Power domain control package and electric vehicle

Abstract

The embodiment of the invention provides a power domain control package and an electric vehicle, the power domain control package comprises a battery cell module and a domain controller, the battery cell module is arranged at the bottom of the power domain control package, the domain controller is arranged above the battery cell module, the domain controller comprises a power unit board and a control unit board, and the power unit board is connected with the control unit board. The power unit board and the control unit board perform signal interaction through a board-to-board connector; wherein the battery cell module is connected to a power supply input interface of the power unit board and is used for providing direct current input for the power unit board through the power supply input interface; the power unit board is arranged above the battery cell module and used for converting the direct current provided by the battery cell module into three-phase alternating current, and the three-phase alternating current is used for driving a vehicle motor of the electric vehicle; and the control unit board is arranged above the power unit board and used for vehicle control, motor control and battery management, and the technical problem that in the related technology, the whole vehicle wire harness machining of an electric vehicle is complex can be solved.

Description

Technical Field

[0001] This application relates to the field of electric vehicles, and more specifically, to a power domain control package and an electric vehicle. Background Technology

[0002] In related technologies, electric vehicles have many main components. The wiring harness of the whole vehicle needs to connect the vehicle control unit (VCU) installed at the front of the vehicle, the electronic control unit (ECU) installed at the rear of the vehicle, and the battery installed at the bottom of the vehicle. Various signals are routed in a cross pattern, and the distance is long. This results in the complexity of the whole vehicle wiring harness processing, which leads to an excessively long vehicle production cycle and is prone to errors or interface incompatibility during processing and assembly.

[0003] This shows that electric vehicles in related technologies face the technical challenge of complex wiring harness processing. Summary of the Invention

[0004] This application provides a power domain control package and an electric vehicle to at least solve the technical problem of complex wiring harness processing in electric vehicles in related technologies.

[0005] According to one aspect of the embodiments of this application, a power domain control package is provided for use in an electric vehicle. The power domain control package includes: a battery cell module and a domain controller. The battery cell module is disposed at the bottom of the power domain control package, and the domain controller is disposed above the battery cell module. The domain controller includes a power unit board and a control unit board. The power unit board and the control unit board interact with each other via board-to-board connectors. The battery cell module is connected to a power input interface of the power unit board to provide DC power input to the power unit board through the power input interface. The power unit board, disposed above the battery cell module, converts the DC power provided by the battery cell module into three-phase AC power, wherein the three-phase AC power is used to drive the vehicle motor of the electric vehicle. The control unit board, disposed above the power unit board, performs vehicle control, motor control, and battery management.

[0006] According to another aspect of the embodiments of this application, an electric vehicle is also provided, including: a power domain control package and a vehicle motor. The power domain control package includes: a battery cell module and a domain controller. The battery cell module is disposed at the bottom of the power domain control package, and the domain controller is disposed above the battery cell module. The domain controller includes a power unit board and a control unit board. The power unit board and the control unit board interact with each other via board-to-board connectors. The power unit board is electrically connected to the vehicle motor. The battery cell module is connected to the power input interface of the power unit board and is used to provide DC power input to the power unit board through the power input interface. The power unit board is disposed above the battery cell module and is used to convert the DC power provided by the battery cell module into three-phase AC power, wherein the three-phase AC power is used to drive the vehicle motor. The control unit board is disposed above the power unit board and is used for vehicle control, motor control, and battery management.

[0007] In some exemplary embodiments, the power domain control package is installed in the middle region of the electric vehicle.

[0008] In some exemplary embodiments, the control unit board includes external connectors for accessing vehicle control signals and internal sensing signals, the internal sensing signals including battery signals; wherein the vehicle control signals include at least one of the following: lighting signals, lock signals, sensor signals, side stand signals, throttle signals, instrument communication signals, and horn signals; the battery signals include at least one of the following: cell voltage signals, cell temperature signals, total battery voltage signals, total battery current signals, and main switch control signals.

[0009] In some exemplary embodiments, the control unit board includes a multi-core chip, wherein multiple cores of the multi-core chip are connected via a data bus and an address bus, and the multiple cores include a vehicle control core, a motor control core, and a battery management core; wherein the vehicle control core is used to control the electric vehicle; the motor control core is used to control the vehicle motor; and the battery management core is used to manage the battery cell module.

[0010] In some exemplary embodiments, the vehicle control kernel is used to acquire vehicle control signals and internal sensor signals, and to issue control commands to other kernels among the plurality of kernels besides the vehicle control kernel; the motor control kernel is used to receive torque commands from the vehicle control kernel, drive the power unit board to perform field-oriented control of the vehicle motor, and perform vehicle traction control and vehicle braking control; the battery management kernel is used to acquire battery signals from the cell module, and to perform charge / discharge management and thermal management of the cell module.

[0011] In some exemplary embodiments, among the plurality of kernels, the vehicle control kernel is the master kernel, and the other kernels are slave kernels. The address space of the multi-core chip is divided into multiple address regions, and each memory region in the multiple address regions is allocated to one of a set of designated peripherals of the plurality of kernels and the power domain control package. The vehicle control kernel is configured to, in response to a signal to be processed, parse the target address information corresponding to the signal to be processed; if the target address information belongs to the address region corresponding to the vehicle control kernel, process the signal to be processed; if the target address information belongs to the address region corresponding to a target slave kernel among the plurality of kernels, trigger an inter-core scheduling signal through the address bus, and forward the signal to be processed to the target slave kernel through the data bus. The target slave kernel is configured to, in response to the inter-core scheduling signal, receive the signal to be processed through the data bus, process the signal to be processed, write the signal processing result into the address region corresponding to the target slave kernel, and send a processing completion signal to the vehicle control kernel through the address bus.

[0012] In some exemplary embodiments, the plurality of kernels further includes a redundant kernel for taking over the abnormal kernel in the event that an abnormal kernel exists in the vehicle control kernel, motor control kernel, and battery management kernel.

[0013] In some exemplary embodiments, the power unit board includes: three half-bridge modules, a driver chip, and a motor sensor, wherein the driver chip is electrically connected to the three half-bridge modules. The driver chip is used to drive the three half-bridge modules to convert the DC power provided by the battery cell module into the three-phase AC power in response to a drive signal input by the motor control core via the board-to-board connector. The motor sensor is used to collect motor signals and transmit the motor signals to the motor control core via the board-to-board connector, wherein the motor signals include at least one of the following: a motor temperature signal, a resolver signal, a current sampling signal, and a motor speed signal.

[0014] In some exemplary embodiments, the power unit board includes a shunt and a switching element, wherein the total negative signal of the battery module enters the driver chip after passing through the shunt and the switching element. The shunt is used to sample the total current of the battery module and limit the charging and discharging current of the battery module; the switching element is used to connect or disconnect the connection between the battery module and the power unit board.

[0015] In some exemplary embodiments, the battery cell module includes multiple battery cell sub-modules connected in series, and the multiple battery cell sub-modules are connected by a copper busbar; the total positive signal and total negative signal of the battery cell module are connected through the copper busbar and then enter the power input interface, and the copper busbar and the power unit board are fixedly installed by a fastener.

[0016] In some exemplary embodiments, each of the plurality of battery cell sub-modules includes M parallel N series cells, where M and N are both positive integers greater than or equal to 1. At least one of the cell voltage signal of each cell in the cell module, the total battery voltage signal of the cell module, and the total battery current signal of the cell module is sampled via the connector power interface on the control unit board and transmitted to the battery management kernel for processing.

[0017] In some exemplary embodiments, the power domain control package further includes: a fault diagnosis circuit and a diagnostic service interface, wherein the fault diagnosis circuit is electrically connected to the battery cell module and the domain controller, respectively. The fault diagnosis circuit is used to perform fault diagnosis on at least one of the battery cell module and the domain controller to obtain a fault diagnosis result; the diagnostic service interface is used to receive a query instruction from a query terminal, wherein the query instruction is used to query fault information of the power domain control package; and in response to the query instruction, the fault diagnosis result is sent to the query terminal.

[0018] The embodiments provided in this application integrate the VCU, ECU, and battery into a single domain control package. The power domain control package includes a battery cell module and a domain controller. The domain controller includes a power unit board and a control unit board. The battery cell module is connected to the power unit board's power input interface to provide DC power input. The power unit board converts the DC power from the battery cell module into three-phase AC power, which drives the vehicle motor. The control unit board, located above the power unit board, performs vehicle control, motor control, and battery management. By integrating the battery cell module and domain controller, the functions of the VCU, ECU, and battery can be realized, effectively saving on complex wiring harnesses between these components and reducing the overall complexity of vehicle wiring harness processing. This solves the technical problem of complex overall vehicle wiring harness processing in related technologies for electric vehicles. Furthermore, it reduces the overall vehicle wiring harness design and prototyping cycle and lowers costs. In addition, in terms of layout, the battery cell module is located at the bottom of the power domain control package, the power unit board is located above the battery cell module, and the control unit board is located above the power unit board. The power unit board and the control unit board communicate with each other through board-to-board connectors, and electrical signals can arrive vertically, resulting in high power density. Attached Figure Description

[0019] The accompanying drawings, which form part of this application, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0020] Figure 1 This is a schematic diagram of an electric vehicle according to an embodiment of this application.

[0021] Figure 2 This is a schematic diagram of an optional vehicle low-voltage system architecture according to an embodiment of this application.

[0022] Figure 3 This is a schematic diagram of the structure of an optional integrated domain controller package according to an embodiment of this application.

[0023] Figure 4 This is a schematic diagram of the structure of another optional integrated domain controller package according to an embodiment of this application.

[0024] Figure 5 This is a schematic diagram of the structure of another optional integrated domain controller package according to an embodiment of this application.

[0025] Figure 6 This is a schematic diagram of an optional multi-core chip according to an embodiment of this application.

[0026] Figure 7 This is a schematic diagram illustrating an optional connection relationship among multiple kernels according to an embodiment of this application.

[0027] Figure 8 This is a schematic diagram of an optional power unit board according to an embodiment of this application.

[0028] Figure 9 This is a schematic diagram of the structure of an optional electric vehicle according to an embodiment of this application. Detailed Implementation

[0029] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0030] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0031] According to one aspect of the embodiments of this application, a power domain control package is provided. Optionally, in this embodiment, the power domain control package may be applied to, but is not limited to, electric vehicles, which may be unicycles, two-wheeled vehicles (such as...). Figure 1 (As shown), tricycles, four-wheeled vehicles, etc. Exemplarily, an electric vehicle can be a two-wheeled vehicle, and a two-wheeled vehicle can be an electric motorcycle. In some examples of this embodiment, the electric vehicle is explained using an electric motorcycle as an example; it is understood that, without contradiction, the same applies to other electric vehicles.

[0032] Taking electric motorcycles as an example, the overall low-voltage system architecture of electric motorcycles is as follows: Figure 2 As shown, the main modules of an electric motorcycle include: the Instrument Control Unit (ICU), the Battery Pack (PACK), and the Electronic Control Unit (ECU). Peripheral modules include the Telematics Box (TBOX), the Key Box (KBOX), and the Anti-lock Braking System (ABS). The main external sensors and actuators of an electric motorcycle include the front / rear headlights, left / right combination switches, and front / rear radar for the instrument cluster. The ICU, Battery Management System (BMS), and ECU can be connected to the same Controller Area Network (CAN). The wake-up module receives external wake-up signals and transmits them to the ICU. The ICU then wakes up the smart instrument cluster and ECU as needed. The ECU then activates anti-theft functions based on the vehicle's overall status.

[0033] When the electric motorcycle is in operation, the BMS outputs battery-related parameter information, such as voltage, current, temperature, and fault signals, through CAN communication. The ECU drives the motor to run according to the capacity limit output by the BMS. When the driver's torque command exceeds the output capacity of the BMS, the ECU dynamically outputs torque according to the upper limit of the BMS.

[0034] When the electric motorcycle is in braking mode, the motor is in negative torque generation mode. The alternating current is converted into direct current through the field-oriented control (FOC) algorithm of the ECU and enters the BMS system to charge the battery module. The entire charging process is managed by the ECU and BMS, but at the same time, some losses are generated, and the braking efficiency cannot be maximized.

[0035] In related technologies, electric vehicles have many main components. The wiring harness of the whole vehicle needs to connect the VCU installed at the front of the vehicle, the ECU installed at the rear of the vehicle, and the battery installed at the bottom of the vehicle. The VCU has as many as 60 external interaction signals. Various signals are routed in a cross pattern over long distances, which leads to the problem of complex processing of the whole vehicle wiring harness. This results in an excessively long vehicle production cycle and is prone to errors or interface incompatibility during processing and assembly.

[0036] Furthermore, the chassis design of electric vehicles must consider the mounting holes for the VCU, ECU, and battery, whether there is interference, whether the wiring has fixed points, and whether the turning radius meets the requirements. Therefore, the excessive length and number of wiring harnesses in the vehicle increase costs. The chassis also requires additional consideration of multiple wiring harness fixing points, leading to extended chassis design cycles or wasted development time through repeated calibrations. In addition, electric vehicles have a large number of components, which are distributed throughout the vehicle. The overall vehicle design must consider the installation and positioning of each component, increasing the complexity of the chassis design and occupying significant space, thus affecting the loading of other goods.

[0037] To at least partially solve the aforementioned technical problems, in this embodiment, the VCU, ECU, and battery are integrated into the same domain control package, saving the complex wiring harnesses between these three components. This not only reduces the prototyping cycle of the overall vehicle wiring harness design but also lowers costs and simplifies the processing complexity of the overall vehicle wiring harness. Furthermore, the design of the power domain control package simplifies the process by focusing only on the mounting holes and external wiring of the power domain control package, reducing the workload of chassis verification. In addition, in this embodiment, the outer contour of the power domain control package can serve as part of the chassis, fixing the front and rear wheels of the chassis. There are only 8 mounting points, while in related technologies, the three components have as many as 12 mounting points, and the battery compartment also needs to consider load-bearing design. The battery cell module is located at the bottom of the power domain control package, and the domain controller is located above the battery cell module. The domain controller can include a control unit board and a power unit board, which are mounted vertically, allowing electrical signals to arrive vertically and resulting in high power density.

[0038] It should be noted that the power domain control package refers to the integration of the VCU, ECU, and BMS of an electric vehicle's power domain into a single physical package, forming a modular functional package that integrates energy management, power drive, and overall vehicle coordinated control. It is a highly integrated power domain control package, also known as an integrated domain control package. By unifying the design of numerous components into a single domain control package, it can realize the combined functions and performance of these components, significantly improve power density (by approximately 35%), reduce overall vehicle failure rate, lower system integration development difficulty, and improve overall product quality and competitiveness. This addresses the problems of increased development difficulty and longer development cycles caused by the large number of electric vehicle components and the inconsistent production quality from multiple suppliers.

[0039] In this embodiment, as Figure 3 As shown, the integrated domain controller package may include a cell module 10 and a domain controller 20. The cell module 10 is located at the bottom of the integrated domain controller package, and the domain controller 20 is located above the cell module 10. The cell module 10, also known as a battery module or battery unit, is a battery functional unit formed by combining multiple cells in series and parallel, connecting them via copper busbars and other connectors, and encapsulating them. It can be used to store and output electrical energy and is the core energy carrier of the battery pack. The domain controller 20, also known as a domain controller module, can be a control module that integrates the functions of one or more control units (e.g., vehicle control, battery management, motor drive, etc.), representing a highly integrated control module. Optionally, to facilitate component placement, a partition can be provided on the cell module 10, and the domain controller 20 can be placed on the partition.

[0040] Domain controller 20 may include power unit board 21 and control unit board 22. Power unit board 21 and control unit board 22 can interact with each other via board-to-board connectors 23 (e.g., power signals and other signals). Board-to-board connector 23 is an electronic connection device used to realize electrical connection between two printed circuit boards (e.g., power unit board 21 and control unit board 22). It can conduct signals, power, or ground lines from one printed circuit board to another through a mechanical mating structure, realizing inter-module functional collaboration, and can be applied to highly integrated electronic systems. Battery cell module 10 is connected to power input interface 211 of power unit board 21. Power unit board 21 may be positioned above battery cell module 10, and control unit board 22 may be positioned above power unit board 21.

[0041] In the power domain control package, the battery cell module 10 can provide DC power input to the power unit board 21 via the power input interface 211. The power unit board 21, also referred to as a power unit or power unit, converts the DC power provided by the battery cell module into AC power, which can then drive the vehicle motor of the electric vehicle. Considering that current electric vehicles typically use three-phase motors, the power unit board 21 can convert the DC power provided by the battery cell module into three-phase AC power, which can be three-phase UVW (U-phase, V-phase, W-phase) current. The control unit board 22, also referred to as a control unit, is used for vehicle control, motor control, and battery management, thereby realizing the functions of the VCU, ECU, and BMS.

[0042] According to the embodiments provided in this application, the power domain control package includes: a battery cell module 10 and a domain controller 20. The battery cell module 10 is disposed at the bottom of the power domain control package, and the domain controller 20 is disposed above the battery cell module 10. The domain controller 20 includes a power unit board 21 and a control unit board 22. The power unit board 21 and the control unit board 22 interact with each other via a board-to-board connector 23. The battery cell module 10 is connected to the power input interface 211 of the power unit board 21 to provide DC power input to the power unit board 21 through the power input interface 211. The power unit board 21 is disposed above the battery cell module 10 and is used to convert the DC power provided by the battery cell module 10 into three-phase AC power, wherein the three-phase AC power is used to drive the vehicle motor of the electric vehicle. The control unit board 22 is disposed above the power unit board 21 and is used for vehicle control, motor control, and battery management. This can solve the technical problem of complex vehicle wiring harness processing in related technologies and reduce the complexity of vehicle wiring harness processing.

[0043] In some exemplary embodiments, the control unit board 20 is used for vehicle control, motor control, and battery management. The signals used for vehicle control, motor control, and battery management may include vehicle control signals and internal sensing signals. Vehicle control signals are command-type input signals from external operating devices or systems, which can be used to express the driver's intentions and environmental interaction needs. Internal sensing signals are real-time operating status parameters collected by various functional modules within the power domain control package (e.g., cell module 10, power unit board 21, etc.), used to realize motor drive, battery management, and system health monitoring.

[0044] Optionally, the vehicle control signals (i.e., the control signals of the entire vehicle) may include one or more types, which may correspond to the types of control signals permitted for electric vehicles. For example, the vehicle control signals may include, but are not limited to, at least one of the following: lighting signals, lock signals, sensor signals, side stand signals, throttle signals (throttle lever signals), instrument communication signals, horn signals, electric brake signals, and Hall effect signals. Furthermore, for electric vehicles integrating other functions, the vehicle control signals may include other types of control signals, which are not limited in this embodiment.

[0045] Optionally, the internal sensing signals may include battery signals. Battery signals are signals used to characterize the operating state of the cell module 10, and may include, but are not limited to, at least one of the following: cell voltage signal (voltage signal of an individual cell in the cell module 10), cell temperature signal (temperature signal of an individual cell in the cell module 10), total battery voltage signal (voltage signal of the entire cell module 10), total battery current signal (current signal of the entire cell module 10), and main switch control signal (control signal for controlling the main switch of the cell module 10).

[0046] At least some battery signals can be acquired through a signal acquisition board. For example, a schematic diagram of the power domain control package can be shown below. Figure 4 As shown, the domain controller 20 is installed inside the battery pack, and can be mounted on top of the cell module 10. The total voltage signal of the cell module 10 (including the total positive signal P+ and the total negative signal P-) enters the domain controller 20. A current, voltage, and temperature acquisition board is provided on one side of the cell module 10 to acquire at least a portion of the cell voltage signal, cell temperature signal, total battery voltage signal, and total battery current signal. In addition, the power domain controller pack may also include cooling components, such as a water cooling device, to control the temperature of the cell module 10.

[0047] The powertrain control package can be installed in the middle of the vehicle, that is, between the front and rear of the vehicle, for example, in the middle of the chassis. For ease of installation, the width of the powertrain control package can be 467 mm, and the total volume of the separate electric drive system is approximately 0.0223 m³.3 (cubic meters), the overall space of the power domain control package is approximately 0.0172 m. 3 Compared to the original design, this can save approximately 22.3%. The total power consumption of the separate three-electric system is approximately 6.21 kWh, while the integrated system consumes approximately 7.55 kWh, representing a 21.57% increase in capacity.

[0048] Optionally, the internal sensing signals may also include motor signals. Motor signals are signals used to characterize the operating state of the vehicle's motor, and may include, but are not limited to, at least one of the following: motor temperature signal, resolver signal (an analog sine-cosine electrical signal output by a resolver transformer for detecting the real-time position and speed of the motor rotor), current sampling signal, and motor speed signal. Here, motor signals may also include other types of signals. Some vehicle control signals also belong to motor signals, such as throttle signals. Any signal that can characterize the operating state of the vehicle's motor (which can be the actual operating state or the expected operating state) is considered a motor signal.

[0049] To facilitate signal transmission and reduce cable length, such as Figure 5 As shown, the control unit board 22 may include an external connector 221, which can be used to connect the aforementioned vehicle control signals and internal sensor signals. The external connector 221 refers to a standardized interface component located outside the powertrain domain control package housing, used to achieve electrical interconnection between the powertrain domain control package and other non-integrated modules of the vehicle. The external connector 221 can also be used to achieve electrical interconnection between other modules in the powertrain domain control package and the control unit board 22.

[0050] The internal sensing signals connected to the external connector 221 may include the aforementioned battery signals and the aforementioned motor signals. Considering that the power unit board 21 and the control unit board 22 interact via the board-to-board connector 23, and the control unit board 22 can directly transmit signals to the control unit board 22 via the board-to-board connector 23, at least some of the motor signals can be transmitted to the control unit board 22 via the board-to-board connector 23, and at least some of the battery signals can also be transmitted to the control unit board 22 via the board-to-board connector 23.

[0051] For example, the output signals of various sensors in the vehicle (such as throttle signal, instrument communication signal, side stand signal, lock signal, light signal, horn signal, radar signal, motor signal, battery signal, etc.) can all enter the control unit board 22 of the domain controller 20 through the external connector 221.

[0052] In this embodiment, by connecting at least some of the vehicle control signals and internal sensor signals to the control unit board 22 through the external connector 221, signal transmission can be facilitated, wiring length can be reduced, wiring difficulty can be lowered, and the production cycle of electric vehicles can be shortened.

[0053] In some exemplary embodiments, a processing chip may be mounted on the control unit board 22. This processing chip can be used to implement vehicle control, motor control, and battery management. The processing chip may be a single-core chip, with a single core of the chip simultaneously implementing vehicle control, motor control, and battery management. The above implementation requires high processing power from the single-core chip and is prone to data processing delays.

[0054] To reduce the processing demands on a single core while improving data processing efficiency, in this embodiment, different cores can be used to implement vehicle control, motor control, and battery management respectively. These different cores can belong to different processing chips. To reduce the size of the power domain control package, the control unit board 22 may include a multi-core chip. This multi-core chip includes multiple cores, which can be connected via a data bus and an address bus. These multiple cores may include a vehicle control core, a motor control core, and a battery management core.

[0055] Here, the vehicle control kernel can be used to control the electric vehicle, and it can implement the functions of the VCU; therefore, the vehicle control kernel can be called the VCU kernel. The motor control kernel can be used to control the vehicle motor, and it can implement the functions of the ECU; therefore, the motor control kernel can be called the ECU kernel. The battery management kernel can be used to manage the battery cells, and it can implement the functions of the BMS; therefore, the battery management kernel can be called the BMS kernel.

[0056] The vehicle control kernel, motor control kernel, and battery management kernel are different functional cores within a multi-core chip. These kernels can be fixed or flexibly configured as needed. Furthermore, multiple kernels can also include other functional cores. For example, multiple kernels can include a master control kernel (or task distribution kernel), which can uniformly distribute tasks to the vehicle control kernel, motor control kernel, and battery management kernel. Alternatively, multiple kernels can include redundant kernels, which can take over the functions of any other kernel in the event of an anomaly.

[0057] In this embodiment, vehicle control, motor control, and battery management are implemented separately through different cores of a multi-core chip, which reduces the processing requirements of a single core and improves data processing efficiency.

[0058] In some exemplary embodiments, signal processing can be uniformly performed by the vehicle control kernel. Correspondingly, the vehicle control kernel can be used to acquire vehicle control signals and internal sensor signals, and issue control commands to other kernels among multiple kernels besides the vehicle control kernel. The vehicle control signals and internal sensor signals can be the same as or similar to those in the foregoing embodiments, and those already described will not be repeated here.

[0059] Given a signal to be processed (vehicle control signal or internal sensor signal), the vehicle control kernel can determine whether the signal is to be processed by the vehicle control kernel itself or by another kernel. If the signal is to be processed by the vehicle control kernel, it can perform signal processing. If the signal is to be processed by another kernel, the vehicle control kernel can send a control command to the kernel corresponding to the signal to be processed, instructing that kernel to perform signal processing.

[0060] For the motor control core, the control commands sent from the vehicle control core to the motor control core can be torque commands. The motor control core can be used to receive the torque commands from the vehicle control core and drive the power unit board 21 to perform field-oriented control of the vehicle motor. Furthermore, the motor control core can also be used for vehicle traction control and vehicle braking control.

[0061] For the battery management kernel, the control commands sent from the vehicle control kernel to the battery management kernel can be battery management signals, instructing the battery management kernel to perform charge / discharge management and thermal management of the cell module 10. The battery management kernel can be used to acquire battery signals from the cell module 10, and the acquired battery signals can be any of the aforementioned battery signals. The battery management kernel can also be used to perform charge / discharge management and thermal management of the cell module 10 based on at least one of the received battery signals and the battery management signals issued by the vehicle control kernel.

[0062] For example, motor temperature signals, throttle signals, and resolver signals can enter the ECU core; instrument communication signals, side stand signals, lock signals, light signals, horn signals, and radar signals can enter the VCU core; cell voltage signals, cell temperature signals, total battery voltage signals, total battery current signals, and main switch control signals can enter the BMS core. These signals can first be filtered and protected by the peripheral circuits before entering the various functional cores inside the chip.

[0063] This embodiment improves signal processing efficiency and avoids signal processing conflicts by processing different types of signals through the vehicle control kernel, motor control kernel, and battery management kernel.

[0064] In some exemplary embodiments, among multiple kernels, the vehicle control kernel can be the master kernel, and the other kernels can be slave kernels. As the central scheduling and coordination core of multiple chips, the master kernel can realize intelligent task distribution, unified resource management, and global control of system behavior. The master kernel can realize the division of labor and collaboration in data processing through address bus allocation. Different kernels can achieve data interoperability through standardized mechanisms, and the entire process can follow a closed-loop process of "address resolution - permission judgment - data scheduling - processing feedback".

[0065] Optionally, the address space of a multi-core chip is divided into multiple address regions. Each memory region within these address regions is assigned to one of a set of designated peripherals from multiple cores and a power domain controller package. This set of designated peripherals can be specified as needed and may include, but is not limited to, storage and interfaces. For example, the first step in the aforementioned closed-loop process could be address space partitioning and mapping. In this step, the multi-core chip can use a Memory Management Unit (MMU) to divide the entire address space into different address regions. Each address region can correspond to a fixed range of address lines and is explicitly assigned to the master core, slave cores, and various peripherals.

[0066] The vehicle control core can respond to a signal to be processed by parsing the target address information corresponding to the signal to be processed; if the target address information belongs to the address region corresponding to the vehicle control core, the signal to be processed is processed; if the target address information belongs to the address region corresponding to the target slave core among multiple cores, the inter-core scheduling signal is triggered through the address bus, and the signal to be processed is forwarded to the target slave core through the data bus.

[0067] Here, the address information of the signal to be processed can indicate an address range. This can be indicated by combining a start address with an address offset, or by combining a start address with an end address, or by other methods. The target address information can belong to at least one of multiple address regions. If the target address information belongs to the address region corresponding to the vehicle control kernel, the vehicle control kernel can process the signal to be processed. If the target address information belongs to the address region corresponding to a target slave kernel among multiple kernels, the vehicle control kernel can trigger an inter-kernel scheduling signal through the address bus to wake up or trigger the target slave kernel to process the signal to be processed.

[0068] Optionally, the vehicle control kernel can also forward the signal to be processed to the target slave kernel, for example, by forwarding the signal to be processed via the data bus. Optionally, the vehicle control kernel can forward the signal to be processed directly, that is, directly send it to the target slave kernel, or it can forward it indirectly, for example, write the signal to be processed into the address area corresponding to the target slave kernel, and have the target slave kernel read the signal to be processed from the address area corresponding to the target slave kernel. Other forwarding methods are also possible, which are not limited in this embodiment.

[0069] The target slave core can respond to inter-core scheduling signals, acquire signals to be processed, process these signals, and feed back the processing results to the vehicle control kernel. Acquiring the signals to be processed can be done by receiving them via the data bus. Feeding back the processing results to the vehicle control kernel can be done directly (sent directly to the vehicle control kernel) or indirectly (for example, writing the processing results to the address area corresponding to the target slave core and sending a processing completion signal to the vehicle control kernel via the address bus). The vehicle control kernel can then read the processing results from the address area corresponding to the target slave core in response to the processing completion signal.

[0070] For example, the second step in the aforementioned closed-loop process is address resolution and task allocation. When external instructions or data are received, the master core can first parse the address information in the instruction and determine the processing range of the task or data indicated by the instruction through the identifier on the address bus. If it is the address area it is responsible for (e.g., the master core's local cache, dedicated peripherals, etc.), it can directly start its own processing unit to process it. If it is the address area of ​​a slave core, it can trigger an inter-core scheduling signal through the address bus to forward the instruction or data to the corresponding slave core and specify the processing requirements.

[0071] The third step in the aforementioned closed-loop process is data reading and parallel processing. The master core can read data from the corresponding storage area through the memory controller based on the address bus pointer. At the same time, it can coordinate the various slave cores to start parallel processing synchronously through the control signals of the address bus.

[0072] The fourth step in the aforementioned closed-loop process is the summarization and feedback of processing results. After each core completes its processing, it writes the result to its corresponding address area and simultaneously sends a completion signal to the master control core via the address bus. The master control core parses the feedback information from the corresponding address bus, reads the processing results from each core, and performs summarization and verification. If the results meet the requirements, the final processing result is output. If an anomaly is detected, the master control core can locate the faulty core and its corresponding address area via the address bus, triggering a retry or error correction mechanism to ensure the accuracy of data processing.

[0073] In this embodiment, the vehicle control kernel is the master control kernel, and other kernels are slave kernels. The address space of the multi-core chip is divided into multiple address regions and allocated to the kernel and peripherals respectively. The master control kernel performs address resolution and task allocation, and the slave kernels process the allocated tasks and provide status feedback. This enables efficient, orderly, and traceable task scheduling and data interaction between multiple kernels, improving the reliability of data processing.

[0074] In some exemplary embodiments, in order to improve the reliability and continuity of the operation of the components on the control board 22, the multiple kernels may further include a redundant kernel, which can be used to take over the abnormal kernel in the case of an abnormal kernel in the vehicle control kernel, motor control kernel and battery management kernel.

[0075] Here, the redundant kernel can monitor the kernel status of all functional cores (i.e., the vehicle control kernel, the motor control kernel, and the battery management kernel) across multiple kernels. If no abnormal kernels exist among all functional cores, the redundant kernel can be in a low-power state. If an abnormal kernel exists among all functional cores, it can be taken over immediately. Alternatively, other kernel status monitoring methods can be used, as long as they can ensure that the kernel status of at least some functional cores can be monitored.

[0076] A redundant kernel can pre-install the necessary programs on each functional core. When taking over a faulty kernel, it can update the address region corresponding to the faulty kernel to the address region corresponding to the redundant kernel and take over the kernel functions of the faulty kernel, such as the functions of the VCU core, ECU core, or BMS core. Optionally, if a faulty kernel is detected in all functional cores, an abnormal warning message can be issued through an alerting component to remind the faulty kernel.

[0077] For example, the internal main chip of the control unit board 22 can be a quad-core chip, and the internal quad-core architecture diagram can be as follows: Figure 6 As shown, the quad-core chip may include: a communication interface for connecting combination switches, lights, etc., for signal input and output of external signals to the vehicle; an analog interface for connecting throttle levers, etc., for analog input and output; a digital interface for connecting external sensors for sensor data transmission; a power interface for connecting power input; a storage port for connecting electrically erasable programmable read-only memory (EEPROM) and other storage components for storage read and write operations; and a CAN port for connecting to the CAN bus to connect to the CAN network.

[0078] Combination Figure 6The VCU, ECU, and BMS are integrated into this quad-core chip. Each core is responsible for a functional module. Core 1 (i.e., the VCU core) is responsible for the VCU function, collecting external signals of the vehicle and issuing commands to other functional modules. Core 2 (i.e., the BMS core) is responsible for the BMS function, managing the charging and discharging, and thermal management of the battery module 10. Core 3 (i.e., the ECU core) is responsible for the ECU function, receiving torque commands and driving the motor to rotate, and implementing the vehicle's TCS, braking, and other functions. Core 4 (i.e., the redundancy core) is responsible for the redundancy safety part.

[0079] For example, when the ECU core causes the speed module's watchdog timer to stop due to an internal chip problem, the redundant core immediately takes over the ECU core, allowing the vehicle to continue moving forward and preventing abnormal stopping due to this fault. At the same time, a fault warning is sent to remind the driver to pay attention and stop safely for inspection.

[0080] like Figure 7 As shown, different cores are connected through the same data bus and address bus. When external signals are processed by filtering and other modules and transmitted to the quad-core chip, different functional cores process the data according to different ADRs (Addresses) and quickly send the processed data to the data bus for transmission. In this way, different cores can share data sets and process data according to their respective data IDs (Identifiers).

[0081] In this embodiment, by configuring redundant kernels, the surplus kernel can take over the abnormal kernel when there is an abnormal kernel in the vehicle control kernel, motor control kernel, or battery management kernel. This can maintain the normal operation of the vehicle when some functional kernels are abnormal, thereby improving the safety of vehicle operation.

[0082] In some exemplary embodiments, such as Figure 8 As shown, the power unit board 21 may include three half-bridge modules and a driver chip, which are electrically connected. The driver chip can be used to drive the three half-bridge modules to convert the DC power provided by the battery module into three-phase AC power in response to the drive signal input by the motor control core via the board-to-board connector. Here, the DC power input through the power input interface 211 can be transmitted to the three half-bridge modules. Under the drive signal, the three half-bridge modules convert the DC power into three-phase AC power and transmit it to the external motor (i.e., the vehicle motor) via the three-phase interface (UVW interface, the external interface of the power unit board 21) to drive the motor.

[0083] For example, the six drive signals (pulse width modulation signals) output by the ECU core enter the power unit 21 through the board-to-board connector 23, and drive the three half-bridge modules to convert DC into three-phase UVW current to drive the external motor.

[0084] Optionally, the power unit board 21 may also include a motor sensor, such as a current Hall sensor. The motor sensor can be used to collect motor signals and transmit the collected motor signals to the motor control core via the board-to-board connector 23. Optionally, the collected motor signals can also be transmitted to the motor control core via an external connector. Compared to transmitting to the motor control core via an external connector, transmitting to the motor control core via the board-to-board connector 23 can reduce the required wiring and improve the convenience of wiring. The motor signals mentioned above may include at least one of the following: motor temperature signal, resolver signal, current sampling signal, motor speed signal, and may also include other motor signals, which are not limited in this embodiment.

[0085] For example, the three-phase current (three-phase alternating current) can be sampled by a current Hall sensor. The sampled signal and the motor temperature signal can be processed by the ECU core of the main control chip (i.e., quad-core chip) of the control unit board 22 through the board-to-board connector 23 to realize the negative feedback control and drive of the motor.

[0086] In this embodiment, the power unit board 21 includes three half-bridge modules, a driver chip, and a motor sensor. The driver chip responds to the drive signal from the motor control core to drive the three half-bridge modules to convert DC to AC, which can improve the convenience and adaptability of DC to AC conversion. The motor sensor collects motor signals, which can improve the timeliness of motor control feedback.

[0087] In some exemplary embodiments, the total voltage signal of the battery module 10 may include a total positive signal and a total negative signal, and the total voltage signal of the battery module may enter the domain controller 20. To control the charging and discharging current of the battery module 10, improve its lifespan, and enhance vehicle safety, the power unit board 21 may include a shunt, through which the total negative signal of the battery module 10 enters the driver chip. The shunt is used to sample the total current of the battery module 10 and limit its charging and discharging current.

[0088] To ensure the safety of the battery cell module 10, the power unit board 21 may also include a switching element. The total negative signal of the battery cell module 10 enters the driver chip after passing through the shunt and the switching element. The switching element is used to connect or disconnect the connection between the battery cell module 10 and the power unit board 21. The driver chip, battery management core, or other components can perform power calculations and control the switching element based on the calculated power. The switching element can be any component that functions as a switch, including but not limited to at least one of the following: Metal-Oxide-Semiconductor Field-Effect Transistor (MOSFET or MOS transistor), Insulated-Gate Bipolar Transistor (IGBT), or other components. In this embodiment, the type of switching element is not limited.

[0089] For example, the total negative signal of the battery cell module 10 enters the driver chip after passing through the current sampling shunt and the switch MOS signal (similar to a circuit breaker, with the MOS acting as an electronic switch) on the power unit board 21. The shunt is used to sample the total current and limit the charging and discharging current as well as calculate the power. The switch MOS is used to connect and disconnect the battery cell module 10 from the power unit board 21.

[0090] In this embodiment, the power unit board 21 includes a shunt and a switching element. The total negative signal of the battery module 10 passes through the shunt and the switching element in sequence before entering the driver chip. Since the shunt performs current sampling and the switching element controls the on / off state of the battery module 10 and the power unit board 21, the charging and discharging current of the battery module 10 can be intelligently controlled, thereby improving the service life of the battery module 10 and thus improving the safety of the vehicle.

[0091] In some exemplary embodiments, the battery module 10 may include multiple battery sub-modules connected in series. The multiple battery sub-modules can be connected by copper busbars, and the multiple battery sub-modules are connected together in series and by copper busbars to form an integral battery module 10. The number of battery sub-modules in the battery module 10 can be set according to usage requirements, installation space, etc. For example, the battery module 10 may include three battery sub-modules connected in series.

[0092] The total positive and negative signals of the battery cell module 10 can be connected via copper busbars to the power input interface of the power unit board 21. These copper busbars can be busbars used to combine current from multiple battery cell sub-modules. To improve the stability of the power domain control package structure, the copper busbars and power unit board 21 can be fixedly installed using fasteners, such as screws, crimp terminals, elastic clips, or busbar clamping structures. Besides using fasteners, the copper busbars and power unit board 21 can also be fixedly connected via laser welding, ultrasonic welding, or other methods, primarily ensuring the stability of the connection.

[0093] In this embodiment, the battery cell module includes multiple battery cell sub-modules connected in series, the multiple battery cell sub-modules are connected by copper busbars, the total positive signal and total negative signal of the battery cell module are connected to the power input interface through the copper busbars, and the copper busbars and the power unit board are fixedly installed by fasteners. This can improve the stability of the battery cell module 10 structure and also improve the reliability of the connection between the battery cell module 10 and the power unit board 21.

[0094] In some exemplary embodiments, for ease of installation, each of the multiple cell sub-modules includes M parallel and N string cells, where M and N are both positive integers greater than or equal to 1. The values ​​of M and N can be selected according to the installation space size of the power domain control package. Different space sizes may result in different values ​​of M and N. For example, M is 8 and N is 7. In the case where the cell module 10 includes three cell sub-modules, if each cell sub-module consists of 8 parallel and 7 string cells, the entire cell module 10 includes 8 parallel and 21 string cells.

[0095] To facilitate battery signal acquisition, at least one of the cell voltage signal of each cell in the cell module 10, the total battery voltage signal of the cell module 10, and the total battery current signal of the cell module 10 can be sampled via the connector power interface on the control unit board 22 (e.g., the power interface on the aforementioned external connector 221) and transmitted to the battery management kernel for processing.

[0096] For example, the voltage signals (i.e., chip voltage signals), total voltage signals (i.e., total battery voltage signals) and total current signals (i.e., total battery current signals) of each cell in the cell module 10 can be sampled by connecting to the power port of the corresponding connector of the control unit board 22 through an internal ribbon cable, and finally enter the BMS core for the management of the cell module 10.

[0097] In this embodiment, the battery cell sub-module includes M parallel and N series battery cells, which can be adapted to the installation space size of the power domain control package, thus facilitating the installation of the power domain control package. At least one of the battery cell voltage signal, total battery voltage signal, and total battery current signal of each battery cell is sampled and transmitted to the battery management kernel via the connector power interface on the control unit board 22. Since the battery signals are collected through a dedicated interface and directly sent to the battery management kernel, high-precision acquisition and independent management of battery parameters can be achieved.

[0098] In some exemplary embodiments, analyzing and locating problems after a component of an electric vehicle malfunctions is challenging. This is because numerous potential fault points exist, requiring individual elimination and verification, resulting in slow repair progress, long repair cycles, increased repair costs, and reduced repair efficiency. When the entire vehicle malfunctions, the CAN port needs to be connected for troubleshooting. For example, a headlight not working could be due to a faulty lamp, a lack of output from the VCU, or a wiring harness issue; multiple causes can be intertwined, making troubleshooting difficult.

[0099] To reduce the difficulty of fault location and improve the convenience of fault troubleshooting, in this embodiment, the power domain control package may further include: a fault diagnosis circuit and a diagnostic service interface. The fault diagnosis circuit is electrically connected to the battery cell module 10 and the domain controller 20 respectively. Through the combination of the fault diagnosis circuit and the diagnostic service interface, fault diagnosis and diagnostic result output of at least one of the battery cell module 10 and the domain controller 20 can be realized.

[0100] The aforementioned fault diagnosis circuit can be used to perform fault diagnosis on at least one of the battery cell module 10 and the domain controller 20, and obtain fault diagnosis results. The fault diagnosis circuit can perform fault diagnosis automatically or passively in response to diagnostic commands received by the power domain controller package. The fault diagnosis results can be stored in a storage component within the power domain controller package or in a storage component external to the power domain controller package.

[0101] The aforementioned diagnostic service interface can receive query commands from a querying end, which can be a mobile terminal or controller bound to the electric vehicle, or a control component on the electric vehicle. The query command is used to query fault information of the power domain control package. The aforementioned diagnostic service interface can also respond to the query command by sending fault diagnosis results to the querying end. Optionally, the diagnostic service interface can also directly send fault diagnosis results to a designated device to achieve direct output of fault diagnosis results.

[0102] For example, regarding fault location, in the case of a headlight not working, the power domain control package can have internal diagnostics, output voltage diagnostics and other circuits, and can directly read fault codes and detailed information through the Unified Diagnostic Services (UDS) interface.

[0103] The integration solutions in related technologies combine multiple components, each with multiple suppliers, significantly increasing the complexity of production quality control. In contrast, the power domain control package is fixed with single-board tooling, covering all circuit functions in its testing. The integrated assembly and final testing of the entire package are also centralized, eliminating the need for multiple personnel to work together to troubleshoot problems.

[0104] Through this embodiment, by combining the fault diagnosis circuit and the diagnostic service interface, fault diagnosis and diagnostic result output can be achieved for at least one of the battery cell module 10 and the domain controller 20, which can reduce the difficulty of fault location and improve the convenience of fault troubleshooting.

[0105] The power domain control package in this embodiment will be explained below with reference to an optional example. In this optional example, the electric vehicle is an electric motorcycle, the domain controller 20 is a pre-control module, the power unit board 21 is a functional unit, the control unit board 22 is a control unit, and the drive chip is a drive module.

[0106] In this optional example, the power domain control package may include: a domain control module and a cell module 10, such as... Figure 9 As shown, Figure 9 On the left is cell module 10. Figure 9 The dashed box on the right represents the domain control module, which can be divided into a control unit (top) and a power unit (bottom). The battery module 10 is connected to the power unit via a power input interface. The control unit and power unit can be connected via a connector 23. The power unit includes an interface for connecting to the control unit, and the control unit includes an interface for connecting to the power unit. The power unit may include a three-phase interface for connecting the motor of the electric motorcycle.

[0107] The power unit may include a drive module and three bridge modules. The drive module is controlled by the ECU core in the control unit and drives the three bridge modules to convert DC power to three-phase AC power. The converted three-phase AC power can be output to the motor of the electric motorcycle through the three-phase interface.

[0108] The control unit may include a multi-core chip, as well as a communication interface, a digital interface, an analog interface, and a motor resolver interface. The communication interface connects to combination switches, lights, etc., the digital interface can connect to external sensors, the analog interface can be used to connect to the throttle, etc., and the motor resolver interface connects to the motor (motor's resolver transformer) of the electric motorcycle to transmit resolver signals.

[0109] This optional example demonstrates how using an integrated power domain control package can improve system integration (by approximately 50%), increase power density, reduce costs (by approximately 35% compared to distributed modules in related technologies, and by approximately 15% in terms of cost), and also save the vehicle design and development cycle (by approximately 30%).

[0110] According to another aspect of the embodiments of this application, an electric vehicle is also provided, which may include the power domain control package provided in the above embodiments, and will not be repeated hereafter. As used below, the terms "unit" and "module" are equivalent to a combination of software and / or hardware that can perform a predetermined function. Although the apparatus described in the following embodiments is preferably implemented in hardware, implementation by combination of hardware and software is also possible and contemplated.

[0111] In this embodiment, the electric vehicle may include a power domain control package and a vehicle motor. The power domain control package may include a battery cell module 10 and a domain controller 20. The battery cell module 10 is disposed at the bottom of the power domain control package, and the domain controller 20 is disposed above the battery cell module 10. The domain controller 20 includes a power unit board 21 and a control unit board 22. The power unit board 21 and the control unit board 22 interact with each other via board-to-board connectors. The power unit board 21 is electrically connected to the vehicle motor. Specifically, the battery cell module 10 is connected to the power input interface of the power unit board 21 to provide DC power input to the power unit board 21. The power unit board 21, disposed above the battery cell module 10, converts the DC power provided by the battery cell module 10 into three-phase AC power, which is used to drive the vehicle motor. The control unit board 22, disposed above the power unit board 21, performs vehicle control, motor control, and battery management.

[0112] The installation location of the power domain control package can be selected as needed. Optionally, the power domain control package can be placed in the middle area of ​​the electric vehicle to serve to secure the front and rear wheels of the frame.

[0113] According to the embodiments provided in this application, an electric vehicle includes a power domain control package and a vehicle motor. The power domain control package includes a battery cell module 10 and a domain controller 20. The battery cell module 10 is disposed at the bottom of the power domain control package, and the domain controller 20 is disposed above the battery cell module 10. The domain controller 20 includes a power unit board 21 and a control unit board 22. The power unit board 21 and the control unit board 22 interact with each other via board-to-board connectors. The power unit board 21 is electrically connected to the vehicle motor. The battery cell module 10 is connected to the power input interface of the power unit board 21 to provide DC power input to the power unit board 21. The power unit board 21 is disposed above the battery cell module 10 and is used to convert the DC power provided by the battery cell module 10 into three-phase AC power, which is used to drive the vehicle motor. The control unit board 22 is disposed above the power unit board 21 and is used for vehicle control, motor control, and battery management. This can solve the technical problem of complex wiring harness processing in electric vehicles in related technologies and reduce the complexity of wiring harness processing.

[0114] In some exemplary embodiments, the control unit board 22 includes an external connector for connecting vehicle control signals and internal sensing signals, the internal sensing signals including battery signals; wherein, the vehicle control signals include at least one of the following: lamp signals, lock signals, sensor signals, side stand signals, throttle signals, instrument communication signals, and horn signals; the battery signals include at least one of the following: cell voltage signals, cell temperature signals, total battery voltage signals, total battery current signals, and main switch control signals.

[0115] In some exemplary embodiments, the control unit board 22 includes a multi-core chip, and the multiple cores of the multi-core chip are connected through a data bus and an address bus. The multiple cores include a vehicle control core, a motor control core, and a battery management core. The vehicle control core is used to control the electric vehicle; the motor control core is used to control the vehicle motor; and the battery management core is used to manage the battery of the battery cell module 10.

[0116] In some exemplary embodiments, the vehicle control kernel is used to acquire vehicle control signals and internal sensing signals, and to issue control commands to other kernels besides the vehicle control kernel among multiple kernels; the motor control kernel is used to receive torque commands from the vehicle control kernel, drive the power unit board 21 to perform field orientation control on the vehicle motor, and perform vehicle traction control and vehicle braking control; the battery management kernel is used to acquire battery signals from the cell module 10, and to perform charge / discharge management and thermal management on the cell module 10.

[0117] In some exemplary embodiments, among multiple kernels, the vehicle control kernel is the master kernel, and the other kernels are slave kernels. The address space of the multi-core chip is divided into multiple address regions, and each memory region in the multiple address regions is allocated to one of a set of designated peripherals of the multiple kernels and the power domain control package. The vehicle control kernel is used to parse the target address information corresponding to the signal to be processed in response to the signal to be processed; if the target address information belongs to the address region corresponding to the vehicle control kernel, it processes the signal to be processed; if the target address information belongs to the address region corresponding to the target slave kernel among the multiple kernels, it triggers an inter-core scheduling signal through the address bus and forwards the signal to be processed to the target slave kernel through the data bus. The target slave kernel is used to receive the signal to be processed through the data bus in response to the inter-core scheduling signal, process the signal to be processed, write the signal processing result into the address region corresponding to the target slave kernel, and send a processing completion signal to the vehicle control kernel through the address bus.

[0118] In some exemplary embodiments, the multiple kernels also include a redundant kernel for taking over the abnormal kernel in the case of an abnormal kernel in the vehicle control kernel, motor control kernel, and battery management kernel.

[0119] In some exemplary embodiments, the power unit board 21 includes: three half-bridge modules, a driver chip, and a motor sensor, wherein the driver chip is electrically connected to the three half-bridge modules. The driver chip is used to drive the three half-bridge modules to convert the DC power provided by the battery cell module 10 into three-phase AC power in response to a drive signal input from the motor control core via a board-to-board connector. The motor sensor is used to collect motor signals and transmit the motor signals to the motor control core via the board-to-board connector, wherein the motor signals include at least one of the following: a motor temperature signal, a resolver signal, a current sampling signal, and a motor speed signal.

[0120] In some exemplary embodiments, the power unit board 21 includes a shunt and a switching element, wherein the total negative signal of the battery module 10 enters the driver chip after passing through the shunt and the switching element. The shunt is used to sample the total current of the battery module 10 and limit the charging and discharging current of the battery module 10; the switching element is used to connect or disconnect the connection between the battery module 10 and the power unit board 21.

[0121] In some exemplary embodiments, the battery module 10 includes multiple battery sub-modules connected in series, and the multiple battery sub-modules are connected by copper busbars; the total positive signal and total negative signal of the battery module 10 are connected by copper busbars and then enter the power input interface, and the copper busbars and the power unit board 21 are fixedly installed by fasteners.

[0122] In some exemplary embodiments, each of the multiple cell sub-modules includes M parallel N series cells, where M and N are both positive integers greater than or equal to 1. At least one of the cell voltage signal of each cell in the cell module 10, the total battery voltage signal of the cell module 10, and the total battery current signal of the cell module 10 is sampled via the connector power interface on the control unit board 22 and transmitted to the battery management kernel for processing.

[0123] In some exemplary embodiments, the power domain control package further includes: a fault diagnosis circuit and a diagnostic service interface, wherein the fault diagnosis circuit is electrically connected to the battery cell module 10 and the domain controller 20, respectively. The fault diagnosis circuit is used to perform fault diagnosis on at least one of the battery cell module 10 and the domain controller 20 to obtain a fault diagnosis result; the diagnostic service interface is used to receive a query command from a query terminal, wherein the query command is used to query fault information of the power domain control package; and in response to the query command, sends the fault diagnosis result to the query terminal.

[0124] Obviously, those skilled in the art should understand that the modules or steps of this application described above can be implemented using general-purpose computing devices. They can be centralized on a single computing device or distributed across a network of multiple computing devices. They can be implemented using computer-executable program code, and thus can be stored in a storage device for execution by a computing device. In some cases, the steps shown or described can be performed in a different order than those described herein, or they can be fabricated as separate integrated circuit modules, or multiple modules or steps can be fabricated as a single integrated circuit module. Thus, this application is not limited to any particular combination of hardware and software.

[0125] The above are merely preferred embodiments of this application and are not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the principles of this application should be included within the protection scope of this application.

Claims

1. A power domain control package, characterized in that, For use in electric vehicles, the power domain control package includes: a battery cell module and a domain controller. The battery cell module is located at the bottom of the power domain control package, and the domain controller is located above the battery cell module. The domain controller includes a power unit board and a control unit board, and the power unit board and the control unit board exchange signals via board-to-board connectors. The battery cell module is connected to the power input interface of the power unit board, and is used to provide DC power input to the power unit board through the power input interface; The power unit board is disposed above the battery cell module and is used to convert the DC power provided by the battery cell module into three-phase AC power, wherein the three-phase AC power is used to drive the vehicle motor of the electric vehicle. The control unit board is located above the power unit board and is used for vehicle control, motor control, and battery management.

2. The power domain control package according to claim 1, characterized in that, The control unit board includes external connectors for connecting vehicle control signals and internal sensor signals, including battery signals. The vehicle control signals include at least one of the following: lighting signals, lock signals, sensor signals, side stand signals, throttle signals, instrument communication signals, and horn signals; The battery signals include at least one of the following: cell voltage signal, cell temperature signal, total battery voltage signal, total battery current signal, and main switch control signal.

3. The power domain control package according to claim 1, characterized in that, The control unit board includes a multi-core chip, and the multiple cores of the multi-core chip are connected through a data bus and an address bus. The multiple cores include a vehicle control core, a motor control core, and a battery management core; wherein... The vehicle control kernel is used to control the electric vehicle. The motor control core is used to control the vehicle motor. The battery management kernel is used to manage the battery of the cell module.

4. The power domain control package according to claim 3, characterized in that, The vehicle control kernel is used to acquire vehicle control signals and internal sensor signals, and to issue control commands to other kernels among the plurality of kernels other than the vehicle control kernel. The motor control core is used to receive torque commands from the vehicle control core, drive the power unit board to perform field orientation control on the vehicle motor, and perform vehicle traction control and vehicle braking control. The battery management kernel is used to acquire the battery signal of the cell module and to perform charge / discharge management and thermal management of the cell module.

5. The power domain control package according to claim 3, characterized in that, Of the multiple kernels, the vehicle control kernel is the master kernel, and the other kernels are slave kernels. The address space of the multi-core chip is divided into multiple address regions, and each memory region in the multiple address regions is allocated to one of a set of designated peripherals of the multiple kernels and the power domain control package. The vehicle control kernel is used to respond to a signal to be processed, parse the target address information corresponding to the signal to be processed; if the target address information belongs to the address region corresponding to the vehicle control kernel, process the signal to be processed; if the target address information belongs to the address region corresponding to the target slave kernel among the plurality of kernels, trigger an inter-core scheduling signal through the address bus, and forward the signal to be processed to the target slave kernel through the data bus. The target slave core is used to respond to the inter-core scheduling signal, receive the signal to be processed through the data bus, process the signal to be processed, write the signal processing result into the address area corresponding to the target slave core, and send the processing completion signal to the vehicle control kernel through the address bus.

6. The power domain control package according to claim 3, characterized in that, The plurality of kernels also includes: A redundant kernel is used to take over the abnormal kernel in the case of an abnormal kernel in the vehicle control kernel, motor control kernel, and battery management kernel.

7. The power domain control package according to claim 3, characterized in that, The power unit board includes: three half-bridge modules, a driver chip, and a motor sensor, wherein the driver chip is electrically connected to the three half-bridge modules; wherein... The drive chip is used to drive the three half-bridge modules to convert the DC power provided by the battery cell module into the three-phase AC power in response to the drive signal input by the motor control core via the board-to-board connector. The motor sensor is used to collect motor signals and transmit the motor signals to the motor control core via the board-to-board connector. The motor signals include at least one of the following: motor temperature signal, resolver signal, current sampling signal, and motor speed signal.

8. The power domain control package according to claim 7, characterized in that, The power unit board includes a shunt and a switching element. The total negative signal of the battery module enters the driver chip after passing through the shunt and the switching element. The shunt is used to sample the total current of the battery cell module and limit the charging and discharging current of the battery cell module. The switching element is used to connect or disconnect the battery cell module from the power unit board.

9. The power domain control package according to claim 3, characterized in that, The battery cell module includes multiple battery cell sub-modules connected in series, and the multiple battery cell sub-modules are connected by a copper busbar; the total positive signal and total negative signal of the battery cell module are connected through the copper busbar and then enter the power input interface; the copper busbar and the power unit board are fixedly installed by a fastener.

10. The power domain control package according to claim 9, characterized in that, Each of the plurality of battery cell sub-modules includes M parallel N series cells, where M and N are both positive integers greater than or equal to 1. At least one of the cell voltage signal of each cell in the cell module, the total battery voltage signal of the cell module, and the total battery current signal of the cell module is sampled via the connector power interface on the control unit board and transmitted to the battery management kernel for processing.

11. The power domain control package according to any one of claims 1 to 10, characterized in that, The power domain control package further includes: a fault diagnosis circuit and a diagnostic service interface, wherein the fault diagnosis circuit is electrically connected to the battery cell module and the domain controller, respectively; wherein... The fault diagnosis circuit is used to perform fault diagnosis on at least one of the battery cell module and the domain controller to obtain a fault diagnosis result. A diagnostic service interface is used to receive query instructions from a query terminal, wherein the query instructions are used to query fault information of the power domain control package; in response to the query instructions, the fault diagnosis results are sent to the query terminal.

12. An electric vehicle, characterized in that, include: The system includes a power domain control package and a vehicle motor. The power domain control package comprises a battery cell module and a domain controller. The battery cell module is located at the bottom of the power domain control package, and the domain controller is located above the battery cell module. The domain controller includes a power unit board and a control unit board. The power unit board and the control unit board exchange signals via board-to-board connectors. The power unit board is electrically connected to the vehicle motor. The battery cell module is connected to the power input interface of the power unit board, and is used to provide DC power input to the power unit board through the power input interface; The power unit board is disposed above the battery cell module and is used to convert the DC power provided by the battery cell module into three-phase AC power, wherein the three-phase AC power is used to drive the vehicle motor. The control unit board is located above the power unit board and is used for vehicle control, motor control, and battery management.

13. The electric vehicle according to claim 12, characterized in that, The power domain control package is installed in the middle area of ​​the electric vehicle.

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