CN213399956U - Control circuit and system of electric vehicle and electric vehicle - Google Patents
Control circuit and system of electric vehicle and electric vehicle Download PDFInfo
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- CN213399956U CN213399956U CN202020988979.9U CN202020988979U CN213399956U CN 213399956 U CN213399956 U CN 213399956U CN 202020988979 U CN202020988979 U CN 202020988979U CN 213399956 U CN213399956 U CN 213399956U
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/16—Information or communication technologies improving the operation of electric vehicles
Abstract
The utility model belongs to the field of electric vehicle modification, and discloses a control circuit, a system and an electric vehicle of an electric vehicle, wherein when a wireless communication signal is received from a wireless communication link through a wireless component, the wireless communication signal is converted into a first wired communication signal; the control component converts the first wired communication signal into a second wired communication signal so that the motor controller controls the lock according to the second wired communication signal; the control circuit of the electric vehicle is used for modifying the electric vehicle, so that the modification cost of the electric vehicle can be reduced while the electric vehicle is shared.
Description
Technical Field
The utility model belongs to the technical field of the electric motor car repacking, especially, relate to a control circuit, system and electric motor car of electric motor car.
Background
The current two-wheeled electric vehicle is generally divided into a private electric vehicle and a shared electric vehicle, the shared electric vehicle can be controlled through a mobile phone app to realize sharing, and the private electric vehicle is generally controlled through a remote controller in a remote control mode. The current problem lies in that the demand of sharing electric motor car is increasing day by day, and the market of private electric motor car has been compressed the demand and has descended, leads to the stock overstock of private electric motor car, consequently has urged the market demand of repacking private electric motor car into sharing electric motor car, and traditional solution is all to be repacked into sharing electric motor car through changing the original communication control hardware of private electric motor car, therefore traditional solution has the problem that repacking cost's is high and the repacking degree of difficulty is high.
SUMMERY OF THE UTILITY MODEL
In view of this, the embodiment of the utility model provides a control circuit, system and electric motor car of electric motor car aims at solving the problem that the personal electric motor car that exists changes the repacking into the repacking with high costs and the repacking degree of difficulty height that shared electric motor car exists among the traditional technical scheme.
The utility model provides a first aspect of the embodiment provides a control circuit of electric motor car, include:
a wireless component configured to convert a wireless communication signal to a first wired communication signal upon receiving the wireless communication signal from a wireless communication link; and
and the control component is connected with the wireless component and the motor controller of the electric vehicle and is configured to convert the first wired communication signal into a second wired communication signal so that the motor controller controls the lock according to the second wired communication signal.
In one embodiment, the control assembly comprises:
a processing component coupled to the wireless component and configured to generate a third wired communication signal based on the first wired communication signal;
and the level conversion component is connected with the processing component and the motor controller of the electric vehicle and is configured to convert the third wired communication signal into a second wired communication signal so that the motor controller controls the lock according to the second wired communication signal.
In one embodiment, the level conversion component comprises a first resistor, a second resistor, a third resistor and a field effect transistor;
the first end of the third resistor is a third wired communication signal input end of the level conversion component, and the second end of the third resistor is connected with the first end of the field-effect tube; the first end of the first resistor is connected with the grid electrode of the field effect transistor, and the second end of the first resistor is connected with the power ground; the drain electrode of the field effect transistor is connected with the first end of the second resistor, the source electrode of the field effect transistor is connected with a power ground, and the second end of the second resistor is the second wired communication signal output end of the level conversion component.
In one embodiment, the level shift component further comprises a first capacitor and a second capacitor;
the first end of the first capacitor is connected with the drain electrode of the field effect transistor, and the second end of the first capacitor is connected with the power ground; the first end of the second capacitor is connected with the grid electrode of the field effect transistor, and the second end of the second capacitor is connected with the power ground.
In one embodiment, the level shift component further comprises a first voltage dependent resistor and a second voltage dependent resistor;
the first end of the first piezoresistor is connected with the grid electrode of the field effect transistor, and the second end of the first piezoresistor is connected with a power ground; the first end of the second piezoresistor is connected with the drain electrode of the field effect transistor, and the second end of the second piezoresistor is connected with the power ground.
In one embodiment, the processing component comprises a microprocessor;
the UART data receiving end of the microprocessor is a first communication signal receiving end of the processing assembly; and the I/O output end of the microprocessor is a third wired communication signal sending end of the processing assembly.
In one embodiment, the wireless component comprises a GSM communication chip, a third capacitor, a fourth capacitor, an inductor, and an antenna;
the antenna end of the GSM communication chip is connected with the first end of the inductor, the second end of the inductor is connected with the antenna, the first end of the third capacitor is connected with the first end of the inductor, the second end of the third capacitor is connected with the power ground, the first end of the fourth capacitor is connected with the second end of the inductor, the second end of the fourth capacitor is connected with the power ground, and the antenna forms the wireless communication signal receiving end of the wireless component; the UART data transmitting end of the GSM communication chip is a transmitting end of a first wired communication signal of the wireless component.
In one embodiment, the method further comprises the following steps:
the acceleration sensing assembly is connected with the control assembly and is configured to detect the running state of the electric vehicle so as to generate an acceleration sensing signal;
the control component is further configured to generate the second wired communication signal from the acceleration sensing signal.
A second aspect of the embodiments of the present invention provides a control system for an electric vehicle, comprising a control circuit for an electric vehicle as defined in any one of the embodiments of the first aspect.
A third aspect of the embodiments of the present invention provides an electric vehicle, comprising a motor controller, a motor, and a control circuit of the electric vehicle as described in any one of the embodiments of the first aspect; the motor controller is respectively connected with a control component and a motor, the control component is configured to convert the second wired communication signal into a pulse signal for controlling the motor to act, and the motor is configured to rotate according to the pulse signal to realize the control of the lock.
When the control circuit of the electric vehicle makes the original vehicle of the electric vehicle refit, only need be connected control assembly and the motor controller of original vehicle and can realize receiving the control signal that the removal rotation was sent, thereby realize controlling the lock car and the unblock of electric vehicle through mobile terminal, and then realized repacking private electric vehicle into shared electric vehicle, and the scheme of this application need not to change the original control system of electric vehicle, can reduce the repacking cost of shared electric vehicle.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for the embodiments or the prior art descriptions will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings without inventive labor.
Fig. 1 is a schematic block diagram of a control circuit of an electric vehicle according to an embodiment of the present application;
fig. 2 is a schematic block diagram of a control circuit of an electric vehicle according to another embodiment of the present application;
FIG. 3 is an exemplary circuit schematic diagram of a control circuit of an electric vehicle according to an embodiment of the present disclosure;
fig. 4 is a functional block diagram of a control circuit of an electric vehicle according to another embodiment of the present application;
fig. 5 is a schematic block diagram of an electric vehicle according to an embodiment of the present application.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more clearly understood, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
As shown in fig. 1, a control circuit of an electric vehicle according to an embodiment of the present invention is shown only for convenience of description, and detailed as follows: a control circuit for an electric vehicle includes a wireless unit 11 and a control unit 12.
The wireless component 11 is configured to convert a wireless communication signal into a first wired communication signal upon receiving the wireless communication signal from a wireless communication link; the control component 12 is connected with the wireless component 11 and the motor controller 14 of the electric vehicle, and is configured to convert the first wired communication signal into a second wired communication signal, so that the motor controller 14 controls the lock according to the second wired communication signal; the motor controller 14 controls the lock by controlling the forward and reverse rotation of the motor, wherein the forward and reverse rotation of the motor 16 corresponds to the closed and open states of the lock, and it should be noted that the motor controller 14, the motor 16 and the lock are all original components of the electric vehicle.
The wireless communication signal may come directly or indirectly from the mobile terminal 13, and the mobile terminal 13 includes, but is not limited to, a smart phone, a smart tablet, a microcomputer, and other devices having a smart communication function.
When the wireless communication signal carries the vehicle locking control information, the first wired communication signal and the second wired communication signal both carry the vehicle locking control information, and finally the motor controller 14 controls the vehicle locking related action according to the second wired communication signal; when the wireless communication signal carries the unlocking control information, the first wired communication signal and the second wired communication signal both carry the unlocking control information, and finally the motor controller 14 performs the unlocking action according to the second wired communication signal.
The specific applications of the above embodiments of the present application are as follows: install the control circuit of this application electric motor car additional on former car of electric motor car, only need to be connected control assembly 12 and the motor controller 14 of former car and can realize that the electric motor car receives the control signal (wireless communication signal) that mobile terminal sent, thereby realize controlling the lock car and the unblock of electric motor car through mobile terminal 13, and then realized repacking private electric motor car into shared electric motor car, moreover the scheme of this application need not to change the original control system of electric motor car, can reduce the repacking cost of shared electric motor car. In addition, in the actual operation of refitting the two-wheeled electric vehicle, the control component 12 can be connected with the motor controller 14 of the original vehicle by generally connecting the control component 12 with the alarm signal line in the motor controller 14 of the original vehicle, because for most two-wheeled electric vehicles, the burglar alarm of the electric vehicle can process the received control signal after receiving the control signal for locking or unlocking the vehicle sent by the radio frequency controller, and then transmit the processed signal to the motor controller 14 through the alarm signal line so as to drive the motor controller 14 to perform corresponding action, so that the transmission of the second wired communication signal to the motor controller 14 through the alarm signal line can be realized only by connecting the second wired communication signal sending end of the control component 12 with the alarm signal line, and the refitting of the electric vehicle is also completed. Therefore, the control circuit of the electric vehicle refits the original electric vehicle, and the damage degree of the circuit of the original electric vehicle is extremely low.
As shown in FIG. 2, in one embodiment, the control component 12 includes a processing component 121 and a level conversion component 122.
The processing component 121 is coupled to the wireless component 11 and is configured to generate a third wired communication signal based on the first wired communication signal.
The level conversion component 122 is connected to the processing component 121 and the motor controller 14 of the electric vehicle, and is configured to convert the third wired communication signal into the second wired communication signal so that the motor controller 14 controls the lock according to the second wired communication signal.
Because the third wired communication signal output by the processing component 121 does not match the signal level required by the motor controller 14, and cannot be transmitted to the motor controller 14 as a valid signal, the third wired communication signal needs to be processed by the level conversion component 122 and converted into the second wired communication signal meeting the requirement of the motor controller 14, so as to ensure that the signal can be transmitted to the motor controller 14 effectively.
As shown in fig. 3, in one embodiment, the level shift component 122 includes a first resistor R5, a second resistor R7, a third resistor R9, and a field effect transistor NMOS.
A first end of the third resistor R9 is a third wired communication signal input end of the level shifter 122, and a second end of the third resistor R9 is connected to a first end of the NMOS of the fet; a first end of the first resistor R5 is connected with the grid electrode of the field effect transistor NMOS, and a second end of the first resistor R5 is connected with the power ground; the drain of the field effect transistor NMOS is connected to the first end of the second resistor R7, the source of the field effect transistor NMOS is connected to the power ground, and the second end of the second resistor R7 is the second wired communication signal output end of the level shifter 122.
As shown in FIG. 3, in one embodiment, the level shifting component 122 further includes a first capacitor C3 and a second capacitor C4.
A first end of the first capacitor C3 is connected with the drain electrode of the field effect transistor NMOS, and a second end of the first capacitor C3 is connected with the power ground; a first terminal of the second capacitor C4 is connected to the gate of the field effect transistor NMOS, and a second terminal of the second capacitor C4 is connected to the power ground.
The first capacitor C3 can stabilize the output signal of the level shifter 122, and can prevent the input signal of the motor controller 14 from being affected by abnormal interference; the second capacitor C4 can stabilize the grid of the field effect transistor NMOS and prevent abnormal interference from influencing the state of the field effect transistor NMOS.
As shown in fig. 3, in one embodiment, the level shifting assembly 122 further includes a first voltage dependent resistor RV1 and a second voltage dependent resistor RV 2;
a first end of the first piezoresistor RV1 is connected with the grid electrode of the NMOS of the field effect transistor, and a second end of the first piezoresistor RV1 is connected with the power ground; the first end of the second piezoresistor RV2 is connected with the drain electrode of the field effect transistor NMOS, and the second end of the second piezoresistor RV2 is connected with the power ground.
The first voltage dependent resistor RV1 performs a shunting function when an overvoltage occurs at the third wired communication signal input terminal of the level shifter assembly 122; the second voltage dependent resistor RV2 performs a shunt function when an overvoltage occurs at the second wired communication signal output terminal of the level shift module 122; therefore, the first voltage dependent resistor RV1 and the second voltage dependent resistor RV2 respectively function to protect the level shift module 122 from the input and output of the level shift module 122.
As shown in fig. 3, in one embodiment, the processing component 121 includes a microprocessor 121a, in this embodiment, the microprocessor 121a is a single chip, and in other embodiments, the microprocessor 121a may be an electronic device with equivalent data processing functions, such as a programmable logic controller or an intelligent chip.
A first Asynchronous Receiver/Transmitter (UART) data receiving terminal RXD of the microprocessor 121a is a first communication signal receiving terminal of the processing assembly; an input/output (I/O) output LOCK of the microprocessor 121a is a third wired communication signal transmitting terminal of the processing module.
The first wired communication signal from the wireless module 11 cannot be directly used as a valid signal for driving the motor controller 14, so the microprocessor 121a is required to process the first wired communication signal, convert it into a third wired communication signal, and further convert it into a valid signal capable of driving the motor controller 14 through the subsequent level conversion module 122.
As shown in fig. 3, in an embodiment, the wireless module 11 includes a Global System for Mobile Communication (GSM) Communication chip, a third capacitor C5, a fourth capacitor C6, an inductor L, and an antenna S, wherein an antenna terminal ANT of the GSM Communication chip is connected to a first terminal of the inductor L, a second terminal of the inductor L is connected to the antenna S, a first terminal of the third capacitor C5 is connected to a first terminal of the inductor, a second terminal of the third capacitor C5 is connected to a power ground, a first terminal of the fourth capacitor C6 is connected to a second terminal of the inductor L, a second terminal of the fourth capacitor C6 is connected to the power ground, and the antenna constitutes a wireless Communication signal receiving terminal of the wireless module; the UART data transmitting terminal TXD of the GSM communication chip 11a is a transmitting terminal of the first wired communication signal of the wireless component. The communication chip 11a directly or indirectly receives a wireless communication signal from the mobile terminal 13 from the wireless communication link through the antenna ANT terminal and the antenna, thereby converting the wireless communication signal into a first wired communication signal, and transmits the first wired communication signal to the control component 12 through the UART data transmitting terminal TXD for use by the control component 12.
The description of fig. 3 is further described below in conjunction with the working principle:
the antenna receives a wireless communication signal from a wireless communication link, and then transmits the wireless communication signal to the GSM communication chip 11a through an antenna terminal ANT of the GSM communication chip 11a, then the GSM communication chip 11a converts the wireless communication signal into a first wired communication signal, and then transmits the first wired communication signal to the microprocessor 121a through a UART data transmitting terminal TXD of the GSM communication chip 11a, and after receiving the first wired communication signal, the UART data receiving terminal RXD of the microprocessor 121a converts the first wired communication signal into a third wired communication signal through the microprocessor 121 a; when the wireless communication signal carries the car locking control information, the third wired communication signal is a high level signal carrying the car locking control information, the high level signal is transmitted to the gate of the field effect transistor NMOS through the third resistor R9 of the level conversion component 122, the field effect transistor NMOS is in a conducting state, so that the second wired communication signal output end of the level conversion component 122 is connected with the power ground through the second resistor R7, the second wired communication signal output by the output end of the level conversion component 122 is a low level signal, and at this time, the motor controller 14 receives the low level signal to control the car locking action of the lock; when the wireless communication signal carries the unlocking control information, the third wired communication signal is a low level signal carrying the unlocking control information, the gate of the NMOS of the field effect transistor receives the low level signal, and the NMOS of the field effect transistor is turned off, so that the second wired communication signal output by the output end of the level conversion component 122 is a high level signal, and at this time, the motor controller 14 receives the high level signal to control the unlocking operation of the lock.
As shown in fig. 4, in one embodiment, an acceleration sensing assembly 15 is further included, and the acceleration sensing assembly 15 is connected to the control assembly 12 and configured to detect an operation state of the electric vehicle to generate an acceleration sensing signal. The acceleration sensing assembly 15 is fixedly installed on the electric vehicle, when the electric vehicle is in a parking state, and a user does not lock the electric vehicle through the mobile terminal 13 or a controller of an original electric vehicle of the electric vehicle, the acceleration sensing assembly 15 detects that the electric vehicle is in the parking state, and the acceleration sensing assembly 15 transmits an acceleration sensing signal to the control assembly 12; the control component 12 is further configured to generate a second wired communication signal according to the acceleration sensing signal, and when the acceleration sensing signal corresponds to the electric vehicle parking state, the control component generates the second wired communication signal carrying the vehicle locking control information. In a specific embodiment, when the acceleration sensing signal corresponds to the parking state of the electric vehicle, and the state lasts for 30 seconds, the control component 12 carries the second wired communication signal of the vehicle locking control information, so that the probability of misoperation can be reduced.
The embodiment of the utility model provides a still provide a control system of electric motor car, the control system of electric motor car includes the control circuit of the electric motor car of any embodiment of the above-mentioned list, because the control system of electric motor car has included the control circuit of the electric motor car of any embodiment of the above-mentioned list, consequently contains the beneficial effect that the control circuit of the electric motor car of any embodiment of the above-mentioned list corresponds at least.
As shown in fig. 5, a third aspect of the embodiments of the present invention provides an electric vehicle, including a motor controller 14, a motor 16, and the above control circuit of the electric vehicle; the motor controller 14 is respectively connected with the control component 12 and the motor 16, the motor controller 14 is configured to convert the second wired communication signal into a pulse signal for controlling the motor 16 to act, and the motor 16 is configured to rotate according to the pulse signal to realize the control of the lock; because the electric vehicle in this embodiment includes the control circuit of the electric vehicle in any of the above embodiments, the electric vehicle in this embodiment has at least the corresponding advantages of the control circuit of the electric vehicle in any of the above embodiments.
The above description is only exemplary of the present invention and should not be construed as limiting the present invention, and any modifications, equivalents and improvements made within the spirit and principles of the present invention are intended to be included within the scope of the present invention.
Claims (9)
1. A control circuit for an electric vehicle, comprising:
a wireless component configured to convert a wireless communication signal to a first wired communication signal upon receiving the wireless communication signal from a wireless communication link; and
a control component connected with the wireless component and a motor controller of the electric vehicle and configured to convert the first wired communication signal into a second wired communication signal so that the motor controller controls the lock according to the second wired communication signal;
the control assembly includes:
a processing component coupled to the wireless component and configured to generate a third wired communication signal based on the first wired communication signal;
and the level conversion component is connected with the processing component and the motor controller of the electric vehicle and is configured to convert the third wired communication signal into a second wired communication signal so that the motor controller controls the lock according to the second wired communication signal.
2. The control circuit of an electric vehicle according to claim 1, wherein the level conversion component comprises a first resistor, a second resistor, a third resistor, and a field effect transistor;
the first end of the third resistor is a third wired communication signal input end of the level conversion component, and the second end of the third resistor is connected with the first end of the field-effect tube; the first end of the first resistor is connected with the grid electrode of the field effect transistor, and the second end of the first resistor is connected with the power ground; the drain electrode of the field effect transistor is connected with the first end of the second resistor, the source electrode of the field effect transistor is connected with a power ground, and the second end of the second resistor is the second wired communication signal output end of the level conversion component.
3. The control circuit of an electric vehicle according to claim 2, wherein the level shift component further comprises a first capacitor and a second capacitor;
the first end of the first capacitor is connected with the drain electrode of the field effect transistor, and the second end of the first capacitor is connected with the power ground; the first end of the second capacitor is connected with the grid electrode of the field effect transistor, and the second end of the second capacitor is connected with the power ground.
4. The control circuit of an electric vehicle according to claim 2, wherein the level shift component further comprises a first varistor and a second varistor;
the first end of the first piezoresistor is connected with the grid electrode of the field effect transistor, and the second end of the first piezoresistor is connected with a power ground; the first end of the second piezoresistor is connected with the drain electrode of the field effect transistor, and the second end of the second piezoresistor is connected with the power ground.
5. The control circuit of an electric vehicle of claim 1, wherein the processing component comprises a microprocessor;
the UART data receiving end of the microprocessor is a first communication signal receiving end of the processing assembly; and the I/O output end of the microprocessor is a third wired communication signal sending end of the processing assembly.
6. The control circuit of an electric vehicle of claim 1, wherein the wireless component comprises a GSM communication chip, a third capacitor, a fourth capacitor, an inductor, and an antenna;
the antenna end of the GSM communication chip is connected with the first end of the inductor, the second end of the inductor is connected with the antenna, the first end of the third capacitor is connected with the first end of the inductor, the second end of the third capacitor is connected with the power ground, the first end of the fourth capacitor is connected with the second end of the inductor, the second end of the fourth capacitor is connected with the power ground, and the antenna forms the wireless communication signal receiving end of the wireless component; the UART data transmitting end of the GSM communication chip is a transmitting end of a first wired communication signal of the wireless component.
7. The control circuit of an electric vehicle according to claim 1, further comprising:
the acceleration sensing assembly is connected with the control assembly and is configured to detect the running state of the electric vehicle so as to generate an acceleration sensing signal;
the control component is further configured to generate the second wired communication signal from the acceleration sensing signal.
8. A control system for an electric vehicle, characterized by comprising the control circuit for an electric vehicle according to any one of claims 1 to 7.
9. An electric vehicle comprising a motor controller and a motor, characterized by comprising a control circuit of the electric vehicle of any one of claims 1-7; the motor controller is respectively connected with a control component and a motor, the control component is configured to convert the second wired communication signal into a pulse signal for controlling the motor to act, and the motor is configured to rotate according to the pulse signal to realize the control of the lock.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202020988979.9U CN213399956U (en) | 2020-06-02 | 2020-06-02 | Control circuit and system of electric vehicle and electric vehicle |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202020988979.9U CN213399956U (en) | 2020-06-02 | 2020-06-02 | Control circuit and system of electric vehicle and electric vehicle |
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| CN213399956U true CN213399956U (en) | 2021-06-08 |
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| CN202020988979.9U Active CN213399956U (en) | 2020-06-02 | 2020-06-02 | Control circuit and system of electric vehicle and electric vehicle |
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