Novel ABS control circuit and electric two-wheeler

Abstract

The present utility model relates to the technical field of electric vehicle control, and disclosed are a novel ABS control circuit and an electric two-wheeler. The circuit is mounted on an electric two-wheeler, and comprises an ABS control portion and a high-pressure oil pump motor. The high-pressure oil pump motor is directly powered by a vehicle power battery of the electric two-wheeler. The ABS control portion is powered by the vehicle power battery of the electric two-wheeler or by a DC-DC converter of the electric two-wheeler. In the novel ABS control circuit, the high-pressure oil pump motor is used to replace a conventional 12V oil pump motor, the vehicle power battery is used to supply power to the high-pressure oil pump motor, a lead-acid battery and a related device for charging the lead-acid battery that are mounted on a conventional electric two-wheeler are eliminated, the number and specifications of devices in the entire circuit are reduced, and the current during ABS activation is decreased, thereby greatly reducing costs, facilitating maintenance, and prolonging the service life of an ABS.

Description

A new ABS control circuit and electric two-wheeled vehicle Technical Field

[0001] The utility model relates to the technical field of electric vehicle control, in particular to a novel ABS control circuit and an electric two-wheeled vehicle. Background Art

[0002] As two-wheeled electric vehicles become increasingly popular, with over 300 million in China, traffic accidents involving them are also increasing. This is especially true in inclement rain or snow, where emergency braking can cause tire locks, leading to loss of control and crashes. Traditional ABS (Antilock Brake System) systems originated in automobiles and were later adopted by gasoline-powered vehicles. Their main components operate at a 12V voltage.

[0003] The electrical architecture of current electric two-wheeled vehicles with ABS control is shown in Figure 1. Due to the high brake oil pressure of the vehicle, the ABS oil pump motor must overcome the oil pressure when it activates, resulting in a transient current of 20 to 45A. This results in a high current when ABS activates. The 12V DC-DC1 converter used in the original electric vehicle circuit is primarily used to power lamps and speakers, with currents generally not exceeding 6A or 10A. Therefore, it cannot support the transient operating power requirements of the ABS oil pump motor. Therefore, electric two-wheeled vehicles equipped with ABS often require additional 12V lead-acid batteries and related components such as the DC-DC2 converter to charge the lead-acid batteries. Furthermore, the lead-acid batteries require subsequent maintenance and replacement, resulting in high adaptation and maintenance costs.

[0004] Utility Model Content

[0005] To address these challenges and meet these technical requirements, the inventors have proposed a novel ABS control circuit and electric two-wheeled vehicle. This circuit optimizes the existing power supply architecture of electric two-wheeled vehicles, reducing the number and specifications of components in the circuit and the current required for ABS operation, significantly lowering costs and facilitating maintenance.

[0006] The technical solution of the utility model is as follows:

[0007] In a first aspect, the present application provides a novel ABS control circuit, which is mounted on an electric two-wheeled vehicle and includes an ABS control part and a high-pressure oil pump motor;

[0008] The high-pressure oil pump motor is directly powered by the electric two-wheeled vehicle's power battery;

[0009] The ABS control part is powered by the vehicle power battery of the electric two-wheeled vehicle, or by the DCDC converter of the electric two-wheeled vehicle.

[0010] Its further technical solution is that the ABS control part includes: main control chip, LDO chip, front and rear wheel speed sensors and single-channel control unit;

[0011] The single-channel control unit is used to control the brake oil pressure of the front wheels or rear wheels. The single-channel control unit includes a two-way switch drive sub-unit, two first controllable switches and a set of normally open solenoid valves and normally closed solenoid valves;

[0012] The first power supply voltage enters the anode of the first diode, the cathode of the first diode is connected to the input end of the LDO chip, and the output end of the LDO chip is connected to the main control chip to provide the required operating voltage for the main control chip; the main control chip is respectively connected to the front and rear wheel speed sensors, the control ends of the two switch drive sub-units and the control ends of the two first controllable switches, the output end of the first switch drive sub-unit is connected to the high-pressure oil pump motor, the output end of the second switch drive sub-unit is connected to one end of the normally open solenoid valve and the normally closed solenoid valve, the other ends of the normally open solenoid valve and the normally closed solenoid valve are respectively connected to the first end of the first controllable switch, and the first controllable switch is used to control the opening and closing states of the corresponding solenoid valve;

[0013] The first power supply voltage also enters the anode of the second diode, and the cathode of the second diode is connected to the input end of the second switch driving sub-unit, so as to supply power to the normally open solenoid valve and the normally closed solenoid valve when the second switch driving sub-unit is turned on;

[0014] The second power supply voltage is connected to the input end of the first switch driving subunit, and is used to supply power to the high-pressure oil pump motor when the first switch driving subunit is turned on;

[0015] The first power supply voltage is provided by the vehicle power battery or the DCDC converter, and the second power supply voltage is provided only by the vehicle power battery.

[0016] A further technical solution is that the switch driving subunit includes a second controllable switch, a driving circuit and a third controllable switch;

[0017] The control end of the second controllable switch is connected to the main control chip as the control end of the switch driving subunit, and the first end of the second controllable switch is connected to the control end of the third controllable switch through the driving circuit;

[0018] In the first switch driving subunit, the first end of the third controllable switch is connected to the second power supply voltage as the input end of the first switch driving subunit, and the second end of the third controllable switch is connected to the high-pressure oil pump motor as the output end of the first switch driving subunit;

[0019] In the second switch driving subunit, the first end of the third controllable switch is connected to the first power supply voltage as the input end of the second switch driving subunit, and the second end of the third controllable switch is connected to one end of the normally open solenoid valve and the normally closed solenoid valve as the output end of the second switch driving subunit.

[0020] Its further technical solution is that the main control chip is used to control the normally open solenoid valve to close and the normally closed solenoid valve to open when the wheel speed change of the front or rear wheel exceeds a threshold, so as to reduce the brake oil pressure of the front or rear wheel and control the high-pressure oil pump motor to pump oil.

[0021] Its further technical solution is that when the ABS control part is powered by the vehicle power battery of the electric two-wheeled vehicle, the ABS control part also includes a power supply chip, the input end of the power supply chip is connected to the second power supply voltage, and the output end of the power supply chip outputs two first power supply voltages.

[0022] Its further technical solution is that the ABS control part includes: main control chip, LDO chip, front and rear wheel speed sensors and dual-channel control unit;

[0023] The dual-channel control unit is used to control the brake oil pressure of the front and rear wheels. Based on the single-channel control unit, the dual-channel control unit also includes a third switch driver sub-unit, two first controllable switches and another set of normally open solenoid valves and normally closed solenoid valves. The connection method is the same as that of the relevant components in the single-channel control unit.

[0024] A further technical solution is that the first power supply voltage is +12V, the second power supply voltage ranges from +48V to +100V, and the operating voltage of the main control chip is +5V.

[0025] A further technical solution is that the first, second and third controllable switches are implemented based on triode BJT, MOS tube or IGBT module.

[0026] Its further technical solution is that the main control chip is implemented based on the NXP-S9S12G240MLH or NXP-S9S12G128AMLH model, and the drive circuit is implemented based on the BTS6143D model.

[0027] In a second aspect, the present application also provides an electric two-wheeled vehicle, which is equipped with a new ABS control circuit as provided in the first aspect to realize the anti-lock braking function of the wheels during sudden braking of the vehicle.

[0028] The beneficial technical effects of the utility model are:

[0029] In the new ABS control circuit provided in this application, a high-pressure oil pump motor is used to replace the traditional 12V oil pump motor, and the vehicle power battery is used to power the high-pressure oil pump motor. On the one hand, the motor operating current is reduced while the total power remains unchanged, reducing device heating and thermal shock, extending the service life of the ABS, and the motor current change rate is reduced, so that the ABS has better EMC characteristics and reduces external interference when the ABS is working; on the other hand, the new circuit eliminates the vehicle's 12V lead-acid battery and the DCDC2 converter for charging the lead-acid battery, making the overall architecture of the electric vehicle simpler and reducing the cost and maintenance cost of equipping the vehicle with ABS. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Figure 1 is a schematic diagram of the electrical architecture with ABS control on current electric two-wheeled vehicles.

[0031] FIG2 is a schematic diagram of the electrical architecture of the electric two-wheeled vehicle with a novel ABS control system provided in this application.

[0032] FIG3 is a schematic diagram of a first novel ABS control circuit provided in Example 1.

[0033] FIG4 is a schematic diagram of the HCU control principle of the circuit provided in Example 1.

[0034] FIG5 is a schematic diagram of a second novel ABS control circuit provided in the second embodiment.

[0035] FIG6 is a schematic diagram of a third novel ABS control circuit provided in Example 3.

[0036] FIG7 is a schematic diagram of a fourth novel ABS control circuit provided in Example 4.

[0037] FIG8 is a schematic diagram of the electrical architecture of another novel ABS control system on an electric two-wheeled vehicle provided in this application. DETAILED DESCRIPTION

[0038] The specific implementation of the present utility model will be further described below with reference to the accompanying drawings.

[0039] The present application provides a new ABS control circuit mounted on an electric two-wheeled vehicle. Please refer to Figure 2. BAT is the vehicle power battery of the electric two-wheeled vehicle. After passing through the circuit breaker, BAT supplies power to the vehicle. When the vehicle switch KEY is closed, that is, when the vehicle is turned on, the DCDC converter of the electric two-wheeled vehicle outputs a 12V power supply to power the low-voltage equipment of the vehicle. ABS is a new ABS control circuit, which includes an ABS control part and a high-pressure oil pump motor, wherein the high-pressure oil pump motor is directly powered by the vehicle power battery BAT, and the ABS control part is powered by the vehicle power battery BAT, or by the DCDC converter. Compared with the electrical architecture diagram of the ABS control shown in Figure 1, the new ABS control circuit saves a lead-acid battery and a dedicated converter, thereby reducing the cost of the vehicle and extending the service life of the ABS, and uses a high-pressure oil pump motor instead of a traditional oil pump motor to adapt to the vehicle power battery BAT. Four embodiments are given below to introduce the new ABS control circuit in detail.

[0040] Example 1:

[0041] Referring to Figure 3 , the ABS control unit of this embodiment is powered by a DCDC converter, which provides a first power supply voltage of +12V. The ABS control unit includes: an LDO chip U1, a main control chip U2, front and rear wheel speed sensors, a K-line transceiver, a CAN transceiver, and a dual-channel control unit. The K-line transceiver and CAN transceiver are primarily used for ABS detection and signal exchange with the entire vehicle. The dual-channel control unit is used to control the brake oil pressure of the front and rear wheels. The dual-channel control unit includes a three-way switch driver subunit, four first controllable switches, and two sets of normally open and normally closed solenoid valves. The connection relationship is as follows:

[0042] The first 12V supply voltage enters the anode of the first diode D1, and the cathode of the first diode D1 is connected to the input of the LDO chip U1. The output of the LDO chip U1 is connected to the main control chip U2, providing the required +5V operating voltage for the main control chip U2. The main control chip U2 is respectively connected to the front and rear wheel speed sensors, the K-line transceiver, the CAN transceiver, the control end of the three-way switch driver subunit, and the control ends of the four first controllable switches. The output of the first switch driver subunit is connected to the high-pressure oil pump motor M. The outputs of the second and third switch driver subunits are respectively connected to one end of each set of normally open and normally closed solenoid valves. The other ends of the normally open and normally closed solenoid valves are respectively connected to the first end of the first controllable switch, which is used to control the open and closed states of the corresponding solenoid valves.

[0043] The first 12V supply voltage also flows into the anode of the second diode D2. The cathode of the second diode D2 is connected to the input terminals of the second and third switch driver subunits, powering the normally open and normally closed solenoid valves when the second and third switch driver subunits are turned on. A second supply voltage of +48V to +100V, provided by the vehicle's power battery, is connected to the input terminal of the first switch driver subunit, powering the high-pressure fuel pump motor M when the first switch driver subunit is turned on.

[0044] Each switch driver subunit includes a second controllable switch, a drive circuit, and a third controllable switch. The control end of the second controllable switch serves as the control end of the switch driver subunit and is connected to the main control chip U2. The first end of the second controllable switch is connected to the control end of the third controllable switch via the drive circuit. In the first switch driver subunit, the first end of the third controllable switch serves as the input of the first switch driver subunit and is connected to the second power supply voltage of +48V to +100V. The second end of the third controllable switch serves as the output of the first switch driver subunit and is connected to the high-pressure oil pump motor M. In the second and third switch driver subunits, the first end of the third controllable switch serves as the input of the second / third switch driver subunit and is connected to one end of the normally open solenoid valve and the normally closed solenoid valve.

[0045] In this embodiment, the four first controllable switches all utilize MOS transistors, designated MOS4, MOS5, MOS6, and MOS7; the three second controllable switches all utilize BJT transistors, designated BJT1, BJT2, and BJT3; and the three third controllable switches all utilize MOS transistors, designated MOS1, MOS2, and MOS3. The control terminals of the first and third controllable switches serve as the gates of the MOS transistors, the first terminals of the first and third controllable switches serve as the drains of the MOS transistors, and the second terminals of the first and third controllable switches serve as the sources of the MOS transistors. The control terminal of the second controllable switch serves as the base of the BJT, the first terminal of the second controllable switch serves as the collector of the BJT, connected to the drive circuit, and the second terminal of the second controllable switch serves as the emitter of the BJT, connected to ground. Alternatively, other fully controllable devices, such as IGBT modules, may be used in place of the MOS transistors and BJTs.

[0046] In this embodiment, the main control chip is implemented based on models such as NXP-S9S12G240MLH or NXP-S9S12G128AMLH, and the driving circuit is implemented based on model BTS6143D.

[0047] The relevant working principle of the above-mentioned new ABS control circuit is as follows:

[0048] <1> The main working principle of the Electronic Control Unit (ECU):

[0049] When the handle is squeezed to brake the entire vehicle, when the wheel speed change of the front wheel or rear wheel exceeds the threshold, it is necessary to control the oil pressure of the front wheel / rear wheel, that is, output a high level to the base of BJT1 and BJT2, start the drive circuit of MOS3 and MOS2, so that the four solenoid valves have power; output a high level to the gate of MOS4 and / or MOS6, which can close the corresponding normally open solenoid valve, output a high level to the gate of MOS5 and / or MOS7, which can open the corresponding normally closed solenoid valve, output a high level to the base of BJT3, start the power supply of the high-pressure oil pump motor M, and make the return oil pump work.

[0050] <2> The main working principle of the Hydraulic Control Unit (HCU):

[0051] As shown in Figure 4, when ABS is not in control, normally open valves 1 and 2 are open, normally closed valves 1 and 2 are closed, and the high-pressure oil pump motor M is not operating. When the front wheel brake handle is squeezed to apply the brake, the brake fluid is compressed from the front wheel handle and reaches the front wheel brake caliper through normally open valve 1, causing the disc brake pad to be tightened. If the handle is squeezed too tightly, the front wheel may slow down too much or even lock. When the ABS detects this through the wheel speed sensor, it controls normally open solenoid valve 1 to close and normally closed solenoid valve 1 to open, preventing the brake fluid from the brake handle from passing through normally open valve 1 to the front wheel caliper, thereby preventing the increase in its hydraulic pressure. Opening normally closed solenoid valve 1 allows some of the brake fluid to enter accumulator 1 through normally closed valve 1 due to the high hydraulic pressure at the caliper. When the pump motor M is operating, it can pump the brake fluid from accumulator 1 through one-way valve 2 to one-way valve 1, and then to the front wheel brake handle. When the hydraulic pressure at the front wheel caliper decreases, the front wheel rotates again, and then the normally open solenoid valve 1 is opened, the normally closed solenoid valve 1 is closed, and the pump motor M is turned off. Because the brake handle is always squeezed, the brake oil re-enters the front wheel caliper from the normally open valve 1 of the handle to increase the braking force; repeating this process quickly multiple times in a short time can produce a braking effect.

[0052] When the rear wheels are braked, the working principle of the HCU with ABS intervention is the same as when the front wheels are braked. If the front and rear wheels are braked together and ABS intervention is required, the hydraulic pressure of the front and rear wheels can be adjusted at the same time.

[0053] Example 2:

[0054] Referring to Figure 5 , this embodiment differs from the first embodiment solely in that the new ABS control circuit in this embodiment is powered solely by the vehicle's power battery. Specifically, the ABS control section is also powered by the vehicle's power battery, which provides a second supply voltage ranging from +48V to +100V. The ABS control section includes an LDO chip U1, a main control chip U2, a power supply chip U3, front and rear wheel speed sensors, a K-line transceiver, a CAN transceiver, and a dual-channel control unit. Power supply chip U3 is used for voltage transformation. Its input receives the second supply voltage of +48V to +100V, and its output provides two 12V first supply voltage channels. One channel powers the solenoid valve, while the other channel is stepped down to 5V by LDO chip U1 and supplies power to the main control chip U2. The remaining components of the ABS control section are connected in the same manner as those in the first embodiment, and their operating principles are the same, so they will not be further described here.

[0055] Example 3:

[0056] Referring to Figure 6 , this embodiment differs from the first embodiment solely in that the dual-channel control unit in the ABS control section is replaced with a single-channel control unit. The single-channel control unit controls the brake oil pressure of the front or rear wheels and includes first and second switch driver subunits, two first controllable switches, and a set of normally open and normally closed solenoid valves. The connection method and operating principles are identical to those of the ABS control section provided in the first embodiment, and therefore will not be further elaborated upon.

[0057] Example 4:

[0058] Please refer to Figure 7. The only difference between this embodiment and Example 3 is that the new ABS control circuit of this embodiment is powered solely by the vehicle's power battery. That is, the ABS control section is also powered by the vehicle's power battery. Please refer to Example 2. The ABS control section includes: LDO chip U1, main control chip U2, power chip U3, front and rear wheel speed sensors, K-line transceiver, CAN transceiver, and a single-channel control unit. Among them, power chip U3 is used for voltage transformation. Its input terminal receives the second power supply voltage of +48V to +100V, and its output terminal outputs two first power supply voltages of 12V. One path powers the solenoid valve, and the other path is stepped down to 5V by LDO chip U1 to power the main control chip U2. The remaining component connections of the ABS control section are the same as those of the ABS control section provided in Example 1, and the operating principles are also the same, so they will not be repeated here.

[0059] It's worth noting that one goal of designing the new ABS control circuit is to reduce the operating current during ABS intervention. Therefore, while maintaining the overall ABS braking performance of the vehicle, a custom low-power oil pump motor is used to replace the high-voltage oil pump motor in each embodiment. After the vehicle is powered on, the 12V power output from the electric two-wheeled vehicle's DC-DC converter not only powers the vehicle's low-voltage components, but also the ABS control portion and low-power oil pump motor of the new ABS control circuit, as shown in Figure 8. By reducing the operating current during ABS intervention through the low-power oil pump motor, the ABS module can be directly powered by the power output of the built-in converter when installed on an electric vehicle. Compared to the ABS control electrical architecture diagram shown in Figure 1, this new ABS control circuit also saves a lead-acid battery and a dedicated converter, thereby reducing vehicle cost and extending the life of the ABS.

[0060] Based on the same inventive concept, the present application also provides an electric two-wheeled vehicle, which is equipped with any of the above-mentioned various new ABS control circuits to realize the anti-lock braking function of the wheels during sudden braking of the entire vehicle.

[0061] The above description is only a preferred embodiment of the present application, and the present invention is not limited to the above embodiments. It is understood that other improvements and variations directly derived or imagined by those skilled in the art without departing from the spirit and concept of the present invention should be considered to be included in the scope of protection of the present invention.

Claims

1. A novel ABS control circuit, mounted on an electric two-wheeled vehicle, characterized in that: The circuit includes an ABS control part and a high-pressure oil pump motor; The high-pressure oil pump motor is directly powered by the power battery of the electric two-wheeled vehicle; The ABS control part is powered by the whole vehicle power battery of the electric two-wheeled vehicle, or by the DCDC converter of the electric two-wheeled vehicle.

2. The novel ABS control circuit according to claim 1 is characterized in that: The ABS control part includes: a main control chip, an LDO chip, front and rear wheel speed sensors and a single-channel control unit; The single-channel control unit is used to control the brake oil pressure of the front wheels or rear wheels, and the single-channel control unit includes a two-way switch driving sub-unit, two first controllable switches and a set of normally open solenoid valves and normally closed solenoid valves; The first power supply voltage enters the anode of the first diode, the cathode of the first diode is connected to the input end of the LDO chip, and the output end of the LDO chip is connected to the main control chip to provide the required operating voltage for the main control chip; the main control chip is respectively connected to the front and rear wheel speed sensors, the control ends of the two switch driving subunits, and the control ends of the two first controllable switches, the output end of the first switch driving subunit is connected to the high-pressure oil pump motor, and the output end of the second switch driving subunit is connected to one end of the normally open solenoid valve and the normally closed solenoid valve, and the other ends of the normally open solenoid valve and the normally closed solenoid valve are respectively connected to the first end of the first controllable switch, and the first controllable switch is used to control the opening and closing states of the corresponding solenoid valve; The first supply voltage also enters the anode of the second diode, and the cathode of the second diode is connected to the input end of the second switch driving subunit, so as to supply power to the normally open solenoid valve and the normally closed solenoid valve when the second switch driving subunit is turned on; A second power supply voltage is connected to the input end of the first switch driving subunit, and is used to supply power to the high-pressure oil pump motor when the first switch driving subunit is turned on; The first power supply voltage is provided by the vehicle power battery or the DCDC converter, and the second power supply voltage is only provided by the vehicle power battery.

3. The novel ABS control circuit according to claim 2 is characterized in that: The switch driving subunit includes a second controllable switch, a driving circuit and a third controllable switch; The control end of the second controllable switch is connected to the main control chip as the control end of the switch driving sub-unit, and the first end of the second controllable switch is connected to the control end of the third controllable switch through the driving circuit; In the first switch driving subunit, the first end of the third controllable switch serves as an input end of the first switch driving subunit and is connected to the second supply voltage, and the second end of the third controllable switch serves as an output end of the first switch driving subunit and is connected to the high-pressure oil pump motor; In the second switch driving subunit, the first end of the third controllable switch is connected to the first power supply voltage as the input end of the second switch driving subunit, and the second end of the third controllable switch is connected to one end of the normally open solenoid valve and the normally closed solenoid valve as the output end of the second switch driving subunit.

4. The novel ABS control circuit according to claim 2 is characterized in that: The main control chip is used to control the normally open solenoid valve to close and the normally closed solenoid valve to open when the wheel speed change of the front wheel or the rear wheel exceeds a threshold value, so as to reduce the brake oil pressure of the front wheel or the rear wheel, and control the high-pressure oil pump motor to pump oil.

5. The novel ABS control circuit according to claim 2 is characterized in that: When the ABS control part is powered by the vehicle power battery of the electric two-wheeled vehicle, the ABS control part further includes a power chip, the input end of the power chip is connected to the second power supply voltage, and the output end of the power chip outputs two first power supply voltages.

6. The novel ABS control circuit according to claim 2, characterized in that: The ABS control part includes: a main control chip, an LDO chip, front and rear wheel speed sensors and a dual-channel control unit; The dual-channel control unit is used to control the brake oil pressure of the front and rear wheels. Based on the single-channel control unit, the dual-channel control unit also includes a third switch driving sub-unit, two first controllable switches and another group of normally open solenoid valves and normally closed solenoid valves. The connection method is the same as the connection method of the relevant components in the single-channel control unit.

7. The novel ABS control circuit according to claim 2, characterized in that: The first power supply voltage is +12V, the second power supply voltage ranges from +48V to +100V, and the operating voltage of the main control chip is +5V.

8. The novel ABS control circuit according to claim 3 is characterized in that: The first, second and third controllable switches are implemented based on BJT transistors, MOS transistors or IGBT modules.

9. The novel ABS control circuit according to claim 3 is characterized in that: The main control chip is implemented based on the NXP-S9S12G240MLH or NXP-S9S12G128AMLH model, and the driving circuit is implemented based on the BTS6143D model.

10. An electric two-wheeled vehicle, characterized in that: The electric two-wheeled vehicle is equipped with the novel ABS control circuit as described in any one of claims 1 to 9, so as to realize the wheel anti-lock braking function during sudden braking of the vehicle.

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