Electric motorcycle hybrid power system based on multi-energy utilization

Abstract

The hybrid power system of electric motorcycle based on multi-energy utilization belongs to the field of motorcycle control technology, and particularly relates to a hybrid power system of electric motorcycle based on multi-energy utilization. The present invention comprises a power supply circuit, a touch screen control circuit, a data control processing circuit, a sliding power generation and current detection circuit, an exhaust gas charging and current collection circuit, a temperature and pressure charging and current collection circuit, a battery voltage collection circuit, a motorcycle electric control circuit, a handlebar angle collection circuit, a motorcycle angle judgment circuit and a motorcycle battery balancing circuit, and is characterized in that the power output port of the power supply circuit is respectively connected to the power port of the touch screen control circuit, the power port of the data control processing circuit, the power port of the sliding power generation and current detection circuit, the power port of the exhaust gas charging and current collection circuit, the power port of the temperature and pressure charging and current collection circuit, the power port of the battery voltage collection circuit, and the power port of the motorcycle electric control circuit.

Description

Technical Field

[0001] The invention belongs to the technical field of motorcycle control, and in particular relates to a hybrid power system of an electric motorcycle based on multi-energy utilization. Background Art

[0002] Conventional motorcycles are mainly powered by gasoline. The engine efficiency is low when starting and working at low speeds. In addition, the cost of gasoline drive is high and there is energy waste. Energy is wasted when decelerating and going downhill, as well as when residual heat and exhaust gas waves are discharged. In addition, when the vehicle turns, the vehicle will tilt. The response speed is slow when adjusted by the rider. If it can be adjusted through the circuit, the response speed will be fast, which can effectively reduce the tilt and improve driving safety. Summary of the invention

[0003] The present invention aims at solving the above problems and provides a circuit hardware foundation for an electric motorcycle hybrid power system based on multi-energy utilization.

[0004] To achieve the above-mentioned purpose, the present invention adopts the following technical scheme, which includes a power supply circuit, a touch screen control circuit, a data control processing circuit, a coasting power generation and current detection circuit, an exhaust gas charging and current collection circuit, a temperature and pressure charging and current collection circuit, a battery voltage collection circuit, a motorcycle electric control circuit, a handlebar angle collection circuit, a motorcycle angle judgment circuit and a motorcycle battery balancing circuit, characterized in that the power output port of the power supply circuit is respectively connected to the power port of the touch screen control circuit, the power port of the data control processing circuit, the power port of the coasting power generation and current detection circuit, the power port of the exhaust gas charging and current collection circuit, the power port of the temperature and pressure charging and current collection circuit, the power port of the battery voltage collection circuit, the power port of the motorcycle electric control circuit, the power port of the handlebar angle collection circuit, the power port of the motorcycle angle judgment circuit, and the power port of the motorcycle battery balancing circuit;

[0005] The signal transmission port of the data control processing circuit is respectively connected to the signal transmission port of the touch screen control circuit, the signal transmission port of the coasting power generation and current detection circuit, the signal transmission port of the exhaust gas charging and current collection circuit, the signal transmission port of the temperature and pressure charging and current collection circuit, the signal transmission port of the battery voltage collection circuit, the signal transmission port of the motorcycle electric control circuit, the signal transmission port of the handlebar angle collection circuit, the signal transmission port of the motorcycle angle judgment circuit, and the signal transmission port of the motorcycle battery balancing circuit; the signal transmission port of the coasting power generation and current detection circuit is connected to the signal transmission port of the motorcycle electric control circuit; the data control processing circuit receives the input signal of the motorcycle angle judgment circuit, controls the motorcycle electric control circuit, and then controls the front wheel of the motorcycle; the data control processing circuit receives the input signal of the motorcycle angle judgment circuit, controls the coasting power generation and current detection circuit, and performs energy recovery; the data control processing circuit controls the exhaust gas charging and current collection circuit and the temperature and pressure charging and current collection circuit to perform energy recovery; the data control processing circuit receives the detection signal of the motorcycle angle judgment circuit, controls the motorcycle battery balancing circuit, and adjusts the inclination of the motorcycle.

[0006] The invention has beneficial effects.

[0007] The present invention can upgrade an ordinary gasoline motorcycle to an oil-electric hybrid motorcycle. The data control processing circuit of the present invention receives the input signal of the motorcycle angle judgment circuit, controls the motorcycle electric control circuit, and then controls the front wheel of the motorcycle. The data control processing circuit of the present invention receives the input signal of the motorcycle angle judgment circuit, controls the sliding power generation and current detection circuit, and performs energy recovery. The data control processing circuit of the present invention controls the exhaust gas charging and current acquisition circuit and the temperature and pressure charging and current acquisition circuit to perform energy recovery. The data control processing circuit of the present invention receives the detection signal of the motorcycle angle judgment circuit, controls the motorcycle battery balancing circuit, and adjusts the inclination of the motorcycle. The device of the present invention can be placed on a gasoline motorcycle, replace the front wheel, and the wheel motor drives the front wheel. The front wheel realizes the driving ability, and the rear wheel is still driven by the traditional gasoline engine. The front wheel can be driven by electricity alone, or the rear wheel can be driven by gasoline, or the front and rear wheels can drive the vehicle at the same time to realize hybrid power. There is a left and right handlebar, one controls the rear wheel, and the other controls the front wheel. The rear wheel is the original gasoline motorcycle's own handlebar. The present invention can reduce the oil consumption of the motorcycle, save energy and reduce emissions. The present invention can recover energy, and brake deceleration power can recover kinetic energy for power generation. The handlebar state 0 point (the rider does not rotate the handle): maximum braking (maximum power generation). The handle rotates to the middle position: the wheel motor is not driven, and the wheel motor does not generate power. Driving by inertia. The handle is rotated to the end, and the maximum power drives the wheel motor at the highest speed. When the rider performs kinetic energy recovery braking, it is similar to completely releasing the handlebar, and the handlebar is reset. At this time, the detection circuit detects that the handlebar signal is 0V. U15 modulates the duty cycle of Q2 to the maximum, and Q1 is fully turned on. At this time, the output power of the Q2 boost power supply network is the maximum, and the energy brought by inertial driving is instantly consumed, so that the speed of the vehicle drops rapidly. The heat of the engine exhaust pipe is recovered for thermal energy generation and engine exhaust gas generation. The temperature difference plate collects the heat of the exhaust pipe and the air circulation brought by driving to take away the heat, generating a temperature difference effect. Its two poles generate a voltage difference, and its two poles are combined in series and parallel to obtain higher voltage and higher power generation energy. The electric energy passes through the front-end inductor L28 and C113 to form a filter network, and reaches the boost power supply BOOST network composed of L29, Q23, D31 and C114. Q23 conducts current through L29. Due to the inductance characteristics of L29, the current cannot change suddenly, and self-induced electromotive force is generated, which hinders the current change. Its direction is positive on the left and negative on the right. Its current rises slowly and stores energy in the inductor. When Q23 is turned off, due to its inductance characteristics, the current of L29 continues to flow. The direction of its self-induced electromotive force voltage is positive on the right and negative on the left, and it is superimposed with the voltage of capacitor C113. L29 charges C114 through D31. At this time, C114 is superimposed with the accumulated voltage of capacitor C113 and inductor L29 to achieve the effect of boosting.The appropriate voltage increase is determined by the duty cycle of Q3. The higher the duty cycle, the higher the voltage boost. However, the maximum duty cycle of this circuit does not exceed 85%. The selection of an appropriate duty cycle depends on the current detected by the position of R112 and the battery voltage, that is, to ensure that the battery voltage does not exceed 54.6V. The larger the current, the better, which means more charging. When using Q22, when the voltage regulator itself generates more than 54.6V, Q23 is not turned on, and the current passes through D31 to C114. The voltage of C115 can be changed by adjusting the duty cycle of Q22. At this time, Q22 turns on the current to flow through L30 to C115. Because of the self-induced electromotive force of L30, when Q22 is turned on, L30 starts to store energy, and the self-induced electromotive force is positive on the left and negative on the right. When Q22 is turned off, the self-induced electromotive force of L30 becomes positive on the right and negative on the left. The current charges C115 through R112 to the positive electrode of the battery, through the negative electrode to D32 to L30. By changing the duty cycle of Q22, the voltage of C115 and the charging current of the battery can be changed. The duty cycle of the controller ensures that the battery voltage does not exceed 54.6V during the period, and the larger the charging current, the better. For the temperature difference power generation circuit and the exhaust gas discharge circuit, and the power recovery power generation part, the normal charging current control will not exceed 0.3C. Because the temperature difference power generation circuit and the exhaust gas discharge circuit have low power, it is only necessary to consider that the charging voltage does not exceed 54.6V, and the charging current generally does not exceed 0.3C. The present invention can use the weight of the battery itself to achieve anti-tilt control of the vehicle body. After the system works, the push rods on both sides are all retracted to the shortest position. U15 communicates with the real-time U10 to obtain the current rolling angle of the vehicle (the horizontal angle is 0 degrees, the tilt to the left is a negative angle value, the larger the negative angle value, the greater the tilt. The tilt to the right is a positive angle value, the larger the positive angle value, the greater the tilt). When it is found that the vehicle roll angle exceeds 3 degrees, the present invention starts to automatically adjust the vehicle anti-roll action. U15 detects the current brushless motor angle value through J1 to obtain the current angle value, and uses the current angle value to drive the corresponding bridge arm switch to open and close, drive the brushless motor to rotate forward, and let the push rod extend. Its extension length changes with the tilt angle value of the vehicle body, that is, when it is found that the tilt angle of the vehicle body exceeds 3 degrees, the push rod begins to extend, and the angle change is checked at the same time. If the angle remains unchanged or continues to increase, the push rod continues to extend. When the angle slows down, the push rod is also retracted. If the push rod on the opposite side is in an extended state, the push rod shrinks. BRIEF DESCRIPTION OF THE DRAWINGS

[0008] The present invention will be further described below in conjunction with the accompanying drawings and specific embodiments.

[0009] Figure 1 It is a schematic diagram of the power supply circuit of the present invention. Figure 2 It is a schematic diagram of the touch screen control circuit of the present invention. Figure 3 , 4 5 is a schematic diagram of the data control processing circuit of the present invention. Figure 6 , 7 It is a schematic diagram of the glide power generation and current detection circuit of the present invention. Figure 8 It is a schematic diagram of the tail gas charging and current collection circuit of the present invention. Fig. 9 , 10 It is a schematic diagram of the temperature-pressure charging and current collection circuit of the present invention. Fig.11 It is a schematic diagram of the battery voltage collection circuit of the present invention. Fig.12 The utility model is a schematic diagram of the electric control circuit of a motorcycle of the present invention. Fig.13 and Fig. 20 The diagram is a schematic diagram of two embodiments of the handlebar angle acquisition circuit of the present invention. Fig.14 The figure is a schematic diagram of a motorcycle angle determination circuit according to the present invention. Figures 15 to 17 19 is a schematic diagram of a motorcycle battery balancing circuit according to the present invention. Fig.18 It is a schematic diagram of the arrangement of the push rod of the present invention. DETAILED DESCRIPTION

[0010] As shown in the figure, the present invention includes a power supply circuit, a touch screen control circuit, a data control processing circuit, a coasting power generation and current detection circuit, an exhaust gas charging and current collection circuit, a temperature and pressure charging and current collection circuit, a battery voltage collection circuit, a motorcycle electric control circuit, a handlebar angle collection circuit, a motorcycle angle judgment circuit and a motorcycle battery balancing circuit. The power output port of the power supply circuit is respectively connected to the power port of the touch screen control circuit, the power port of the data control processing circuit, the power port of the coasting power generation and current detection circuit, the power port of the exhaust gas charging and current collection circuit, the power port of the temperature and pressure charging and current collection circuit, the power port of the battery voltage collection circuit, the power port of the motorcycle electric control circuit, and the power port of the handlebar angle collection circuit. The signal transmission port of the data control processing circuit is connected to the signal transmission port of the touch screen control circuit, the signal transmission port of the glide power generation and current detection circuit, the signal transmission port of the exhaust gas charging and current collection circuit, the signal transmission port of the temperature and pressure charging and current collection circuit, the signal transmission port of the battery voltage collection circuit, the signal transmission port of the motorcycle electric control circuit, the signal transmission port of the handlebar angle collection circuit, the signal transmission port of the motorcycle angle judgment circuit, and the signal transmission port of the motorcycle battery balancing circuit; the signal transmission port of the glide power generation and current detection circuit is connected to the signal transmission port of the motorcycle electric control circuit. The power supply circuit includes an EWN10-24S12H module U4, an LM2576-5.0 module U2, a TPS62040DGQ module U6, a TPS62040DGQ module U7 and an AMS1117-2.5 module U8. Pin 1 of U4 is connected to BUTTON+, and pin 6 of U4 is respectively connected to +12V2 and one end of an inductor L1. The other end of L1 is connected to pin 1 of U2. Pin 2 of U2 is respectively connected to 5V1 and pin 4 of U2 through the inductor L2. Pins 1, 2 and 3 of U6 are connected to 5V1, and pins 7 and 8 of U6 are connected to VCC-1.2V through the inductor L4. The pins are connected to one end of resistor R8 and one end of resistor R12 respectively, the other end of R8 is connected to VCC-1.2V, and the other end of R12 is connected to GND; Pins 2 and 3 of U7 are connected to 5V1, and pins 7 and 8 of U7 are connected to VCC-3.3V through inductor L5. Pin 5 of U7 is connected to one end of resistor R10 and one end of resistor R13 respectively, and the other end of R10 is connected to VCC-3.3V, and the other end of R13 is connected to GND; Pin 3 of U8 is connected to 5V1, and pins 2 and 4 of U8 are connected to VCC-2.5V; VCC-3.3V is connected to VCCA through inductor L12; VCC-1.2V is connected to VCCD through inductor FB3. BUTTON+ is connected to the positive pole of the battery.

[0011] The touch screen control circuit adopts SN65HVD12D chip U12, pin 1 of U12 is connected to COMLCD-RXD, pins 2 and 3 of U12 are connected to COMLCD-RTS, and pin 4 of U12 is connected to COMLCD-TXD; pin 7 of U12 is respectively connected to pin 1 of connector P1 and one end of inductor L9, and the other end of L9 is connected to pin 2 of ACT45B-510-2P-TL003 common mode filter L10, pin 3 of L10 is connected to 485-B, pin 4 of L10 is connected to 485-A, and pin 1 of L10 is respectively connected to pin 2 of P1 and pin 6 of U12 through inductor L11; pins 2 and 3 of TPC7032KX touch screen J4 are respectively connected to 485-A and 485-B. P1 is used to debug and monitor RS485 communication to confirm whether the communication message is normal. The touch screen is used for battery power, current charging current, motor speed and other information. Communicate with the touch screen through RS485 communication modules U12 and U15, and send data to the touch screen.

[0012] The data control processing circuit adopts EP4CE15E22I7 chip U15, and pin 12 of U15 is connected to FPGA-DCLK through resistor R29, and pins 28, 30-33 of U15 are respectively connected to CDFS1, CDFS2, CDFS5, CDFS6, and CTR-MOTO; pins 1, 2, 5, and 6 of EPCS4SI8N chip U16 are respectively connected to FPGA-nCSO, FPGA-DATA0, FPGA-ASDO, and FPGA-DCLK; pins 58-61, 64-69, 71, and 72 of U15 are respectively connected to CPU-UH, CPU-UL, CPU-VH, CPU-VL, CPU-WH, CPU-WL, CLK2, CS2, CDFS3, DIN2, DOUT2, and CDFS4; pin 13 of U15 is connected to FPGA-DCLK through resistor R53 Connect to FPGA-DATA0, pins 11, 10, 8, 7, and 6 of U15 are connected to BHALL_U, BHALL_V, FPGA-nCSO, BHALL_W, and FPGA-ASDO respectively; pins 76, 77, 80, 83, and 85 to 87 of U15 are connected to BCPU-UH, BCPU-UL, BCPU-VH, BCPU-VL, BCPU-WH, BCPU-WL, CSA, and CSB respectively; pins 110 to 115, 119 to 121, and 125 of U15 are connected to CPU-U-HA, CPU_U_LA, CPU-U-SD, CPU-V-HA, CPU-V-LA, CPU-V-SD, CPU-W-HA, CPU-W-LA, CPU-W-SD, and HALL_V respectively connected; pins 39, 42~44, 46, 49~51 of U15 are connected to HALL_UA, HALL_VA, HALL_WA, I2C-SCL, I2C-SDA, HALL_U, CSC, and COMLCD-RTS respectively; pins 98~101 and 103~106 of U15 are connected to CLK3, CSA, DIN3, DOUT3, CLK-TS, CS-TS, DIN-TS, and DOUT-TS respectively; pins 132~137 and 141~144 of U15 are connected to CLK3-HX, HALL_W, DIN3-HX, DOUT3-HX, DIN3-WQ, DOUT3-WQ, CLK3-WQ, CS3-WQ, COMLCD-RXD, and COMLCD-TXD respectively.

[0013] The coasting power generation and current detection circuit includes an MDS30A1600V module D2, the input end of D2 is respectively connected to MOTO-UA2, MOTO-VA2, and MOTO-WA2, the positive electrode of the output end of D2 is respectively connected to ICK3 and one end of the resistor R111 through the inductor L16, the inductor L17, the diode D6, the NCEP02T10 tube Q1, and the inductor L18, and the other end of R111 is connected to BUTTON+; the gate of the NCEP02T10 tube Q2 is connected to the Q1 port, the drain of Q2 is connected to the anode of D6, and the source of Q2 is connected to GND1; the gate of Q1 is connected to the Q2 port; the 3rd pin of the URA4815YMD-30WR3 module U44 is connected to BUTTON+, U Pin 4 of 44 is connected to +15V; Pins 2, 3, and 6 of AD8479ARZ-RL module U48 are connected to BUTTON+, ICK3, and ICK3-HX respectively; Pin 1 of GS8551-TR module U64 is connected to ICK3-HX-AD through resistor R127, Pin 3 of U64 is connected to Pin 7 of CA-IS1311G module U63 through resistor R124, Pin 4 of U64 is connected to Pin 6 of U63 through resistor R126, and Pin 2 of U63 is connected to ICK3-HX through resistor R125; ICK3-HX-AD is connected to one end of resistor R132 and one end of resistor R131 through resistor R130, the other end of R132 is connected to GND, and the other end of R131 is connected to AD Pin 3 of 8541ARZ chip U66 and pin 2 of U66 are connected to pin 6 of U66 and VDIN-HX respectively; pins 1, 3, 9 and 10 of AD7788ARMZ-REEL chip U65 are connected to CLK3-HX, VDIN-HX, DOUT3-HX and DIN3-HX respectively; the anode of OP1 input terminal of EL357 chip is connected to CTR-MOTO through resistor R34, and the cathode of OP1 input terminal is connected to GND; the collector of OP1 output terminal is connected to 12V and cathode of diode D4 through resistor R33 respectively, and the anode of D4 is connected to collector of XL1 and NPN transistor Q5 respectively, the base of Q5 is connected to the emitter of OP1 output terminal, and the emitter of Q5 is connected to GND1; Pins 1 to 11 of HH63P relay K1 are connected to MOTO-UA1, MOTO-VA1, MOTO-WA1, MOTO-UA2, MOTO-VA2, MOTO-WA2, MOTO-UA, MOTO-VA, MOTO-WA, XL1, and 12V respectively; Pin 2 of TLP250 chip U45 is connected to CDFS1 through resistor R17, and pin 3 of U45 is connected to GND; Pin 8 of U45 is connected to +15V, and pins 6 and 7 of U45 are connected to one end of resistor R22, emitter of PNP transistor Q19, and port of Q1 respectively through resistor R19, and the other end of R22 is connected to base of Q19, and collector of Q19 is connected to GND1 and pin 5 of U45 respectively;Pin 2 of TLP250 chip U46 is connected to CDFS2 through resistor R18, and pin 3 of U46 is connected to GND; pin 8 of U46 is connected to +15V2, and pins 6 and 7 of U46 are connected to one end of resistor R40 and Q2 port through resistor R20, and the other end of R40 is connected to GND1 and pin 5 of U46 respectively; pin 3 of URB2405YMD module U47 is connected to BUTTON+, and pin 4 of U47 is connected to +15V2. Pins 7, 8, and 9 of HH63P relay K1 are connected to the wheel motor. ;

[0014] The wheel motor is an existing electric vehicle accessory. This accessory connects the motor to the vehicle and makes it into a finished product. After purchase, it can directly replace the original front wheel of the vehicle. The wheel motor connection line is connected to the device of the present invention. The device of the present invention can be driven by the rider's control handlebar, and the front wheel motor rotates to drive the front wheel of the motorcycle. The wheel motor is a brushless DC motor. Driving a brushless DC motor requires a driver to connect the U, V, and W poles of the brushless motor. Among them, MOTO-UA, MOTO-VA, and MOTO-WA in the present invention correspond to the three poles of the brushless motor. After connection, the brushless motor (wheel motor) can be driven. The 7th, 8th, and 9th pins of K1 are connected to the U, V, and W poles of the wheel motor, and the 1st, 2nd, and 3rd pins of the K1 relay are connected to the motorcycle electric control circuit of the present invention, which is used to drive the wheel motor. The 4th, 5th, and 6th pins of K1 are connected to the coasting power generation and current detection circuit of the present invention for energy recovery. The handlebar handle position 0 (the rider does not rotate the handle): maximum braking (maximum power generation).

[0015] The handle rotates to the middle position: the wheel motor is not driven, and the wheel motor does not generate electricity, and it uses inertia to travel. The handle is at the maximum rotation position, and the maximum power drives the wheel motor at the highest speed. The handle is at the 0-point position: K1 is energized, and the motor three poles are connected to the sliding power generation and current detection circuit. The power generation circuit uses Q2 and current detection to increase the charging current to the maximum current. The handle is at the midpoint position: the motor three poles are connected to the sliding power generation and current detection circuit, Q2 is not conducting, Q1 is not conducting, and there is no charging current. The handle is at the maximum rotation position: K1 disconnects the motor connection to the normally closed point, and the motor three poles are connected to the motorcycle electric control circuit. The motorcycle electric control circuit drives the motor to rotate at the highest frequency, bringing the highest wheel speed. Among them, when the handle is adjusted from the midpoint to the 0-point position, the power generation power changes from low to high, and vice versa, the motor speed changes from low to high. The linear adjustment of the speed and power generation power is realized, and the handle also plays the function of acceleration and braking. The wheel motor can use the "10-inch new national standard electric car electric motorcycle 1000W1200W modified 48V60V custom high-speed torque waterproof motor" on Taobao.

[0016] U15 receives the detection signals I2C-SDA and I2C-SCL of the motorcycle angle judgment circuit, and controls the XL1 port through the CTR-MOTO port and OP1. The high level of XL1 controls K1 to pull in and recover energy; the low level of XL1 controls K1 to disconnect and control the motor drive. Control power drive or energy recovery. The action control of OP1 and the switch control of the transistor Q5 are conventional technologies in this field, and those skilled in the art can clearly know it according to the circuit diagram. Energy recovery state: through D2 through L16 filtering, through the BOOST boost circuit composed of Q2, L17, D6 and C2, and the BUCK buck circuit composed of Q1, D26, L18, and C10 at the rear end. Charge the battery. When the wheel motor is driven to rotate by external mechanical force, its three terminals will generate electrical energy to the outside according to the current rotation angle of the motor. For example, when the motor generates electricity in the U phase of 0-120°; the V phase generates electricity in the V phase of 120-240°, and the W phase generates electricity in the W phase of 240-360°, it is a conventional technology. Through D2, the three-phase power generated by the motor is converted into direct current using a three-phase rectifier bridge. This technology is a conventional technology, and the three-phase rectifier bridge converts to direct current. The CDFS1 port of U15 outputs the Q1 port signal used to drive the NCEP02T10 tube Q2 through U45. Q2 can be quickly turned off through Q19. When the 6th and 7th pins of U45 output a high level, Q19 is not turned on, and Q2 is turned on due to the high gate level. When the 6th and 7th pins of U45 are low levels, Q19 is turned on. The conduction of Q19 can cause the gate level of Q2 to drop rapidly, and Q2 is quickly turned off. If Q2 is turned off slowly, Q2 will be damaged due to overcurrent. R111 is a current detection resistor, which can detect the output current and current direction of this part of the boost and buck circuit. The DOUT3 port of U15 monitors the motorcycle battery voltage at all times through the battery voltage acquisition circuit. Under the premise that the battery voltage does not exceed 54.6V, the current detected by R111 is always kept flowing out through the control of Q2 duty cycle. When the current cannot flow out, the duty cycle of Q2 is increased, the output voltage is increased, and the current is always output to achieve battery charging. The CDFS1 port of U15 controls the NCEP02T10 tube Q1 through the driving signal amplifier chip U45. The functions of the BOOST boost circuit and the BUCK buck circuit of the post-stage D2 are: when the kinetic energy is recovered, the voltage is boosted to ensure the outflow of the current. When the high kinetic energy is recovered, only the voltage is reduced to ensure the current outflow and the voltage does not exceed 54.6V. Protect the battery from overcharging. U44 is a power conversion module that converts 48V (BUTTON+) to 15V. The 15V power drive is used as a boost power supply, and the design position is as close as possible to the load to reduce interference with other circuits. The analog signal U48 differentially collects BUTTON+ and ICK3 to measure the voltage across R111.U63 is used for signal isolation, so that U15 is not directly connected to the power circuit part, to prevent the power part PWM from interfering with U15, and to prevent the high voltage from directly connecting U15 and burning U15 after the power device is damaged and broken down. U63 is an analog signal isolation chip, and the 6th and 7th pins of U63 output differential signals. U64 operational amplifier converts the differential signal into a common mode signal, because the input of the back-end AD conversion circuit is a common mode signal. In addition, because the resistance value used for detection is very small, the voltage converted by the current is also relatively small (if the resistance is large, the power consumption of the resistance is also large, and its power consumption is large). In order to be more prepared for detection, the signal needs to be amplified through U64. U66 filters the input ICK3-HX-AD signal. Because the front-end buck circuit and boost circuit are in the form of switches, high-frequency switches and large inductors and distributed capacitors produce high-frequency oscillations, so a filter circuit is used to filter the signal. After analog-to-digital conversion by U65, it is sent to the CLK3-HX, DIN3-HX, and DOUT3-HX ports of U15. CLK3-HX is the clock, DIN3-HX is the communication input, and DOUT3-HX is the data output.The exhaust gas charging and current collection circuit includes a WS-8 module JP58, wherein the 1st pin of JP58 is connected to WQ+, and WQ+ is connected to ICK-WQ and one end of a resistor R43 respectively through an inductor L25, an inductor L26, a diode D29, a NCEP02T10 tube Q20, and an inductor L27, and the other end of R43 is connected to BUTTON+; the gate of the NCEP02T10 tube Q21 is connected to the Q3 port, the drain of Q21 is connected to the anode of D29, and the source of Q21 is connected to GND1; the gate of Q20 is connected to the Q4 port; the 2nd pin of the TLP250 chip U1 is connected to the Q3 port, the drain of Q21 is connected to the anode of D29, and the source of Q21 is connected to GND1; the gate of Q20 is connected to the Q4 port; the 2nd pin of the TLP250 chip U1 is connected to the Q3 port, and ... The pin is connected to CDFS5 through resistor R2, and the 3rd pin of U1 is connected to GND; the 8th pin of U1 is connected to +15V, and the 6th and 7th pins of U1 are connected to one end of resistor R14, the emitter of PNP transistor Q3, and the port of Q3 through resistor R4, and the other end of R14 is connected to the base of Q3, and the collector of Q3 is connected to GND1 and the 5th pin of U1 respectively; the 2nd, 3rd, and 6th pins of AD8479ARZ-RL module U67 are connected to BUTTON+, ICK-WQ, and ICK1-WQ respectively; the 1st pin of GS8551-TR module U69 is connected to BUTTON+ through resistor R13 6 is connected to ICK1-WQ-AD, U69's 3rd pin is connected to CA-IS1311G module U68's 7th pin through resistor R133, U69's 4th pin is connected to U68's 6th pin through resistor R135, U68's 2nd pin is connected to ICK1-WQ through resistor R134; TLP250 chip U3's 2nd pin is connected to CDFS6 through resistor R3, U3's 3rd pin is connected to GND; U3's 8th pin is connected to +15V2, U3's 6th and 7th pins are connected to one end of resistor R16 and Q4 port respectively through resistor R11, and the other end of R16 is connected to GND1 and U3's 5 pins are connected; ICK1-WQ-AD is connected to one end of resistor R140 and one end of resistor R141 through resistor R139, the other end of R141 is connected to GND, the other end of R140 is connected to pin 3 of AD8541ARZ chip U71, and pin 2 of U71 is connected to pin 6 of U71 and VDIN-WQ respectively; pins 1, 2, 3, 9, and 10 of AD7788ARMZ-REEL chip U70 are connected to CLK3-WQ, CS3-WQ, VDIN-WQ, DOUT3-WQ, and DIN3-WQ respectively. JP58 is connected to a DC generator, and the exhaust gas output from the motorcycle exhaust pipe drives the fan blades on the DC generator to rotate, and the DC generator generates electricity. The DC generator and the fan blades can be installed on the vehicle body through a bracket. The fan blades can be set 3 cm outside the exhaust pipe outlet, facing the exhaust direction. WQ+ is the power output terminal of the DC generator. Except that the source of the power WQ+ is different from that of the coasting power generation and current detection circuit, the other control and conversion parts of the exhaust charging and current collection circuit are similar to those of the coasting power generation and current detection circuit, and will not be repeated here.

[0017] The temperature-voltage charging and current collection circuit includes SP1848-27145 temperature difference power generation chips JP2-JP5, and the 1 pins of JP2-JP5 are respectively connected to WY-, WY+, WY-, and WY+; WY+ is connected to ICK1 and one end of resistor R112 respectively through inductor L28, inductor L29, diode D31, NCEP02T10 tube Q22, and inductor L30, and the other end of R112 is connected to BUTTON+; the gate of NCEP02T10 tube Q23 is connected to Q3 port, the drain of Q23 is connected to D31 anode, and the source of Q23 is connected to GND1; the gate of Q22 is connected to Q4 port ; Pin 2 of TLP250 chip U49 is connected to CDFS3 through resistor R44, and pin 3 of U49 is connected to GND; Pin 8 of U49 is connected to +15V, and pins 6 and 7 of U49 are connected to one end of resistor R46, emitter of PNP transistor Q24, and port Q3 through resistor R45, and the other end of R46 is connected to base of Q24, and collector of Q24 is connected to GND1 and pin 5 of U49 respectively; Pin 2 of TLP250 chip U50 is connected to CDFS4 through resistor R97, and pin 3 of U50 is connected to GND; Pin 8 of U50 is connected to +15V2, and pins 6 and 7 of U50 are connected to resistor R99 through resistor R98 respectively. The other end of R99 is connected to GND1 and pin 5 of U50 respectively; the 2nd, 3rd and 6th pins of AD8479ARZ-RL module U55 are connected to BUTTON+, ICK1 and ICK1-VAL respectively; the 1st pin of GS8551-TR module U57 is connected to ICK1-AD through resistor R116, the 3rd pin of U57 is connected to the 7th pin of CA-IS1311G module U56 through resistor R113, the 4th pin of U57 is connected to the 6th pin of U56 through resistor R115, and the 2nd pin of U56 is connected to ICK1-VAL through resistor R114; ICK1-AD is connected to ICK1-AD through resistor R116. R119 is connected to one end of resistor R120 and one end of resistor R121 respectively, the other end of R121 is connected to GND, the other end of R120 is connected to pin 3 of AD8541ARZ chip U60, and pin 2 of U60 is connected to pin 6 of U60 and VDIN4 respectively; pin 4 of LT1790AIS6-2.5#TRMPBF module U59 is connected to +15V through magnetic bead L32, and pin 6 of U59 is connected to +2.5V3; pins 1, 2, 3, 9, and 10 of AD7788ARMZ-REEL chip U58 are connected to CLK3, CSB, VDIN4, DOUT3, and DIN3 respectively. The temperature-voltage charging and current acquisition circuit uses a thermoelectric generator. The principle is: one side of the thermoelectric generator is attached to the exhaust pipe, and the other side of the thermoelectric generator is attached with a heat sink. The natural airflow during driving is used to cool the heat sink temperature of the thermoelectric generator. After the motorcycle is started, the heat from the exhaust pipe is transferred to the thermoelectric generator, and a temperature difference is generated on both sides of the thermoelectric generator, generating electricity. Fig. 9As shown, JP2~JP57) are connected in series and parallel and then collected by the circuit to charge the battery, increasing the power generation. WY+ is the positive output of the power supply of the thermoelectric generator, and WY- is the negative output of the power supply of the thermoelectric generator. The temperature and pressure charging and current collection circuit is different from the coasting power generation and current detection circuit in that the source of the electric energy WY+ and WY- is similar to the coasting power generation and current detection circuit in other control and conversion parts, which will not be repeated here. The power generation and voltage level of the thermoelectric generator are related to the temperature difference. In order to ensure that the power of uncertain voltage levels can charge the battery, a two-level power supply circuit is adopted, the first level is a boost topology, and the second level is a buck topology (please refer to the description of the D2 rear stage circuit in the aforementioned coasting power generation and current detection circuit), which can enable multiple voltage levels of power to charge the rear battery. The thermoelectric generator can be attached to the outside of the exhaust pipe through a thermally conductive self-adhesive silicone pad. The thermoelectric generator can be attached to a part of the exhaust pipe, or to a part of the motorcycle's own heat sink (generating electricity by using the temperature difference between the motorcycle's own heat sink and the outside world). The CDFS3 port of U15 is used to drive the Q3 port signal of the NCEP02T10 tube Q23 through U49 output. The CDFS4 port of U15 is used to drive the Q4 port signal of the NCEP02T10 tube Q22 through U50 output. Q23 can be quickly turned off through Q24. When the 6th and 7th pins of U49 output a high level, Q24 is not turned on. Q24 is turned on due to the high level of the gate. When the 6th and 7th pins of U49 are low levels, Q24 is turned on. The conduction of Q24 can cause the gate level of Q23 to drop rapidly, and Q23 is quickly turned off. If the shutdown speed of Q23 is slow, Q23 will be damaged due to overcurrent.

[0018] The battery voltage acquisition circuit includes a GS8551-TR module U53, wherein the pin 1 of U53 is connected to VOUT_AD through a resistor R106, the pin 3 of U53 is connected to the pin 7 of the CA-IS1311G module U52 through a resistor R101, the pin 4 of U53 is connected to the pin 6 of U52 through a resistor R103, the pin 2 of U52 is respectively connected to one end of a resistor R104 and one end of a resistor R100 through a resistor R102, the other end of R104 is connected to GND1, and the other end of R100 is connected to BUT TON+; Pins 1, 2, 3, 9, and 10 of the AD7788ARMZ-REEL chip U51 are connected to CLK3, CSA, VDIN, DOUT3, and DIN3 respectively; VOUT_AD is connected to one end of resistor R110 and one end of resistor R107 through resistor R105, the other end of R110 is connected to GND, the other end of R107 is connected to pin 3 of the AD8541ARZ chip U54, and pin 2 of U54 is connected to pin 6 of U60 and VDIN respectively. BUTTON+ is connected to the positive pole of the motorcycle battery. After voltage division by R100 and R104, the battery voltage detection signal is sent to U52 for signal isolation, and the differential signal is output to U53. After U53 amplifies the signal, it converts the differential signal into a common-mode signal VOUT_AD. U54 filters the input VOUT_AD signal, and then sends it to the CLK3, CSA, DIN3, and DOUT3 ports of U15 after analog-to-digital conversion through U51. CLK3 is the clock port, DIN3 is the chip select port, DIN3 is the data input port, and DOUT3 is the data output port. The current battery power can be determined through the battery voltage acquisition circuit to ensure that the battery will not be overcharged after it is fully charged, thus protecting the battery.

[0019] The motorcycle electric control circuit includes an H11L1SM chip U31, wherein the 2nd pin of U31 is connected to the CPU-U-HA, and the 4th pin of U31 is connected to the MOTO-U-HA; the 2nd pin of the H11L1SM chip U32 is connected to the CPU-U-LA, and the 4th pin of U32 is connected to the MOTO-U-LA; the H11L1SM chip U34, wherein the 2nd pin of U34 is connected to the CPU-U-SD, and the 4th pin of U34 is connected to the MOTO-U- SDA; Pin 1 of K7812-1000L module U9 is connected to BUTTON+ through inductor L13, and pin 3 of U9 is connected to +12VA and pin 1 of K7805-1000L module U28 through inductor L14, and pin 3 of U28 is connected to 5VA; Pin 2 of H11L1SM chip U5 is connected to HUA through SS14 tube D13, and pin 4 of U5 is connected to HALL_UA; Pins 12 to 14 of IR2110STR chip U33 are connected to MOTO-U-HA, MOTO-U-SDA, and MOTO-U-LA respectively, and pin 8 of U33 is connected to the cathode of diode D16 and one end of resistor R77 respectively, and the anode of D16 is connected to the other end of R77 and IPD082N The gate of 10N3G tube Q13 is connected, the drain of Q13 is connected to BUTTON+, the source of Q13 is connected to MOTO-UA1, pin 6 of U33, and the drain of IPD082N10N3G tube Q14, the source of Q14 is connected to AGND, the gate of Q14 is connected to the anode of diode D18 and one end of resistor R80, and the other end of R80 is connected to the cathode of D18 and pin 1 of U33; the 2nd to 4th pins of Hall_Sensor Hall sensor J7 are connected to HUA, HVA, and HWA respectively; the 1st, 2nd, and 3rd pins of DJG36-8C hub motor J8 (i.e. the aforementioned wheel motor) are connected to MOTO-WA, MOTO-VA, and MOTO-UA respectively. J7 is used to detect the current angle value of the vehicle motor (i.e. the aforementioned wheel motor, the Hall sensor is a matching part when purchasing the wheel motor), and determine which pole (U, V, W) of the drive motor is determined according to the angle value. Taking the U phase as an example, the control process of the motorcycle electric control circuit is explained. U9 and U28 convert the battery power to 12V and 5V. The upper tube, lower tube, drive shutdown pin, and control signal (CPU-U-HA, CPU_U_LA, CPU-U-SD) output by the U phase drive tube are isolated and output through the optocoupler (H11L1SM) and connected to the IR2110 drive circuit. IR2110 amplifies the signal output by the optocoupler, drives Q13 and Q14, and quickly works in the switching state, saturation zone and cut-off zone; controls the U phase of the wheel motor. Among them, the internal circuits of D17, C66 and U33 are combined into a bootstrap boost voltage. The bootstrap boost circuit uses a set of power supplies such as +12VA, which can drive a set of upper and lower bridge arm tubes of a half-bridge structure without adding a separate isolated power supply to drive the upper bridge arm tube.The signals of the three groups of upper and lower bridge arms drive the three-phase H-bridge circuit composed of 6 tubes, where the midpoint of each bridge arm is connected to a group of inputs of the brushless wheel motor. According to the Hall sensor inside the J7 brushless wheel motor, the current angle of the brushless motor is detected, and U15 drives the 6 tubes to drive the brushless motor to rotate in an orderly manner according to the current angle.

[0020] The first embodiment of the handlebar angle acquisition circuit includes an AD7788ARMZ-REEL chip U61, and pins 1, 2, 3, 9, and 10 of U61 are respectively connected to CLK-TS, CS-TS, SDIN-TS, DOUT-TS, and DIN-TS; pin 2 of the handlebar JP59 is respectively connected to one end of a resistor R122 and one end of a resistor R123, and the other end of R123 is connected to GND, and the other end of R122 is connected to pin 3 of the AD8541ARZ chip U62, and pin 2 of U62 is respectively connected to pin 6 of U62 and SDIN-TS. Pin 2 of JP59 outputs a speed signal. The handlebar JP59 can adopt the "electric bicycle handlebar, throttle handle, battery vehicle speed regulator, acceleration handle, tricycle reverse three-speed handlebar" on Taobao.

[0021] The motorcycle handlebars collect the corner speed signal, which is normally 0V to 3.3V, representing the power supply and maximum speed output. U62 filters the input corner speed signal, and then sends it to the CS-TS, CLK-TS, DIN-TS, and DOUT-TS (clock, chip select, input, and output) ports of U15 after analog-to-digital conversion by U61.

[0022] The second embodiment of the handlebar angle acquisition circuit includes a TLV2371IP chip U53, and the 3rd pin of U53 is connected to the 2nd pin of the handlebar JP59 through resistors R122 and R123 in sequence; the 6th pin of U53 is connected to the 1st pin of the ADS1110A3IDBVT chip U51, and the 3rd and 4th pins of U51 are respectively connected to DIN-TS and DOUT-TS. Fig. 20 As shown, through the unique component parameter setting, a low-pass filter with a cutoff frequency of 90HZ is formed. Because the installation position of this circuit is far away from large interference and strong interference circuits, the cutoff frequency is increased to 90HZ, the frequency response is more sensitive, and the reaction is faster.

[0023] The motorcycle angle judgment circuit adopts QMA6100P chip U10, pin 2 of U10 is connected to I2C-SDA, and pin 12 of U10 is connected to I2C-SCL. U10 is a three-axis acceleration sensor used to detect the tilt angle of the motorcycle. U10 can be set at the center between the handlebars on both sides. U10 detects the rolling angle of the motorcycle during driving, detects the current angle and tilt direction, and drives the push rod on the opposite side (the motorcycle battery balancing circuit is used to drive the push rod) to extend accordingly, reducing the tilt angle of the vehicle body when turning. U10 communicates with U15 through I2C-SCL and I2C-SDA. I2C-SCL: IIC communication clock; I2C-SDA: IIC communication data.

[0024] The motorcycle battery balancing circuit includes a K7812-1000L module U43, wherein the pin 1 of U43 is connected to BUTTON+ through an inductor L15, the pin 3 of U43 is respectively connected to +12V and the pin 1 of the K7805-1000L module U17 through an inductor L6, and the pin 3 of U17 is connected to 5V; the pins 2 to 4 of the Hall_Sensor Hall sensor J5 are respectively connected to HU, HV, and HW; the pin 2 of the H11L1SM chip U11 is connected to HU through the SS14 tube D5, and the pin 4 of U11 is connected to HALL_U; the ADUM1300ARWZ chip Pins 3 to 5 and 12 to 14 of U19 are connected to CPU-UH, CPU-UL, CPU-VH, MOTO-VH, MOTO-UL and MOTO-UH respectively; Pins 3 to 5 and 12 to 14 of ADUM1300ARWZ chip U21 are connected to CPU-VL, CPU-WH, CPU-WL, MOTO-WL, MOTO-WH and MOTO-VL respectively; Pin 4 of LT1790AIS6-2.5#TRMPBF module U27 is connected to VCC-3.3V through magnetic bead L8, and Pin 6 of U27 is connected to +2.5V2; Pins 1, 2, 3, 9, and 10 of the AD7788ARMZ-REEL chip U24 are connected to CLK2, CS2, SDIN2, DOUT2, and DIN2 respectively; CURRENT_AD is connected to one end of resistor R57 and one end of resistor R58 through resistor R55, and the other end of R58 is connected to GND. The other end of R57 is connected to pin 3 of the AD8541ARZ chip U23, and pin 2 of U23 is connected to pin 6 of U23 and SDIN2 respectively; SN The 6, 3, 5, 2, 4, and 1 pins of the R2134G / 20TSSOP module U20 are connected to MOTO-WL, MOTO-WH, MOTO-VL, MOTO-VH, MOTO-UL, and MOTO-UH respectively. The 19th pin of U20 is connected to the gate of the NCE6080K tube Q7 through a resistor R47. The 18th pin of U20 is connected to the source of Q7, the drain of MOTO-U, and the drain of the NCE6080K tube Q8 respectively. The gate of Q8 is connected to Pin 11 of U20 and pin 16 of U20 are connected to the gate of NCE6080K tube Q9 through resistor R50. The source of Q9 is connected to MOTO-V, the drain of NCE6080K tube Q10 and pin 15 of U20 respectively. The gate of Q10 is connected to pin 10 of U20 through resistor R51. Pin 13 of U20 is connected to the gate of NCE6080K tube Q11 through resistor R52. The source of Q11 is connected to the drain of MOTO-W, NCE6080K tube Q12 and pin 12 of U20 respectively. The pins of U20 are connected to the gate of NCE6080K tube Q12 through resistor R56, the source of Q12 is connected to the source of Q10, the source of Q8 and one end of resistor R60 respectively, and the other end of R60 is connected to pin 2 of CA-IS1311G chip U25; pin 1 of GS8551-TR module U26 is connected to CURRENT_AD through resistor R64, pin 3 of U26 is connected to pin 7 of U25 through resistor R59, and pin 4 of U26 is connected to pin 6 of U25 through resistor R62. For example. Fig.18 As shown, the motorcycle battery balancing circuit is used to drive the left push rod motor J2 and the right push rod motor J6. A pallet can be set at the motorcycle trunk, and the center of the pallet coincides with the center of the motorcycle. A left battery box slide rail and a right battery box slide rail are respectively set on both sides of the pallet, and the lower end of the left battery box is slidably set on the left battery box slide rail, and the lower end of the right battery box is slidably set on the right battery box slide rail. The left push rod drives the left battery box to move, and the right push rod drives the right battery box to move. The Hall sensor J5 detects the feedback value of the left push rod motor J2, and the Hall sensor J1 detects the feedback value of the left push rod motor J6. The Hall sensor is a supporting component of the push rod motor. The push rod motor can be the "brushless electric push rod telescopic rod large thrust lifting motor micro lift rod DC cylinder 12v24v220v" on Taobao.

[0025] The motorcycle battery balancing circuit is used for body anti-tilt control. The push rod is used to control the battery push-out distance. When the body tilts during a turn, the counterweight is increased in the opposite direction to reduce the body tilt angle, prevent the body from tilting, and improve driving safety. U27 and U22 are power chips, and the left and right push rod drive circuits are shared. U13, U72, and U73 are used to isolate the Hall signal and send it to U15. U15 calculates the current three-phase H-bridge drive signal based on the Hall signal and sends it to U74 and U76. U74 is a three-way isolation chip. U74 and U76 isolate the 6-way three-phase H-bridge control signal output by U15. The isolated signal goes to U75, and U75 drives 6 power MOS to drive the push rod brushless DC motor. D40, D39, D41, C151, C150, C147 and U75 form a bootstrap boost circuit to meet the function of driving three-way bridge arm MOS with a single power supply. The U80 circuit detects the working current of the brushless DC motor of the push rod. When the brushless motor is working, the current flows through resistors R159 and R158, and the current value is converted into a voltage value through the resistor. The back-end analog quantity acquisition circuit transmits it to U15. U15 controls the working current of the brushless motor so that the current does not exceed the rated current of the MOS. The protection value can be set through the screen. After the system works, the push rods on both sides are all retracted to the shortest position. U15 communicates with U10 in real time to obtain the current rolling angle of the vehicle (the horizontal angle is 0 degrees, the tilt to the left is a negative angle value, the larger the negative angle value, the greater the tilt. The tilt to the right is a positive angle value, the larger the positive angle value, the greater the tilt). When it is found that the vehicle roll angle exceeds 3 degrees, it starts to adjust the vehicle's anti-roll action. U15 detects the angle value of the push rod motor through J1 and J5, obtains the current angle value, and uses the current angle value to drive the opening and closing of the corresponding bridge arm, drive the brushless push rod motor to rotate forward, and let the push rod extend. Its extension length changes with the tilt angle value of the vehicle body. For example, when it is found that the tilt angle of the vehicle body exceeds 3 degrees, the push rod begins to extend and checks the angle change at the same time. If the angle remains unchanged or continues to increase, the push rod continues to extend. When the angle slows down, the push rod also retracts. If the push rod on the opposite side is in an extended state, the push rod retracts.

Claims

1. An electric motorcycle hybrid power system based on multi-energy utilization, including a power supply circuit, a touch screen control circuit, a data control processing circuit, a coasting power generation and current detection circuit, an exhaust gas charging and current collection circuit, a temperature and pressure charging and current collection circuit, a battery voltage collection circuit, a motorcycle electric control circuit, a handlebar angle collection circuit, a motorcycle angle judgment circuit and a motorcycle battery balancing circuit, characterized in that The power output port of the power supply circuit is respectively connected to the power supply port of the touch screen control circuit, the power supply port of the data control processing circuit, the power supply port of the coasting power generation and current detection circuit, the power supply port of the exhaust gas charging and current collection circuit, the power supply port of the temperature and pressure charging and current collection circuit, the power supply port of the battery voltage collection circuit, the power supply port of the motorcycle electric control circuit, the power supply port of the handlebar angle collection circuit, the power supply port of the motorcycle angle judgment circuit, and the power supply port of the motorcycle battery balancing circuit; The signal transmission port of the data control processing circuit is respectively connected to the signal transmission port of the touch screen control circuit, the signal transmission port of the coasting power generation and current detection circuit, the signal transmission port of the exhaust gas charging and current collection circuit, the signal transmission port of the temperature and pressure charging and current collection circuit, the signal transmission port of the battery voltage collection circuit, the signal transmission port of the motorcycle electric control circuit, the signal transmission port of the handlebar angle collection circuit, the signal transmission port of the motorcycle angle judgment circuit, and the signal transmission port of the motorcycle battery balancing circuit; the signal transmission port of the coasting power generation and current detection circuit is connected to the signal transmission port of the motorcycle electric control circuit; The data control processing circuit receives the input signal of the motorcycle angle judgment circuit, controls the motorcycle electric control circuit, and further controls the front wheel of the motorcycle; The data control processing circuit receives the input signal from the motorcycle angle judgment circuit, controls the coasting power generation and current detection circuit, and performs energy recovery; The data control processing circuit controls the exhaust gas charging and current collection circuit and the temperature and pressure charging and current collection circuit to perform energy recovery; The data control processing circuit receives the detection signal of the motorcycle angle judgment circuit, controls the motorcycle battery balancing circuit, and adjusts the inclination of the motorcycle; The coasting power generation and current detection circuit includes an MDS30A1600V module D2, the input end of D2 is respectively connected to MOTO-UA2, MOTO-VA2, and MOTO-WA2, the positive electrode of the output end of D2 is respectively connected to ICK3 and one end of the resistor R111 through the inductor L16, the inductor L17, the diode D6, the NCEP02T10 tube Q1, and the inductor L18, and the other end of R111 is connected to BUTTON+; the gate of the NCEP02T10 tube Q2 is connected to the Q1 port, the drain of Q2 is connected to the anode of D6, and the source of Q2 is connected to GND1; the gate of Q1 is connected to the Q2 port; URA4815YMD-30WR3 module U44's 3rd pin is connected to BUTTON+, and U44's 4th pin is connected to +15V; The 2, 3, and 6 pins of the AD8479ARZ-RL module U48 are connected to BUTTON+, ICK3, and ICK3-HX respectively; Pin 1 of GS8551-TR module U64 is connected to ICK3-HX-AD through resistor R127, pin 3 of U64 is connected to pin 7 of CA-IS1311G module U63 through resistor R124, pin 4 of U64 is connected to pin 6 of U63 through resistor R126, and pin 2 of U63 is connected to ICK3-HX through resistor R125; ICK3-HX-AD is connected to one end of resistor R132 and one end of resistor R131 through resistor R130. The other end of R132 is connected to GND. The other end of R131 is connected to pin 3 of AD8541ARZ chip U66. Pin 2 of U66 is connected to pin 6 of U66 and VDIN-HX respectively. The 1, 3, 9, and 10 pins of the AD7788ARMZ-REEL chip U65 are connected to CLK3-HX, VDIN-HX, DOUT3-HX, and DIN3-HX respectively; The anode of the EL357 chip OP1 input terminal is connected to CTR-MOTO through a resistor R34, and the cathode of the OP1 input terminal is connected to GND; the collector of the OP1 output terminal is connected to 12V and the cathode of the diode D4 through a resistor R33, and the anode of D4 is connected to XL1 and the collector of the NPN transistor Q5 respectively, the base of Q5 is connected to the emitter of the OP1 output terminal, and the emitter of Q5 is connected to GND1; Pins 1 to 11 of HH63P relay K1 are connected to MOTO-UA1, MOTO-VA1, MOTO-WA1, MOTO-UA2, MOTO-VA2, MOTO-WA2, MOTO-UA, MOTO-VA, MOTO-WA, XL1, and 12V respectively; Pin 2 of TLP250 chip U45 is connected to CDFS1 through resistor R17, and pin 3 of U45 is connected to GND; pin 8 of U45 is connected to +15V, and pins 6 and 7 of U45 are connected to one end of resistor R22, emitter of PNP transistor Q19, and port Q1 through resistor R19, respectively. The other end of R22 is connected to base of Q19, and collector of Q19 is connected to GND1 and pin 5 of U45 respectively. Pin 2 of TLP250 chip U46 is connected to CDFS2 through resistor R18, and pin 3 of U46 is connected to GND; pin 8 of U46 is connected to +15V2, and pins 6 and 7 of U46 are connected to one end of resistor R40 and Q2 port respectively through resistor R20, and the other end of R40 is connected to GND1 and pin 5 of U46 respectively; Pin 3 of URB2405YMD module U47 is connected to BUTTON+, and pin 4 of U47 is connected to +15V2.

2. The electric motorcycle hybrid power system based on multi-energy utilization according to claim 1 is characterized in that The data control processing circuit adopts EP4CE15E22I7 chip U15, pin 12 of U15 is connected to FPGA-DCLK through resistor R29, and pins 28, 30 to 33 of U15 are respectively connected to CDFS1, CDFS2, CDFS5, CDFS6, and CTR-MOTO; Pins 1, 2, 5, and 6 of the EPCS4SI8N chip U16 are connected to FPGA-nCSO, FPGA-DATA0, FPGA-ASDO, and FPGA-DCLK respectively; Pins 58-61, 64-69, 71, and 72 of U15 are connected to CPU-UH, CPU-UL, CPU-VH, CPU-VL, CPU-WH, CPU-WL, CLK2, CS2, CDFS3, DIN2, DOUT2, and CDFS4 respectively; Pin 13 of U15 is connected to FPGA-DATA0 through resistor R53, and pins 11, 10, 8, 7, and 6 of U15 are connected to BHALL_U, BHALL_V, FPGA-nCSO, BHALL_W, and FPGA-ASDO respectively; pins 76, 77, 80, 83, 85 to 87 of U15 are connected to BCPU-UH, BCPU-UL, BCPU-VH, BCPU-VL, BCPU-WH, BCPU-WL, CSA, and CSB respectively; Pins 110-115, 119-121, and 125 of U15 are connected to CPU-U-HA, CPU_U_LA, CPU-U-SD, CPU-V-HA, CPU-V-LA, CPU-V-SD, CPU-W-HA, CPU-W-LA, CPU-W-SD, and HALL_V respectively; Pins 39, 42-44, 46, 49-51 of U15 are connected to HALL_UA, HALL_VA, HALL_WA, I2C-SCL, I2C-SDA, HALL_U, CSC, and COMLCD-RTS respectively; Pins 98 to 101 and 103 to 106 of U15 are connected to CLK3, CSA, DIN3, DOUT3, CLK-TS, CS-TS, DIN-TS, and DOUT-TS respectively; Pins 132~137 and 141~144 of U15 are respectively connected to CLK3-HX, HALL_W, DIN3-HX, DOUT3-HX, DIN3-WQ, DOUT3-WQ, CLK3-WQ, CS3-WQ, COMLCD-RXD, and COMLCD-TXD.

3. The electric motorcycle hybrid power system based on multi-energy utilization according to claim 1 is characterized in that The exhaust gas charging and current collection circuit includes a WS-8 module JP58, wherein the pin 1 of JP58 is connected to WQ+, and WQ+ is connected to ICK-WQ and one end of a resistor R43 respectively through an inductor L25, an inductor L26, a diode D29, a NCEP02T10 tube Q20, and an inductor L27, and the other end of R43 is connected to BUTTON+; the gate of the NCEP02T10 tube Q21 is connected to the Q3 port, the drain of Q21 is connected to the anode of D29, and the source of Q21 is connected to GND1; the gate of Q20 is connected to the Q4 port; Pin 2 of TLP250 chip U1 is connected to CDFS5 through resistor R2, and pin 3 of U1 is connected to GND; pin 8 of U1 is connected to +15V, and pins 6 and 7 of U1 are connected to one end of resistor R14, emitter of PNP transistor Q3, and port of Q3 through resistor R4, respectively. The other end of R14 is connected to base of Q3, and collector of Q3 is connected to GND1 and pin 5 of U1 respectively. The 2, 3, and 6 pins of the AD8479ARZ-RL module U67 are connected to BUTTON+, ICK-WQ, and ICK1-WQ respectively; Pin 1 of GS8551-TR module U69 is connected to ICK1-WQ-AD through resistor R136, pin 3 of U69 is connected to pin 7 of CA-IS1311G module U68 through resistor R133, pin 4 of U69 is connected to pin 6 of U68 through resistor R135, and pin 2 of U68 is connected to ICK1-WQ through resistor R134; Pin 2 of TLP250 chip U3 is connected to CDFS6 through resistor R3, and pin 3 of U3 is connected to GND; pin 8 of U3 is connected to +15V2, and pins 6 and 7 of U3 are connected to one end of resistor R16 and port Q4 respectively through resistor R11, and the other end of R16 is connected to GND1 and pin 5 of U3 respectively; ICK1-WQ-AD is connected to one end of resistor R140 and one end of resistor R141 through resistor R139, the other end of R141 is connected to GND, the other end of R140 is connected to pin 3 of AD8541ARZ chip U71, and pin 2 of U71 is connected to pin 6 of U71 and VDIN-WQ respectively; The 1, 2, 3, 9, and 10 pins of the AD7788ARMZ-REEL chip U70 are connected to CLK3-WQ, CS3-WQ, VDIN-WQ, DOUT3-WQ, and DIN3-WQ respectively.

4. The electric motorcycle hybrid power system based on multi-energy utilization according to claim 1 is characterized in that The temperature-voltage charging and current collection circuit includes SP1848-27145 temperature difference power generation chips JP2 to JP5, and the 1 pins of JP2 to JP5 are respectively connected to WY-, WY+, WY-, and WY+; WY+ is connected to ICK1 and one end of resistor R112 respectively through inductor L28, inductor L29, diode D31, NCEP02T10 tube Q22 and inductor L30. The other end of R112 is connected to BUTTON+. The gate of NCEP02T10 tube Q23 is connected to Q3 port, the drain of Q23 is connected to D31 anode, and the source of Q23 is connected to GND1. The gate of Q22 is connected to Q4 port. Pin 2 of TLP250 chip U49 is connected to CDFS3 through resistor R44, and pin 3 of U49 is connected to GND; pin 8 of U49 is connected to +15V, and pins 6 and 7 of U49 are connected to one end of resistor R46, emitter of PNP transistor Q24, and port Q3 through resistor R45, respectively. The other end of R46 is connected to base of Q24, and collector of Q24 is connected to GND1 and pin 5 of U49 respectively. Pin 2 of TLP250 chip U50 is connected to CDFS4 through resistor R97, and pin 3 of U50 is connected to GND; pin 8 of U50 is connected to +15V2, and pins 6 and 7 of U50 are connected to one end of resistor R99 and Q4 port respectively through resistor R98, and the other end of R99 is connected to GND1 and pin 5 of U50 respectively; The 2, 3, and 6 pins of the AD8479ARZ-RL module U55 are connected to BUTTON+, ICK1, and ICK1-VAL respectively; Pin 1 of GS8551-TR module U57 is connected to ICK1-AD through resistor R116, pin 3 of U57 is connected to pin 7 of CA-IS1311G module U56 through resistor R113, pin 4 of U57 is connected to pin 6 of U56 through resistor R115, and pin 2 of U56 is connected to ICK1-VAL through resistor R114; ICK1-AD is connected to one end of resistor R120 and one end of resistor R121 through resistor R119, the other end of R121 is connected to GND, the other end of R120 is connected to pin 3 of AD8541ARZ chip U60, and pin 2 of U60 is connected to pin 6 of U60 and VDIN4 respectively; The 4th pin of LT1790AIS6-2.5#TRMPBF module U59 is connected to +15V through the magnetic bead L32, and the 6th pin of U59 is connected to +2.5V3; The 1, 2, 3, 9, and 10 pins of the AD7788ARMZ-REEL chip U58 are connected to CLK3, CSB, VDIN4, DOUT3, and DIN3 respectively.

5. The electric motorcycle hybrid power system based on multi-energy utilization according to claim 1 is characterized in that The battery voltage collection circuit includes a GS8551-TR module U53, wherein the pin 1 of U53 is connected to VOUT_AD through a resistor R106, the pin 3 of U53 is connected to the pin 7 of the CA-IS1311G module U52 through a resistor R101, the pin 4 of U53 is connected to the pin 6 of U52 through a resistor R103, the pin 2 of U52 is respectively connected to one end of a resistor R104 and one end of a resistor R100 through a resistor R102, the other end of R104 is connected to GND1, and the other end of R100 is connected to BUTTON+; The 1, 2, 3, 9, and 10 pins of the AD7788ARMZ-REEL chip U51 are connected to CLK3, CSA, VDIN, DOUT3, and DIN3 respectively; VOUT_AD is connected to one end of resistor R110 and one end of resistor R107 through resistor R105 respectively. The other end of R110 is connected to GND, and the other end of R107 is connected to pin 3 of AD8541ARZ chip U54. Pin 2 of U54 is connected to pin 6 of U60 and VDIN respectively.

6. The electric motorcycle hybrid power system based on multi-energy utilization according to claim 1 is characterized in that The motorcycle electric control circuit includes an H11L1SM chip U31, pin 2 of U31 is connected to CPU-U-HA, and pin 4 of U31 is connected to MOTO-U-HA; Pin 2 of H11L1SM chip U32 is connected to CPU-U-LA, and pin 4 of U32 is connected to MOTO-U-LA; H11L1SM chip U34, U34 pin 2 connects to CPU-U-SD, U34 pin 4 connects to MOTO-U-SDA; The 1st pin of K7812-1000L module U9 is connected to BUTTON+ through inductor L13, and the 3rd pin of U9 is connected to +12VA and the 1st pin of K7805-1000L module U28 through inductor L14, and the 3rd pin of U28 is connected to 5VA; Pin 2 of H11L1SM chip U5 is connected to HUA through SS14 tube D13, and pin 4 of U5 is connected to HALL_UA; The 12~14 pins of IR2110STR chip U33 are connected to MOTO-U-HA, MOTO-U-SDA and MOTO-U-LA respectively, the 8 pin of U33 is connected to the cathode of diode D16 and one end of resistor R77 respectively, the anode of D16 is connected to the other end of R77 and the gate of IPD082N10N3G tube Q13 respectively, the drain of Q13 is connected to BUTTON+, the source of Q13 is connected to MOTO-UA1, the 6 pins of U33 and the drain of IPD082N10N3G tube Q14 respectively, the source of Q14 is connected to AGND, the gate of Q14 is connected to the anode of diode D18 and one end of resistor R80 respectively, the other end of R80 is connected to the cathode of D18 and the 1 pin of U33 respectively; The 2~4 pins of Hall_Sensor Hall sensor J7 are connected to HUA, HVA, and HWA respectively; Pins 1, 2, and 3 of DJG36-8C hub motor J8 are connected to MOTO-WA, MOTO-VA, and MOTO-UA respectively.

7. The electric motorcycle hybrid power system based on multi-energy utilization according to claim 1 is characterized in that The handlebar angle acquisition circuit includes an AD7788ARMZ-REEL chip U61, and pins 1, 2, 3, 9, and 10 of U61 are respectively connected to CLK-TS, CS-TS, SDIN-TS, DOUT-TS, and DIN-TS; pin 2 of the handlebar JP59 is respectively connected to one end of a resistor R122 and one end of a resistor R123, the other end of R123 is connected to GND, the other end of R122 is connected to pin 3 of an AD8541ARZ chip U62, and pin 2 of U62 is respectively connected to pin 6 of U62 and SDIN-TS; Or the handlebar angle acquisition circuit includes a TLV2371IP chip U53, and pin 3 of U53 is connected to pin 2 of handlebar JP59 through resistors R122 and R123 in sequence; pin 6 of U53 is connected to pin 1 of ADS1110A3IDBVT chip U51, and pins 3 and 4 of U51 are respectively connected to DIN-TS and DOUT-TS.

8. The electric motorcycle hybrid power system based on multi-energy utilization according to claim 1 is characterized in that The motorcycle angle judgment circuit adopts a QMA6100P chip U10, pin 2 of U10 is connected to I2C-SDA, and pin 12 of U10 is connected to I2C-SCL.

9. The electric motorcycle hybrid power system based on multi-energy utilization according to claim 1 is characterized in that The motorcycle battery balancing circuit includes a K7812-1000L module U43, wherein the pin 1 of U43 is connected to BUTTON+ through an inductor L15, the pin 3 of U43 is connected to +12V and the pin 1 of a K7805-1000L module U17 through an inductor L6, and the pin 3 of U17 is connected to 5V; The 2~4 pins of Hall_Sensor Hall sensor J5 are connected to HU, HV, and HW respectively; Pin 2 of H11L1SM chip U11 is connected to HU through SS14 tube D5, and pin 4 of U11 is connected to HALL_U; The 3~5 and 12~14 pins of ADUM1300ARWZ chip U19 are connected to CPU-UH, CPU-UL, CPU-VH, MOTO-VH, MOTO-UL, and MOTO-UH respectively; The 3~5 and 12~14 pins of ADUM1300ARWZ chip U21 are connected to CPU-VL, CPU-WH, CPU-WL, MOTO-WL, MOTO-WH, and MOTO-VL respectively; The 4th pin of LT1790AIS6-2.5#TRMPBF module U27 is connected to VCC-3.3V through the magnetic bead L8, and the 6th pin of U27 is connected to +2.5V2; The 1, 2, 3, 9, and 10 pins of the AD7788ARMZ-REEL chip U24 are connected to CLK2, CS2, SDIN2, DOUT2, and DIN2 respectively; CURRENT_AD is connected to one end of resistor R57 and one end of resistor R58 through resistor R55. The other end of R58 is connected to GND. The other end of R57 is connected to pin 3 of AD8541ARZ chip U23. Pin 2 of U23 is connected to pin 6 of U23 and SDIN2 respectively. The 6, 3, 5, 2, 4, and 1 pins of the SNR2134G / 20TSSOP module U20 are connected to MOTO-WL, MOTO-WH, MOTO-VL, MOTO-VH, MOTO-UL, and MOTO-UH respectively. The 19th pin of U20 is connected to the gate of the NCE6080K tube Q7 through a resistor R47. The 18th pin of U20 is connected to the source of Q7, MOTO-U, and the drain of the NCE6080K tube Q8 respectively. The gate of Q8 is connected to the 11th pin of U20 through a resistor R49. The 16th pin of U20 is connected to the gate of the NCE6080K tube Q9 through a resistor R50. The source of Q9 is connected to the gate of Q9 through a resistor R6080K. It is connected to the drain of MOTO-V, NCE6080K tube Q10, and pin 15 of U20. The gate of Q10 is connected to pin 10 of U20 through resistor R51. Pin 13 of U20 is connected to the gate of NCE6080K tube Q11 through resistor R52. The source of Q11 is connected to the drain of MOTO-W, NCE6080K tube Q12, and pin 12 of U20 respectively. Pin 9 of U20 is connected to the gate of NCE6080K tube Q12 through resistor R56. The source of Q12 is connected to the source of Q10, the source of Q8, and one end of resistor R60 respectively. The other end of R60 is connected to pin 2 of CA-IS1311G chip U25. Pin 1 of GS8551-TR module U26 is connected to CURRENT_AD through resistor R64, pin 3 of U26 is connected to pin 7 of U25 through resistor R59, and pin 4 of U26 is connected to pin 6 of U25 through resistor R62.

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