Engineering truck steering wheel control anti-overvoltage protection circuit and power management system

Abstract

The utility model provides an anti-overvoltage protection circuit for steering wheel control of an engineering vehicle and a power management system. The anti-overvoltage protection circuit for steering wheel control of the engineering vehicle comprises a main control chip and an anti-overvoltage protection module. The anti-overvoltage protection module is composed of an overvoltage protection switch tube, a first divider resistor and a first voltage stabilization filtering unit. One end of the first voltage-stabilizing filtering unit is respectively connected with the first end of the overvoltage protection switch tube and the steering wheel control signal output end, and the other end is grounded; the second end of the overvoltage protection switch tube is connected with the analog signal input end of the main control chip, the control end is connected with the reference voltage source, and the first divider resistor is connected between the control end and the reference voltage source in series. According to the circuit, the overvoltage protection switch tube is matched with the reference voltage source, when an overvoltage fault occurs, an overvoltage signal output by the steering wheel control signal output end is quickly responded and cut off through the conduction characteristic of the overvoltage protection switch tube, meanwhile, the first voltage stabilization filtering unit absorbs transient overvoltage energy through a low-impedance path, and the overvoltage protection switch tube is switched off. Therefore, the circuit is protected from being damaged by overvoltage.

Description

Technical Field

[0001] This disclosure relates to the technical field of power management for engineering vehicles, and in particular to an overvoltage protection circuit and power management system for steering wheel control of engineering vehicles. Background Technology

[0002] In the design of modern engineering vehicles, the steering wheel control system plays a crucial role, affecting not only the vehicle's handling performance but also driving safety and comfort. The steering wheel button control circuit, as a core component of this system, is responsible for receiving the driver's commands, converting them into electrical signals, and transmitting them to the vehicle's control chip to achieve precise control of various vehicle functions.

[0003] However, in practical applications, engineering vehicles typically operate in complex and variable environments. The vehicle's power system may be affected by various factors, such as generator failure, battery aging, short circuits, or external electromagnetic interference. These factors can all cause abnormally high power supply voltage. When the steering wheel button control circuit encounters excessively high voltage, sensitive electronic components such as the control chip are easily damaged. Excessive voltage can break down the control chip, destroy its circuit structure, cause chip malfunction, and even paralyze the entire steering wheel control system. Utility Model Content

[0004] The purpose of this disclosure is to overcome the shortcomings of the prior art and provide a fast-responding overvoltage protection circuit and power management system for the steering wheel control of engineering vehicles.

[0005] The purpose of this disclosure is achieved through the following technical solution:

[0006] An overvoltage protection circuit for steering wheel control of an engineering vehicle includes a main control chip and an overvoltage protection module. The overvoltage protection module includes an overvoltage protection switch, a first voltage divider resistor, and a first voltage stabilizing filter unit. One end of the first voltage stabilizing filter unit is connected to the first end of the overvoltage protection switch, and the other end of the first voltage stabilizing filter unit is grounded. The first end of the overvoltage protection switch is also used to connect to the steering wheel control signal output terminal. The second end of the overvoltage protection switch is connected to the analog signal input terminal of the main control chip. The control terminal of the overvoltage protection switch is used to connect to a reference voltage source. The first voltage divider resistor is connected in series between the control terminal of the overvoltage protection switch and the reference voltage source.

[0007] In one embodiment, the overvoltage protection module further includes a pull-up resistor, the first end of which is connected to the second end of the overvoltage protection switch, and the second end of which is used to connect to an external power supply terminal.

[0008] In one embodiment, the first voltage regulator filter unit includes a first filter capacitor and a first voltage clamping diode, both of which are connected in parallel between the first terminal of the overvoltage protection switch and the ground terminal.

[0009] In one embodiment, the first voltage clamping diode is a transient voltage suppressor diode.

[0010] In one embodiment, the overvoltage protection module further includes a second voltage stabilizing and filtering unit, which includes a second filter capacitor and a second voltage clamping diode. The second filter capacitor and the second voltage clamping diode are both connected in parallel between the second terminal of the overvoltage protection switch and the ground terminal.

[0011] In one embodiment, the overvoltage protection circuit for the steering wheel control of the engineering vehicle further includes a second voltage divider resistor, which is connected in series between the analog signal input terminal of the main control chip and the second terminal of the overvoltage protection switch tube.

[0012] In one embodiment, the overvoltage protection switch is an N-channel MOSFET.

[0013] In one embodiment, the reference voltage of the reference voltage source is 5V.

[0014] In one embodiment, the main control chip is an STM32F103C8T6.

[0015] This application also provides a power management system, including the overvoltage protection circuit for the steering wheel control of the engineering vehicle as described in any embodiment.

[0016] Compared with the prior art, this disclosure has at least the following advantages:

[0017] The aforementioned overvoltage protection circuit for the steering wheel control of the engineering vehicle employs an overvoltage protection switch in conjunction with a reference voltage source. By utilizing the conduction characteristics of the overvoltage protection switch, it achieves rapid response and cutoff of overvoltage at the steering wheel control signal output. Simultaneously, the first voltage stabilizing filter unit can absorb transient overvoltage energy through a low-impedance path during overvoltage, effectively suppressing voltage spikes and forming clamping protection. This limits the voltage at the first terminal of the overvoltage protection switch to within a safe threshold, thereby enhancing the reliability of the overvoltage protection switch and the main control chip. Attached Figure Description

[0018] To more clearly illustrate the technical solutions of the embodiments of this disclosure, the accompanying drawings used in the embodiments will be briefly described below. It should be understood that the following drawings only show some embodiments of this disclosure and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 This is a circuit diagram of an overvoltage protection circuit for the steering wheel control of an engineering vehicle, according to one embodiment.

[0020] Figure 2 for Figure 1 The circuit diagram of the overvoltage protection module is shown. Detailed Implementation

[0021] To facilitate understanding of this disclosure, a more complete description will be given below with reference to the accompanying drawings, which illustrate preferred embodiments of the present disclosure. However, this disclosure can be implemented in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided to provide a more thorough and complete understanding of the disclosure.

[0022] It should be noted that when an element is referred to as being "fixed to" another element, it can be directly attached to the other element or there may be an intervening element. When an element is referred to as being "connected to" another element, it can be directly connected to the other element or there may be an intervening element. The terms "vertical," "horizontal," "left," "right," and similar expressions used herein are for illustrative purposes only and do not represent the only possible implementation.

[0023] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure belongs. The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of this disclosure. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0024] To better understand the technical solutions and beneficial effects of this disclosure, the following detailed description is provided in conjunction with specific embodiments:

[0025] like Figure 1 and Figure 2As shown, an embodiment of the engineering vehicle steering wheel control overvoltage protection circuit 10 of this disclosure includes a main control chip U1 and an overvoltage protection module 100. The overvoltage protection module 100 includes an overvoltage protection switch Q1, a first voltage divider resistor R1, and a first voltage stabilizing filter unit. One end of the first voltage stabilizing filter unit is connected to the first end of the overvoltage protection switch Q1, and the other end of the first voltage stabilizing filter unit is grounded. The first end of the overvoltage protection switch Q1 is also used to connect to the steering wheel control signal output terminal. The second end of the overvoltage protection switch Q1 is connected to the analog signal input terminal SWC_AD of the main control chip U1. The control terminal of the overvoltage protection switch Q1 is used to connect to the reference voltage source. The first voltage divider resistor R1 is connected in series between the control terminal of the overvoltage protection switch Q1 and the reference voltage source.

[0026] In this embodiment, when the voltage at the steering wheel control signal output terminal is within the normal range, the reference voltage source applies a positive bias voltage to the control terminal of the overvoltage protection switch Q1 through the first voltage divider resistor R1. At this time, the voltage at the control terminal of the overvoltage protection switch Q1 is higher than the voltage at the first terminal, and the voltage difference between the control terminal and the first terminal of the overvoltage protection switch Q1 is greater than its conduction threshold voltage, causing the overvoltage protection switch Q1 to be in the conducting state. The voltage at the analog signal input terminal SWC_AD of the main control chip U1 changes, thereby enabling the main control chip U1 to execute the next instruction through the voltage change at the analog signal input terminal SWC_AD. When a fault occurs at the steering wheel control signal output terminal, generating an overvoltage signal, the voltage at the output terminal rises sharply. This causes the voltage at the first terminal of the overvoltage protection switch Q1 to increase, reducing the voltage difference between the control terminal and the first terminal of Q1. This difference falls below the conduction threshold voltage of Q1, causing Q1 to be in the off state. This blocks the transmission path of the overvoltage signal to the main control chip, and the voltage at the analog signal input terminal SWC_AD remains at its pre-off state, preventing the overvoltage signal from being transmitted to the main control chip U1. At this time, the first voltage regulation and filtering unit absorbs the transient overvoltage energy through a low-impedance path, suppressing voltage spikes and forming voltage clamping protection. This limits the voltage at the first terminal of the overvoltage protection switch Q1 within a safe threshold, further protecting both Q1 and the main control chip U1 from overvoltage damage.

[0027] The aforementioned overvoltage protection circuit 10 for the steering wheel control of the engineering vehicle uses an overvoltage protection switch Q1 in conjunction with a reference voltage source. The overvoltage protection switch Q1's conduction characteristics enable a rapid response and cutoff to overvoltage at the steering wheel control signal output. Simultaneously, the first voltage stabilizing filter unit can absorb transient overvoltage energy through a low-impedance path during overvoltage, effectively suppressing voltage spikes and forming clamping protection. This limits the voltage at the first terminal of the overvoltage protection switch Q1 to within a safe threshold, thereby enhancing the reliability of the overvoltage protection switch Q1 and the main control chip U1.

[0028] like Figure 1 and Figure 2 As shown, in one embodiment, the overvoltage protection module 100 further includes a pull-up resistor R2. The first end of the pull-up resistor R2 is connected to the second end of the overvoltage protection switch Q1, and the second end of the pull-up resistor R2 is used to connect to the external power supply terminal. In this embodiment, when the voltage at the steering wheel control signal output terminal is within the normal range, the reference voltage source applies a positive bias voltage to the control terminal of the overvoltage protection switch Q1 through the first voltage divider resistor R1, causing the overvoltage protection switch Q1 to be in the conducting state. Since the overvoltage protection switch Q1 is conducting, its on-resistance is relatively small. The pull-up resistor R2 provides a stable reference level for the analog signal input terminal SWC_AD to avoid the input terminal being in a floating state, thereby ensuring that the main control chip U1 can receive a stable initial voltage signal, which helps the main control chip U1 to more accurately detect signal changes and execute the next instruction. When a fault occurs at the steering wheel control signal output terminal, causing overvoltage, the voltage at the first terminal of the overvoltage protection switch Q1 increases. This reduces the voltage difference between the control terminal of the overvoltage protection switch Q1 and the steering wheel control signal output terminal, bringing it below its conduction threshold voltage, and the overvoltage protection switch Q1 is in the off state. At this time, the overvoltage signal is blocked and cannot be transmitted to the main control chip U1. Because the overvoltage protection switch Q1 is off, the signal path between it and the analog signal input terminal SWC_AD of the main control chip U1 is cut off. The pull-up resistor R2 pulls the voltage at the analog signal input terminal SWC_AD to a relatively stable level, preventing large voltage fluctuations at the analog signal input terminal SWC_AD, thus avoiding interference or damage to the main control chip U1 that may be caused by voltage sudden changes.

[0029] like Figure 1 and Figure 2As shown, in one embodiment, the first voltage regulator filter unit includes a first filter capacitor C1 and a first voltage clamping diode D1. Both the first filter capacitor C1 and the first voltage clamping diode D1 are connected in parallel between the first terminal of the overvoltage protection switch Q1 and the ground terminal. In this embodiment, the first filter capacitor C1 rapidly absorbs transient overvoltage energy. Since the voltage across the first filter capacitor C1 cannot change abruptly, when the input voltage rises sharply during an overvoltage event, the first filter capacitor C1 absorbs excess energy through the charging process, slowing down the rate of voltage rise and thus suppressing the amplitude of the voltage spike. Simultaneously, the first filter capacitor C1 forms a low-impedance path with the ground terminal, quickly releasing the absorbed energy to ground, further reducing the impact of overvoltage on the circuit, thereby effectively protecting the overvoltage protection switch Q1 and the main control chip U1 from overvoltage damage. When the input voltage exceeds the first voltage clamping diode D1 and reverse breaks down the conduction voltage, the first voltage clamping diode D1 will clamp the voltage at the first terminal of the overvoltage protection switch Q1 within a safe threshold, forming voltage clamping protection, ensuring that the voltage borne by the overvoltage protection switch Q1 and the main control chip U1 will not exceed their safe operating range, thereby avoiding component damage caused by overvoltage.

[0030] like Figure 1 and Figure 2 As shown, in one embodiment, the first voltage clamping diode D1 is a transient voltage suppressor diode. In this embodiment, when a fault occurs at the steering wheel control signal output terminal, causing overvoltage, the transient voltage suppressor diode D1 has an extremely fast response speed, capable of reacting to the overvoltage signal within nanoseconds. Furthermore, when the input voltage exceeds its breakdown voltage, the transient voltage suppressor diode D1 rapidly switches from a reverse cutoff state to a conducting state, providing a low-impedance discharge path for the overvoltage energy and clamping the voltage at the first terminal of the overvoltage protection switch Q1 within a safe threshold range, thereby effectively suppressing the amplitude of voltage spikes and preventing damage to circuit components from overvoltage.

[0031] like Figure 1 and Figure 2As shown, in one embodiment, the overvoltage protection module 100 further includes a second voltage regulation and filtering unit 120. The second voltage regulation and filtering unit 120 includes a second filter capacitor C2 and a second voltage clamping diode D2, both of which are connected in parallel between the second terminal of the overvoltage protection switch Q1 and the ground terminal. In this embodiment, when a fault occurs at the steering wheel control signal output terminal, causing overvoltage, the overvoltage protection switch Q1 will quickly turn off to block the transmission path of the overvoltage signal to the main control chip. At the instant the overvoltage protection switch Q1 turns off, an induced voltage or transient overvoltage pulse may be generated at its second terminal. At this time, the second filter capacitor C2 will quickly absorb this transient overvoltage energy, thereby slowing down the voltage rise and suppressing the amplitude of the voltage spike. When the voltage at the analog signal input terminal SWC_AD exceeds the reverse breakdown voltage of the second voltage clamping diode D2, it will quickly switch from the reverse cutoff state to the conduction state. After being turned on, the second voltage clamping diode D2 provides a low-impedance discharge path for overvoltage energy, clamping the voltage at the analog signal input terminal SWC_AD within a safe threshold range.

[0032] like Figure 1 and Figure 2 As shown, in one embodiment, the overvoltage protection circuit 10 for the steering wheel control of the engineering vehicle further includes a second voltage divider resistor R3, which is connected in series between the analog signal input terminal SWC_AD of the main control chip and the second terminal of the overvoltage protection switch Q1. In this embodiment, when a fault occurs at the steering wheel control signal output terminal, causing overvoltage, the second voltage divider resistor R3 can further divide the clamped voltage through the voltage divider principle, making the voltage input to the main control chip U1 safer. Simultaneously, it can also limit the current flowing into the main control chip U1, preventing damage to the main control chip due to excessive current under overvoltage conditions.

[0033] like Figure 1 and Figure 2 As shown, in one embodiment, the overvoltage protection switch Q1 is an N-channel MOSFET. In this embodiment, when a fault occurs at the steering wheel control signal output terminal, causing overvoltage, the voltage at the steering wheel control signal output terminal rises sharply, causing the source voltage of the N-channel MOSFET Q1 to increase. Since the gate voltage applied by the reference voltage source through the first voltage divider resistor R1 is relatively fixed, the voltage difference between the gate and source decreases. When the voltage difference is less than the MOSFET's turn-on threshold voltage, the MOSFET Q1 quickly turns off. The turn-off of the N-channel MOSFET Q1 cuts off the transmission path of the overvoltage signal to the main control chip U1, preventing the overvoltage signal from reaching the analog signal input terminal SWC_AD of the main control chip, thereby avoiding damage to the main control chip caused by the overvoltage signal; at the same time, the voltage at the analog signal input terminal SWC_AD remains in the state before the turn-off, and will not fluctuate significantly due to overvoltage.

[0034] like Figure 1 and Figure 2 As shown, in one embodiment, the reference voltage of the reference voltage source is 5V. In this embodiment, when the voltage at the steering wheel control signal output terminal is within the normal range, the 5V reference voltage source applies a forward bias voltage to the control terminal of the overvoltage protection switch Q1 through the first voltage divider resistor R1. Since the overvoltage protection switch Q1 is an N-channel MOSFET, its gate needs a certain forward bias voltage relative to its source to conduct. Under normal operating conditions, the voltage at the steering wheel control signal output terminal is lower than the voltage value after the 5V reference voltage is divided by the first voltage divider resistor R1, causing the voltage difference between the gate and source of the overvoltage protection switch Q1 to be greater than its conduction threshold voltage, thereby putting the overvoltage protection switch Q1 in the conducting state. When a fault occurs at the steering wheel control signal output terminal, causing overvoltage, and the voltage rises sharply to more than 5V or even higher, the source voltage of the overvoltage protection switch Q1 also increases accordingly. Since the gate voltage provided by the reference voltage source is a relatively fixed 5V after voltage division, the voltage difference between the gate and source decreases. When the voltage difference is less than the turn-on threshold voltage of the MOSFET, the overvoltage protection switch Q1 is quickly turned off. The turn-off of the overvoltage protection switch Q1 cuts off the transmission path of the overvoltage signal to the main control chip U1, preventing the overvoltage signal from reaching the analog signal input terminal SWC_AD of the main control chip, thereby avoiding damage to the main control chip caused by the overvoltage signal.

[0035] like Figure 1 and Figure 2 As shown, in one embodiment, the main control chip U1 is an STM32F103C8T6. In this embodiment, when the voltage at the steering wheel control signal output terminal is within the normal range, the reference voltage source applies a positive bias voltage to the control terminal of the overvoltage protection switch Q1 through the first voltage divider resistor R1, causing the overvoltage protection switch Q1 to be in the conducting state. At this time, the voltage at the steering wheel control signal output terminal can be transmitted to the analog signal input terminal SWC_AD of the STM32F103C8T6 through the overvoltage protection switch Q1. Under normal operating conditions, the voltage change at the steering wheel control signal output terminal reflects the steering wheel operation. The STM32F103C8T6 converts the analog voltage signal into a digital signal through the ADC, and then processes and analyzes these digital signals according to a preset algorithm and program. When a fault occurs at the steering wheel control signal output terminal, causing overvoltage, the voltage at the first terminal of the overvoltage protection switch Q1 increases. This reduces the voltage difference between the control terminal of the overvoltage protection switch Q1 and the steering wheel control signal output terminal, making it less than its conduction threshold voltage. The overvoltage protection switch Q1 is then in the off state, preventing the overvoltage signal from being transmitted to the STM32F103C8T6. This effectively protects the overvoltage protection switch Q1 and the STM32F103C8T6 from overvoltage damage.

[0036] This application also provides a power management system, including an overvoltage protection circuit 10 for the steering wheel control of an engineering vehicle according to any embodiment. In this embodiment, when the voltage at the output terminal of the steering wheel control signal is within the normal range, a reference voltage source applies a positive bias voltage to the control terminal of the overvoltage protection switch Q1 through a first voltage divider resistor R1. At this time, the voltage at the control terminal of the overvoltage protection switch Q1 is higher than the voltage at the output terminal of the steering wheel control signal, and the voltage difference between the control terminal of the overvoltage protection switch Q1 and the output terminal of the steering wheel control signal is greater than its conduction threshold voltage, causing the overvoltage protection switch Q1 to be in a conducting state. This causes a change in the voltage at the analog signal input terminal SWC_AD of the main control chip U1, thereby enabling the main control chip U1 to execute the next instruction through the voltage change at the analog signal input terminal SWC_AD. When a fault occurs at the steering wheel control signal output terminal, causing overvoltage, the voltage at the output terminal rises sharply. This leads to an increase in the voltage at the first terminal of the overvoltage protection switch Q1, reducing the voltage difference between the control terminal and the steering wheel control signal output terminal of Q1. This voltage difference falls below the conduction threshold voltage of Q1, causing Q1 to be in the off state. This blocks the transmission path of the overvoltage signal to the main control chip, and the voltage at the analog signal input terminal SWC_AD remains at its pre-off state, preventing the overvoltage signal from being transmitted to the main control chip U1. At this time, the first voltage regulation and filtering unit absorbs the transient overvoltage energy through a low-impedance path, suppressing the voltage spike amplitude and forming voltage clamping protection. This limits the voltage at the first terminal of the overvoltage protection switch Q1 within a safe threshold, further protecting Q1 and the main control chip U1 from overvoltage damage.

[0037] Compared with the prior art, this disclosure has at least the following advantages:

[0038] The aforementioned overvoltage protection circuit 10 for the steering wheel control of the engineering vehicle uses an overvoltage protection switch Q1 in conjunction with a reference voltage source. The overvoltage protection switch Q1's conduction characteristics enable a rapid response and cutoff to overvoltage at the steering wheel control signal output. Simultaneously, the first voltage stabilizing filter unit can absorb transient overvoltage energy through a low-impedance path during overvoltage, effectively suppressing voltage spikes and forming clamping protection. This limits the voltage at the first terminal of the overvoltage protection switch Q1 to within a safe threshold, thereby enhancing the reliability of the overvoltage protection switch Q1 and the main control chip U1.

[0039] The embodiments described above are merely illustrative of several implementations of this disclosure, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of the disclosed patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this disclosure, and these all fall within the protection scope of this disclosure. Therefore, the protection scope of this patent should be determined by the appended claims.

Claims

1. An overvoltage protection circuit for steering wheel control of an engineering vehicle, characterized in that, Including the main control chip and overvoltage protection module, The overvoltage protection module includes an overvoltage protection switch, a first voltage divider resistor, and a first voltage stabilizing and filtering unit. One end of the first voltage stabilizing and filtering unit is connected to the first end of the overvoltage protection switch, and the other end of the first voltage stabilizing and filtering unit is grounded. The first end of the overvoltage protection switch is also used to connect to the steering wheel control signal output terminal, the second end of the overvoltage protection switch is connected to the analog signal input terminal of the main control chip, the control terminal of the overvoltage protection switch is used to connect to the reference voltage source, and the first voltage divider resistor is connected in series between the control terminal of the overvoltage protection switch and the reference voltage source.

2. The overvoltage protection circuit for the steering wheel control of an engineering vehicle according to claim 1, characterized in that, The overvoltage protection module also includes a pull-up resistor. The first end of the pull-up resistor is connected to the second end of the overvoltage protection switch, and the second end of the pull-up resistor is used to connect to the external power supply terminal.

3. The overvoltage protection circuit for the steering wheel control of an engineering vehicle according to claim 1, characterized in that, The first voltage stabilizing filter unit includes a first filter capacitor and a first voltage clamping diode, both of which are connected in parallel between the first terminal of the overvoltage protection switch and the ground terminal.

4. The overvoltage protection circuit for the steering wheel control of an engineering vehicle according to claim 3, characterized in that, The first voltage clamping diode is a transient voltage suppression diode.

5. The overvoltage protection circuit for the steering wheel control of an engineering vehicle according to claim 3, characterized in that, The overvoltage protection module further includes a second voltage stabilizing and filtering unit, which includes a second filter capacitor and a second voltage clamping diode. The second filter capacitor and the second voltage clamping diode are both connected in parallel between the second terminal of the overvoltage protection switch and the ground terminal.

6. The overvoltage protection circuit for the steering wheel control of an engineering vehicle according to claim 1, characterized in that, The overvoltage protection circuit for the steering wheel control of the engineering vehicle also includes a second voltage divider resistor, which is connected in series between the analog signal input terminal of the main control chip and the second terminal of the overvoltage protection switch tube.

7. The overvoltage protection circuit for the steering wheel control of an engineering vehicle according to claim 1, characterized in that, The overvoltage protection switch is an N-channel MOSFET.

8. The overvoltage protection circuit for the steering wheel control of an engineering vehicle according to claim 1, characterized in that, The reference voltage of the reference voltage source is 5V.

9. The overvoltage protection circuit for the steering wheel control of an engineering vehicle according to claim 1, characterized in that, The main control chip is an STM32F103C8T6.

10. A power management system, characterized in that, Includes the overvoltage protection circuit for the steering wheel control of the engineering vehicle as described in any one of claims 1 to 9.

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