1 and a diode D2. The DC power supply output by the DCDC power supply is respectively connected to the charging management chip IC1 and the power switching circuit. The battery is connected to the charging management chip IC1 through the anti-reverse connection circuit. The battery is also connected to the power switching circuit. The BAT power supply output by the battery is connected to the positive electrode of the diode D2, the DC power supply is connected to the positive electrode of the diode D1, the diode D1 and the negative electrode are connected together with the negative electrode of the diode D2, and the bus power supply VIN is output; the charging management chip IC1 is connected to the main controller; the power switching circuit is used for switching between the BAT power supply and the DC power supply; The low-voltage power supply circuit includes a DC sampling circuit, a BAT sampling circuit and a voltage stabilizing circuit. The DC sampling circuit and the BAT sampling circuit sample the voltages of the DC power supply and the BAT power supply respectively. The DC sampling circuit and the BAT sampling circuit are respectively connected to different AD interfaces of the main controller. The DC power supply and the BAT power supply are both connected to the input end of the voltage stabilizing circuit. The output end of the voltage stabilizing circuit provides a DP5V power supply and a DP3V3 power supply. The bus power supply VIN provides bus power supply for power control domain 1, power control domain 2 and body control domain; the DP5V power supply is used to supply power for the communication and wake-up unit; the DP3V3 power supply is used to supply power for the main controller; The power control domain 1, the power control domain 2, the body control domain and the communication and wake-up unit are all connected to the main controller; Power control domain 1 is used to provide control signals for the vehicle's normal electrical devices, power control domain 2 is used to provide control signals for the vehicle's abnormal electrical devices, the body control domain is used to provide control signals for the vehicle's abnormal electrical appliances, and the communication and wake-up unit is used to access external TBOX signals, digital key DIK signals or CAN signals.

2. A high-speed electric motorcycle body power distribution control system as claimed in claim 1, characterized in that: The DC power supply is further provided with a TVS tube D5, and the BAT power supply is further provided with a TVS tube D6. Both the TVS tube D5 and the TVS tube D6 are connected to the ground wire.

3. A high-speed electric motorcycle body power distribution control system as claimed in claim 1, characterized in that: The DC sampling circuit is a voltage sampling circuit composed of a resistor R1 and a resistor R2. After the resistor R1 and the resistor R2 are connected in series, one end is connected to the DC power supply and the other end is connected to the ground line. The connection node of the resistor R1 and the resistor R2 is connected to an AD interface of the main controller; The BAT sampling circuit is a voltage sampling circuit composed of a resistor R3 and a resistor R4. After the resistor R3 and the resistor R4 are connected in series, one end is connected to the BAT power supply and the other end is connected to the ground line. The connection node of the resistor R3 and the resistor R4 is connected to another AD interface of the main controller; The voltage stabilizing circuit includes a voltage regulator IC2, a voltage regulator IC3, a diode D3 and a diode D4. The positive electrode of the diode D3 is connected to a DC power supply, the positive electrode of the diode D4 is connected to a BAT power supply, the cathode of the diode D3 and the cathode of the diode D4 are both connected to the input end of the voltage regulator IC2, the output end of the voltage regulator IC2 outputs a DP5V power supply, the input end of the voltage regulator IC3 is connected to DP5V, and the output end outputs a DP3V3 power supply.

4. A high-speed electric motorcycle body power distribution control system as claimed in claim 1, characterized in that: The power control domain 1 includes an electronic fuse IC5, an electronic fuse IC6, and an interface P1 to an interface P10. The electronic fuse IC5 and the electronic fuse IC6 are both connected to the main control chip. The interface P4 to the interface P6 are connected to the electronic fuse IC5. The interface P7 to the interface P10 are connected to the electronic fuse IC6. The interface P1 to the interface P3 is directly powered by the bus power supply VIN. The interface P1 to the interface P10 provides control signals for the normal electrical devices of the whole vehicle.

5. A high-speed electric motorcycle body power distribution control system as claimed in claim 1, characterized in that: The power control domain 2 includes HSD chip IC7, HSD chip IC8, HSD chip IC9, interface P11 to interface P19. HSD chip IC7, HSD chip IC8 and HSD chip IC9 are all connected to the main controller, interface P11 and interface P12 are connected to HSD chip IC7, interface P13 to interface P15 are connected to HSD chip IC8, interface P16 to interface P19 are connected to HSD chip IC9, and interface P11 to interface P19 provide control signals for the vehicle's extraordinary electrical devices.

6. A high-speed electric motorcycle body power distribution control system as claimed in claim 1, characterized in that: The body control domain includes HSD chip IC10, HSD chip IC11, HSD chip IC12, HSD chip IC13, interface P20 to interface P34, HSD chip IC10, HSD chip IC11, HSD chip IC12 and HSD chip IC13 are all connected to the main controller, interface P20 to interface P22 connects HSD chip IC10, interface P23 to interface P26 connects HSD chip IC11, interface P27 to interface P30 connects HSD chip IC12, interface P31 to interface P34 connects HSD chip IC13, interface P20 to interface P34 provide control signals for the vehicle body electrical appliances.

7. A high-speed electric motorcycle body power distribution control system as claimed in claim 1, characterized in that: The communication and wake-up unit includes a CAN transceiver IC14 and interfaces P35 to P38. The CAN transceiver IC14 is connected to the main controller. Interfaces P35 and P36 are respectively connected to different IO ports of the main controller. Interfaces P37 and P38 are connected to the CAN transceiver IC14. External TBOX signals and digital key DIK signals are respectively connected to interfaces P35 and P36. CAN signals are connected to interfaces P37 and P38.

8. A high-speed electric motorcycle body power distribution control system as claimed in claim 4, characterized in that: The vehicle's constant electrical components include an ABS electric pump, an ABS solenoid valve & wheel speed sensor, an IMU inertial measurement unit, a GCU vehicle control unit, a GCU_HSD, a DCDC, a BMS battery management system, an MCU micro control unit, a digital key DIK, an instrument & TBOX vehicle-mounted communication terminal, wherein the ABS electric pump, the ABS solenoid valve & wheel speed sensor and the IMU inertial measurement unit are respectively connected to interface P1 to interface P3; the GCU vehicle control unit, GCU_HSD and DCDC are respectively connected to interface P4 to interface P6; the BMS battery management system, the MCU micro control unit, the digital key DIK and the instrument & TBOX vehicle-mounted communication terminal are respectively connected to interface P7 to interface P10.

9. A high-speed electric motorcycle body power distribution control system as claimed in claim 5, characterized in that: The extraordinary electrical components of the whole vehicle include a high-temperature pump, a low-voltage peripheral power supply port, a fan 1, a fan 2, a five-way valve, an EVCC charging communication protocol converter, a left switch handle and a right switch handle, wherein the high-temperature pump and the low-temperature pump are respectively connected to interface P11 and interface P12; the low-voltage peripheral power supply port, fan 1 and fan 2 are respectively connected to interface P13 to interface P15; the five-way valve, the EVCC charging communication protocol converter, the left switch handle and the right switch handle are respectively connected to interface P16 to interface P19.

10. A high-speed electric motorcycle body power distribution control system as claimed in claim 6, characterized in that: The vehicle body electrical appliances include a lighting control assembly, a CDDC cabin-driver integrated domain controller, a USB output, a speaker output, millimeter wave-FR, millimeter wave-FL, millimeter wave-Back, left handlebar heating, right handlebar heating, an ODB on-board self-diagnosis system, seat heating, a steering lock, a bucket light output, a liquid level sensor, and a seat lock solenoid valve output. Among them, the lighting control assembly, the CDDC cabin-driver integrated domain controller, and the USB output are respectively connected to interface P20 to interface P22; the speaker output, millimeter wave-FR, millimeter wave-FL, and millimeter wave-Back are respectively connected to interface P23 to interface P26; the left handlebar heating, right handlebar heating, the ODB on-board self-diagnosis system, and the seat heating are respectively connected to interface P27 to interface P30; the steering lock, the bucket light output, the liquid level sensor, and the seat lock solenoid valve output are respectively connected to interface P31 to interface P34.

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