CN116208200A

CN116208200A - Control system of electric vehicle

Info

Publication number: CN116208200A
Application number: CN202310231232.7A
Authority: CN
Inventors: 冯文; 张国松
Original assignee: Hangzhou Xinxiang Semiconductor Technology Co ltd
Current assignee: Hangzhou Xinxiang Semiconductor Technology Co ltd
Priority date: 2023-03-06
Filing date: 2023-03-06
Publication date: 2023-06-02

Abstract

A control system of an electric vehicle is disclosed. The method comprises the steps that a plurality of branches of a control system of the electric vehicle are connected in parallel through power lines, a subsystem, a carrier module and a current transformer are arranged on each branch, the current transformer is coupled to the power lines connected with the subsystem, the carrier module is respectively connected with the subsystem and the current transformer, data signals sent by the received subsystem are converted into carrier signals, the carrier signals are sent to the power lines through the current transformer, the carrier signals sent by the received current transformer are converted into data signals, and the data signals are sent to the subsystem. Therefore, the communication between subsystems can be realized through the carrier module without changing the original power supply circuit, wiring required by communication is saved, wiring difficulty and cost of the electric vehicle are reduced, and safety of the electric vehicle is improved.

Description

Control system of electric vehicle

Technical Field

The invention relates to the technical field of vehicles, in particular to a control system of an electric vehicle.

Background

The two-wheeled electric vehicle system is generally divided into three subsystems, namely a motor controller, an instrument panel and a battery pack, wherein the battery pack supplies power for the motor controller and the instrument panel. In the prior art, each subsystem generally establishes a network communication system through a data interface such as RS-485, so that at least four connecting lines are arranged between each subsystem. And the necessary mechanical brake cables of the two-wheel electric vehicle are overlapped, and the wiring of the whole system can reach ten or more. Therefore, the existing two-wheeled electric vehicle system is complex in wiring, easy to install and error, potential safety problems are brought, meanwhile, the cost of the wires is high due to the fact that the wires are too many, and cost control is not facilitated.

Disclosure of Invention

Therefore, an object of the embodiments of the present invention is to provide a control system for an electric vehicle, which can realize communication between subsystems through a carrier module without changing an original power line, thereby saving wiring required for communication, reducing wiring difficulty and cost of the electric vehicle, and improving safety of the electric vehicle.

In a first aspect, an embodiment of the present invention provides a control system for an electric vehicle, including:

the system comprises a plurality of branches, a plurality of power lines, a plurality of power line switching units and a plurality of power line switching units, wherein the branches are connected in parallel through the power lines and each branch comprises a subsystem, a carrier module and a current transformer;

wherein the current transformer is coupled to a power line connected to the subsystem and is configured to transmit or receive a carrier signal to or from the power line;

the carrier module is respectively connected with the subsystem and the current transformer and is configured to convert a received data signal sent by the subsystem into a carrier signal and send the carrier signal to the power line through the current transformer, and convert the received carrier signal sent by the current transformer into a data signal and send the data signal to the subsystem.

In some embodiments, the plurality of legs includes a power supply leg and at least one load leg.

In some embodiments, the subsystem of the power branch is a battery management system.

In some embodiments, the subsystem of the load branch is a motor controller or meter.

In some embodiments, the load branch further comprises:

and the capacitor is connected with the subsystem in parallel and is used for transmitting a carrier signal.

In some embodiments, the carrier module is configured to parse the carrier signal to obtain a destination address in response to receiving the carrier signal sent by the current transformer, convert the carrier signal to a data signal in response to the destination address being the same as a predetermined address, and send the data signal to the subsystem.

In some embodiments, the carrier module is configured to parse the carrier signal to obtain a destination address in response to receiving the carrier signal sent by the current transformer, convert the carrier signal to a data signal in response to the destination address being a broadcast address, and send the data signal to the subsystem.

In some embodiments, the carrier module is further configured to discard the carrier signal in response to the destination address being different from a predetermined address.

In some embodiments, the power line is a metal wire and the current transformer is wound or crimped around an insulating sheath of the metal wire.

In some embodiments, the carrier module is further configured to parse the configuration instruction to obtain a frequency band value in response to receiving the configuration instruction, and set the current operating frequency band to an operating frequency band corresponding to the frequency band value.

According to the technical scheme, a plurality of branches of a control system of the electric vehicle are connected in parallel through power lines, a subsystem, a carrier module and a current transformer are arranged on each branch, the current transformer is coupled to the power lines connected with the subsystem, the carrier module is respectively connected with the subsystem and the current transformer, a received data signal sent by the subsystem is converted into a carrier signal, the carrier signal is sent to the power lines through the current transformer, the carrier signal sent by the received current transformer is converted into a data signal, and the data signal is sent to the subsystem. Therefore, the communication between subsystems can be realized through the carrier module without changing the original power supply circuit, wiring required by communication is saved, wiring difficulty and cost of the electric vehicle are reduced, and safety of the electric vehicle is improved.

Drawings

The above and other objects, features and advantages of the present invention will become more apparent from the following description of embodiments of the present invention with reference to the accompanying drawings, in which:

FIG. 1 is a schematic view of a prior art electric vehicle;

FIG. 2 is a circuit diagram of a control system of an electric vehicle according to one embodiment of the present invention;

FIG. 3 is a schematic diagram of a current transformer according to an embodiment of the invention;

fig. 4 is a circuit diagram of a control system of an electric vehicle according to another embodiment of the present invention.

Detailed Description

The present invention is described below based on examples, but the present invention is not limited to only these examples. In the following detailed description of the present invention, certain specific details are set forth in detail. The present invention will be fully understood by those skilled in the art without the details described herein. Well-known methods, procedures, flows, components and circuits have not been described in detail so as not to obscure the nature of the invention.

Moreover, those of ordinary skill in the art will appreciate that the drawings are provided herein for illustrative purposes and that the drawings are not necessarily drawn to scale.

Meanwhile, it should be understood that in the following description, "circuit" refers to a conductive loop constituted by at least one element or sub-circuit through electrical connection or electromagnetic connection. When an element or circuit is referred to as being "connected to" another element or being "connected between" two nodes, it can be directly coupled or connected to the other element or intervening elements may be present and the connection between the elements may be physical, logical, or a combination thereof. In contrast, when an element is referred to as being "directly coupled to" or "directly connected to" another element, it means that there are no intervening elements present between the two.

Unless the context clearly requires otherwise, the words "comprise," "comprising," and the like in the description are to be construed in an inclusive sense as opposed to an exclusive or exhaustive sense; that is, it is the meaning of "including but not limited to".

In the description of the present invention, it should be understood that the terms "first," "second," and the like are used for descriptive purposes only and are not to be construed as indicating or implying relative importance. Furthermore, in the description of the present invention, unless otherwise indicated, the meaning of "a plurality" is two or more.

Fig. 1 is a schematic structural view of an electric vehicle of the related art. As shown in fig. 1, the electric vehicle of the related art includes a vehicle body and a control system, wherein the control system includes an instrument 11, a battery pack 12, and a motor controller 13. The wiring of the electric vehicle comprises a power line L1, a ground line L2, an RS-485B line L3, an RS-485A line L4, a brake line L5 of a rear wheel and a brake line L6 of a front wheel.

The power supply of the battery pack 12 supplies electric signals to the motor controller 13 and the meter 11 through the ground line L2 and the power line L1, and supplies power to the motor controller 13 and the meter 11.

The meter 11, the battery pack 12 and the motor controller 13 each establish a communication network through an RS-485A line L4 and an RS-485B line L3.

Meanwhile, a brake line L6 of the front wheel and a brake line L5 of the rear wheel are also required to be arranged.

Therefore, in the control system of the electric vehicle in the prior art, a plurality of connecting wires are needed, the connecting wires are complex, and the electric vehicle is easy to install in error, so that potential safety problems are brought. And the whole car is also affected in appearance. In addition, the numerous wires also make the wire cost high, which is disadvantageous for cost control.

Fig. 2 is a circuit diagram of a control system of an electric vehicle according to an embodiment of the present invention. In the embodiment shown in fig. 2, the control system of the electric vehicle includes a plurality of branches connected in parallel by power lines, and fig. 2 illustrates four branches as an example, and a first branch 21, a second branch 22, a third branch 23, and a fourth branch 24 are shown in the drawings, respectively.

In this embodiment, each branch includes a subsystem, a carrier module, and a current transformer. Since the branches are similar in structure, the embodiment shown in fig. 2 is illustrated by taking the second branch 22 as an example. The second branch 22 includes a subsystem 22a, a carrier module 22b, and a current transformer 22c.

In this embodiment, the current transformer 22c is coupled to a power line connected to the subsystem and is configured to transmit or receive a carrier signal to or from the power line. That is, when the carrier module 22b needs to transmit a carrier signal to another subsystem, the carrier signal is transmitted to the power line through the current transformer 22c, so that the other carrier module can receive the carrier signal from the power line. The current transformer 22c may receive the carrier signal from the power line when the other carrier modules send the carrier signal to the power line.

The current transformer is an instrument for converting primary side large current into secondary side small current according to an electromagnetic induction principle to measure. The current transformer consists of a closed iron core and windings. Its primary winding turns are very few and are strung in the line of the current to be measured.

The current transformer can be realized by a through type current transformer (or a through type current transformer), wherein the through type current transformer has no primary winding, the function of the primary winding is realized by simulating that a current-carrying wire passes through an iron core, the secondary winding is uniformly wound on a round iron core, when the number of turns of the primary winding is less, the primary winding is smaller, and conversely, when the number of turns of the primary winding is more, the primary winding is larger.

Fig. 3 is a schematic diagram of a current transformer according to an embodiment of the invention. In the embodiment shown in fig. 3, the current transformer includes an iron core 32 and a secondary winding 33, the iron core 32 is a circular ring, and the secondary winding 33 is wound on the iron core 32, wherein 33a and 33b are two end points of the secondary winding.

Further, the power line L may pass through the current transformer, and the power line L serves as a primary winding of the current transformer to realize a function of current transformer.

The power line L is a metal wire, and the current transformer is wound or sleeved outside the insulating skin of the metal wire.

If a common voltage coupling mode is used, a carrier signal is required to be physically connected to a power supply system, hidden danger of line breakage and looseness can be brought about after long-term use, and fault arc and even fire disaster are extremely easy to generate. And the voltage coupling mode is used to increase the inductance with large volume on the power line, which is difficult to implement for the electric vehicle system with limited wiring space. And through the current transformer, the electric vehicle can be installed in a lossless coupling way, the original power line is not required to be changed, and the safety and the operation difficulty of the electric vehicle are improved.

In this embodiment, the carrier module 22b is connected to the subsystem 22a and the current transformer 22c, respectively, and is configured to convert the received data signal sent by the subsystem 22a into a carrier signal, and send the carrier signal to the power line through the current transformer 22c. Meanwhile, the received carrier signal transmitted from the current transformer 22c is converted into a data signal, and the data signal is transmitted to the subsystem 22a.

The carrier module 22b and the subsystem 22a may be connected through various existing data buses, which is not limited in this embodiment of the present invention.

In some embodiments, the carrier module 22b and the subsystem 22a may be connected by an RS485 or an RS232 bus. Among them, the RS-232 standard interface (also called EIA RS-232) is one of the common serial communication interface standards, and its full name is "serial binary data exchange interface technical standard between Data Terminal Equipment (DTE) and Data Communication Equipment (DCE)". In serial communication, both parties are required to adopt a standard interface, so that different devices can be conveniently connected for communication. The RS-232 bus defines 25 lines and includes two signal channels, a first channel (called the main channel) and a second channel (called the secondary channel). Full duplex communication can be achieved using an RS-232 bus, with a main channel typically used and fewer secondary channels. In general applications, full duplex communication can be realized by using 3-9 signal lines, and a simple full duplex communication process can be realized by using three signal lines (a receiving line, a transmitting line and a signal line). The RS-485 is also called TIA-485-A, ANSI/TIA/EIA-485 or TIA/EIA-485, and the RS-485 bus standard is a bi-directional and balanced transmission standard interface which is very widely used in industry (attendance checking, monitoring and data acquisition systems) and supports multipoint connection. RS485 is a standard defining the electrical characteristics of the drivers and receivers in balanced digital multipoint systems, which standard is defined by the telecommunications industry association and the electronics industry association. Digital communication networks using this standard are capable of transmitting signals efficiently under long-range conditions and in environments where electronic noise is large. The RS485 has two wiring systems and four-wire system wiring, the four-wire system can only realize a point-to-point communication mode, the two-wire system wiring mode is rarely adopted, the wiring mode is a bus topology structure, and at most 32 nodes can be hung on the same bus. In the RS485 communication network, a master-slave communication mode is generally adopted, that is, one host computer is provided with a plurality of slaves.

It should be understood that the communication connection manner between the carrier module 22b and the subsystem 22a is not limited in this embodiment of the present invention, and other data communication bus interfaces are equally applicable to the technical solutions of this embodiment of the present invention, for example, bus interfaces such as CAN (Controller Area Network ), LIN (Local Interconnect Network, local interconnect network), UART (Universal Asynchronous Receiver/Transmitter ), and the like. Among them, CAN is a serial communication protocol of the ISO international organization for standardization. LIN (bus is a low cost serial communication protocol based on UART/SCI (universal asynchronous receiver transmitter/serial interface)) which is mainly used for serial communication of sensors and controllers UART is a universal serial data bus used for asynchronous communication, the bus is used for bidirectional communication, and full duplex transmission and reception can be realized.

In this embodiment, the carrier module may implement the mutual conversion between the data signal and the carrier signal, and utilize the power grid to transmit the data signal, and convert the power carrier signal into the data communication interface (RS 232 or RS 485) signal, which has the advantages of wide voltage input range, no need of additional wiring, free extension, dual-purpose in one line, simple use, and convenient operation.

In some embodiments, the carrier module may be implemented by an HPLC (high-speed carrier communication over voltage power line, high speed power line carrier communication) module. HPLC is a high-speed power line carrier, also known as a broadband power line carrier, which is a broadband power line carrier technology that performs data transmission on a voltage power line. The broadband power line carrier communication network uses a power line as a communication medium to realize convergence, transmission and interaction of power consumption information of a low-voltage power user. The broadband power line carrier mainly adopts an orthogonal frequency division multiplexing (OFDM, orthogonal Frequency Division Multiplexing) technology, and the frequency band uses 700KHz-12MHz. Compared with the traditional low-speed narrow-band power line carrier technology, the HPLC technology has large bandwidth and high transmission rate, and can meet the higher requirements of the low-speed narrow-band power line carrier communication.

Further, for obtaining data from the power line, the carrier module 22b is configured to parse the carrier signal to obtain a destination address in response to receiving the carrier signal sent by the current transformer 22c, convert the carrier signal into a data signal in response to the destination address being the same as a predetermined address, and send the data signal to the subsystem. The carrier module 22b is further configured to discard the carrier signal in response to the destination address being different from a predetermined address.

Here, the predetermined address is an address corresponding to the subsystem, and for example, assuming that the addresses of the four branches 21, 22, 23, 24 are set to 00000001, 00000002, 00000003, 00000004, respectively, the predetermined address of the carrier module 22b is an address 00000002 corresponding to the subsystem 22a. When the destination address in the received carrier signal is 00000002, the carrier signal is converted into a data signal, and the data signal is transmitted to the subsystem 22a. Thereby, it is possible to realize that the other carrier module transmits data to the carrier module 22 b. When the destination address in the received carrier signal is not 00000002, the carrier signal is discarded.

Further, the embodiment of the invention can also realize one-to-many communication among a plurality of subsystems, the carrier module is configured to parse the carrier signal to obtain a destination address in response to receiving the carrier signal sent by the current transformer, convert the carrier signal into a data signal in response to the destination address being a broadcast address, and send the data signal to the subsystems.

When the carrier module needs to broadcast the message outwards, the destination address in the generated carrier signal is a broadcast address. Assuming that the broadcast address is 0xFFFFFFFFFFFF, when a certain carrier module receives a carrier signal sent by the current transformer, the carrier signal is analyzed to obtain a destination address, the destination address is 0 xFFFFFFFFFFFFFFFF, the received signal is a broadcast signal, the carrier signal is converted into a data signal, and the data signal is sent to the subsystem.

The control system of the embodiment of the invention can be compatible with electric vehicle control systems with various voltages, including 0 voltage, and has no requirement on the current direction of a power line, so that each branch can be communicated one to one, or one to many and many to one, and any point to point communication is supported, and the control system is superior to a master-slave inquiry communication mode of RS485 in FIG. 1. Meanwhile, the communication time delay and the transmission speed are far higher than those of the RS485 bus.

Further, since the two carrier modules can transmit and receive each other only when they are in the same frequency band, the carrier modules are further configured to parse the configuration instruction to obtain a frequency band value in response to receiving the configuration instruction, and set the current working frequency band as the working frequency band corresponding to the frequency band value. Thereby, the carrier modules can be set to the same frequency band.

As shown in fig. 2, the control system is divided into four subsystems, and each subsystem is connected in parallel, where each subsystem has a carrier module, and each carrier module can send data to other three carrier modules, or can receive data sent from other three carrier modules.

Further, the subsystem of the embodiment of the present invention may be various subsystems of a control system of an electric vehicle, in the embodiment shown in fig. 2, the first branch 21 of the four parallel branches is a power supply branch, the subsystem thereof is a BATTERY management system (BATTERY MANAGEMENT SYSTEM, BMS), and the BMS BATTERY system is commonly called a BATTERY nurse or a BATTERY manager, mainly for intelligently managing and maintaining each BATTERY unit, preventing the BATTERY from being overcharged and overdischarged, prolonging the service life of the BATTERY, and monitoring the state of the BATTERY.

In this embodiment, the load branch further includes a capacitor connected in parallel with the subsystem for transmitting a carrier signal. Specifically, the second branch 22, the third branch 23, and the fourth branch 24 are load branches, and the subsystem is a load, and because the load blocks the carrier signal from passing through, in each load branch, a capacitor needs to be connected in parallel with the subsystem to conduct the signal loop.

Wherein the subsystem in the load branch may be a motor controller, meter or other load.

In a specific implementation, it is assumed that in fig. 2, the addresses of the carrier modules corresponding to the branches 21-24 are 000000000001, 000000000002, 000000000003, 000000000004, respectively. Then:

the carrier module of the first branch 21 sends data to the other three carriers, and the sending messages are respectively:

AT+SEND＝000000000002,5,1111111111、

AT+SEND＝000000000003,5,1111111111、

AT+SEND＝000000000004,5,1111111111。

the carrier module of the third branch 23 RECEIVEs the message information at+receive= 000000000001,5,1111111111, and replies to the carrier module at+send= 000000000001,1,03 of the first branch 21, where the number of times received in the test period is 3617.

Message information at+receive= 000000000001,5,1111111111 received by the carrier module of the fourth branch 24 is returned to the carrier module at+send= 000000000001,1,04 of the first branch 21, and the number of times received in the test period is 3616 times;

the carrier module of the second branch 22 RECEIVEs the message information at+receive= 000000000001,5,1111111111, and replies to the carrier module at+send= 000000000001,1,02 of the first branch 21, where the number of times received in the test period is 3617.

The total transmission round of the carrier module of the first branch 21 is 3616 times, the successful transmission and receiving times of the replies are 3616 times, the failure is 0 times, and the success rate is 100%; the total number of times of sending instructions by the carrier module of the first branch 21 is 10850 times, the number of times of successful sending and receiving replies is 10850 times, the failure is 0 times, and the success rate is 100%. The timeout period of the transmission instruction of the carrier module of the first branch 21 is set to 6000 ms, that is, if no reply is received within 6000 ms after the transmission of the instruction, the failure is determined, the interval time of each message transmission is set to 1000 ms, the time interval of log record messages is set to 100 ms, and the time of the statistical test period is set to 180 minutes.

Further, the carrier module of the embodiment of the invention can support various types of instruction communication. For example, AT (Attention) response instructions, module version read instructions, data transmission instructions, local MAC (Media Access Control Address ) address operation instructions, module operating band operation instructions, module frequency offset calibration instructions, received data transmission instructions, modifying module serial port baud rate and verification, entering point-to-point HEX (hexadecimal mode) data pass-through mode, exiting point-to-point HEX data pass-through mode, configuring point-to-point HEX data pass-through destination node information, resetting all configuration parameters, error specification, and the like.

Specifically, fig. 4 is a circuit diagram of a control system of an electric vehicle according to another embodiment of the present invention. In the embodiment shown in fig. 4, the control system of the electric vehicle comprises a plurality of branches connected in parallel by power lines, and fig. 4 illustrates four branches as a power supply branch 25, an instrument branch 26, a motor branch 27 and other branches 28, respectively, as shown in the drawing. The meter leg 26, motor leg 27 and other legs 28 are load legs.

The other branches are load branches, which can be various loads in the electric vehicle control system, can be one branch or a plurality of load branches connected in parallel, and can be specifically expanded according to actual conditions.

The power branch 25 includes a power management system 25a, a first carrier module 25b, and a first current transformer 25c. The power management system 25a is in communication connection with the first carrier module 25b through an RS485 or an RS232 bus to transmit data signals. The first carrier module 25b is connected to the first current transformer 25c to transmit a carrier signal. The first current transformer 25c is coupled to a power line connected to the power management system 25a and is configured to transmit or receive a carrier signal to or from the power line. That is, when the power management system needs to send signals to any one or more of the meters, the motor controller, or other subsystems, the signals to be sent are sent to the first carrier module 25b, where the signals to be sent include at least data and an address, where the data is specific content to be transmitted, the address is an address of a load that receives the data, and the address may be an address of a load or a broadcast address. The first carrier module 25b generates a corresponding carrier signal according to the signal to be sent, where the carrier signal includes at least data and an address, and the first carrier module 25b sends the carrier signal to the power line through the first current transformer 25c, so that other carrier modules can receive the carrier signal from the power line. Correspondingly, when the other carrier modules send carrier signals to the power line, the first current transformer 25c may receive carrier signals from the power line, the first carrier module 25b parses the carrier signals to obtain the destination address, and when the destination address is the address of the power management system or the destination address is the broadcast address, the carrier signals are converted into data signals and transmitted to the power management system 25a. When the destination address does not satisfy the above condition, the carrier signal is discarded.

The meter branch 26 comprises a meter 26a, a second carrier module 26b, a second current transformer 26C and a capacitor C6, wherein the capacitor C6 is connected in parallel with said meter 26a for transmitting a carrier signal. The meter 26a is in communication with the second carrier module 26b via an RS485 or RS232 bus to transmit data signals. The second carrier module 26b is connected to the second current transformer 26c to transmit a carrier signal. A second current transformer 26c is coupled to a power line connected to the meter 26a and is configured to transmit or receive carrier signals to or from the power line. That is, when the meter 26a needs to send a signal to any one or more of the power management system, the motor controller, or other subsystems, the signal to be sent is sent to the second carrier module 26b, where the signal to be sent includes at least data and an address, where the data is specific content to be transmitted, the address is an address of a load that receives the data, and the address may be an address of the power management system or any load, or may be a broadcast address. The second carrier module 26b generates a corresponding carrier signal according to the signal to be sent, where the carrier signal includes at least data and an address, and the second carrier module 26b sends the carrier signal to the power line through the second current transformer 26c, so that other carrier modules can receive the carrier signal from the power line. Correspondingly, when the other carrier modules send carrier signals to the power line, the second current transformer 26c may receive carrier signals from the power line, the second carrier module 26b parses the carrier signals to obtain the destination address, and when the destination address is the address of the power management system or the destination address is the broadcast address, the carrier signals are converted into data signals and transmitted to the meter 26a. When the destination address does not satisfy the above condition, the carrier signal is discarded.

The motor branch 27 comprises a motor controller 27a, a third carrier module 27b, a third current transformer 27C and a capacitor C7, wherein the capacitor C7 is connected with the motor controller 27a in parallel and is used for transmitting carrier signals.

The other branch 28 comprises a further subsystem 28a, a fourth carrier module 28b, a fourth current transformer 28C and a capacitor C8, wherein the capacitor C8 is connected in parallel with the further subsystem 28a for transmitting the carrier signal.

The motor branch 27 and the other branches 28 operate in a similar manner to the meter branch 26 described above, and the embodiments of the present invention will not be described herein.

Thus, one-to-one, one-to-many, many-to-one, intercommunication among power management systems, meters, motor controllers, and other loads can be achieved by way of power line carrier communication.

The above description is only of the preferred embodiments of the present invention and is not intended to limit the present invention, and various modifications and variations may be made to the present invention by those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. A control system of an electric vehicle, the control system comprising:

2. The control system of claim 1, wherein the plurality of branches includes a power supply branch and at least one load branch.

3. The control system of claim 2, wherein the subsystem of the power branch is a battery management system.

4. The control system of claim 2, wherein the subsystem of the load branch is a motor controller or a meter.

5. The control system of claim 2, wherein the load branch further comprises:

6. The control system of claim 1, wherein the carrier module is configured to parse the carrier signal to obtain a destination address in response to receiving the carrier signal sent by the current transformer, convert the carrier signal to a data signal in response to the destination address being the same as a predetermined address, and send the data signal to the subsystem.

7. The control system of claim 1, wherein the carrier module is configured to parse the carrier signal to obtain a destination address in response to receiving the carrier signal sent by the current transformer, convert the carrier signal to a data signal in response to the destination address being a broadcast address, and send the data signal to the subsystem.

8. The control system of claim 6, wherein the carrier module is further configured to discard the carrier signal DA2306118 in response to the destination address being different from a predetermined address

Discarding.

9. The control system of claim 1, wherein the power line is a metal wire and the current transformer is wrapped around or crimped around an insulating sheath of the metal wire.

10. The control system of claim 1, wherein the carrier module is further configured to parse the configuration instruction to obtain a frequency band value in response to receiving the configuration instruction, and to set a current operating frequency band to an operating frequency band corresponding to the frequency band value.