Motorcycle GCU and ECU integrated system and application method thereof

Abstract

This invention discloses an integrated GCU and ECU system for motorcycles and its application method, belonging to the field of range-extended motorcycles. The system includes a vehicle domain controller (CCU) and an integrated GCU-ECU controller, with the CCU and the integrated GCU-ECU controller connected. The integrated GCU-ECU controller includes a shared integrated chip for the GCU and ECU, and an integrated control circuit centered on it. The shared integrated chip and integrated control circuit are arranged on the same control circuit board. This invention achieves a high degree of integration between the range extender generator controller (GCU) and the engine controller (ECU) through comprehensive integrated design of control circuit integration, core chip integration, and integrated software architecture, forming an integrated control system with a single circuit board, single chip, and single software architecture. This reduces costs, shrinks system size, and improves system integration.

Description

Technical Field

[0001] This invention belongs to the field of range extender motorcycles. Specifically, this invention relates to a motorcycle GCU and ECU integrated system and its application method. Background Technology

[0002] In existing range-extended motorcycle power control systems, the engine controller (ECU) and the range extender generator controller (GCU) are two independent hardware units. Current technology typically employs a separate ECU and GCU design, but this approach has the following problems: High hardware costs: It requires two independent housings, two independent main control chips, two independent driver chips, two independent power supply circuits, and two independent communication interfaces. The large number of components significantly increases material costs. Complex wiring: Dedicated communication harnesses, power supply harnesses, and signal feedback harnesses are required between the ECU and GCU. There are many low-voltage harnesses, which occupy a lot of wiring space and make the overall vehicle layout difficult. High failure rate: Multiple connectors, multiple wire harnesses, and multiple chips working together increase the probability of poor contact, wire wear, electromagnetic interference, and signal loss. Low software collaboration efficiency: The ECU and GCU use two independent software architectures, which result in communication delays, data synchronization errors, and lag in control command response. Limited installation space: Motorcycles have limited space, and the ECU and GCU require two mounting brackets and two mounting points, further reducing the space available for the battery, cooling system, and storage. Summary of the Invention

[0003] This invention aims to overcome the shortcomings of the prior art and proposes a motorcycle GCU and ECU integrated system and its application method to achieve the following objectives: reduce cost, reduce system size, and improve system integration.

[0004] To achieve the above objectives, the technical solution adopted by the present invention is as follows: A motorcycle GCU and ECU integrated system is disclosed. The system includes a vehicle domain controller (CCU) and an integrated GCU-ECU controller. The CCU and the integrated GCU-ECU controller are connected. The integrated GCU-ECU controller includes a shared integrated chip for the GCU-ECU and an integrated control circuit based on the shared integrated chip. The shared integrated chip and the integrated control circuit are arranged on the same control circuit board.

[0005] Preferably, the vehicle domain controller (CCU) is used to control the engine and range extender generator through information communication with the integrated GCU-ECU controller.

[0006] Preferably, the shared integrated chip of the GCU-ECU is the core main control and drive chip of the integrated GCU-ECU controller, which integrates the main control chip of the range extender generator controller GCU and the engine controller ECU, and the drive chip of the range extender generator controller GCU and the engine controller ECU into one chip, so as to realize the control and drive of the range extender generator and the engine through one chip.

[0007] Preferably, the integrated control circuit is used to integrate the control circuits for controlling the range extender generator controller (GCU) and the engine controller (ECU) onto the same control circuit board.

[0008] Preferably, the integrated control circuit includes an interrupt controller, a timing controller, a communication interface, an AD converter, an I / O port, an injection module, an active discharge module, an optocoupler isolation module, an active discharge module, a power amplifier circuit, an IGBT module, a DC-link capacitor, and a current Hall sensor.

[0009] Preferably, the interrupt controller is used to implement interrupt priority management of the shared integrated chip of the GCU-ECU; The timing controller is used to provide control timing for the shared integrated chip of the GCU-ECU; The communication interface is used to enable communication between the shared integrated chip of the GCU-ECU and other devices. The AD converter is used to convert the acquired analog signal into a digital signal and then send it to the GCU-ECU shared integrated chip. The I / O ports are used for the general-purpose input and output of the integrated chip shared by the GCU-ECU; The injection module is used to receive the injection control signal from the shared integrated chip of the GCU-ECU to drive the fuel injector; The active discharge module is used to receive the active discharge signal from the GCU-ECU shared integrated chip to discharge the residual electrical energy of the generator. The optocoupler isolation module is used for high and low voltage signal isolation of the shared integrated chip of the GCU-ECU; The power amplifier circuit is used to amplify the signal output by the shared integrated chip of the GCU-ECU; The IGBT module is used to control the power conversion of the generator according to the control signal of the shared integrated chip of the GCU-ECU; The DC-link capacitor is used for voltage stabilization and filtering of the generator bus. The current Hall sensor is used to collect the generator current and send it to the shared integrated chip of the GCU-ECU.

[0010] Preferably, the communication interface includes a CAN communication interface.

[0011] Preferably, the control circuit board includes a PCB board.

[0012] This invention also provides an application method for a motorcycle GCU and ECU integrated system. Using the aforementioned motorcycle GCU and ECU integrated system, the method includes: Step S1: The integrated GCU-ECU controller and the vehicle domain controller CCU acquire vehicle status information through various sensors of the vehicle. Step S2: The vehicle status information is uniformly received and its features are extracted by the vehicle domain controller (CCU). Step S3: Correct the extracted feature data; Step S4: The vehicle domain controller (CCU) performs start-stop control, mode switching, and energy management of the generator and engine based on the corrected feature data and user requirements, and outputs corresponding control commands to the integrated GCU-ECU controller. Finally, the integrated GCU-ECU controller controls and drives the engine and range extender generator according to the control commands.

[0013] Preferably, the working mode of step S4 includes: Pure electric priority mode: The vehicle prioritizes the use of battery energy to drive the vehicle. When the battery SOC drops to a preset threshold, the vehicle domain controller (CCU) controls the range extender to start through the integrated GCU-ECU controller, generating electricity to supply the electric drive system to increase the driving range. Fuel priority mode: The vehicle prioritizes using the power generated by the range extender to drive the vehicle. When the power generated by the range extender is less than the power required for driving, the battery is used to supplement it. When the power generated by the range extender is greater than the power required for driving, the excess power is used to charge the battery. Parking power generation mode: When the vehicle is parked and the battery SOC is lower than a preset threshold, the vehicle domain controller (CCU) controls the range extender to start through the integrated GCU-ECU controller, generating electricity to charge the battery.

[0014] The technical effects of this invention are as follows: 1. Lightweight and efficient: By sharing the housing of the range extender generator GCU and the engine ECU, the number of low-voltage wiring harnesses is reduced, avoiding signal interference and other problems; 2. Modular design: The GCU and ECU control circuits are made into standardized modules, which facilitates mass production and universal adaptation to different vehicle platforms, and shortens the R&D cycle; 3. Intelligent control requirements: The integrated structure removes the communication harness constraints between the GCU and ECU, and can collect data such as speed and torque in real time to optimize power response speed; 4. Control reliability: The GCU, ECU main control chip and drive chip are integrated into a single chip, making control and data processing more reliable. Attached Figure Description

[0015] Figure 1 This is a block diagram of the overall structure of a motorcycle GCU and ECU integrated system provided in an embodiment of the present invention. Detailed Implementation

[0016] The specific embodiments of the present invention will be further described in detail below with reference to the accompanying drawings. This is to help those skilled in the art to have a more complete, accurate, and in-depth understanding of the inventive concept and technical solutions of the present invention, and to facilitate its implementation. It should be noted that the terms "first," "second," etc., used in this application are only for the convenience of describing the technical solutions and to distinguish components; the corresponding component configurations may be the same or different, and are not intended to limit the scope of this application. To make the technical solutions of the present invention clearer, the present invention will be explained and illustrated through the following embodiments.

[0017] The technology of range extenders for two-wheeled vehicles is similar to that for automobiles; however, the technical parameters of specific components differ significantly. Two-wheeled vehicle engines with range extenders suffer from low combustion efficiency and high noise levels. Due to space constraints, after arranging the range extender assembly in a two-wheeled vehicle, it's also necessary to accommodate components such as the engine controller (ECU), the vehicle domain control unit (CCU), and low-voltage wiring harnesses. Currently, motorcycle engine ECUs and motorcycle range extender generator GCUs are assembled separately, leading to increased costs. Two sets of low-voltage wiring harnesses are required, making installation difficult; and multiple low-voltage systems increase the failure rate. Therefore, this invention aims to achieve: (1) Chip integration: The engine controller ECU main control chip and the range extender generator controller GCU main control chip, the engine controller ECU drive chip and the range extender generator controller GCU drive chip are highly integrated into a single integrated chip. (2) Control circuit integration; The control circuit of the engine controller ECU and the control circuit of the range extender generator controller GCU are integrated into a single control circuit board; (3) Software Integration; The software setup is not in the traditional sense, where the GCU generator controller is only responsible for controlling the generator's power generation and torque output, and the ECU engine controller is only responsible for controlling the control of engine-related accessories to achieve the power and torque required by the vehicle; instead, a dual-control software strategy is adopted, where the ECU and GCU are not independently controlled by the software, but the functions of the ECU and GCU are integrated into one software to achieve functions such as mode, energy, and torque control. This reduces the information interaction links between controllers, avoids problems such as signal loss and signal interference, and reduces the failure rate.

[0018] This invention provides a motorcycle GCU and ECU integrated system, such as... Figure 1 As shown, the system includes a vehicle domain controller (CCU) and an integrated GCU-ECU controller. The CCU is connected to the integrated GCU-ECU controller, and the CCU controls the range extender engine and generator through communication with the integrated GCU-ECU controller. The integrated GCU-ECU controller includes a shared integrated chip and an integrated control circuit based on it. The shared integrated chip and the integrated control circuit are arranged on the same control circuit board.

[0019] In this embodiment, the vehicle domain controller (CCU) can employ a high-performance automotive-grade main control chip with a wide operating temperature range. The adoption of this automotive-grade main control chip, with its efficient data processing capabilities and enhanced environmental adaptability, meets the demands of harsh motorcycle operating conditions. The CCU features multiple CAN bus interfaces, LIN bus interfaces, and Ethernet interfaces, enabling high-speed communication with integrated GCU-ECU controllers, motorcycle instrument systems, motorcycle battery management systems (BMS), motorcycle drive motor controllers, motorcycle body control systems, and various sensors on the motorcycle. Based on this, the CCU is used to implement functions such as motorcycle mode management, command issuance, energy management, fault diagnosis, and human-machine interaction. Mode management: Automatically switches between pure electric priority mode, fuel priority mode, and parking generator mode based on driver operation information; Command issuance: Sends generator speed request commands, engine torque request commands, start-stop control commands, etc. to the integrated GCU-ECU controller; Energy Management: Real-time monitoring of battery SOC, charging and discharging power, and vehicle energy consumption; optimizing the coordinated allocation of range extender power generation and battery output power. Fault diagnosis: Real-time monitoring of the operating status of each module of the system, storage of fault codes, judgment of fault level, and fault protection control; Human-machine interaction: Transmits system operating parameters and fault information to the instrument system, and receives driver mode switching commands, etc.

[0020] In this embodiment, the integrated GCU-ECU controller adopts a housing structure. Inside the housing is a shared integrated chip for the GCU-ECU and an integrated control circuit centered on it. It is important to emphasize that there is only one shared integrated chip for the GCU-ECU, and the shared integrated chip and integrated control circuit are arranged on the same control circuit board. This design achieves shared housing, shared control circuit board, and shared main control and drive chips for the GCU and ECU, reducing the number of components, significantly improving system integration, reducing system size, lowering costs, and facilitating application in motorcycles.

[0021] In addition, the housing in this embodiment adopts a rectangular structure. Furthermore, according to the interface design of the integrated control circuit described in this embodiment (communication interface, AD sampling interface, general input / output interface, etc.), the same number and size of interface holes are pre-reserved on the housing. An integrated heat dissipation fin is provided on the exterior of the housing to control the system temperature. The housing can be made of an integrated die-cast aluminum alloy, possessing high strength, high heat dissipation, and lightweight characteristics. The control circuit board uses a PCB board. The GCU-ECU shared integrated chip and the integrated control circuit based on it are electrically connected and soldered onto the PCB board. The PCB board can be made of FR-4 high-frequency board material with a dielectric constant of 4.4±0.2, possessing good electrical and heat dissipation performance, improving heat dissipation while reducing system size.

[0022] The shared integrated chip for the GCU-ECU is the core control and drive chip of the integrated GCU-ECU controller. It integrates the main control chips of the range extender generator controller (GCU) and the engine controller (ECU), as well as the drive chips of the range extender generator controller (GCU) and the engine controller (ECU), into a single chip. This single chip controls and drives both the range extender generator and the engine, simultaneously handling all functions including main control, drive, signal processing, and communication management for both engine and generator control. Compared to traditional separate GCU and ECU solutions, the absence of independent ECU / GCU separation reduces the low-voltage communication wiring from the GCU to the ECU, lowers wiring complexity, facilitates installation, and reduces electromagnetic interference. The shared integrated chip for the GCU-ECU in this embodiment has the following functions: Engine control: Based on the instructions of the vehicle domain controller (CCU), the engine ignition control, fuel injection control, throttle control, idle speed regulation, knock control, and oxygen sensor closed-loop control are realized. Generator control: Based on the instructions of the vehicle domain controller (CCU), the generator rotor position detection, bus voltage regulation, generator current control, IGBT drive, energy recovery, and high voltage protection are realized. Coordinated control: Based on the instructions of the vehicle domain controller (CCU), the speed-torque coordinated control of the engine and generator is realized to ensure the efficient operation of the range extender; Signal processing: Acquire signals from sensors such as engine throttle, speed, temperature, and pressure; acquire signals such as generator rotor position, voltage, current, and temperature; and perform analog-to-digital conversion and filtering. Communication and Interaction: Communicates with other controllers such as the vehicle domain controller (CCU) to achieve real-time data exchange; Fault protection: Equipped with overvoltage, overcurrent, overtemperature, short circuit, and phase loss fault protection functions to ensure safe system operation.

[0023] In this embodiment, the shared integrated chip for the GCU-ECU is the core main control and drive unit of the integrated GCU-ECU controller. Correspondingly, the integrated control circuit, with the shared integrated chip for the GCU-ECU as its core, is an integrated hardware carrier that carries the shared integrated chip for the GCU-ECU and all its peripheral circuits. The integrated control circuit provides the operating environment for the shared integrated chip for the GCU-ECU, and the shared integrated chip for the GCU-ECU can command the various modules of the integrated control circuit. The two have an inseparable subordinate connection.

[0024] The integrated control circuit integrates the control circuits for the range extender generator controller (GCU) and the engine controller (ECU) onto the same control circuit board. Correspondingly, the integrated control circuit in this embodiment includes an interrupt controller, a timing controller, a communication interface, an AD converter, I / O ports, an injection module, an active discharge module, an optocoupler isolation module, an active discharge module, a power amplifier circuit, an IGBT module, a DC-link capacitor, and a current Hall sensor. All of these components are electrically connected and soldered onto the PCB board, and all use automotive-grade surface-mount devices. The operating temperature range is -40℃ to 125℃, and the vibration and interference resistance meets the requirements for motorcycle operation.

[0025] Specifically, the interrupt controller in this embodiment is used to implement interrupt priority management of the GCU-ECU shared integrated chip. Its input terminal is connected to the interrupt request pin of the GCU-ECU shared integrated chip, and its output terminal is connected to the interrupt response pin of the GCU-ECU shared integrated chip. By queuing and prioritizing various interrupt requests and accurately notifying the GCU-ECU shared integrated chip for processing, it ensures the timing accuracy of engine and generator control. The timing controller in this embodiment is used to provide control timing for the GCU-ECU shared integrated chip, such as generating engine ignition timing, injection timing, idle speed control timing, etc., and it is connected to the clock and control pins of the GCU-ECU shared integrated chip. The communication interface is used to enable communication between the GCU-ECU shared integrated chip and other devices. Various bus communication interfaces can be used. In this embodiment, the CAN communication interface is used. The data transmission is stable and high-speed. The CAN bus wiring harness is simple and easy to lay out, which reduces the system application cost. The CAN bus uses shielded twisted pair cable. The shielding layer is connected to the chassis ground at one end, which effectively suppresses the electromagnetic interference generated by the motorcycle's high-voltage circuit and ignition system, and ensures communication stability and real-time performance. The AD converter (analog-to-digital converter) is used to convert the acquired analog signal into a digital signal and send it to the GCU-ECU shared integrated chip. The input terminal of the AD converter is usually connected to various sensors, and the output terminal of the AD converter is connected to the signal input terminal of the GCU-ECU shared integrated chip. The I / O port is used for the general input and output of the GCU-ECU common integrated chip. On the one hand, it can be used as the output port of the GCU-ECU common integrated chip to connect with the engine, generator, etc., so as to realize the issuance of commands. On the other hand, it can also be used as the input port of the GCU-ECU common integrated chip as an additional input interface to receive signals sent to the GCU-ECU common integrated chip from other devices such as sensor signals and control feedback signals. The injection module is used to receive the injection control signal from the GCU-ECU shared integrated chip to drive the injector; as a drive module, it can receive the injection pulse width command calculated from the main control chip, convert it into a current waveform that can accurately drive the injector (solenoid valve), and output it to the injector. The active discharge module is used to receive the active discharge signal from the GCU-ECU shared integrated chip to realize the discharge of residual electrical energy of the generator. When the generator's power generation state changes suddenly (such as rapid deceleration) or the bus voltage rises abnormally, the active discharge module provides a fast discharge channel for the generator's feedback energy or the excess energy of the bus capacitor, preventing the DC bus voltage from being pumped too high due to the inability to absorb energy in time, which could damage the IGBT or capacitor. Active energy dissipation is usually achieved by controlling the conduction of a discharge resistor connected in parallel with the bus. The optocoupler isolation module is used for high and low voltage signal isolation of the GCU-ECU shared integrated chip; for the control of the range extender generator, the high voltage part generated by the range extender generator and the low voltage control part of the GCU-ECU shared integrated chip must be electrically isolated to ensure safety and suppress common mode interference. The power amplifier circuit amplifies the signal output from the shared integrated chip of the GCU-ECU. The signal output from the shared integrated chip of the GCU-ECU is typically weak and has limited driving capability. Therefore, a power amplifier circuit is needed to amplify the signal and improve its driving capability. For example, the PWM signal output from the shared integrated chip of the GCU-ECU needs to be amplified by the power amplifier circuit before being sent to the IGBT module to achieve rapid IGBT turn-on and turn-off, reducing switching losses. The IGBT module is used to control the power conversion of the generator according to the control signal of the GCU-ECU shared integrated chip; the IGBT module is the core device for controlling the range extender generator, and can be used to rectify the three-phase AC power generated by the generator into DC power, and boost the voltage as needed to power the high-voltage bus, charge the vehicle battery or drive the motor. The DC-link capacitor is used for generator bus voltage stabilization and filtering. In use, the DC-link capacitor is usually connected in parallel between the positive and negative terminals of the generator DC bus to stabilize the bus voltage and filter it. The current Hall sensor is used to collect the generator current and send it to the GCU-ECU shared integrated chip; it is usually connected to the three-phase current output terminal of the generator, and the collected current signal can be sent to the GCU-ECU shared integrated chip through an AD converter.

[0026] It is important to note that in practical implementation, the aforementioned components can be made into one or more standardized modules. This modular design approach concentrates or groups the various components of the integrated control circuit on the PCB board, facilitating PCB layout and reducing PCB footprint. This also facilitates mass production and universal adaptation to different vehicle platforms, shortening the development cycle. For example, a standardized module can be composed of an interrupt controller, timing controller, communication interface, AD converter, I / O ports, and injection module, primarily responsible for engine control and drive; similarly, a standardized module can be composed of an active discharge module, optocoupler isolation module, power amplifier circuit, IGBT module, DC-link capacitor, and current Hall sensor, primarily responsible for generator control and drive.

[0027] Meanwhile, the integrated control circuit is not limited to the above-mentioned components and their connections. It can flexibly select and set the components and their connections according to the actual needs of the range extender generator GCU control circuit and the engine ECU control circuit.

[0028] Based on the integrated system of this embodiment, the GCU-ECU shared integrated chip can be connected to the various actuators of the range extender generator and engine through an integrated control circuit to realize the control and drive of the range extender generator and engine. The actuators of the range extender generator include a motor rotor position acquisition sensor, a generator temperature sensor, a bus voltage acquisition sensor, etc.; the actuators of the engine include an ignition coil, throttle valve, fuel injectors, etc. The relevant commands for controlling the generator and engine are uniformly executed by the GCU-ECU shared integrated chip.

[0029] The embodiments of the present invention have the following advantages: (1) Lightweight and efficient: By sharing the housing of the range extender generator GCU and engine ECU, sharing the generator engine control circuit and PCB board, and integrating the GCU, ECU main control chip and drive chip into a single chip, the number of low-voltage wiring harnesses is reduced, and signal interference and other problems are avoided. This directly reduces material costs, assembly costs and the difficulty of vehicle layout.

[0030] (2) Modular design: The GCU and ECU control circuits are made into standardized modules, which facilitates mass production and universal adaptation to different vehicle platforms, and shortens the R&D cycle.

[0031] (3) Intelligent control requirements: The GCU, ECU main control chip and drive chip are integrated into one chip for sharing. There is no need for communication harness between GCU and ECU. Data such as speed and torque can be collected in real time to optimize power response speed.

[0032] (4) Control reliability: The GCU, ECU main control chip and drive chip are integrated into one chip for sharing, making control and data processing more reliable.

[0033] This embodiment also provides an application method for a motorcycle GCU and ECU integrated system. Using the aforementioned motorcycle GCU and ECU integrated system, the aim is to abandon the traditional mode of two separate software programs controlling the ECU and GCU, and instead adopt a single software dual-control strategy. This deeply integrates the ECU engine control function and the GCU generator control function into the same software architecture, achieving high-speed internal data interaction, coordinated control logic, and unified fault management, significantly improving control response speed and system reliability. The method includes: Step S1: The integrated GCU-ECU controller and the vehicle domain controller CCU acquire vehicle status information through various sensors of the vehicle. Step S2: The vehicle status information is uniformly received and its features are extracted by the vehicle domain controller (CCU). Step S3: Correct the extracted feature data; Step S4: The vehicle domain controller (CCU) performs start-stop control, mode switching, and energy management of the generator and engine based on the corrected feature data and user requirements, and outputs corresponding control commands to the integrated GCU-ECU controller. Finally, the integrated GCU-ECU controller controls and drives the engine and range extender generator according to the control commands.

[0034] Specifically, referring to step S1, the vehicle-integrated GCU-ECU controller and the vehicle domain controller CCU acquire vehicle status information through various sensors of the vehicle. The vehicle status information includes signals such as engine throttle position, engine speed, battery SOC, drive motor speed, generator speed, road condition information, and driver intention.

[0035] Referring to step S2, the collected vehicle status information is uniformly sent to the vehicle domain controller (CCU). The CCU, as the data processing core, analyzes and processes the data. Among them, the various directly collected sensor data cannot be directly used for control decisions. It is necessary to extract features from these data to obtain feature data with clear meaning that can be directly used for control decisions. The feature data extracted in this embodiment includes vehicle acceleration, tire speed, drive motor output power, generator power demand, etc.

[0036] Referring to step S3, the extracted feature data has low reliability due to factors such as acquisition accuracy, equipment wear and tear, and work efficiency. Therefore, to improve data reliability, this embodiment also needs to correct the extracted feature data. The correction includes: Sensor error compensation: Corrects acquisition errors and improves accuracy based on sensor calibration data; Power loss compensation: Considering motor power loss, engine mechanical loss, line loss, and cooling system loss, the control target value is corrected. Operating condition correction: Adjust control parameters based on environmental parameters such as temperature, pressure, and altitude to adapt to different operating conditions.

[0037] Referring to step S4, the vehicle domain controller (CCU) can make control decisions based on the corrected data. For example, the CCU can calculate the target engine torque based on the vehicle's required power, speed, efficiency, etc., and generate control commands to send to the integrated GCU-ECU controller. The integrated GCU-ECU controller then adjusts engine control parameters such as ignition advance angle, injection quantity, throttle opening, and idle speed regulation according to these control commands and sends them to the engine to drive it. Similarly, the CCU can calculate the target generator speed based on the generator power demand, battery voltage, and efficiency, and generate control commands to send to the integrated GCU-ECU controller. The integrated GCU-ECU controller then adjusts generator control parameters such as IGBT drive signal, generator power, and voltage regulation according to these control commands and sends them to the generator to drive it.

[0038] Simultaneously, in conjunction with user operations (mode selection), the vehicle domain controller (CCU) switches operating modes and executes the corresponding energy management strategies. The operating modes in this embodiment include: pure electric priority mode, fuel priority mode, and parking generator mode.

[0039] Pure Electric Priority Mode: The vehicle prioritizes using battery energy to drive the vehicle. When the battery SOC drops to a preset threshold (e.g., 30%, which can be flexibly selected according to needs in specific implementation), the vehicle domain controller (CCU) controls the range extender to start through the integrated GCU-ECU controller, generating electricity to supply the electric drive system and increase the driving range. Furthermore, in Pure Electric Priority Mode, users can further select between deep discharge and shallow discharge. The only difference between the two is the SOC threshold setting; the rest of the operating process is completely identical: In deep discharge mode, the battery SOC is allowed to drop to a lower threshold (e.g., 20%), prioritizing the maximization of battery power utilization, suitable for short-distance, low-load driving scenarios; in shallow discharge mode, the SOC threshold is higher (e.g., 30%), which can reduce battery deep discharge losses and extend battery life, suitable for daily commuting and scenarios with high battery protection requirements.

[0040] Correspondingly, in pure electric priority mode, the system workflow is as follows: (1) After receiving the user’s instruction to switch to pure electric priority mode (shallow discharge) through the instrument system, the vehicle domain controller (CCU) detects the vehicle status such as the battery SOC value and confirms that the pure electric mode start-up conditions are met (the battery SOC is greater than the preset threshold, such as 30%).

[0041] (2) The vehicle domain controller (CCU) sends a request to the integrated GCU-ECU controller to make the generator speed 0 (prohibit the range extender generator from starting) and the engine torque 0 (prohibit the engine from starting), while locking the pure electric drive logic.

[0042] (3) At this time, the vehicle is powered by the battery alone to drive the motor to meet the vehicle's driving needs. During the process, the vehicle domain controller (CCU) monitors the battery's SOC value, discharge current, voltage and other parameters in real time to ensure that the battery works within a safe range.

[0043] (4) When the battery SOC drops to the set threshold (30%) of the corresponding scenario, the vehicle domain controller CCU triggers the range extender start logic, and calculates the generator target speed and engine target torque according to the current vehicle speed, acceleration, etc., and then sends the generator target speed and engine target torque request to the integrated GCU-ECU controller to start the engine and generator.

[0044] Fuel priority mode: The vehicle prioritizes using the power generated by the range extender to drive the vehicle. When the power generated by the range extender is less than the power required for driving, the battery is used to supplement it. When the power generated by the range extender is greater than the power required for driving, the excess power is used to charge the battery.

[0045] Correspondingly, in fuel priority mode, the system workflow is as follows: (1) The vehicle domain controller (CCU) receives the user's instruction to switch to fuel priority mode through the instrument system; (2) The vehicle domain controller (CCU) calculates the generator target speed and engine target torque based on the current vehicle speed, acceleration, etc., and then sends a request for the generator target speed and engine target torque to the integrated GCU-ECU controller to start the engine and generator. (3) The vehicle domain controller (CCU) monitors the range extender's operating status (engine speed, torque, generator speed, power generation), battery status (SOC, current, voltage) and vehicle driving status in real time, dynamically adjusts the engine torque request and generator speed request, optimizes energy distribution, and reduces fuel consumption.

[0046] (4) During the operation of the engine and generator, the real-time driving power demand is calculated based on the current vehicle speed, acceleration, etc., and the real-time range extender output power is calculated based on the engine and generator speed and output torque, etc. The electrical energy output by the range extender is given priority to the drive motor to meet the vehicle driving demand. When the range extender output power is greater than the driving power demand, the excess electrical energy is stored in the battery to charge the battery to maintain the battery SOC in a reasonable range (usually greater than 30%). When the range extender output power is insufficient, the battery discharges to supplement it, ensuring stable power output.

[0047] Parking power generation mode: When the vehicle is parked and the battery SOC is lower than a preset threshold, the vehicle domain controller (CCU) controls the range extender to start through the integrated GCU-ECU controller, generating electricity to charge the battery.

[0048] Correspondingly, in the parking generator mode, the system's workflow is as follows: (1) The vehicle domain controller (CCU) receives the user's command to switch to the parking power generation mode through the instrument system; the CCU detects the vehicle status (vehicle speed, parking, SOC value, etc.), and starts the range extender after confirming that the starting conditions are met. The starting conditions include the vehicle speed being 0 and the vehicle being in P gear and the battery SOC being less than a preset threshold. If the above conditions are met, it is considered that the starting conditions are met and the range extender can be started; otherwise, the range extender is not allowed to be started.

[0049] (2) The vehicle domain controller CCU adopts a range extender control strategy of fixed-point power generation. That is, the vehicle domain controller CCU sends a preset request for fixed generator speed and fixed engine torque to the integrated GCU-ECU controller to ensure that the range extender outputs the set power stably and charges the battery efficiently.

[0050] (3) Users can further select different sub-modes through the instrument system. The vehicle domain controller (CCU) adjusts the range extender operating parameters according to the sub-mode. The sub-modes include quiet mode and efficiency mode: Quiet mode: Reduces the speed and torque of the range extender to prioritize the lowest operating noise and appropriately reduces the power generation, making it suitable for noise-sensitive scenarios such as nighttime and residential areas; Efficiency Mode: Adjusts the range extender to the optimal power generation efficiency range to maximize power generation efficiency and shorten charging time. Suitable for scenarios where charging speed is required and there are no noise limitations.

[0051] (4) The vehicle domain controller (CCU) monitors the battery SOC value in real time. When the battery SOC rises to the set upper limit (usually 80%-90%), the range extender will be automatically stopped and the parking generator will be terminated. If the user manually inputs a stop command through the instrument system, the CCU will immediately issue a stop command to shut down the engine and generator.

[0052] (5) During the parking power generation process, the CCU monitors the operating status of the range extender (speed, torque, water temperature, noise, etc.). If an abnormality occurs (the monitored value is greater than the preset safety threshold), the range extender will be stopped immediately and an alarm will be issued to the user through the instrument system.

[0053] Each operating mode is centrally controlled by the vehicle domain controller (CCU), achieving optimized energy allocation under different operating conditions: pure electric mode prioritizes battery power to reduce operating costs; range-extended mode balances power and energy saving, suitable for medium- and long-distance driving; fuel-priority mode maximizes fuel utilization to maintain stable battery SOC; and parking generator mode meets battery charging needs when stationary. This invention optimizes the entire process of vehicle engine start-stop, mode control, and energy management, meeting the needs of different users and the overall vehicle operation requirements.

[0054] This invention discloses an integrated system for a motorcycle GCU and ECU and its application method. The integrated system is applied to two-wheeled range-extended motorcycles and aims to solve the technical problems of high cost, difficult layout, low reliability, and slow response caused by the independent setting of the ECU and GCU in traditional range extender control systems. This embodiment achieves a high degree of integration between the range extender generator controller (GCU) and the engine controller (ECU) through a comprehensive integrated design of control circuit integration, core chip integration, and software architecture integration. This forms an integrated control system with a single housing, single circuit board, single chip, and single software architecture, meeting the multi-mode operation requirements of the two-wheeled motorcycle range extender power system, including pure electric priority, fuel priority, and parking power generation. Simultaneously, it achieves the technical effects of reducing cost, minimizing system size, improving system integration, and enhancing system reliability.

[0055] The present invention has been described above by way of example with reference to the accompanying drawings. Obviously, the specific implementation of the present invention is not limited to the above-described manner. Any non-substantial improvements made using the inventive concept and technical solution; or the direct application of the inventive concept and technical solution to other situations without modification, are all within the protection scope of the present invention.

Claims

1. A motorcycle GCU and ECU integrated system, characterized in that: The system includes a vehicle domain controller (CCU) and an integrated GCU-ECU controller. The CCU is connected to the integrated GCU-ECU controller. The integrated GCU-ECU controller includes a shared integrated chip for GCU-ECU and an integrated control circuit based on it. The shared integrated chip and the integrated control circuit are arranged on the same control circuit board.

2. The motorcycle GCU and ECU integrated system according to claim 1, characterized in that: The vehicle domain controller (CCU) is used to control the engine and range extender generator through information communication with the integrated GCU-ECU controller.

3. The motorcycle GCU and ECU integrated system according to claim 1, characterized in that: The shared integrated chip of the GCU-ECU is the core main control and drive chip of the integrated GCU-ECU controller. It integrates the main control chip of the range extender generator controller GCU and the engine controller ECU, and the drive chip of the range extender generator controller GCU and the engine controller ECU into one chip, realizing the control and drive of the range extender generator and the engine through a single chip.

4. The motorcycle GCU and ECU integrated system according to claim 1, characterized in that: The integrated control circuit is used to integrate the control circuits of the range extender generator controller (GCU) and the engine controller (ECU) onto the same control circuit board.

5. A motorcycle GCU and ECU integrated system according to claim 1 or 4, characterized in that: The integrated control circuit includes an interrupt controller, a timing controller, a communication interface, an AD converter, I / O ports, an injection module, an active discharge module, an optocoupler isolation module, an active discharge module, a power amplifier circuit, an IGBT module, a DC-link capacitor, and a current Hall sensor.

6. The motorcycle GCU and ECU integrated system according to claim 5, characterized in that: The interrupt controller is used to implement interrupt priority management of the shared integrated chip of the GCU-ECU; The timing controller is used to provide control timing for the shared integrated chip of the GCU-ECU; The communication interface is used to enable communication between the shared integrated chip of the GCU-ECU and other devices. The AD converter is used to convert the acquired analog signal into a digital signal and then send it to the GCU-ECU shared integrated chip. The I / O ports are used for the general-purpose input and output of the integrated chip shared by the GCU-ECU; The injection module is used to receive the injection control signal from the shared integrated chip of the GCU-ECU to drive the fuel injector; The active discharge module is used to receive the active discharge signal from the GCU-ECU shared integrated chip to discharge the residual electrical energy of the generator. The optocoupler isolation module is used for high and low voltage signal isolation of the shared integrated chip of the GCU-ECU; The power amplifier circuit is used to amplify the signal output by the shared integrated chip of the GCU-ECU; The IGBT module is used to control the power conversion of the generator according to the control signal of the shared integrated chip of the GCU-ECU; The DC-link capacitor is used for voltage stabilization and filtering of the generator bus. The current Hall sensor is used to collect the generator current and send it to the shared integrated chip of the GCU-ECU.

7. The motorcycle GCU and ECU integrated system according to claim 5, characterized in that: The communication interface includes a CAN communication interface.

8. The motorcycle GCU and ECU integrated system according to claim 5, characterized in that: The control circuit board includes a PCB board.

9. An application method of a motorcycle GCU and ECU integrated system, using a motorcycle GCU and ECU integrated system according to any one of claims 1-8, characterized in that: The method includes: Step S1: The integrated GCU-ECU controller and the vehicle domain controller CCU acquire vehicle status information through various sensors of the vehicle. Step S2: The vehicle status information is uniformly received and its features are extracted by the vehicle domain controller (CCU). Step S3: Correct the extracted feature data; Step S4: The vehicle domain controller (CCU) performs start-stop control, mode switching, and energy management of the generator and engine based on the corrected feature data and user requirements, and outputs corresponding control commands to the integrated GCU-ECU controller. Finally, the integrated GCU-ECU controller controls and drives the engine and range extender generator according to the control commands.

10. The application method of a motorcycle GCU and ECU integrated system according to claim 9, characterized in that: The working modes of step S4 include: Pure electric priority mode: The vehicle prioritizes the use of battery energy to drive the vehicle. When the battery SOC drops to a preset threshold, the vehicle domain controller (CCU) controls the range extender to start through the integrated GCU-ECU controller, generating electricity to supply the electric drive system to increase the driving range. Fuel priority mode: The vehicle prioritizes using the power generated by the range extender to drive the vehicle. When the power generated by the range extender is less than the power required for driving, the battery is used to supplement it. When the power generated by the range extender is greater than the power required for driving, the excess power is used to charge the battery. Parking power generation mode: When the vehicle is parked and the battery SOC is lower than a preset threshold, the vehicle domain controller (CCU) controls the range extender to start through the integrated GCU-ECU controller, generating electricity to charge the battery.

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