Electric vehicle heating control system and electric vehicle

Abstract

The utility model provides an electric vehicle heating control system and an electric vehicle, a control module is respectively connected with a step-down module and an adjusting module, the step-down module is connected with a power supply of the electric vehicle, the adjusting module is respectively connected with the step-down module and a heating device, and an Internet of Things module is respectively connected with a mobile terminal and the control module. The heating device is installed on a handlebar and / or a cushion of the electric vehicle, the temperature sensor is connected with the control module, and the temperature sensor is arranged at a target position corresponding to the heating device. By adopting the remote heating control system, the higher voltage output by the power supply of the electric vehicle can be reduced into the required lower voltage by utilizing the synergistic effect of the control module, the voltage reduction module, the adjusting module, the heating device, the temperature sensor, the Internet of Things module and the mobile terminal, so that the remote heating control of the handlebar and / or the cushion of the electric vehicle is realized; overhigh voltage can be prevented from making contact with the human body, the safety of a user is guaranteed, the temperature can be detected, and thermal runaway is prevented.

Description

Technical Field

[0001] This utility model relates to the field of electric vehicle control technology, and in particular to an electric vehicle heating control system and an electric vehicle. Background Technology

[0002] Electric vehicle riders often experience cold hands and legs while riding in winter. To protect themselves from the cold wind, they usually install wind shields on the handlebars. However, adding wind shields can lead to difficulty in steering and accidental activation of switches or brakes, potentially causing traffic accidents in severe cases. Although some handlebar heating modules and seat heating modules are available on the market, these products are lacking in areas such as gear adjustment, temperature monitoring, and remote control, posing risks of thermal runaway and vehicle fire. Utility Model Content

[0003] The purpose of this invention is to provide an electric vehicle heating control system and an electric vehicle to alleviate the aforementioned problems in related technologies.

[0004] In a first aspect, this utility model provides a heating control system for an electric vehicle, comprising: a control module, a step-down module, an adjustment module, a heating device, a temperature sensor, an Internet of Things (IoT) module, and a mobile terminal; the control module is connected to the step-down module and the adjustment module respectively, the step-down module is connected to the power supply of the electric vehicle, the adjustment module is connected to the step-down module and the heating device respectively, and the IoT module is connected to the mobile terminal and the control module respectively; the heating device is installed on the handlebars and / or seat of the electric vehicle; the temperature sensor is connected to the control module and is located at a target position corresponding to the heating device.

[0005] As one possible implementation, the heating device employs a heating wire, and the adjustment module includes a first MOSFET and a first transistor; the base of the first transistor is connected to the control module, the emitter of the first transistor is connected to the gate of the first MOSFET, the collector of the first transistor is grounded, the source of the first MOSFET is connected to the output terminal of the buck module, the drain of the first MOSFET is connected to the first end of the heating wire, and the second end of the heating wire is grounded.

[0006] As one possible implementation, the control module is provided with a PWM (Pulse Width Modulation) output interface, and the base of the first transistor is connected to the PWM output interface.

[0007] As one possible implementation, the control module is provided with an enable output interface, the step-down module is provided with an enable input interface, and the enable output interface is connected to the enable input interface.

[0008] As one possible implementation, the step-down module includes a DC-DC step-down chip and a step-down converter circuit. The input terminals of the DC-DC step-down chip and the step-down converter circuit are both connected to the power supply of the electric vehicle, and the output terminal of the step-down converter circuit is connected to the source of the first MOSFET.

[0009] In one possible implementation, the buck converter circuit includes a second MOSFET, a first diode, and an inductor; the gate of the second MOSFET is connected to the output terminal of the DC-DC buck chip, the drain of the second MOSFET is connected to the power supply of the electric vehicle, the source of the second MOSFET is connected to the cathode of the first diode and the first terminal of the inductor, the anode of the first diode is grounded, and the second terminal of the inductor is grounded; the first terminal of the inductor is connected to the cathode of the first diode, and the second terminal of the inductor is connected to the anode of the first diode and the source of the first MOSFET.

[0010] As one possible implementation, the buck module further includes a current sampling circuit, which is connected to both the DC-DC buck chip and the buck converter circuit.

[0011] As one possible implementation, the electric vehicle heating control system further includes an external switch connected to the input terminal of the control module; the electric vehicle heating control system also includes an overcurrent protection circuit connected to the control module.

[0012] As one possible implementation, the temperature sensor is an NTC temperature sensor, which includes a thermistor. The control module includes a temperature acquisition interface, with a first terminal of the thermistor connected to the temperature acquisition interface and a second terminal of the thermistor connected to an external power supply.

[0013] Secondly, this utility model provides an electric vehicle, including the electric vehicle heating control system described in the first aspect above.

[0014] This utility model provides an electric vehicle heating control system and an electric vehicle. It can utilize the synergistic effect of a control module, a step-down module, an adjustment module, a heating device, a temperature sensor, an Internet of Things module, and a mobile terminal to step down the higher voltage output by the electric vehicle power supply to the required lower voltage, thereby realizing remote heating control of the electric vehicle handlebars and / or seat. It can prevent excessive voltage from contacting the human body, ensuring user safety, and can also detect temperature to prevent thermal runaway. Attached Figure Description

[0015] To more clearly illustrate the specific embodiments of this utility model or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this utility model. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0016] Figure 1 This is a schematic diagram of the electric vehicle heating control system in an embodiment of the present invention;

[0017] Figure 2 This is a structural example block diagram of the electric vehicle heating control system in an embodiment of this utility model;

[0018] Figure 3 This is an example diagram of the heating control drive circuit structure in an embodiment of this utility model;

[0019] Figure 4 This is an example diagram of the circuit structure of the DCDC module in an embodiment of this utility model;

[0020] Figure 5 This is an example diagram of the remote control heating logic in an embodiment of this utility model. Detailed Implementation

[0021] The technical solution of this utility model will be clearly and completely described below with reference to the embodiments. Obviously, the described embodiments are only some embodiments of this utility model, not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.

[0022] See Figure 1 As shown, this utility model provides a heating control system for an electric vehicle, which may include: a control module 100, a step-down module 200, an adjustment module 300, a heating device 400, a temperature sensor 500, an Internet of Things (IoT) module 600, and a mobile terminal 700; the control module 100 is connected to the step-down module 200 and the adjustment module 300 respectively; the step-down module 200 is connected to the power supply of the electric vehicle; the adjustment module 300 is connected to the step-down module 200 and the heating device 400 respectively; the IoT module 600 is connected to the mobile terminal 700 and the control module 100 respectively; the heating device 400 is installed on the handlebars and / or seat of the electric vehicle; the temperature sensor 500 is connected to the control module 100 and is set at the target position corresponding to the heating device 400.

[0023] The electric vehicles involved in this utility model may include electric two-wheeled vehicles and electric three-wheeled vehicles, and are not limited thereto.

[0024] In practical applications, the control module 100 can be an MCU, CPU, etc.; the step-down module 200 can be a DC-DC step-down chip, etc.; the adjustment module 300 can be a circuit structure composed of switching transistors (such as MOSFETs, transistors, etc.), diodes, inductors, capacitors, etc.; the heating device 400 can be a heating wire, heating plate, etc.; the Internet of Things module 600 is used to wirelessly communicate with the cloud server, mobile terminal 700 and control module 100 respectively; the mobile terminal 700 can be a mobile phone, laptop computer, etc.

[0025] As one possible implementation method, see Figures 1 to 4 As shown, the heating device 400 may employ a heating wire, and the adjustment module 300 may include a first MOSFET (such as...). Figure 3 Q1 in Figure 2 MOSFETs and first transistors (such as...) Figure 3 Q2); the base of the first transistor and the control module 100 (e.g., Q2); Figure 2 and Figure 3 The MCU in the circuit is connected, the emitter of the first transistor is connected to the gate of the first MOSFET, the collector of the first transistor is grounded, and the source of the first MOSFET is connected to the output terminal of the buck module (e.g., ...). Figure 4 The first MOSFET is connected to the first end of the heating wire (12V), and the drain of the first MOSFET is connected to the first end of the heating wire, while the second end of the heating wire is grounded.

[0026] As one possible implementation method, see Figures 1 to 3 As shown, the control module 100 can be equipped with a PWM output interface (such as...). Figure 3 The PWM pin in the circuit), the first transistor (such as...) Figure 3 The base of Q2 is connected to the PWM output interface.

[0027] As one possible implementation method, see Figures 1 to 4 As shown, the control module 100 can be equipped with an enable output interface (such as...). Figure 3 The step-down module 200 can be configured with an enable input interface (such as the EN pin in the circuit). Figure 4 The EN pin in the interface enables the output interface and connects to the enable input interface.

[0028] As one possible implementation method, see Figures 1 to 4 As shown, the step-down module 200 (i.e. Figure 2 The DC-DC module in the system may include a DC-DC buck chip (such as...) Figure 4 The EG1196 chip used in the circuit and the buck converter circuit are connected to the electric vehicle's power supply (such as...). Figure 4 The 72V in the circuit is connected to the output terminal of the step-down converter circuit (such as...). Figure 4(12V in) and the first MOSFET (such as Figure 3 Q1 in Figure 2 The source connection of the MOSFET in the circuit.

[0029] For example, see Figures 1 to 4 As shown, the buck converter circuit may include a second MOSFET (such as...) Figure 4 Q1' in the first diode (e.g., Q1') Figure 4 Q2' in the middle) and inductance (such as Figure 4 L1 in the middle); the gate of the second MOSFET and the output terminal of the DC-DC buck converter chip (such as L1 in the middle); Figure 4 The HO pin of the EG1196 chip is connected, and the drain of the second MOSFET is connected to the power supply of the electric vehicle (e.g., Figure 4 The first MOSFET is connected to the cathode of the first diode and the first terminal of the inductor (72V). The anode of the first diode is grounded and the second terminal of the inductor is grounded. The first terminal of the inductor is connected to the cathode of the first diode, and the second terminal of the inductor is connected to the anode of the first diode and the source of the first MOSFET.

[0030] As one possible implementation method, see Figures 1 to 4 As shown, the step-down module 200 may also include a current sampling circuit, which is connected to the DC-DC step-down chip (such as...). Figure 4 The EG1196 chip in the circuit is connected to the buck converter circuit.

[0031] As one possible implementation method, see Figures 1 to 4 As shown, the above-mentioned electric vehicle heating control system may also include an external switch (such as...). Figure 3 SW in the middle), external switches and control module input terminals (such as Figure 3 The KEY pin of the MCU is connected; the above-mentioned electric vehicle heating control system may also include an overcurrent protection circuit, which is connected to the control module.

[0032] As one possible implementation method, see Figures 1 to 4 As shown, the temperature sensor can be an NTC temperature sensor, which may include a thermistor (such as...). Figure 3 R6 in the middle), control module (such as ... Figure 3 The MCU in the system may include a temperature acquisition interface (such as...) Figure 3 The NTC pin of the MCU), the first terminal of the thermistor is connected to the temperature acquisition interface, and the second terminal of the thermistor is connected to the external power supply (such as the MCU's NTC pin). Figure 3 (Connect to R6 at 5V).

[0033] For ease of understanding, the structure and working principle of the electric vehicle heating control system described above are illustrated below using a specific application as an example.

[0034] See Figure 1 and Figure 2 As shown, with Figure 2 For example, an electric vehicle heating control system may include an MCU (i.e., the control module 100), a DC-DC module (i.e., the step-down module 200), a MOSFET, a heating wire (i.e., the heating device 400), an NTC (i.e., the NTC temperature sensor, also known as the temperature sensor 500), an IoT (i.e., the Internet of Things module 600), and a mobile phone (i.e., the mobile terminal 700). The MCU is connected to the DC-DC module and the MOSFET, the DC-DC module is connected to 72V (i.e., the power supply of the electric vehicle), the MOSFET is connected to the DC-DC module and the heating wire, the mobile phone is connected to the IoT via a 4G network, and the IoT is connected to the MCU via a K-line. The heating wire can be installed on the handlebars and / or seat of the electric vehicle to heat the handlebars and / or seat. The NTC is connected to the MCU and is located near the heating wire to collect the temperature of the heating wire and feed it back to the MCU.

[0035] The main functions of mobile phones, IoT, MCUs, DC-DC modules, MOSFETs, heating wires, and NTCs are as follows:

[0036] ①Mobile phone: Used to connect with the vehicle (i.e., electric vehicle), remotely send commands to the IoT, and receive vehicle information uploaded by the IoT.

[0037] ②IoT: Used to communicate with the cloud, receive / upload cloud information, receive instructions remotely issued by mobile phones, and send messages (such as messages containing instructions remotely issued by mobile phones) to the MCU.

[0038] ③MCU: Used to receive messages sent by IoT, receive temperature signals fed back by NTC, control the DC-DC module to enable (i.e. drive the DC-DC module to work) and control the duty cycle of MOSFETs through PWM modulation (i.e. adjust the ratio of the time when the MOSFET is turned on and off).

[0039] ④ DC-DC module: Electric vehicles typically have a rated voltage between 48V and 72V, which exceeds the upper limit of voltage that the human body can access (36V). Therefore, the DC-DC module is used to reduce the high voltage of 48V-72V (72V in this embodiment) to a low voltage of 12V to ensure the safety of the user during the heating control process.

[0040] ⑤MOS transistor (i.e.) Figure 3 Q1 in the diagram is used for PWM modulation. The MCU changes the duty cycle of the MOS to achieve different voltage outputs.

[0041] ⑥ Heating wire: It can be installed on the seat of the electric vehicle and / or wrapped around the handlebars of the electric vehicle. The heating wire can be made of nickel-chromium alloy. When energized, it can convert electrical energy into heat energy, thereby heating the seat and / or handlebars of the electric two-wheeled vehicle.

[0042] ⑦NTC: that is Figure 3 The temperature sampling resistor R6 in the middle is used to collect the temperature feedback of the heating wire and send it to the MCU.

[0043] Figure 4 The circuit structure of the DC-DC module is shown. The circuit structure is based on the EG1196 chip. The VIN pin is the chip power input terminal, the EN pin is the enable pin (active high), the FB pin is the output voltage feedback input terminal, the VD pin is the internal bootstrap capacitor charging port, the IS pin is the MOS peak current protection input port, the VS pin is the floating ground terminal, HO is the high-side output port, and VB is the floating power supply terminal.

[0044] See Figure 3 and Figure 4 As shown, when the external circuit (such as...) Figure 3 After the EN pin of the MCU in the chip outputs an EN valid signal (i.e., a high-level signal, or enable signal), the chip controls the switching on and off of the MOSFET Q1'. MOSFET Q1', together with inductor L1 and diode Q2', form a typical BUCK circuit. When Q1' is closed, diode Q2' is cut off, and inductor L1 charges. When MOSFET Q1' is turned off, inductor L1 discharges, and electricity flows through the load (i.e., ...). Figure 4 The circuit connected to OUT in the diagram, that is... Figure 3 The circuit connected to the 12V in the circuit and the diode Q2 form a loop; the IS pin and VS pin are connected to a current sampling circuit (the core of which is resistor R6'), which plays an overcurrent protection role when the circuit is overcurrent.

[0045] Depend on Figure 4 The circuit structure shown can convert 48V-72V high voltage into 12V low voltage.

[0046] Figure 3 The structure of the heating control drive circuit is shown. The circuit mainly includes an MCU, a MOSFET, a heating wire, and an NTC. The MCU is also connected to an external switch.

[0047] Figure 3 In the MCU, the VDD pin is the power supply pin, which is connected to a 5V power supply; the RX pin of the MCU is the data receiving pin, and the TX pin of the MCU is the data transmitting pin. The RX pin and the TX pin are connected to the IOT through the K-line, and the MCU communicates with the vehicle through the K-line.

[0048] Figure 3In this circuit, the EN pin of the MCU is used to send an enable signal to the DC-DC module (specifically, to the pin of the EG1196 chip), thereby controlling the EG1196 chip to drive the BUCK circuit.

[0049] Figure 3 In this circuit, the MCU's KEY pin is connected to an external switch SW (which can be a physical button). When the external switch SW is pressed, the MCU detects a low signal (i.e., the level signal output from the KEY pin is pulled low to ground by the conduction of SW). When the external switch SW is pressed multiple times (each time SW is pressed, it triggers the MCU to send an enable signal to the DCDC module through its EN pin to control the EG1196 chip to drive the BUCK circuit, and the MCU outputs a PWM wave with the corresponding duty cycle through its PWM pin during each control process), the heating level cycles through OFF→1→2→3→OFF. The OFF level corresponds to the MOSFET Q1 being turned off. Level 1 corresponds to a heating wire operating power of 60% × maximum power, level 2 corresponds to a heating wire operating power of 80% × maximum power, and level 3 corresponds to a heating wire operating power of 100% × maximum power.

[0050] Figure 3 In this configuration, the MCU's PWM pin outputs a PWM wave with a specific duty cycle to control transistor Q2 to turn on. When Q2 is on, the gate of MOSFET Q1 is pulled low, and MOSFET Q1 is turned on. Based on the above gear settings, the voltages of MOSFET Q1 for gears 1, 2, and 3 are respectively... , , The corresponding duty cycles are respectively , , .

[0051] Figure 3 In this circuit, the MCU's OCP pin is an overcurrent protection pin, connected to an overcurrent protection circuit (the core components mainly include resistor R1, transistor Q3, and diode D1). The conduction voltage of transistor Q3 is 0.7V. When the current through R1 (package size 1206, power 5W) is less than 3.5A, transistor Q3 does not conduct, and the voltage sampled by the OCP pin is 0V. At this time, the heating control drive circuit operates normally. When the current through R1 is greater than or equal to 3.5A, transistor Q3 conducts, diode D1 also conducts, and the voltage corresponding to the gate of MOSFET Q1 is 12V. Q1 is cut off, which can effectively cut off the output of MOSFET Q1. At the same time, the voltage sampled by the OCP pin is the voltage clamped by the Zener diode D2 (i.e., 5V). The MCU immediately controls the PWM pin to stop output, and the MCU reports a fault through the K line.

[0052] Figure 3In this configuration, the MCU's NTC pin is used for temperature acquisition. The thermistor R6 is positioned next to the heating wire and connected to the MCU's NTC pin. The voltage acquired by the NTC pin... When the temperature is too high, the MCU controls the MOSFET Q1 to turn off to prevent thermal runaway.

[0053] Figure 5 The remote control heating logic is shown, and the main steps are as follows:

[0054] When the vehicle is powered off, the user sends a remote heating command to the IoT device from their mobile phone. When the IoT device sends the remote heating command to the vehicle, if the vehicle detects that the battery level is less than or equal to 15%, the vehicle will not execute the heating command and will send the information (indicating low battery level) back to the mobile phone for display.

[0055] If the vehicle detects that the battery charge is greater than 15%, the vehicle will execute a heating command to start heating according to the setting of the heating command. If the temperature detected by the NTC exceeds 45°C, or the heating time exceeds 30 minutes, or a fault is detected, the heating will be stopped immediately.

[0056] If the temperature detected by the NTC does not exceed 45°C, the heating time does not exceed 30 minutes, and no fault is detected, the remote heating will be switched to continuous heating if the vehicle is powered on.

[0057] During continuous heating, heating will immediately stop when the heating physical switch (i.e., the physical button that acts as an external switch) is detected to be off (i.e., the physical button is pressed to turn the heating level OFF), or the temperature detected by the NTC exceeds 45°C, or a fault is detected, or a shutdown signal is detected.

[0058] In summary, the above-mentioned electric vehicle heating control system is mainly implemented by: reducing the power supply voltage of the electric vehicle to prevent high voltage from contacting the human body; using PWM modulation to adjust the heating level; remotely turning it on / off via mobile phone; and adding over-temperature and over-current protection to prevent thermal runaway.

[0059] The above-mentioned electric vehicle heating control system can produce the following beneficial effects:

[0060] 1) It can warm the user's hands and buttocks in cold weather, thus optimizing the user experience.

[0061] 2) Supports remote control, allowing users to remotely turn on the heating according to their actual needs.

[0062] 3) Multiple protections, including voltage reduction, overcurrent, and overtemperature protection, enhance safety during use.

[0063] This utility model embodiment also provides an electric vehicle, which may include the above-described electric vehicle heating control system.

[0064] The electric vehicle provided in this embodiment of the present invention includes all the technical features of the aforementioned electric vehicle heating control system, and therefore can produce the same technical effects as those produced by the aforementioned electric vehicle heating control system.

[0065] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model, and are not intended to limit it. Although the utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this utility model.

Claims

1. A heating control system for an electric vehicle, characterized in that, include: The system comprises a control module, a step-down module, an adjustment module, a heating device, a temperature sensor, an IoT module, and a mobile terminal. The control module is connected to both the step-down module and the adjustment module. The step-down module is connected to the power supply of the electric vehicle. The adjustment module is connected to both the step-down module and the heating device. The IoT module is connected to both the mobile terminal and the control module. The heating device is mounted on the handlebars and / or seat of the electric vehicle. The temperature sensor is connected to the control module and is positioned at a target location corresponding to the heating device.

2. The electric vehicle heating control system according to claim 1, characterized in that, The heating device uses a heating wire, and the adjustment module includes a first MOSFET and a first transistor. The base of the first transistor is connected to the control module, the emitter of the first transistor is connected to the gate of the first MOSFET, the collector of the first transistor is grounded, the source of the first MOSFET is connected to the output terminal of the step-down module, the drain of the first MOSFET is connected to the first end of the heating wire, and the second end of the heating wire is grounded.

3. The electric vehicle heating control system according to claim 2, characterized in that, The control module is equipped with a PWM output interface, and the base of the first transistor is connected to the PWM output interface.

4. The electric vehicle heating control system according to claim 3, characterized in that, The control module is provided with an enable output interface, the step-down module is provided with an enable input interface, and the enable output interface is connected to the enable input interface.

5. The electric vehicle heating control system according to claim 3, characterized in that, The step-down module includes a DC-DC step-down chip and a step-down conversion circuit. The input terminals of the DC-DC step-down chip and the step-down conversion circuit are both connected to the power supply of the electric vehicle. The output terminal of the step-down conversion circuit is connected to the source of the first MOSFET.

6. The electric vehicle heating control system according to claim 5, characterized in that, The buck converter circuit includes a second MOSFET, a first diode, and an inductor. The gate of the second MOSFET is connected to the output terminal of the DC-DC buck chip, the drain of the second MOSFET is connected to the power supply of the electric vehicle, the source of the second MOSFET is connected to the cathode of the first diode and the first terminal of the inductor, the anode of the first diode is grounded, and the second terminal of the inductor is grounded. The first terminal of the inductor is connected to the cathode of the first diode, and the second terminal of the inductor is connected to the anode of the first diode and the source of the first MOSFET.

7. The electric vehicle heating control system according to claim 5, characterized in that, The step-down module also includes a current sampling circuit, which is connected to the DC-DC step-down chip and the step-down conversion circuit respectively.

8. The electric vehicle heating control system according to claim 3, characterized in that, It also includes an external switch, which is connected to the input terminal of the control module; It also includes an overcurrent protection circuit, which is connected to the control module.

9. The electric vehicle heating control system according to any one of claims 1-8, characterized in that, The temperature sensor is an NTC temperature sensor, which includes a thermistor. The control module includes a temperature acquisition interface. The first end of the thermistor is connected to the temperature acquisition interface, and the second end of the thermistor is connected to an external power supply.

10. An electric vehicle, characterized in that, The electric vehicle heating control system includes any one of claims 1-9.

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