Electric two-wheeled vehicles and wireless charging control methods for electric two-wheeled vehicles

Abstract

This application provides an electric two-wheeler and a wireless charging control method for the electric two-wheeler. The method involves electrically connecting the control component of the battery management system with a data acquisition component and a step-down module. The step-down module is also electrically connected to the power battery and the wireless charging bracket, forming a closed power supply and control loop. The data acquisition component collects the vehicle's operating parameters in real time. The control component obtains the current vehicle operating parameters and identifies the current vehicle state from a preset set of vehicle states based on these parameters. Based on a preset correspondence between the current vehicle state and multiple output levels of the step-down module, the control component determines the current output level and controls the step-down module to switch to the current output level. This allows the step-down module to convert the DC power output from the power battery into a current output voltage and current that matches the current vehicle state, providing a stable supply to the wireless charging bracket and improving the stability and continuity of the wireless charging.

Description

Technical Field

[0001] This application relates to the field of charging, and more specifically, to an electric two-wheeler and a wireless charging control method for the electric two-wheeler. Background Technology

[0002] While riding electric two-wheelers, users often need to use electronic devices (such as mobile phones) for navigation and other operations, which leads to rapid battery depletion. Therefore, related technologies typically use external charging devices (such as power banks) connected to the wireless charging bracket of the electric two-wheeler to charge the electronic devices, or use the cigarette lighter / USB port on the wireless charging bracket to draw power. However, the above-mentioned technologies have the problem of cumbersome external wiring and incompatibility between the wireless charging bracket and the interface on the electric two-wheeler, which can easily lead to insufficient power supply and charging interruption of electronic devices. As a result, the wireless charging bracket of the electric two-wheeler has low charging stability. Summary of the Invention

[0003] This application provides an electric two-wheeled vehicle and a wireless charging control method for the electric two-wheeled vehicle, so as to at least solve the technical problem of low charging stability of wireless charging brackets for electric two-wheeled vehicles in related technologies.

[0004] According to one aspect of the embodiments of this application, an electric two-wheeler is provided, including: a control component of a battery management system, a data acquisition component, a power battery, a step-down module, and a wireless charging bracket. The control component is electrically connected to both the data acquisition component and the step-down module, and the step-down module is electrically connected to both the power battery and the wireless charging bracket. The data acquisition component is used to acquire vehicle operating parameters of the electric two-wheeler. The control component is used to acquire the current vehicle operating parameters of the electric two-wheeler; determine the current vehicle state of the electric two-wheeler from a preset set of vehicle states based on the current vehicle operating parameters, wherein one vehicle state in the set of vehicle states corresponds to one output level of a plurality of output levels of the step-down module, and one output level of the plurality of output levels corresponds to one output power; control the output level of the step-down module to switch to the current output level corresponding to the current vehicle state; the step-down module is used, in response to the control of the control component, to convert the direct current output from the power battery into a current output voltage and a current output current corresponding to the current output level, and output the current output voltage and the current output current to the wireless charging bracket.

[0005] According to another aspect of the embodiments of this application, a wireless charging control method for an electric two-wheeled vehicle is also provided, comprising: being executed by the electric two-wheeled vehicle, the electric two-wheeled vehicle comprising: a control component of a battery management system, a data acquisition component, a power battery, a step-down module, and a wireless charging bracket, wherein the control component is electrically connected to both the data acquisition component and the step-down module, and the step-down module is electrically connected to both the power battery and the wireless charging bracket; the method further comprising: acquiring current vehicle operating parameters of the electric two-wheeled vehicle collected by the data acquisition component through the control component; and, based on the current vehicle operating parameters, selecting from a preset set of vehicle states through the control component. The current vehicle state of the electric two-wheeler is determined, wherein one of the vehicle states in the set corresponds to one of the multiple output positions of the step-down module, and one of the multiple output positions corresponds to one output power; the output position of the step-down module is switched to the current output position corresponding to the current vehicle state by the control component; in response to the control of the control component, the DC power output by the power battery is converted into the current output voltage and current output current corresponding to the current output position by the step-down module, and the current output voltage and current output current are output to the wireless charging bracket.

[0006] According to another aspect of the embodiments of this application, a computer-readable storage medium is also provided, wherein a computer program is stored therein, wherein the computer program is configured to perform the steps in any of the above method embodiments when executed by a processor.

[0007] According to another aspect of the embodiments of this application, a computer program product or computer program is provided, the computer program product or computer program including computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions, causing the computer device to perform the steps in any of the method embodiments described above.

[0008] According to another aspect of the embodiments of this application, an electronic device is also provided, including a memory and a processor, wherein the memory stores a computer program, and the processor is configured to perform the steps of any of the above method embodiments through the computer program.

[0009] This application establishes a closed power supply and control loop by electrically connecting the control unit of the battery management system with the data acquisition unit and the step-down module, and electrically connecting the step-down module with the power battery and the wireless charging bracket. The data acquisition unit collects real-time vehicle operating parameters of the electric two-wheeler. The control unit obtains the current vehicle operating parameters, identifies the current vehicle state from a preset set of vehicle states based on these parameters, and determines the current output level based on a preset correspondence between the current vehicle state and multiple output levels of the step-down module. The control unit then switches the step-down module to this current output level, enabling it to supply power to the electric two-wheeler. The DC power output from the battery is converted into a current output voltage and current that matches the current vehicle status and stably supplies the wireless charging bracket. This ensures that the wireless charging bracket always receives power input that meets the working requirements under different vehicle operating conditions, avoiding charging interruptions or power instability caused by fluctuations in supply voltage or current. It improves the stability of power supply during the wireless charging process, avoids charging interruptions caused by insufficient power supply, and ensures the stability of power output. This improves the stability and continuity of wireless charging, thus addressing the technical problem of low charging stability in wireless charging brackets for electric two-wheelers in related technologies. Attached Figure Description

[0010] Figure 1 This is a schematic diagram of the structure of an optional electric two-wheeled vehicle according to an embodiment of this application;

[0011] Figure 2 This is a logic diagram of an optional charging strategy linked to vehicle status according to an embodiment of this application;

[0012] Figure 3 This is a schematic diagram of an optional buck module BMS main control board integrated on a common board according to an embodiment of this application;

[0013] Figure 4 This is a schematic diagram of an optional power supply link and protection structure according to an embodiment of this application;

[0014] Figure 5 This is an overall architecture diagram of an optional wireless charging phone holder system integrated into the BMS of an electric scooter according to an embodiment of this application;

[0015] Figure 6 This is a schematic flowchart of an optional wireless charging control method for an electric two-wheeler according to an embodiment of this application. Detailed Implementation

[0016] 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.

[0017] 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.

[0018] According to one aspect of the embodiments of this application, an electric two-wheeled vehicle is provided. Optionally, Figure 1 This is a schematic diagram of the structure of an optional electric two-wheeled vehicle according to an embodiment of this application, such as... Figure 1 As shown, the electric two-wheeler 100 includes a control unit 102 of the battery management system, a data acquisition unit 104, a power battery 106, a step-down module 108, and a wireless charging bracket 110. The control unit 102 is electrically connected to the data acquisition unit 104 and the step-down module 108, and the step-down module 108 is electrically connected to the power battery 106 and the wireless charging bracket 110.

[0019] The system includes a data acquisition unit 102 for collecting vehicle operating parameters of the electric two-wheeler; a control unit 106 for acquiring the current vehicle operating parameters of the electric two-wheeler; determining the current vehicle state of the electric two-wheeler from a preset set of vehicle states based on the current vehicle operating parameters, wherein one vehicle state in the set of vehicle states corresponds to one output level of the multiple output levels of the step-down module, and one output level of the multiple output levels corresponds to one output power; controlling the output level of the step-down module to switch to the current output level corresponding to the current vehicle state; and a step-down module 108 for responding to the control of the control unit 106 to convert the DC power output from the power battery 106 into the current output voltage and current output current corresponding to the current output level, and outputting the current output voltage and current output current to the wireless charging bracket 110.

[0020] The electric two-wheeler of this application embodiment can be applied to the field of charging, specifically to the wireless charging bracket on the electric two-wheeler, in a scenario where the wireless charging bracket is used to charge electronic devices.

[0021] It should be noted that electric two-wheeled vehicles can include electric scooters, electric bicycles, and electric motorcycles, etc.

[0022] While riding electric two-wheelers (such as electric scooters), users typically need to use electronic devices (such as mobile phones) for navigation and other operations, leading to rapid battery depletion. Therefore, related technologies often use external charging devices (such as power banks) connected to the wireless charging mount on the electric two-wheeler. However, these technologies suffer from cumbersome external wiring, lack of waterproofing, and the fact that most wireless charging mounts for electric two-wheelers are designed for automobiles, using cigarette lighter / USB ports for power, while most scooters lack such interfaces. This makes the technology unsuitable for the usage scenarios of electric two-wheelers. Consequently, the aforementioned wireless charging mounts on electric two-wheelers are prone to insufficient power supply, leading to charging interruptions and resulting in low charging stability.

[0023] To at least partially solve the aforementioned technical problems, in this embodiment, a closed power supply and control loop is formed by electrically connecting the control component of the battery management system with the acquisition component and the step-down module, and electrically connecting the step-down module with the power battery and the wireless charging bracket. The acquisition component collects the vehicle operating parameters of the electric two-wheeler in real time, and the control component obtains the current vehicle operating parameters of the electric two-wheeler. Based on the current vehicle operating parameters, the control component identifies the current vehicle state from a preset set of vehicle states, and determines the current output level according to the preset correspondence between the current vehicle state and multiple output levels of the step-down module. Then, the control component switches the step-down module to the current output level, so that the step-down module converts the DC power output from the power battery into the current output voltage and current matching the current vehicle state, and stably supplies it to the wireless charging bracket. This ensures that the wireless charging bracket always receives power input that meets the working requirements under different vehicle operating conditions, avoids charging interruption or power instability caused by fluctuations in power supply voltage or current, improves the stability of power supply during the wireless charging process, avoids charging interruption of the wireless charging bracket due to insufficient power supply, ensures the stability of power output, and thus improves the stability and continuity of wireless charging bracket charging.

[0024] In this embodiment of the application, the control component of the battery management system refers to the control component integrated into the battery management system (BMS) of the electric two-wheeler. Optionally, the control component of the battery management system can be used to identify the vehicle status and control the step-down module to convert the DC power output from the power battery into the current output voltage and current output current corresponding to the current output gear.

[0025] The data acquisition unit is used to collect the vehicle operating parameters of the electric two-wheeler. Optionally, the output of the data acquisition unit is connected to the control unit. For example, the data acquisition unit can be a temperature sensor, a speed sensor, a throttle sensor, or a resistor divider circuit with an ADC sampling channel, etc.

[0026] A power battery is a DC power battery that provides driving power for an electric two-wheeled vehicle. Optionally, the rated voltage of the power battery can be 36V, 48V or 60V. The power battery may include multiple battery cells connected in series to form a power battery.

[0027] A step-down module is a module used to convert the DC power output from the power battery into the current output voltage and current corresponding to the current output level in response to the control of the control component, and output the current output voltage and current to the wireless charging bracket. Optionally, the step-down module may include a rectifier DC-DC step-down conversion circuit, an output voltage and current sampling circuit, a power device heat dissipation and heat conduction structure, an overcurrent protection circuit, an overvoltage protection circuit, an overtemperature protection circuit, and a reverse connection protection circuit, etc.

[0028] Optionally, the input terminal of the step-down module is directly electrically connected to the output terminal of the power battery and the output terminal of the control component, respectively, and the output terminal of the step-down module is electrically connected to the input terminal of the wireless charging bracket. Alternatively, the step-down module can be electrically connected to the power battery through the control component, that is, the input terminal of the step-down module can be electrically connected to the output terminal of the control component, and the output terminal of the power battery can be electrically connected to the input terminal of the control component.

[0029] A wireless charging stand is a device used to receive the voltage and current output from a step-down module, converting them into an alternating magnetic field to wirelessly charge electronic devices (such as mobile phones). Optionally, the wireless charging stand can be mounted on the handlebars of an electric two-wheeler or on the dashboard. The stand includes a wireless charging transmitting coil compliant with the Qi wireless charging protocol, a control circuit, a power regulation circuit, and a housing. The input terminal of the wireless charging stand is electrically connected to the output terminal of the step-down module, and the output terminal provides charging to the electronic device through electromagnetic induction. The Qi wireless charging protocol is a wireless charging standard based on the principle of electromagnetic induction, used to achieve low to medium power transfer between compatible electronic devices (such as mobile phones, headphones, watches, etc.) and chargers without the need for physical cables.

[0030] The vehicle operating parameters of an electric two-wheeler are the parameters generated during the operation of the electric two-wheeler. Optionally, the vehicle operating parameters of an electric two-wheeler may include the total voltage of the power battery, the state of charge (SOC) of the battery, the current of the power battery, the vehicle speed, the throttle opening, the circuit current of the power battery, and the ambient temperature of the BMS, etc.

[0031] The current vehicle operating parameters of the electric two-wheeler are the vehicle operating parameters acquired in real time at the current moment. Optionally, the current vehicle operating parameters of the electric two-wheeler may include at least one of the aforementioned vehicle operating parameters of the electric two-wheeler.

[0032] A preset set of vehicle states refers to a set of vehicle states pre-stored in the control unit. Each vehicle state in the set corresponds to different discrimination conditions. When the current operating parameters of the electric two-wheeler meet the discrimination conditions of the target vehicle state in the preset set of vehicle states, the current vehicle state is determined to be the target vehicle state. Optionally, a set of vehicle states may include a parked standby state (i.e., parked and power-off state), an idling state (i.e., powered-on and stationary state), a low-speed cruising state (i.e., low-speed driving state), a medium-speed driving state, a high-load driving state, and an abnormal vehicle state. Specifically, when the total voltage of the power battery is less than a first preset voltage, the control unit determines the current vehicle state of the electric two-wheeler as a parked standby state from the above set of vehicle states; when the total voltage of the power battery is greater than or equal to a second preset voltage and the vehicle speed is 0, the control unit determines the current vehicle state of the electric two-wheeler as an idling state, where the second preset voltage is greater than the first preset voltage; when the total voltage of the power battery is greater than or equal to the second preset voltage and the vehicle speed is less than or equal to the first preset vehicle speed, the control unit determines the current vehicle state of the electric two-wheeler as an idling state from the above set of vehicle states. The current vehicle status of the electric two-wheeler is determined to be low-speed cruising. When the total voltage of the power battery is greater than or equal to the second preset voltage, the throttle opening is less than or equal to the preset throttle opening, and the vehicle speed is greater than or equal to the first preset speed and less than or equal to the second preset speed, the control unit determines the current vehicle status of the electric two-wheeler to be medium-speed driving. When the total voltage of the power battery is greater than or equal to the second preset voltage, the throttle opening is greater than the preset throttle opening, and the vehicle speed is greater than the second preset speed, the control unit determines the current vehicle status of the electric two-wheeler to be high-load driving. When the total voltage of the power battery is less than the first preset voltage and the temperature of the power battery is less than the preset temperature, the control unit determines the current vehicle status of the electric two-wheeler to be an abnormal vehicle state.

[0033] The current vehicle state of an electric two-wheeler refers to the vehicle state determined in real time by the control unit based on the current vehicle operating parameters and a preset set of vehicle states. For example, if the current vehicle operating parameters are: voltage = 48.1V, current = 4.2A, speed = 22km / h, throttle = 55%, then the control unit determines the current vehicle state as a medium-speed acceleration state.

[0034] One vehicle state in a set of vehicle states corresponds to one of the multiple output positions of the buck module. One output position refers to the output power level that the buck module switches according to the control of the control unit. One output position corresponds to one output power; that is, one output position corresponds to a combination of output current and output voltage. Output power refers to the electrical power value output by the buck module to the wireless charging bracket. Optionally, the output power is equal to the product of the output voltage and the output current.

[0035] Optionally, the multiple output positions may include a first output position, a second output position, and a third output position, wherein the first output position corresponds to a first output power, the second output position corresponds to a second output power, and the third output position corresponds to a third output power. For example, the medium-speed driving state corresponds to the first output position, and the first output power corresponding to the first output position is 10W (e.g., output voltage is 5V, output current is 2A); the low-speed driving state corresponds to the second output position, and the second output power corresponding to the second output position is 10.8W (e.g., output voltage is 9V, output current is 1.2A); the idling state corresponds to the third output position, and the third output power corresponding to the third output position is 15W (e.g., output voltage is 15V, output current is 1A).

[0036] The current output gear corresponding to the current vehicle state refers to the output gear matched to the current vehicle state. Optionally, the control unit obtains the current output gear corresponding to the current vehicle state from a preset state-gear mapping table based on the current vehicle state.

[0037] Optionally, when the acquisition unit detects that the total voltage of the power battery is higher than the second preset voltage, the vehicle speed is lower than the first preset vehicle speed, and the throttle opening is 0, the control unit determines the current vehicle state as the idling state from a preset set of vehicle states, and the control unit switches the output gear of the step-down module to the third output gear corresponding to the idling state (corresponding to the third output power of 15W, that is, the output voltage is 15V and the output current is 1A).

[0038] In some embodiments, the control unit sends a gear shifting command to the buck module via the GPIO / SPI / CAN bus. This command carries the current vehicle state and the corresponding output gear. Upon receiving the command, the control unit switches the buck module's output gear to the gear corresponding to the current vehicle state. For example, the control unit adjusts the buck module's output power to match the current vehicle state, or it adjusts the buck module's output voltage and current to match the current vehicle state.

[0039] In some embodiments, the buck module receives high-voltage DC power from the power battery and can reduce the high-voltage DC power to the current output voltage and current corresponding to the current output level through a BUCK topology composed of MOSFET switches, inductors, and capacitors. The current output voltage and current are then sent to the coil drive circuit of the wireless charging bracket so that the wireless charging bracket can use the current output voltage and current to charge the electronic devices on the wireless charging bracket.

[0040] Optionally, the buck module can be a synchronous rectified DC-DC converter. The output voltage and output current of the buck module are dynamically adjusted by the gear switching command sent by the control unit via the SPI bus. The control unit outputs the corresponding gear code according to the current vehicle status (such as "the output voltage corresponding to the second output gear is 9V and the output current is 1.2A"). The PWM controller inside the buck module adjusts the switching frequency and duty cycle according to the output voltage and output current, and synchronously drives the MOSFET group so that the DC voltage output by the power battery is smoothly stepped down to the output voltage and output current corresponding to the second output gear through the LC filter network, and then transmitted to the wireless charging bracket through the wiring harness.

[0041] In some embodiments, the wireless charging bracket is used to communicate bidirectionally with a mobile device placed on it, obtain the charging power requested by the mobile device, and transmit the requested charging power to a control unit. The control unit is used to fine-tune the output level of the buck module according to the charging power requested by the mobile device to match the requested charging power. Optionally, the control unit is used to obtain the charging power requested by the mobile device and determine whether the charging power requested by the mobile device is the output power of the output level corresponding to the current vehicle state. In response to the charging power requested by the mobile device being at the current output level, in response to the control of the control unit, the DC power output by the power battery is converted into the current output voltage and current output current corresponding to the current output level, and the current output voltage and current output current are output to the wireless charging bracket. In response to the charging power requested by the mobile device not being at the current output level, the control unit controls the buck module to switch to the output level that matches the charging power requested by the mobile device. The mobile device can be an electronic device (such as a mobile phone, tablet computer, etc.).

[0042] Through the embodiments provided in this application, by electrically connecting the control component of the battery management system with the acquisition component and the step-down module, and electrically connecting the step-down module with the power battery and the wireless charging bracket, a closed power supply and control loop is formed. The acquisition component collects the vehicle operating parameters of the electric two-wheeler in real time. The control component obtains the current vehicle operating parameters of the electric two-wheeler, identifies the current vehicle state from a preset set of vehicle states based on the current vehicle operating parameters, and determines the current output level based on the preset correspondence between the current vehicle state and multiple output levels of the step-down module. Then, it controls the step-down module to switch to the current output level, so that the step-down module can... The DC power output from the power battery is converted into a current output voltage and current that matches the current vehicle status and stably supplies the wireless charging bracket. This ensures that the wireless charging bracket always receives power input that meets the working requirements under different vehicle operating conditions, avoiding charging interruptions or power instability caused by fluctuations in supply voltage or current. It improves the stability of power supply during the wireless charging process, avoids charging interruptions caused by insufficient power supply, and ensures the stability of power output. This improves the stability and continuity of wireless charging, thus addressing the technical problem of low charging stability in wireless charging brackets for electric two-wheelers in related technologies.

[0043] In one exemplary embodiment, the output power corresponding to the current vehicle state is the current output power; the control unit is further configured to issue a power adjustment command to the wireless charging bracket, wherein the power adjustment command is used to instruct the output power of the wireless charging bracket to be adjusted to the current output power.

[0044] In this embodiment, the power adjustment command refers to the command generated by the control unit to instruct the output power of the wireless charging bracket to be adjusted to the current output power. The current output power corresponds to the current vehicle state.

[0045] In some embodiments, after receiving the current vehicle operating parameters of the electric two-wheeler, the control unit determines the current vehicle state of the electric two-wheeler from a preset set of vehicle states based on the current vehicle operating parameters, and obtains the output power corresponding to the current vehicle state from a preset set of charging strategies. One charging strategy in the set of charging strategies corresponds to one vehicle state in the set of vehicle states, and one vehicle state in the set of vehicle states corresponds to one output power. After obtaining the output power corresponding to the current vehicle state, the control unit generates a power adjustment command based on the output power corresponding to the current vehicle state and sends the power adjustment command to the wireless charging bracket.

[0046] Optionally, the control unit sends a power adjustment command to the Qi charging controller in the wireless charging bracket via the CAN protocol through the BMS's CAN controller. The power adjustment command may include a command identifier, command type, and output power. For example, the command identifier is 0x18F, the command type is 0x03 (indicating power adjustment), and the target output power can be 0x01=5W, 0x02=7.5W, 0x03=10W, or 0x04=15W. After receiving the power adjustment command, the wireless charging bracket parses the command and dynamically adjusts the PWM duty cycle and MOSFET drive parameters inside the wireless charging bracket to match the output power corresponding to the current vehicle state determined by the BMS.

[0047] Alternatively, the control unit outputs binary encoded signals (i.e., power adjustment commands) through three GPIO pins (GPIO1~GPIO3) of the BMS, directly connecting to the power selection circuit on the wireless charging bracket. This power selection circuit is a three-input priority encoder and relay switching network. When the vehicle is in low-speed cruising mode, the control unit outputs a "101" level combination to trigger the relay to switch to 10W, making the output power of the wireless charging bracket 10W. When the vehicle is in parked standby mode, it outputs "010" to trigger the relay to switch to 0, making the output power of the wireless charging bracket 0.

[0048] For example, the control unit controls the output level of the step-down module through the GPIO port and sends power adjustment commands to the wireless charging module (i.e., the wireless charging bracket) through the CAN bus to achieve intelligent power adjustment.

[0049] In one optional embodiment, the step-down module, intelligent control logic, and BMS system of electric two-wheeled vehicles (such as electric scooters) are integrated into one unit without an additional independent main control module. It is compatible with mainstream 36V / 48V / 60V power batteries and Qi protocol 5W / 7.5W / 10W / 15W charging power. This can be divided into two parts: hardware integration design and software intelligent control.

[0050] This embodiment dynamically matches and issues power adjustment commands based on the current vehicle status, enabling real-time coordination between the output power of the wireless charging bracket and the vehicle's operating conditions. This avoids continuous high-power output when unnecessary, improves the matching accuracy between charging behavior and vehicle energy use, reduces ineffective energy consumption, and enhances the adaptability of the charging process to riding conditions.

[0051] In an exemplary embodiment, the current vehicle operating parameters include at least one of the following: the current total supply voltage of the power battery, the current speed of the electric two-wheeler, the current throttle opening of the electric two-wheeler, and the current circuit current of the power battery; the control unit is further configured to perform the following steps: if the parameter conditions corresponding to the target vehicle state in a set of vehicle states are satisfied based on the current vehicle operating parameters, the target vehicle state is determined as the current vehicle state; wherein, the parameter conditions corresponding to each vehicle state in the set of vehicle states are the parameter range of the vehicle operating parameters of the electric two-wheeler corresponding to each vehicle state.

[0052] In this embodiment, the current total supply voltage of the power battery refers to the DC voltage value output in real time by the power battery of the electric two-wheeler during operation. Optionally, the current total supply voltage of the power battery can be used to reflect the current state of charge and discharge capacity of the power battery. The current speed of the electric two-wheeler refers to the driving speed collected during the driving process. Optionally, the current speed of the electric two-wheeler can be collected by a wheel speed sensor or a motor encoder. The current throttle opening of the electric two-wheeler refers to the acceleration request ratio input through the throttle handle or pedal. Optionally, the current throttle opening can be used to reflect the intensity of the driver's intention. The current circuit current of the power battery refers to the instantaneous current value flowing from the positive terminal of the power battery to the load (e.g., the load may include a motor, controller, auxiliary circuit, etc.). Optionally, the current circuit current of the power battery can be detected by a shunt resistor or a Hall sensor.

[0053] The target vehicle state refers to the vehicle state in a set of vehicle states where the currently collected vehicle operating parameters meet the parameter conditions. Optionally, the target vehicle state is determined from a set of vehicle states (such as power-on stationary state, first driving state, second driving state, etc.) by comparing the parameter conditions (such as voltage, vehicle speed, throttle opening, and the limited range of circuit current) corresponding to each vehicle state.

[0054] For example, when the current vehicle operating parameters include the following parameters, the parameter conditions for the power-on static state are met, and the power-on static state is the target vehicle state: power battery voltage = 48.2V (≥42V), vehicle speed = 0 km / h, throttle opening = 0%, circuit current = 0.3A (<0.5A).

[0055] In an optional embodiment, the parameter conditions corresponding to the powered-on stationary state in a set of vehicle states are as follows: the current total supply voltage of the power battery ≥ 42V (ensuring the battery has effective output capability); the current speed of the electric two-wheeler = 0 km / h (no vehicle displacement); the current throttle opening of the electric two-wheeler = 0% (no acceleration request); the current circuit current of the power battery ≤ 0.5A (only maintaining the standby power consumption of the BMS and control circuit, no drive load). The current vehicle operating parameters include (acquired in real time by the acquisition unit) the following data: power battery voltage is 48.3V; vehicle speed is 0.0 km / h; throttle opening is 0%; circuit current is 0.42A. Based on the comparison between the current vehicle operating parameters and the parameters corresponding to the target vehicle state in a set of vehicle states, the target vehicle state is determined as the current vehicle state.

[0056] In this embodiment, the vehicle operating parameters are divided into multiple parameter range combinations, enabling the control component to determine the current operating mode of the vehicle based on real-time collected data. This achieves accurate identification and unique mapping of the vehicle status, ensuring that the triggering conditions of the subsequent power control strategy have clear, repeatable, and verifiable judgment criteria. It avoids misjudgment of the status leading to a mismatch between the output power and the operating conditions, thereby improving the stability and predictability of the control logic.

[0057] In an exemplary embodiment, a set of vehicle states includes a powered-on stationary state, a first driving state, and a second driving state; the powered-on stationary state corresponds to a first gear and a first output power, the first driving state corresponds to a second gear and a second output power, and the second driving state corresponds to a third gear and a third output power; the first output power is greater than the second output power, and the second output power is greater than the third output power; the control unit is further configured to perform the following steps: if the first parameter condition corresponding to the powered-on stationary state is satisfied based on the current vehicle operating parameters, the powered-on stationary state is determined as the current vehicle state; if the second parameter condition corresponding to the first driving state is satisfied based on the current vehicle operating parameters, the first driving state is determined as the current vehicle state; if the third parameter condition corresponding to the second driving state is satisfied based on the current vehicle operating parameters, the second driving state is determined as the current vehicle state.

[0058] In this embodiment, the power-on standby state refers to a state where the vehicle has been powered on and started, the power battery is in a power supply preparation state, but the entire vehicle is completely stationary and in a standby state with no intention of outputting power. For example, the power-on standby state can represent the idling state. The first gear corresponding to the power-on standby state and the first output power refer to the power output of the first gear corresponding to the power-on standby state.

[0059] Optionally, the first power level corresponding to the power-on static state is 15W full-power fast charging, and the step-down module can output a voltage of 15V and an output current of 1A.

[0060] The first driving state refers to the state in which the vehicle is driving at a low and constant speed. For example, the first driving state can be represented as a low-speed driving state. The second gear corresponding to the first driving state and the second output power are also relevant. The second output power refers to the power output by the second gear corresponding to the first driving state, and the first output power is greater than the second output power.

[0061] Optionally, in the second gear corresponding to the first driving state, the second output power corresponding to the second gear is medium power charging (e.g., 10.8W), and the step-down module can output a voltage of 9V and an output current of 1.2A.

[0062] The second driving state refers to the vehicle's state of medium speed driving. For example, the second driving state can be represented as medium speed driving state. The third gear corresponding to the second driving state corresponds to the third output power, which is the output power of the third gear corresponding to the second driving state. The second output power is greater than the third output power.

[0063] Optionally, in the third gear corresponding to the second driving state, the third output power corresponding to the third gear is low-power trickle charging (e.g., 10W), and the step-down module can output a voltage of 5V and an output current of 2A.

[0064] The first parameter condition refers to the condition used to determine whether the current vehicle operating parameters meet the vehicle operating parameters in the powered-on static state. For example, the first parameter condition may include at least one of the following: the current total supply voltage of the power battery is ≥42V, the current speed of the electric two-wheeler is 0 km / h, the current throttle opening of the electric two-wheeler is 0%, and the current circuit current of the power battery is ≤0.5A.

[0065] The second parameter condition refers to the condition used to determine whether the current vehicle operating parameters meet the vehicle operating parameters of the first driving state. For example, the second parameter condition may include at least one of the following: the current total supply voltage of the power battery is in the range of 45V–58V, the current speed of the electric two-wheeler is 1km / h–10km / h, the current throttle opening of the electric two-wheeler is 5%–30%, and the current circuit current of the power battery is 0.8A–2.5A.

[0066] The third parameter condition refers to the condition used to determine whether the current vehicle operating parameters meet the vehicle operating parameters of the second driving state. For example, the third parameter condition may include at least one of the following: the current total supply voltage of the power battery is ≥45V, the current speed of the electric two-wheeler is >10 km / h, the current throttle opening of the electric two-wheeler is >30%, and the current circuit current of the power battery is >3.0A.

[0067] In this embodiment, a set of vehicle states includes a powered-on stationary state, a first driving state, and a second driving state. The powered-on stationary state corresponds to a first gear and a first output power, the first driving state corresponds to a second gear and a second output power, and the second driving state corresponds to a third gear and a third output power. The first output power is greater than the second output power, and the second output power is greater than the third output power. This achieves the classification and identification of the operating modes of the electric two-wheeler and uniquely maps each vehicle state to a preset output power gear. This ensures that under different operating scenarios, the control component can automatically and stably select the corresponding power level based on real-time parameters. It also improves the certainty and consistency of state determination, avoids misjudgments or frequent switching caused by parameter fluctuations, and enhances the predictability of system operation.

[0068] In an exemplary embodiment, the current vehicle operating parameters include: the current total supply voltage of the power battery, the current speed of the electric two-wheeler, the current throttle opening of the electric two-wheeler, and the current circuit current of the power battery.

[0069] The first parameter condition is that the current total power supply voltage is greater than or equal to the first voltage threshold, the current vehicle speed is zero, the current throttle opening is zero, and the current circuit current is less than the first current threshold; the second parameter condition is that the current total power supply voltage is greater than or equal to the first voltage threshold, the current vehicle speed is less than or equal to the first vehicle speed threshold, the current throttle opening is less than or equal to the first opening threshold, and the current circuit current is less than the second current threshold; the third parameter condition is that the current total power supply voltage is greater than or equal to the first voltage threshold, the current vehicle speed is greater than the first vehicle speed threshold and less than or equal to the second vehicle speed threshold, the current throttle opening is greater than the first opening threshold and less than or equal to the second opening threshold, and the current circuit current is greater than or equal to the second current threshold and less than the third current threshold.

[0070] In this embodiment, the first voltage threshold refers to a preset voltage threshold, for example, the first voltage threshold can be 36V; the first current threshold is a preset current threshold, for example, the first current threshold can be 5A.

[0071] It should be noted that if the current total power supply voltage is greater than or equal to the first voltage threshold, it means that the power battery is not in a protected shutdown or fault state and is in a normal working state, which confirms that the electric two-wheeler is powered on.

[0072] Optionally, when the current total power supply voltage is greater than or equal to 36V, the current vehicle speed is 0, the current throttle opening is 0, and the current circuit current is less than 5A, the control unit determines that the above current vehicle operating parameters correspond to the power-on static state, and determines the power-on static state as the current vehicle state. The status code corresponding to the power-on static state is 00x0.

[0073] The first vehicle speed threshold refers to a preset vehicle speed threshold, for example, the first vehicle speed threshold can be 15km / h; the first throttle opening threshold refers to a preset throttle opening threshold, for example, the first throttle opening threshold can be 50%; the second current threshold is a preset current threshold, the second current threshold is greater than the first current threshold, for example, the second current threshold can be 15A.

[0074] Optionally, when the current total power supply voltage is greater than or equal to 36V, the current vehicle speed is less than or equal to 15km / h, the current throttle opening is less than or equal to 50%, and the current circuit current is less than 15A, the control unit determines that the above current vehicle operating parameters correspond to the first driving state, and determines the first driving state as the current driving state. The status code corresponding to the first driving state is 00x2.

[0075] The second speed threshold refers to a preset speed threshold. Optionally, the second speed threshold is greater than the first speed threshold. For example, the second speed threshold can be 30 km / h.

[0076] The second opening threshold refers to a preset throttle opening threshold. Optionally, the second opening threshold is greater than the first opening threshold. For example, the second opening threshold can be 80%.

[0077] The third current threshold refers to a preset current threshold. Optionally, the third current threshold is greater than the second current threshold. For example, the third current threshold can be 25A.

[0078] Optionally, when the current total power supply voltage is greater than or equal to 36V, the current vehicle speed is greater than 15km / h and less than or equal to 30km / h, the current throttle opening is greater than 50% and less than or equal to 80%, and the current circuit current is greater than or equal to 15A and less than 25A, the control unit determines that the above current vehicle operating parameters correspond to the second driving state, and determines the second driving state as the current driving state. The status code corresponding to the second driving state is 00x3.

[0079] This embodiment achieves more accurate identification of the electric two-wheeler's powered-on stationary state, first driving state, and second driving state through multi-parameter joint threshold determination. This enables the wireless charging bracket to dynamically match the corresponding power level according to the actual operating load of the vehicle, thereby improving the adaptability of the charging strategy to the actual operating conditions of the vehicle and reducing ineffective energy consumption and battery burden.

[0080] In one exemplary embodiment, the control component is further configured to control the disconnection of the output of the buck module in response to the current total supply voltage of the power battery being less than a second voltage threshold.

[0081] In this embodiment, the second voltage threshold refers to a preset voltage threshold, wherein the second voltage threshold is less than the first voltage threshold. For example, the second voltage threshold can be 12V or 24V.

[0082] It should be noted that if the current total supply voltage of the power battery is less than the second voltage threshold, it means that the power battery is depleted or in a faulty state. The power battery can no longer stably support the minimum input voltage requirement of the buck module, so the control component can control and cut off the output of the buck module.

[0083] In some embodiments, when the control unit detects that the current total supply voltage is less than the second voltage threshold, the control unit sends a cut-off command to the buck module to control the cut-off of the output of the buck module, thereby making the output power output to the wireless charging bracket zero.

[0084] For example, if the current total power supply voltage is less than 12V, the control unit determines that the current vehicle status is a shutdown and power-off state, and the corresponding status code is 00x0.

[0085] In this embodiment, by setting a second voltage threshold lower than the first voltage threshold, the output of the buck module is forcibly cut off when the power battery voltage further decays. This prevents the output voltage of the buck module from dropping, ripple from increasing, or the control loop from becoming unstable due to excessively low input voltage. This avoids the wireless charging bracket from being interrupted or falsely triggered due to abnormal power supply. At the same time, it reduces the risk of the battery continuing to supply power to external loads when the battery is in a low voltage state, thereby reducing the risk of battery over-discharge and improving the system's operational safety and power output stability under extreme conditions.

[0086] In one exemplary embodiment, the control component is further configured to control the disconnection of the step-down module output in response to the current total supply voltage of the power battery being greater than or equal to a third voltage threshold and at least one of the following conditions being met: the current speed of the electric two-wheeler is greater than a third speed threshold; the current throttle opening of the electric two-wheeler is greater than a third opening threshold; the current circuit current of the electric two-wheeler is greater than or equal to a fourth current threshold; the current state of charge (SOC) of the power battery is less than or equal to a preset SOC threshold; the temperature of the power battery is less than a first temperature threshold; the temperature of the power battery is greater than a second temperature threshold; or a vehicle malfunction occurs in the electric two-wheeler.

[0087] In this embodiment, the third voltage threshold refers to a preset voltage threshold, which can be equal to the first voltage threshold or a different value. Optionally, the third voltage threshold can be a minimum allowable supply voltage threshold set to ensure that the power battery supplies power to the wireless charging module within a safe operating range.

[0088] The third speed threshold refers to a preset speed threshold, which can be the same as or different from the second speed threshold.

[0089] Optionally, the third vehicle speed threshold can be a critical value that is set to protect the safety of the battery and power supply system, triggering the buck module to cut off the output.

[0090] The third opening threshold refers to a preset opening threshold, wherein the third opening threshold and the second opening threshold can be the same or different. Optionally, the third opening threshold is a throttle opening threshold set to determine whether the user has issued a high power request.

[0091] The fourth current threshold refers to a preset current threshold, which can be the same as or different from the third current threshold. Optionally, the fourth current threshold can be a critical upper limit value of the circuit current set to prevent over-discharge or instantaneous overload of the power battery.

[0092] The current state of charge (SOC) of a power battery refers to the state of charge of the power battery in its current state, while the preset SOC threshold refers to the threshold of the remaining battery capacity.

[0093] The temperature of a power battery refers to the temperature generated during its operation. A first temperature threshold refers to a preset temperature threshold for one power battery, and a second temperature threshold refers to a preset temperature threshold for another power battery. Optionally, the second temperature threshold is greater than the first temperature threshold. For example, the first temperature threshold is the lowest safe temperature threshold for charging the power battery, which can be -10 degrees Celsius; the second temperature threshold is the highest safe temperature threshold for charging the power battery, which can be 45 degrees Celsius.

[0094] A complete vehicle failure in an electric two-wheeler refers to a system-level abnormal state that affects the safe operation or charging function of the vehicle. Optionally, a complete vehicle failure in an electric two-wheeler may include fault types such as overvoltage, undervoltage, overtemperature, short circuit, and communication loss.

[0095] It should be noted that: a current vehicle speed greater than the second speed threshold means the electric two-wheeler's speed has exceeded the preset high-speed operating threshold, indicating the vehicle is in a high-speed driving or acceleration limit condition; a current throttle opening greater than the second opening threshold means the electric two-wheeler is in the acceleration phase, prioritizing power supply to the drive system and controlling the disconnection of the step-down module's output to the wireless charging bracket to maintain power stability; a current circuit current greater than or equal to the third current threshold means the total current output from the power battery to the vehicle load (including the motor, BMS, controller, etc.) has reached or exceeded the preset high-power operating threshold, indicating the vehicle is under high load. Continuing to supply power to the wireless charging bracket may exceed the battery's safe discharge capacity, posing risks of overcurrent, temperature rise runaway, or protection fuse failure. Therefore, the output of the step-down module is disconnected from the wireless charging bracket; a current state of charge (SOC) of less than or equal to the preset SOC threshold means the remaining battery charge is below the set minimum safe reserve level, entering a low-charge warning or protection zone, indicating insufficient battery capacity. Continuing to supply power to the wireless charging bracket will accelerate battery depletion, potentially leading to sudden vehicle power failure, forced BMS shutdown, or electrical issues. The battery experiences permanent capacity decay due to deep discharge, therefore the output of the step-down module is cut off to the wireless charging bracket. When the battery temperature is below the first temperature threshold, it means the battery temperature is below the system's set low-temperature operating limit, indicating that the environment or the battery itself is in a low-temperature condition. Therefore, the output of the step-down module is cut off to protect the battery. When the battery temperature is above the second temperature threshold, it means the battery temperature has exceeded the set high-temperature operating limit, indicating abnormal heat accumulation due to high-current discharge, high ambient temperature, or poor heat dissipation. This state is prone to triggering a thermal runaway chain reaction. If power continues to be supplied to the wireless charging bracket, it may exacerbate the temperature rise, endangering the battery structure safety and the vehicle's fire resistance performance. Therefore, the output of the step-down module is cut off to protect the battery. A vehicle-wide malfunction in the electric two-wheeler indicates that the BMS or vehicle controller has detected a serious abnormal event affecting driving safety or system integrity, including but not limited to: motor controller communication interruption, BMS main control chip malfunction, main relay sticking, low insulation resistance, CAN bus communication failure, etc. This state indicates that the system has entered an abnormal operating mode, and the output of the step-down module must be cut off to ensure fault isolation and prioritize the safety of the main system.

[0096] In some embodiments, the control unit is configured to control the disconnection of the output of the step-down module in response to the current total supply voltage being greater than or equal to a first voltage threshold and the current vehicle speed being greater than a second vehicle speed threshold; or, the control unit is configured to control the disconnection of the output of the step-down module in response to the current total supply voltage being greater than or equal to the first voltage threshold and the current throttle opening being greater than a second opening threshold; or, the control unit is configured to control the disconnection of the output of the step-down module in response to the current total supply voltage being greater than or equal to the first voltage threshold and the current circuit current being greater than or equal to a third current ... If the current state of charge (SOC) of the power battery is less than or equal to a preset SOC threshold, the output of the step-down module is cut off; or, the control component is configured to cut off the output of the step-down module in response to the current total supply voltage being greater than or equal to a first voltage threshold and the temperature of the power battery being less than a first temperature threshold; or, the control component is configured to cut off the output of the step-down module in response to the current total supply voltage being greater than or equal to a first voltage threshold and the temperature of the power battery being greater than a second temperature threshold; or, the control component is configured to cut off the output of the step-down module in response to the current total supply voltage being greater than or equal to a first voltage threshold and the electric two-wheeler experiencing a vehicle malfunction.

[0097] Optionally, if the current total supply voltage is greater than or equal to a first voltage threshold (e.g., 36V) and at least one of the following conditions is met, the current vehicle state is determined to be an abnormal vehicle state, and the corresponding status code for the abnormal vehicle state is 00x5: current throttle opening > second opening threshold (e.g., 80%); current vehicle speed > second vehicle speed threshold (e.g., 30km / h); current circuit current ≥ third charge threshold (e.g., 25A). If the current total supply voltage is greater than or equal to the first voltage threshold (e.g., 36V) and at least one of the following conditions is met, the current vehicle state is determined to be a high-load driving state, and the corresponding status code for the high-load driving state is 00x4: power battery SOC ≤ preset SOC threshold (e.g., 20%); power battery temperature is less than a first temperature threshold (e.g., -10 degrees Celsius) and power battery temperature is greater than a second temperature threshold (e.g., 45 degrees Celsius); current circuit current > third current threshold (e.g., 30A); the electric two-wheeler has experienced a vehicle malfunction.

[0098] For example, the vehicle status types, judgment threshold conditions, and corresponding status codes of electric two-wheelers are shown in Table 1 below. The following process can be executed using a foreground interrupt service routine (handling real-time tasks such as sampling, faults, and state switching) and a background main loop routine (10ms cycle, handling tasks such as state recognition and strategy matching): System power-on initialization → 100Hz real-time data acquisition → Vehicle status recognition → Charging strategy matching → Command issuance to adjust power → Charging module status / fault feedback → Strategy correction / fault handling (state switching response ≤2ms). The control unit accurately identifies the vehicle status, which can be determined based on a combined threshold of the total battery voltage, vehicle speed, throttle opening, and battery circuit current parameters. The status code can be calibrated online via Bluetooth APP (±10%). The judgment logic is an AND / OR combination, and the result is updated to the register in real time.

[0099] Table 1

[0100]

[0101] In some embodiments, five preset charging strategies can be matched one by one with the vehicle status. The output level of the buck module is controlled through the GPIO port, and the power adjustment command is sent to the wireless charging module through the CAN bus to realize intelligent power adjustment, as shown in Table 2 below.

[0102] Table 2

[0103]

[0104] For example, Figure 2 This is a logic diagram illustrating the linkage between an optional charging strategy and vehicle status according to an embodiment of this application, such as... Figure 2As shown, the electric two-wheeler system initializes upon power-on, collecting real-time vehicle operating parameters such as voltage, speed, throttle opening, and current. The control unit identifies the vehicle's status based on these parameters. When the vehicle is in a stopped, power-off state (00x0), the control unit cuts off the output, and the wireless charging bracket enters a sleep state, awaiting wake-up. When the vehicle is in an on-the-go, idling state (00x1), the control unit controls the step-down module to output 15V and 1A of current to the wireless charging bracket, which then uses 15W fast charging to charge the electronic devices. When the vehicle is in a low-speed driving state (00x2), the control unit controls the step-down module to output 9V and 1.2A of current to the wireless charging bracket, which then uses 10.8A of fast charging. The device charges electronic devices normally at medium power. When the vehicle is in a medium-speed driving state (00x3), the control unit controls the step-down module to output a voltage of 5V and a current of 2A to the wireless charging bracket, which then uses a 10W low-power trickle charge to charge the electronic devices normally. When the vehicle is in a high-load driving state (00x4) or an abnormal vehicle condition (00x5), the control unit controls the step-down module to immediately cut off power, the wireless charging bracket stops charging, and the fault is recorded and locked for protection. During the normal charging of electronic devices using the wireless charging bracket, the data acquisition unit continuously collects vehicle operating parameters to adjust the output level of the step-down module according to the real-time status of the vehicle, thereby adjusting the corresponding output voltage and output current.

[0105] Through this embodiment, under the premise that the total voltage of the power battery meets the working conditions, the output of the step-down module can be accurately and instantly cut off based on any one or more of the following conditions: current vehicle speed, current throttle opening, current circuit current, current state of charge (SOC), power battery temperature, and vehicle fault status. This dynamically avoids potential interference to the stability of the power system, battery health, and riding safety caused by charging behavior during vehicle operation, and improves the system's response safety and energy priority management capabilities under complex operating conditions.

[0106] In one exemplary embodiment, both the control unit and the buck module are integrated on the main control board of the battery management system.

[0107] In this embodiment, the main control board of the battery management system refers to the printed circuit board of the BMS of the electric two-wheeler. Optionally, the main control board can integrate control components, step-down modules, voltage / current / temperature sampling circuits, communication interfaces (such as CAN / SPI), protection circuits and power management units. The main control board can be responsible for battery status monitoring, equalization control, safety protection and system communication.

[0108] Optionally, the control components integrated on the main control board of the battery management system can be used to perform vehicle status recognition, control output gear switching, and power adjustment command issuance. They run as software programs inside the main control chip of the battery management system (BMS). The execution environment of the control components shares the same microcontroller as the original control functions of the BMS, without the need for additional independent processors or control units. This allows the control functions to be integrated with the core control unit of the BMS at both the physical and logical levels.

[0109] Optionally, integrating the buck module into the main control board of the battery management system can refer to directly soldering the synchronous rectification DC-DC buck circuit (including TPS5430 chip, power MOSFET, inductor, capacitor and other passive components) to a designated area of ​​the BMS main control printed circuit board (PCB) using surface mount technology. The electrical connection points of the buck module share PCB traces and copper foil layers with the power management, sampling circuit and communication bus of the BMS, without using an independent package module or external circuit board.

[0110] In this way, an embedded program (based on an RTOS system, occupying FLASH≤10KB, RAM≤2KB, and with a response time≤2ms) can be written based on the BMS main control chip and integrated into the original BMS program without additional software modules. This enables closed-loop logic for vehicle status identification, charging strategy matching, real-time feedback adjustment, and fault linkage handling, with signal interaction completed through GPIO / SPI / CAN bus.

[0111] For example, the core buck module integration involves directly soldering a wireless charging-dedicated synchronous rectified DC-DC buck module (such as the TPS5430 chip) onto the BMS main control board, sharing the same board with the BMS power / sampling / communication unit, without an independent housing; it features a wide input voltage range of 24V-72V, three output levels of 5V / 2A, 9V / 1.2A, and 15V / 1A, voltage ripple ≤50mV, accuracy ±2%, board space ≤20cm², single module power consumption ≤0.5W, and operating temperature range of -40℃ to 125℃.

[0112] In this way, integrating the control components and the step-down module onto the main control board reduces costs, saves space, and improves production efficiency. Eliminating the separate step-down module and using a shared board design reduces hardware costs by ≥30%, occupying ≤20cm² of board space. This facilitates miniaturization for electric two-wheeled vehicles (such as electric scooters); the absence of an additional housing / bracket simplifies assembly and increases production efficiency by ≥20%; it also provides efficient and stable power supply, reducing overall vehicle energy consumption. The synchronous rectification step-down module and short-link design achieve a conversion efficiency of ≥92% (12%-15% higher than the independent modules in related technologies); three-level constant voltage and constant current output with low ripple and high precision prevents charging interruptions.

[0113] In this embodiment, the control components and the step-down module are both integrated on the main control board of the battery management system, realizing a unified layout of the control unit and the step-down module at the physical circuit board level. This reduces the additional PCB area, connectors and wiring harnesses required for independent control modules and step-down modules, thereby reducing the system structure complexity and the number of assembly steps.

[0114] In one exemplary embodiment, the power devices on the buck module are soldered to the main control board via copper foil, and the copper foil is attached to the heat sink on the main control board via a thermally conductive material.

[0115] In this embodiment, the power device on the buck module refers to the semiconductor element that performs the power conversion function on the buck module. For example, the power device may include a synchronous rectification MOSFET, a switching transistor inside a DC-DC buck chip, etc. Copper foil refers to a thin conductor structure formed by electrolytic copper rolling; for example, the thickness of the copper foil can be 35 μm. Thermally conductive material refers to a non-conductive or weakly conductive material with thermal conductivity. Optionally, the thermally conductive material can be used to fill the tiny gaps between solid interfaces, thereby reducing contact thermal resistance. For example, the thermally conductive material can be thermally conductive silicone.

[0116] The heatsink on the main control board refers to a heat dissipation structure with a large surface area made of a metal with high thermal conductivity (such as aluminum or copper). Optionally, the heatsink can be used to dissipate heat to the surrounding environment through radiation and convection. For example, the heatsink is part of the BMS main control board, with an area ≥ 50 cm² and a thickness ≥ 2 mm.

[0117] For example, to achieve integrated heat dissipation, the power devices of the buck module are directly soldered to the BMS main control board via a 35μm thick copper foil for heat dissipation. The copper foil is then bonded to thermally conductive silicone (e.g., the thermal conductivity of the silicone is ≥2.0W / m). K) Adhere to the original aluminum heat sink of BMS; when operating at full power of 15W, even if the chip junction temperature is ≤85℃ and the ambient temperature is 60℃, the internal temperature of the chip can still be ≤105℃, with no risk of overheating.

[0118] Optionally, Figure 3 This is a schematic diagram of an optional buck module BMS main control board integrated on a common board according to an embodiment of this application, as shown below. Figure 3 As shown, in the buck module, the power battery inputs a wide voltage range of 24V-72V, which is then fed into a filter network. The filter network is connected to the main control chip (TPS5430). The main control chip (i.e., the control unit) includes a hardware protection unit (three-level adjustable output 5V / 9V / 15V), a synchronous sampling interface, and a communication interface SPI / LIN. The main control board includes heat dissipation copper foil and thermal conductive silicone. The power devices on the buck module are soldered to the main control board through the heat dissipation copper foil, which is then attached to the heat sink on the main control board through thermal conductive silicone.

[0119] Through this embodiment, by directly soldering the power device to the copper foil and attaching the copper foil to the heat sink via a thermally conductive material, the heat of the power device in the buck module is efficiently conducted and dispersed, significantly reducing the junction temperature of the device, improving the thermal stability under high power output and high temperature environments, and effectively avoiding performance degradation or device failure caused by local overheating.

[0120] In one exemplary embodiment, the buck module integrates an anomaly detection circuit; wherein the anomaly detection circuit is used to detect at least one of the following anomalies of the buck module: overvoltage anomaly where the output voltage is greater than or equal to a fourth voltage threshold; overcurrent anomaly where the output current is greater than or equal to a fifth current threshold; overtemperature anomaly where the junction temperature of the power device is greater than or equal to a third temperature threshold; and reverse connection anomaly where the power battery is reverse-connected. The control component is further used to cut off the power supply from the power battery to the buck module when the anomaly detected by the anomaly detection circuit and the duration of the detected anomaly reaches a preset duration threshold.

[0121] In this embodiment, the abnormality detection circuit refers to the circuit used to detect abnormalities in the buck module. Optionally, the abnormality detection circuit can be used to detect at least one of the following abnormalities in the buck module: overvoltage abnormality where the output voltage is greater than or equal to a third voltage threshold; overcurrent abnormality where the output current is greater than or equal to a fifth current threshold; overtemperature abnormality where the junction temperature of the power device is greater than or equal to a third temperature threshold; and reverse connection abnormality where the power battery is reverse-connected.

[0122] The third voltage threshold is a preset voltage threshold. Optionally, the third voltage threshold is an upper limit of the output voltage set to prevent equipment damage; for example, the third voltage threshold can be 16V. The fifth current threshold is a preset current threshold. Optionally, the fifth current threshold is an upper limit of the output current set to prevent overload; for example, the fourth circuit threshold can be 2.5A. The junction temperature of the power device refers to the temperature of the PN junction (i.e., the active operating region) inside the power device. The third temperature threshold is a preset temperature threshold. Optionally, the third temperature threshold is an upper limit of the junction temperature set to prevent thermal failure of the power device; for example, the third temperature threshold can be 125℃. The third temperature threshold can be set according to the highest rated junction temperature of the power semiconductor device (such as a MOSFET).

[0123] Optionally, the anomaly detection circuit integrated within the buck module continuously monitors the voltage value at the output terminal of the buck converter. When the output voltage is detected to be greater than or equal to a preset third voltage threshold (e.g., 16V), it is determined to be an overvoltage anomaly. For example, the anomaly detection circuit can be a voltage sampling divider network and a comparator circuit.

[0124] Optionally, the anomaly detection circuit integrated inside the buck module continuously monitors the voltage value at the output terminal of the buck module. When the output voltage is detected to be greater than or equal to a preset third voltage threshold (e.g., 16V), it is determined to be an overvoltage anomaly.

[0125] Optionally, the anomaly detection circuit collects junction temperature data using a temperature sensor (such as a thermistor or NTC) integrated near the power device (such as a MOSFET or synchronous rectifier) ​​in the buck module, and compares it with a preset third temperature threshold (e.g., 125°C). When the junction temperature of the power device is greater than or equal to the third temperature threshold, it is determined to be an over-temperature anomaly.

[0126] Optionally, the anomaly detection circuit determines whether the power battery is reverse-connected by detecting whether the polarity of the input voltage is opposite to the normal power supply direction. This is achieved through a reverse connection protection element (such as a Schottky diode SR5200) connected in series in the input circuit, which works in conjunction with the voltage polarity detection logic. When a negative input voltage or a reverse polarity is detected, it is determined to be a reverse connection anomaly.

[0127] For example, to achieve dual hardware protection, the buck module integrates four layers of hardware protection: overcurrent, overtemperature, overvoltage, and reverse connection protection, and is linked with the BMS protection circuit, with a protection response of ≤1ms. If any protection is triggered and the fault lasts for ≥100ms, the BMS forcibly cuts off the power supply to the buck module, and it needs to be woken up to resume operation after the fault is cleared. Specifically, when the output current exceeds 2.5A, the buck module automatically limits the current to 2.5A to prevent overload; when the chip junction temperature is higher than 125℃, the buck module immediately shuts off the output to protect the device, and automatically resumes operation when the temperature drops to 90℃ or below, achieving intelligent self-recovery; if the output voltage exceeds 16V, the buck module will actively limit the voltage to 16V; at the same time, an SR5200 Schottky diode is connected in series at the input to achieve reverse connection protection, ensuring no current output when the power supply polarity is reversed.

[0128] If an anomaly is detected by the anomaly detection circuit and the duration of the detected anomaly reaches a preset duration threshold, the control component cuts off the power supply from the power battery to the step-down module.

[0129] The duration of the anomaly refers to the time during which the abnormal situation continues to occur. The preset duration threshold refers to a preset duration threshold. Optionally, the preset duration threshold can be a time threshold set to reduce the situation where transient interference falsely triggers the protection. For example, the preset duration threshold can be 100ms.

[0130] This embodiment integrates an anomaly detection circuit and a delayed confirmation mechanism within the step-down module, enabling accurate identification and reliable protection against four typical electrical faults: overvoltage, overcurrent, overtemperature, and reverse connection. Power is only cut off after the anomaly persists to a preset threshold, effectively preventing malfunctions caused by transient disturbances and improving the operational safety and reliability of the step-down module under complex operating conditions.

[0131] In one exemplary embodiment, the electric two-wheeler further includes a filter circuit disposed between the power battery and the step-down module for suppressing signal noise in the output signal at the power battery output terminal.

[0132] In this embodiment, the filter circuit refers to a circuit used to suppress signal noise in the output signal of the power battery output terminal. Optionally, the filter circuit may include various passive components (such as capacitors, inductors, and resistors). The power battery output terminal refers to the positive and negative output interfaces of the power battery of the electric two-wheeled vehicle. Signal noise refers to the undesired AC component superimposed on the DC output voltage of the power battery. Optionally, signal noise may include switching noise, electromagnetic radiation coupling noise, and transient spikes caused by load disturbances. The signal noise can manifest as high-frequency oscillations or glitches in the voltage waveform.

[0133] Optionally, a filter circuit is placed between the output terminal of the power battery and the input terminal of the buck module. The filter circuit can filter out high-frequency noise from the DC voltage signal output by the power battery. During the discharge process, the power battery generates wide-band voltage ripple and electromagnetic interference (EMI) at the output terminal due to internal chemical reaction fluctuations, load transient changes, and BMS switching device operation. If these signal noises are directly transmitted to the buck module, they may cause instability in the control loop, output voltage jitter, or chip false triggering. Therefore, by setting up a filter circuit, the power frequency and low-frequency DC components are allowed to pass through, while high-frequency noise (usually several kHz to several MHz) is attenuated, thereby purifying the voltage signal input to the buck module.

[0134] For example, power is directly drawn from the main terminal of the BMS's power battery, processed by an EMI filter circuit (1000μF / 25V capacitor + 100μH inductor) to obtain the processed output voltage and output current, which are then input into the buck module.

[0135] In this embodiment, the filter circuit can effectively suppress high-frequency signal noise at the output of the power battery, reduce voltage ripple and electromagnetic interference transmitted to the buck module, thereby improving the electrical purity of the input of the buck module, ensuring its stable operation, and avoiding output voltage distortion, chip malfunction, or false triggering of protection mechanisms caused by abnormal input fluctuations.

[0136] In one exemplary embodiment, the power supply harness between the step-down module and the wireless charging bracket is integrated in a cable tray, and the two ends of the power supply harness are electrically connected to the output end of the step-down module and the input end of the wireless charging bracket respectively through waterproof plugs.

[0137] In this embodiment, the power supply harness refers to the harness used to transmit electrical energy. Optionally, the power supply harness includes multiple conductors and an insulating sheath. Here, the power supply harness can refer to the power transmission line tree from the output end of the step-down module to the input end of the wireless charging bracket. The power supply harness can carry DC power.

[0138] Cable trays refer to the physical channels pre-installed in electric two-wheelers for accommodating and fixing cables. Optionally, the cable trays are located inside the frame or inside the shell. The cable trays can have guiding, shielding and protective functions to prevent cables from being exposed to the external environment or mechanical stress.

[0139] A waterproof plug refers to an electrical connector with protective capabilities. Optionally, a waterproof plug may include male and female plugs, sealing rings, and locking mechanisms. A waterproof plug can maintain the integrity of the electrical path even under conditions of water and dust intrusion. For example, a waterproof plug may use an IP67-rated plug, which can maintain normal conductivity after immersion in 1 meter of water for 30 minutes or under high-pressure spray.

[0140] For example, to achieve an efficient and waterproof power supply link, a dedicated shielded wire harness (total length ≤ 1.5m, conversion efficiency ≥ 92%) is used to connect to the wireless charging bracket on the handlebars of the electric two-wheeler. The wire harness is integrated into the original vehicle wiring channel, and the two ends of the power supply wire harness are electrically connected to the output end of the step-down module and the input end of the wireless charging bracket through IP67-rated waterproof aviation plugs, thereby preventing dust / moisture intrusion.

[0141] Optionally, Figure 4 This is a schematic diagram of an optional power supply link and protection structure according to an embodiment of this application, such as... Figure 4 As shown, the BMS main control board draws power from the main line of the power battery. The BMS main control board integrates power supply to the step-down module. The step-down module includes a protective structure, which can be used for overcurrent protection, overvoltage protection, overtemperature protection, reverse connection protection, and IP67 waterproof and dustproof protection. The power supply harness (i.e. shielded harness) between the step-down module and the wireless charging bracket is integrated in the vehicle wiring channel, and the two ends of the waterproof power supply harness are electrically connected to the output end of the step-down module and the input end of the wireless charging bracket through IP67 waterproof plugs, respectively.

[0142] In this embodiment, the power supply harness is integrated into the cable tray and connected at both ends via a waterproof plug, which effectively improves the mechanical protection and environmental adaptability of the harness, reduces the risk of connection failure caused by external moisture, dust or physical pulling, and ensures continuous and stable power supply to the power link under complex outdoor working conditions.

[0143] In one exemplary embodiment, a wireless charging bracket is fixedly mounted on the handlebar area of ​​an electric two-wheeler.

[0144] In this embodiment, the handlebar area of ​​an electric two-wheeler refers to the lateral or near-laterally extending portion of the handlebars of an electric two-wheeler for the driver to grip and operate. Optionally, the handlebar area is located at the front of the vehicle and includes a left handlebar and a right handlebar.

[0145] In this embodiment, the wireless charging holder is fixedly installed in the handlebar area, placing the phone within the rider's natural hand movement range during cycling. This facilitates easy access to the phone and real-time navigation information, while avoiding the risk of inconvenience or deviated vision due to the holder being positioned off-center from the hand's operating area. This fixed position also reduces the risk of the holder loosening or cable strain caused by vehicle vibrations, improving structural stability and operational safety during use.

[0146] In some embodiments, Figure 5 This is an overall architecture diagram of an optional wireless charging phone holder system integrated into the BMS of an electric scooter according to an embodiment of this application, such as... Figure 5As shown, the electric two-wheeler's power battery includes 36V / 48V / 60V batteries. The BMS main control board includes a shared sampling module (used to collect vehicle operating parameters such as voltage, current, and temperature). The BMS main control chip is an STM32G031, and the BMS protection circuit is also included. The power battery is connected to the STM32G031 BMS main control chip. The BMS main control board also integrates a step-down module, which shares a high-precision sensor (sampling frequency 100Hz) with the BMS. Data from the step-down module is synchronized to the BMS main control chip (STM32G031C8T6) via the SPI bus without delay. The step-down module uses a shunt resistor current measurement method with a range of 0-5A and an accuracy of ±0.1A; a resistor divider voltage measurement method with a range of 0-20V and an accuracy of ±0.05V; and an NTC thermistor (10KΩ / 25℃) with a range of -40℃ to 150℃ and an accuracy of ±1℃. The step-down module uses DC-DC synchronous rectification to reduce the current and includes an EMI filter circuit. It also features hardware filtering for overvoltage, overtemperature, and reverse connection protection, and has an integrated heat dissipation structure. The wireless charging bracket on the handlebars of the electric two-wheeler includes a Qi wireless charging coil and a waterproof phone holder. The STM32G031 BMS main control chip (the control unit) controls the Qi wireless charging coil via intelligent control commands. This design enhances the integrated synergy of the electric two-wheeler, reducing the failure rate. The integrated hardware and software of the BMS, step-down module, and wireless charging module eliminates redundant links, improving system compatibility and reducing the overall failure rate by at least 40%. Furthermore, it simplifies maintenance and reduces long-term costs: fault information is uniformly recorded, fed back, and reset by the BMS, eliminating the need for individual module testing and reducing maintenance costs and repair time by at least 50%. Hardware integration reduces external components, allowing even non-professionals to perform simple maintenance.

[0147] The above embodiments provide a power supply and control system for a wireless charging phone holder integrated into the BMS of an electric scooter. By using the BMS integrated step-down module power architecture and the vehicle status intelligent charging control method, the problems of difficult power supply, unintelligent power supply, and poor protection of wireless charging for scooters can be solved, thus achieving safe, efficient, and compatible wireless charging power supply for electronic devices (such as mobile phones).

[0148] According to one aspect of the embodiments of this application, a wireless charging control method for an electric two-wheeled vehicle is provided. Optionally, in this embodiment, the above-described wireless charging control method for an electric two-wheeled vehicle may be applied, but is not limited to, to applications such as... Figure 1 The hardware environment of the electric two-wheeler is shown. The electric two-wheeler includes a control unit for a battery management system, a data acquisition unit, a power battery, a step-down module, and a wireless charging bracket. The control unit is electrically connected to the data acquisition unit and the step-down module, and the step-down module is electrically connected to the power battery and the wireless charging bracket.

[0149] The wireless charging control method for electric two-wheeled vehicles according to the embodiments of this application can be executed by the electric two-wheeled vehicle.

[0150] Taking the wireless charging control method for an electric two-wheeled vehicle in this embodiment as an example, Figure 6 This is a flowchart illustrating an optional wireless charging control method for an electric two-wheeled vehicle according to an embodiment of this application, as shown below. Figure 6 As shown, the process of this method may include the following steps:

[0151] Step S602: The control component acquires the current vehicle operating parameters of the electric two-wheeler collected by the acquisition component.

[0152] Step S604: Based on the current vehicle operating parameters, the current vehicle state of the electric two-wheeler is determined from a preset set of vehicle states by the control component. The vehicle state in the set of vehicle states corresponds to one of the multiple output positions of the step-down module, and the output position of the multiple output positions corresponds to one output power.

[0153] Step S606: The output gear of the step-down module is switched to the current output gear corresponding to the current vehicle status by the control component;

[0154] In step S608, in response to the control of the control unit, the DC power output from the power battery is converted into the current output voltage and current output current corresponding to the current output level through the step-down module, and the current output voltage and current output current are output to the wireless charging bracket.

[0155] The wireless charging control method for electric two-wheelers in this embodiment can be applied to the field of charging control, specifically to the wireless charging bracket on an electric two-wheeler, for scenarios involving wireless charging control of electronic devices.

[0156] In this embodiment, by electrically connecting the control unit of the battery management system with the acquisition unit and the step-down module, and electrically connecting the step-down module with the power battery and the wireless charging bracket, a closed power supply and control loop is formed. The acquisition unit collects the vehicle operating parameters of the electric two-wheeler in real time. The control unit obtains the current vehicle operating parameters of the electric two-wheeler, identifies the current vehicle state from a preset set of vehicle states based on the current vehicle operating parameters, and determines the current output gear based on the preset correspondence between the current vehicle state and multiple output gears of the step-down module. Then, it controls the step-down module to switch to the current output gear, so that the step-down module can deliver power. The DC power output from the battery is converted into a current output voltage and current that matches the current vehicle status and stably supplies the wireless charging bracket. This ensures that the wireless charging bracket always receives power input that meets the working requirements under different vehicle operating conditions, avoiding charging interruptions or power instability caused by fluctuations in supply voltage or current. It improves the stability of power supply during the wireless charging process, avoids charging interruptions caused by insufficient power supply, and ensures the stability of power output. This improves the stability and continuity of wireless charging, thus addressing the technical problem of low charging stability in wireless charging brackets for electric two-wheelers in related technologies.

[0157] In one exemplary embodiment, the method further includes: issuing a power adjustment command to the wireless charging stand, wherein the power adjustment command is used to instruct the output power of the wireless charging stand to be adjusted to the current output power.

[0158] In an exemplary embodiment, the current vehicle operating parameters include at least one of the following: the current total supply voltage of the power battery, the current speed of the electric two-wheeler, the current throttle opening of the electric two-wheeler, and the current circuit current of the power battery; the method further includes: determining the target vehicle state as the current vehicle state when the parameter conditions corresponding to the target vehicle state in a set of vehicle states are satisfied based on the current vehicle operating parameters; wherein, the parameter conditions corresponding to each vehicle state in the set of vehicle states are the parameter range of the vehicle operating parameters of the electric two-wheeler corresponding to each vehicle state.

[0159] In an exemplary embodiment, a set of vehicle states includes a powered-on stationary state, a first driving state, and a second driving state; the powered-on stationary state corresponds to a first gear and a first output power, the first driving state corresponds to a second gear and a second output power, and the second driving state corresponds to a third gear and a third output power; the first output power is greater than the second output power, and the second output power is greater than the third output power; the method includes: determining the powered-on stationary state as the current vehicle state when the first parameter condition corresponding to the powered-on stationary state is satisfied based on the current vehicle operating parameters; determining the first driving state as the current vehicle state when the second parameter condition corresponding to the first driving state is satisfied based on the current vehicle operating parameters; and determining the second driving state as the current vehicle state when the third parameter condition corresponding to the second driving state is satisfied based on the current vehicle operating parameters.

[0160] In one exemplary embodiment, the current vehicle operating parameters include: the current total supply voltage of the power battery, the current speed of the electric two-wheeler, the current throttle opening of the electric two-wheeler, and the current circuit current of the power battery; the first parameter condition is that the current total supply voltage is greater than or equal to a first voltage threshold, the current speed is zero, the current throttle opening is zero, and the current circuit current is less than a first current threshold; the second parameter condition is that the current total supply voltage is greater than or equal to the first voltage threshold, the current speed is less than or equal to the first speed threshold, the current throttle opening is less than or equal to the first opening threshold, and the current circuit current is less than a second current threshold; the third parameter condition is that the current total supply voltage is greater than or equal to the first voltage threshold, the current speed is greater than the first speed threshold and less than or equal to the second speed threshold, the current throttle opening is greater than the first opening threshold and less than or equal to the second opening threshold, and the current circuit current is greater than or equal to the second current threshold and less than the third current threshold.

[0161] In one exemplary embodiment, the method further includes: controlling the output of the buck module to be cut off in response to the current total supply voltage of the power battery being less than a second voltage threshold, wherein the second voltage threshold is less than a first voltage threshold.

[0162] In an exemplary embodiment, in response to the current total supply voltage of the power battery being greater than or equal to a third voltage threshold and at least one of the following conditions being met, the output of the step-down module is controlled to be cut off: the current speed of the electric two-wheeler is greater than a third speed threshold; the current throttle opening of the electric two-wheeler is greater than a third opening threshold; the current circuit current of the electric two-wheeler is greater than or equal to a fourth current threshold; the current state of charge (SOC) of the power battery is less than or equal to a preset SOC threshold; the temperature of the power battery is less than a first temperature threshold; the temperature of the power battery is greater than a second temperature threshold; or a vehicle malfunction occurs in the electric two-wheeler.

[0163] It should be noted that, for the sake of simplicity, the foregoing method embodiments are all described as a series of actions. However, those skilled in the art should understand that this application is not limited to the described order of actions, as some steps may be performed in other orders or simultaneously according to this application. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are preferred embodiments, and the actions and modules involved are not necessarily essential to this application.

[0164] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods according to the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as read-only memory (ROM) / random access memory (RAM), magnetic disk, optical disk), and includes several instructions to cause a terminal device (which may be a mobile phone, computer, server, or network device, etc.) to execute the methods described in the various embodiments of this application.

[0165] According to another aspect of the embodiments of this application, a computer-readable storage medium is provided, the computer-readable storage medium including a stored program, wherein the program executes the steps in any of the above method embodiments when it is run.

[0166] In one exemplary embodiment, the aforementioned computer-readable storage medium may include, but is not limited to, various media capable of storing computer programs, such as USB flash drives, ROMs, RAMs, portable hard drives, magnetic disks, or optical disks.

[0167] According to another aspect of the embodiments of this application, an electronic device is provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor. The processor is configured to perform the steps of any of the method embodiments described above via the computer program. In an exemplary embodiment, the electronic device may further include a transmission device and an input / output device, wherein the transmission device is connected to the processor, and the input / output device is connected to the processor.

[0168] Specific examples in this embodiment can be found in the examples described in the above embodiments and exemplary implementations, and will not be repeated here.

[0169] 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.

[0170] 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. An electric two-wheeled vehicle, characterized in that, include: The battery management system includes a control unit, a data acquisition unit, a power battery, a step-down module, and a wireless charging bracket. The control unit is electrically connected to both the data acquisition unit and the step-down module. The step-down module is electrically connected to both the power battery and the wireless charging bracket. The data acquisition component is used to collect the vehicle operating parameters of the electric two-wheeler. The control unit is used to acquire the current vehicle operating parameters of the electric two-wheeler; determine the current vehicle state of the electric two-wheeler from a preset set of vehicle states based on the current vehicle operating parameters, wherein one of the vehicle states in the set of vehicle states corresponds to one of the multiple output gears of the step-down module, and one of the multiple output gears corresponds to one output power; and control the output gear of the step-down module to switch to the current output gear corresponding to the current vehicle state. The step-down module is used to respond to the control of the control component to convert the DC power output from the power battery into the current output voltage and current output current corresponding to the current output level, and output the current output voltage and current output current to the wireless charging bracket.

2. The electric two-wheeled vehicle according to claim 1, characterized in that, The output power corresponding to the current vehicle state is the current output power; The control component is further configured to issue a power adjustment command to the wireless charging stand, wherein the power adjustment command is configured to instruct the output power of the wireless charging stand to be adjusted to the current output power.

3. The electric two-wheeled vehicle according to claim 1, characterized in that, The current vehicle operating parameters include at least one of the following: the current total supply voltage of the power battery, the current speed of the electric two-wheeler, the current throttle opening of the electric two-wheeler, and the current circuit current of the power battery. The control unit is also used to perform the following steps: If the parameter conditions corresponding to the target vehicle state in the set of vehicle states are met based on the current vehicle operating parameters, the target vehicle state is determined as the current vehicle state. The parameter conditions corresponding to each vehicle state in the set of vehicle states are the parameter range of the vehicle operation parameters of the electric two-wheeler corresponding to each vehicle state.

4. The electric two-wheeled vehicle according to claim 3, characterized in that, The set of vehicle states includes a powered-on stationary state, a first driving state, and a second driving state; the powered-on stationary state corresponds to a first gear and a first output power, the first driving state corresponds to a second gear and a second output power, and the second driving state corresponds to a third gear and a third output power; the first output power is greater than the second output power, and the second output power is greater than the third output power; The control unit is also used to perform the following steps: If the first parameter condition corresponding to the power-on static state is satisfied based on the current vehicle operating parameters, the power-on static state is determined as the current vehicle state. If the second parameter condition corresponding to the first driving state is satisfied based on the current vehicle operating parameters, the first driving state is determined as the current vehicle state. If the third parameter condition corresponding to the second driving state is satisfied based on the current vehicle operating parameters, the second driving state is determined as the current vehicle state.

5. The electric two-wheeled vehicle according to claim 4, characterized in that, The current vehicle operating parameters include: the current total supply voltage of the power battery, the current speed of the electric two-wheeler, the current throttle opening of the electric two-wheeler, and the current circuit current of the power battery. The first parameter condition is that the current total power supply voltage is greater than or equal to the first voltage threshold, the current vehicle speed is zero, the current throttle opening is zero, and the current circuit current is less than the first current threshold. The second parameter condition is that the current total power supply voltage is greater than or equal to the first voltage threshold, the current vehicle speed is less than or equal to the first vehicle speed threshold, the current throttle opening is less than or equal to the first opening threshold, and the current circuit current is less than the second current threshold. The third parameter condition is that the current total power supply voltage is greater than or equal to the first voltage threshold, the current vehicle speed is greater than the first vehicle speed threshold and less than or equal to the second vehicle speed threshold, the current throttle opening is greater than the first opening threshold and less than or equal to the second opening threshold, and the current circuit current is greater than or equal to the second current threshold and less than the third current threshold.

6. The electric two-wheeled vehicle according to claim 1, characterized in that, The control component is also configured to control the cut-off of the output of the buck module in response to the current total supply voltage of the power battery being less than a second voltage threshold.

7. The electric two-wheeled vehicle according to claim 1, characterized in that, The control unit is further configured to control the disconnection of the output of the buck module in response to the current total supply voltage of the power battery being greater than or equal to a third voltage threshold, and at least one of the following conditions being met: The current speed of the electric two-wheeled vehicle is greater than the third speed threshold. The current throttle opening of the electric two-wheeled vehicle is greater than the third opening threshold. The current circuit current of the power battery is greater than or equal to the fourth current threshold. The current state of charge (SOC) of the power battery is less than or equal to a preset SOC threshold. The temperature of the power battery is less than a first temperature threshold. The temperature of the power battery is greater than the second temperature threshold. The electric two-wheeler experienced a complete vehicle malfunction.

8. The electric two-wheeled vehicle according to claim 1, characterized in that, Both the control component and the buck module are integrated on the main control board of the battery management system.

9. The electric two-wheeled vehicle according to claim 8, characterized in that, The power devices on the step-down module are soldered to the main control board via copper foil, and the copper foil is attached to the heat sink on the main control board via a thermally conductive material.

10. The electric two-wheeled vehicle according to claim 1, characterized in that, The step-down module integrates an anomaly detection circuit; wherein... The anomaly detection circuit is used to detect at least one of the following anomalies of the buck module: overvoltage anomaly where the output voltage is greater than or equal to a fourth voltage threshold; overcurrent anomaly where the output current is greater than or equal to a fifth current threshold; overtemperature anomaly where the junction temperature of the power device is greater than or equal to a third temperature threshold; and reverse connection anomaly where the power battery is reverse-connected. The control component is also used to cut off the power supply from the power battery to the step-down module when an anomaly is detected by the anomaly detection circuit and the duration of the detected anomaly reaches a preset duration threshold.

11. The electric two-wheeled vehicle according to claim 1, characterized in that, The electric two-wheeler also includes: A filter circuit is disposed between the power battery and the step-down module to suppress signal noise in the output signal of the power battery.

12. The electric two-wheeled vehicle according to any one of claims 1 to 11, characterized in that, The power supply harness between the step-down module and the wireless charging bracket is integrated in the cable tray, and the two ends of the power supply harness are electrically connected to the output end of the step-down module and the input end of the wireless charging bracket respectively through waterproof plugs.

13. The electric two-wheeled vehicle according to any one of claims 1 to 11, characterized in that, The wireless charging bracket is fixedly installed in the handlebar area of ​​the electric two-wheeler.

14. A wireless charging control method for an electric two-wheeled vehicle, characterized in that, Performed by the electric two-wheeled vehicle, the electric two-wheeled vehicle includes: a control unit of a battery management system, a data acquisition unit, a power battery, a step-down module, and a wireless charging bracket. The control unit is electrically connected to both the data acquisition unit and the step-down module, and the step-down module is electrically connected to both the power battery and the wireless charging bracket. The method further includes: The control component acquires the current vehicle operating parameters of the electric two-wheeler collected by the acquisition component. Based on the current vehicle operating parameters, the control unit determines the current vehicle state of the electric two-wheeler from a preset set of vehicle states. The vehicle state in the set of vehicle states corresponds to one of the multiple output gears of the step-down module, and the multiple output gears correspond to one output power. The control component controls the output gear of the step-down module to switch to the current output gear corresponding to the current vehicle state. In response to the control of the control unit, the DC power output from the power battery is converted into the current output voltage and current output current corresponding to the current output level through the step-down module, and the current output voltage and current output current are output to the wireless charging bracket.

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