CN215621816U - Control system, electric working machine or electric vehicle - Google Patents

Abstract

The utility model provides a control system, an electric working machine or an electric vehicle, wherein the system comprises: the device comprises a controller, a signal acquisition module, a driving module, a power management module and a bus communication module; the signal acquisition module is connected with each instrument in the fuel cell system and the whole vehicle control system; the driving module is connected with each control device in the fuel cell system and the whole vehicle control system; the power management module is connected with each instrument in the fuel cell system and the whole vehicle control system; the bus communication module is respectively connected with the power CAN bus and the whole vehicle CAN bus; the controller is used for controlling the fuel cell system and the whole vehicle control system. The control system, the electric operation machine or the electric vehicle provided by the utility model improves the integration level of the control system of the operation machine or the electric vehicle, effectively reduces the wire harness, reduces the complexity of the system and reduces the workload of overhauling and maintaining the control system.

Description

Control system, electric working machine or electric vehicle

Technical Field

The utility model relates to the technical field of mechanical engineering, in particular to a control system, an electric operation machine or an electric vehicle.

Background

Existing electric work machines use separate controllers, each of which corresponds to a particular function. The controllers are connected through hardwires or CAN, LIN and other bus networks, so that the electronic architecture of the whole vehicle is very complex. The wire harness is multiple, the types of the controllers are multiple, the problems that the electric operation machine is difficult to design the wire harness, troubleshoot the system, add new functions and the like are caused, and the workload and the working time are greatly increased.

The control system of the existing electric operation machine has low integration level, high complexity and large workload of overhaul and maintenance.

SUMMERY OF THE UTILITY MODEL

The utility model provides a control system, an electric operation machine or an electric vehicle, which is used for solving the technical problems of low integration level and high complexity of the control system of the operation machine in the prior art.

The utility model provides a control system, which comprises a controller, a signal acquisition module, a driving module, a power management module and a bus communication module, wherein the signal acquisition module is used for acquiring a signal;

the signal input end of the signal acquisition module is connected with each instrument in the fuel cell system and the whole vehicle control system, and the signal output end of the signal acquisition module is connected with the signal input end of the controller;

the signal input end of the driving module is connected with the control output end of the controller, and the signal output end of the driving module is connected with the signal input end of each control device in the fuel cell system and the whole vehicle control system;

the power supply input end of the power supply management module is connected with the fuel cell system, the power supply output end of the power supply management module is connected with each instrument in the fuel cell system and the whole vehicle control system, and the communication end of the power supply management module is connected with the SPI bus communication end of the controller;

the signal input end of the bus communication module is respectively connected with a power CAN bus and a whole vehicle CAN bus, and the signal output end of the bus communication module is connected with a CAN bus communication end of the controller;

the controller is used for controlling the fuel cell system and the whole vehicle control system.

According to the control system provided by the utility model, the load of the controller is determined based on the sum of the calculated amount of the fuel cell system control program and the calculated amount of the finished vehicle control system control program, and the memory of the controller is determined based on the sum of the code amount of the fuel cell system control program and the code amount of the finished vehicle control system control program; the input and output pins of the controller are determined based on the sum of the number of input and output signals of the fuel cell system and the number of input and output signals of the whole vehicle control system.

According to the control system provided by the utility model, the fuel cell system control program and the whole vehicle control system control program both adopt a layered architecture, and share a basic software layer in the layered architecture.

According to the control system provided by the utility model, the layered architecture is AUTOSAR architecture. According to the control system provided by the utility model, the driving module comprises a high-side driving module and a low-side driving module.

According to the control system provided by the utility model, the controller, the signal acquisition module, the driving module, the power management module and the bus communication module are integrated in the same circuit board.

According to the control system provided by the utility model, the driving module is arranged in the heat dissipation area of the circuit board.

According to the control system provided by the utility model, the circuit board adopts a four-layer board structure; the first layer and the fourth layer of the circuit board are signal layers, the second layer is a power supply layer, and the third layer is a ground plane.

According to the control system provided by the utility model, the power output power of the power supply management module is determined based on the sum of rated powers of all meters in the fuel cell system and the whole vehicle control system.

According to the control system provided by the utility model, the controller comprises a first core processor and a second core processor; the first core processor comprises a lockstep core processor;

and the first core processor runs a function safety program in the fuel cell system control program and the whole vehicle control system control program.

The utility model also provides an electric working machine comprising the control system.

The utility model provides a control system, an electric operation machine or an electric vehicle, which is applied to a fuel cell system and a whole vehicle control system and comprises a controller, a signal acquisition module, a driving module, a power management module and a bus communication module; the signal acquisition module, the driving module, the power management module and the bus communication module are respectively connected with the controller; the controller is connected with the fuel cell system and each instrument in the whole vehicle control system through the signal acquisition module and acquires signals, and is connected with each control device in the whole vehicle control system through the driving module and performs function control.

Drawings

In order to more clearly illustrate the technical solutions of the present invention or the prior art, the drawings needed to be used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.

FIG. 1 is a schematic structural diagram of a control system provided in the present invention;

fig. 2 is a hardware schematic structure diagram of an FCU and VCU integrated control system provided by the present invention.

Reference numerals:

110: a controller; 120: a signal acquisition module;

130: a drive module; 140: a power management module;

150: and a bus communication module.

Detailed Description

In order to make the objects, technical solutions and advantages of the present invention clearer, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings, and it is obvious that the described embodiments are some, but not all embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

Fig. 1 is a schematic structural diagram of a control system provided in the present invention, as shown in fig. 1, the control system includes a controller 110, a signal acquisition module 120, a driving module 130, a power management module 140, and a bus communication module 150;

the signal input end of the signal acquisition module 120 is connected with each instrument in the fuel cell system and the whole vehicle control system, and the signal output end is connected with the signal input end of the controller 110;

the signal input end of the driving module 130 is connected with the control output end of the controller 110, and the signal output end is connected with the signal input end of each control device in the fuel cell system and the whole vehicle control system;

the power input end of the power management module 140 is connected with the fuel cell system, the power output end is connected with each instrument in the fuel cell system and the whole vehicle control system, and the communication end is connected with the SPI bus communication end of the controller 110;

the signal input end of the bus communication module 150 is respectively connected with the power CAN bus and the whole vehicle CAN bus, and the signal output end is connected with the CAN bus communication end of the controller 110;

the controller 110 is used to control the fuel cell system and the vehicle control system.

Specifically, the working machine in the embodiment of the present invention is a machine that performs construction work using a fuel cell as a power source or one of power sources, such as a concrete pump truck, a crane, and an excavator. The type of fuel cell may be a hydrogen fuel cell, a methanol fuel cell, an ethanol fuel cell, and the like. The fuel cell system is used for controlling the output electric energy of the fuel cell, and the whole vehicle control system is used for controlling the daily running of the working machine.

The embodiment of the utility model adopts a controller 110 to control a fuel cell system and a vehicle control system in the operation machine. The control system of the controller 110 further includes a signal acquisition module 120, a driving module 130, a power management module 140, and a bus communication module 150.

The signal acquisition module 120 is used for acquiring analog quantity signals, digital quantity signals and frequency quantity signals in the fuel cell system and the whole vehicle control system. The signal input end of the controller is connected with various instruments in a fuel cell system and a vehicle control system in the working machine, such as an air flow meter and a hydrogen concentration meter in the fuel cell system, and the signal output end of the controller is connected with the signal input end of the controller 110, and collected signals are sent to the controller 110 to participate in control logic operation.

The driving module 130 is configured to generate a corresponding driving signal according to the control signal output by the controller 110, for example, amplify a weak point signal output by the controller 110 into a strong electric signal suitable for an external device, and drive the external device. The signal input end of the controller is connected with the control output end of the controller 110, and the signal output end is connected with the signal input end of each control device in a fuel cell system and a whole vehicle control system in the working machine.

The power management module 140 is used to provide power to various components of the control system, as well as to various meters connected to the control system. The power management module 140 may draw power from the fuel cell system and then convert and distribute the power. The power input end of the power management module 140 is connected to the fuel cell system in the working machine, and the power output end is connected to the fuel cell system in the working machine and each instrument in the vehicle control system. The communication end of the power management module 140 is connected to the SPI bus communication end of the controller 110, and may adopt Serial Peripheral Interface (SPI) to communicate with the controller 110. The SPI is a high-speed, full-duplex and synchronous communication bus, and only four wires are occupied on pins of a chip, so that the pins of the chip are saved, and meanwhile, the space is saved on the layout of a circuit board.

The signal input end of the bus communication module 150 is respectively connected with the power CAN bus and the entire vehicle CAN bus, and the signal output end is connected with the CAN bus communication end of the controller 110. The controller 110 CAN obtain communication information on the power CAN bus and the entire vehicle CAN bus according to the bus communication module 150.

The control system provided by the embodiment of the utility model is applied to a fuel cell system and a whole vehicle control system, and comprises a controller, a signal acquisition module, a driving module, a power management module and a bus communication module; the signal acquisition module, the driving module, the power management module and the bus communication module are respectively connected with the controller; the controller is connected with each instrument in a fuel cell system and a whole vehicle control system in the operation machine through the signal acquisition module and obtains signals, the fuel cell system is connected with each control device in the whole vehicle control system through the driving module and controls functions, the two control systems are controlled through one controller, and the power management module and the bus communication module are shared, so that the integration level of the operation machine control system is improved, the wire harnesses are effectively reduced, the complexity of the system is reduced, and the workload of maintenance and repair of the control system is reduced.

Based on the above embodiment, the load of the controller is determined based on the sum of the calculated amount of the fuel cell system control program and the calculated amount of the entire vehicle control system control program, and the memory of the controller is determined based on the sum of the code amount of the fuel cell system control program and the code amount of the entire vehicle control system control program; the input and output pins of the controller are determined based on the sum of the number of input and output signals of the fuel cell system and the number of input and output signals of the vehicle control system.

Specifically, when one controller is used to control the functions of two systems, the load, the memory, and the number of input/output pins of the controller need to be determined.

Generally, in order to ensure real-time performance in the operation of the fuel cell system control program and the vehicle control system control program, the load factor of the controller is required to be not more than 85% of the design load. Therefore, the calculated amount of the fuel cell system control program and the calculated amount of the whole vehicle control system control program can be tested in the development stage of the control program, and then the corresponding controller is selected according to the sum of the calculated amounts.

The memory size requirement of the controller is no more than 80% of the design memory. Therefore, the sum of the code amount of the fuel cell system control program and the code amount of the entire vehicle control system control program can be determined first, and then the corresponding memory can be determined. The control program of the fuel cell system and the control program of the whole vehicle control system can be split respectively according to the software structure forms of the bottom layer and the application layer, and bottom layer software in the two control programs is shared, so that the memory is reduced.

The input and output pins are interfaces for information interaction between the controller and external instruments or equipment. The number of the pins can be determined according to the sum of the number of the input and output signals of the fuel cell system and the number of the input and output signals of the whole vehicle control system. A certain number of input/output pins may be reserved for subsequent addition of meters or control devices.

Based on any of the above embodiments, the fuel cell system control program and the entire vehicle control system control program both adopt a layered architecture, and share a basic software layer in the layered architecture.

Specifically, the fuel cell system control program and the vehicle control system control program may both adopt a layered architecture, and each layer represents one function of the control program. The basic software layer is the bottom layer in the layered architecture and is used for communicating with an external operating environment, managing the memory, driving hardware and the like. The fuel cell system control program and the whole vehicle control system control program run in the same controller and can share a basic software layer in a layered architecture, so that the memory occupation is reduced, and the program running efficiency is improved.

Based on any of the above embodiments, the layered architecture is an AUTOSAR architecture.

Specifically, the AUTOSAR layered architecture is used to support independence of complete Software and hardware modules, and the intermediate rte (runtime environment) is implemented as a virtual function bus vfb (virtual Functional bus), so that an upper Application Layer (Application Layer) and a lower base Software (Basic Software) are isolated, and dependence on a hardware system during development and verification of conventional ECU (Electronic Control Unit) Software is eliminated.

The AUTOSAR layered architecture is divided into three software layers at the highest abstraction level: an Application Layer (Application Layer), a Runtime Environment Layer (Runtime Environment Layer), and a Basic Software Layer (BSW) running on the microcontroller. The basic software layer can be divided into a complex driving layer, a microcontroller abstraction layer, an ECU abstraction layer and a service layer.

The layered design of software and hardware separation improves the integration capability of a fuel cell system and a whole vehicle control system, and particularly improves the software multiplexing capability of each layer by the definition of a standardized interaction interface and a software component model, so that the development cost is reduced, the speed of system integration and product release is greatly improved, and the memory requirement of a controller can be reduced by sharing a basic software layer.

Based on any one of the above embodiments, the signal acquisition module includes an analog quantity acquisition module, a frequency quantity acquisition module, and a digital quantity acquisition module.

Specifically, the signal acquisition module may include an analog quantity acquisition module, a frequency quantity acquisition module, and a digital quantity acquisition module according to the type of the acquired signal.

The analog quantity acquisition module is mainly used for acquiring analog quantity signals in a fuel cell system and a whole vehicle control system, such as an accelerator pedal signal, a pressure signal, a temperature signal and the like. The frequency quantity acquisition module is mainly used for acquiring frequency quantity signals in a fuel cell system and a whole vehicle control system, such as a vehicle speed signal, an air flow signal, a hydrogen concentration signal and the like. The digital quantity acquisition module is mainly used for acquiring digital quantity signals in a fuel cell system and a whole vehicle control system, such as an activation wake-up signal, a brake switch signal, a relay diagnosis signal and the like.

Based on any one of the above embodiments, the driving module comprises a high-side driving module and a low-side driving module.

Specifically, a high-side drive module and a low-side drive module may be provided in consideration of the drive types of the respective control devices in the fuel cell system and the entire vehicle control system.

Here, the high side power supply, the low side ground, the high side driver and the low side driver are used to debug power to drive the load. The high-side drive is suitable for instruments or equipment of precision devices and is complex in drive. The low-side drive is suitable for the case of simple circuits.

The high-side driving means that the driving device is enabled by closing a switch on a power line directly in front of the electrical appliance or the driving device, and the low-side driving means that the driving device is enabled by closing a ground line after the electrical appliance or the driving device.

In a fuel cell system and a whole vehicle control system, a high-side driving module can be connected to an ATS fan, a buzzer, steering control, an air compressor, a circulating pump and the like; for reversing lamps, an inflating pump fan, a hydrogen inlet valve and the like, a low-side driving module can be connected.

Based on any of the above embodiments, the controller, the signal acquisition module, the driving module, the power management module and the bus communication module are integrated in the same circuit board.

Specifically, the controller, the signal acquisition module, the driving module, the power management module and the bus communication module may be integrated in the same circuit board, and then packaged by using a metal housing.

Due to the highly shared integration mode, the size of the circuit board can be compressed to be consistent with the size of an independent fuel cell system controller or an independent vehicle control system controller.

Based on any embodiment, the driving module is arranged in the heat dissipation area of the circuit board.

Specifically, the driving module has a large heat value, a special heat dissipation area can be arranged on the circuit board, the circuit board is in full contact with a metal shell of the control system, and a special heat dissipation hole is formed. Each element in the driving module is packaged by surface mounting and welded on the surface of the circuit board, heat generated during the operation of the element is transmitted to the lower surface of the electric hot plate through copper coating and heat dissipation holes of the circuit board, the lower surface of a heat dissipation area can be coated with heat absorption materials and heat conduction silica gel, and the heat is transmitted to the metal shell of the controller through the heat conduction silica gel.

The heat dissipation area is arranged at the edge of the circuit board as much as possible, so that the heat transfer path is shortened.

Based on any one of the above embodiments, the circuit board adopts a four-layer board structure; the first layer and the fourth layer of the circuit board are signal layers, the second layer is a power supply layer, and the third layer is a ground plane.

Specifically, in order to increase the integration of the control system and improve electromagnetic compatibility (EMC) performance, the circuit board may have a four-layer board structure, where a first layer and a fourth layer are used to set signal lines, a second layer is used to set power lines, and a third layer is used to set ground lines.

According to the control system provided by the embodiment of the utility model, the circuit board adopts a four-layer board structure, so that the electromagnetic compatibility of the control system can be obviously improved.

Based on any of the above embodiments, the following layout design may also be adopted for the circuit board:

1) the crystal oscillator element on the circuit board is arranged close to the controller;

2) the analog quantity acquisition module and the digital quantity acquisition module are respectively arranged in different areas of the circuit board;

3) the frequency quantity acquisition module is arranged at the edge of the circuit board;

4) filling blank areas in the circuit board with ground wires;

5) the analog quantity acquisition module can adopt a special line;

6) wiring of the clock signal is far away from the signal acquisition module, so that the sampling accuracy is prevented from being influenced;

7) for the crosstalk of long parallel wires, the distance is increased or a ground wire is added between the wires;

8) the high-speed line avoids right angles;

9) the strong and weak signal lines are separated.

Based on any embodiment, the power output power of the power management module is determined based on the sum of rated powers of various meters in the fuel cell system and the whole vehicle control system.

Specifically, the power output power of the power management module mainly considers the power supply requirements of various instruments in the fuel cell system and the vehicle control system. The sum of the rated power of each meter can be used as the power output power of the power management module.

For example, the supply voltage of each meter in the fuel cell system and the entire vehicle control system is 5V. The total power supply requirement is calculated by calculating the number of meters needing 5V power supply, so that the PMIC (power management chip) is selected. For example, each meter generally consumes 15mA of current at maximum, a whole vehicle control system before combination has 4 meters needing 5V power supply, and a fuel cell system has 8 meters needing 5V power supply. Then the total demand after merging is (4+8) × 15 ═ 180 mA. If the PMIC of the previous fuel cell system or the entire vehicle control system has a power supply capacity of over 180mA by itself (for example, the MC33CFS6500 has a 5V current output capacity of 250mA in total), the re-determination is not needed.

According to any one of the above embodiments, the controller includes a first core processor and a second core processor; the first core processor comprises a lockstep core processor;

and a function safety program in a fuel cell system control program and a whole vehicle control system control program is operated in the first core processor.

Specifically, the controller may be a dual-core processor. The task scheduling between the two core processors can be determined by adopting software.

The first core processor includes a lockstep core processor. Functional safety programs in the fuel cell system control program and the whole vehicle control system control program can be placed into the first core processor for processing.

For example, the controller is MCU Infineon TC265, which has two cores (e.g., an a core and a B core), and only one of the cores (the a core) is self-lockstep. Therefore, some functions of the whole vehicle control system or the fuel cell system, such as an accelerator pedal processing program (whole vehicle control system), a throttle position sensor (fuel cell system air path), an air inlet pressure sensor (fuel cell system) and the like, which have requirements on safety, are put into the core a to operate, because the core a is provided with the step locking core, the functions automatically operate once in the attached step locking core, and finally, whether the result values of the two operation paths are the same or not is compared, if the result values are different, a next defined safety mechanism, such as prohibition of safety-related CAN bus message sending and cut-off of enabling output of key actuators (hydrogen injectors and the like), is adopted to ensure the safe operation of the vehicle. The whole vehicle layer can report a first-level fault to a driver to stop immediately or drive with limited power and the like.

Based on any of the above embodiments, the present invention provides an electric working machine or an electric vehicle, including the above control system.

Specifically, the electric working machine is a working machine powered by a fuel cell, such as an electric concrete pump truck, an electric crane, an electric excavator, and the like. The electric vehicle may be a vehicle powered by a fuel cell, such as an electric heavy truck or the like. The type of fuel cell may be a hydrogen fuel cell, a methanol fuel cell, an ethanol fuel cell, and the like.

Based on any of the above embodiments, fig. 2 is a hardware schematic structure diagram of an FCU (fuel cell system) and VCU (vehicle control system) integrated control system provided by the present invention, as shown in fig. 2, including a main microcontroller, a power management chip, a bus communication chip, a driving chip, an analog signal conditioning circuit, a frequency signal conditioning circuit, a logic signal conditioning circuit, and the like.

The selection of the main microcontroller mainly takes three risks into consideration: CPU saturation risk (load rate 85%), memory saturation risk (80%), and I/O saturation risk. The dual cores are selected to prevent the problem of too high load rate of CPU single core operation. Since the VCU was previously operating with a single core and the FCU was operating with a single core, there may be a risk of CPU saturation if the program is still running with a single core after coming together. The CPU load determination may test each CPU core load rate through a multi-core test tool at a development stage. Memory (Flash) sizing is entirely determined by the program size that was last written. In principle, the merged Flash size must be less than the sum of the previous single VCU program size and FCU size. Since the modules of the application layer software can be simply stacked after the merging, but the underlying software can be shared to a large extent, the total software size (application layer + underlying layer) can be reduced theoretically after the merging. From the outside of the combined controller, the I/O (input/output) of the original single FCU and VCU are simply superposed, the network interface is directly shared (the network load cannot be increased, the network throughput cannot be increased because the message is the original message quantity), and the power supply and the awakening interface are shared (the total power consumption cannot be increased, so that the impact on the original whole vehicle electrical architecture cannot be caused). The total pin count is less than the sum of the original single VCU and single FCU pin counts.

A master chip is selected, which can be the same as the master chip of the previous FCU controller, and can also be the same as the VCU controller, and the overall principle is grasped as follows: according to the complexity of FCU and VCU systems on a real vehicle, the selected main chip meets two main indexes, one is that the CPU load cannot be too high (preferably not more than 85%), and the other is that the Flash size cannot be too small (although most of the integrated underlying software is shared, the sum of the sizes of the integrated total software is smaller than the sum of the sizes of the simple VCU and FCU software before theoretically, the Flash is recommended to be at least equal to the sum of the VCU software and the FCU software). The main chip is selected from the following options: infineon Aurix TC 265. The chip is dual core, one of which is lockstep. Its OS scheduling can be divided into three types: the VCU function and the FCU function can be put into one core to run, so that the development of the bottom layer is simplest 2. if the load is too high in one core, the VCU function and the FCU function can be run by using one core respectively, and the bottom layer is required to be supported by double cores. 3. If there is a requirement for functional security, this portion of the priority may be placed in a lockstep core (lockstep) for operation.

The power management module and the previous changes mainly consider the power supply capacity of the 5V sensor, because the number of the sensors is increased after the FCU and the VCU are combined; the network management module can be not changed, because the VCU and the FCU are connected in the vehicle network and can share a network interface after being combined; the driving module mainly considers the output current capability of the driving module, and the actuators required to be driven by the driving module are increased after the VCU and the FCU are combined; the input processing circuit only needs to simply add, and the number of input paths of the input processing circuit is smaller than the number of ADC and GPIO interfaces supported by the main chip; the wake-up interface is directly used.

The control system provided by the embodiment of the utility model integrates the VCU and the FCU together under the condition of almost occupying the same space, thereby optimizing the cost and improving the performance.

The above-described embodiments of the apparatus are merely illustrative, and the units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of the present embodiment. One of ordinary skill in the art can understand and implement it without inventive effort.

Through the above description of the embodiments, those skilled in the art will clearly understand that each embodiment can be implemented by software plus a necessary general hardware platform, and certainly can also be implemented by hardware. With this understanding in mind, the above technical solutions may be embodied in the form of a software product, which can be stored in a computer-readable storage medium, such as ROM/RAM, magnetic disk, optical disk, etc., and includes commands for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute the method according to the embodiments or some parts of the embodiments.

Finally, it should be noted that: the above embodiments are only used to illustrate the technical solutions of the present application, and not to limit the same; although the present application has been described in detail with reference to the foregoing embodiments, it should be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions in the embodiments of the present application.

Claims (11)

1. A control system is characterized by comprising a controller, a signal acquisition module, a driving module, a power management module and a bus communication module;

the signal input end of the signal acquisition module is connected with each instrument in the fuel cell system and the whole vehicle control system, and the signal output end of the signal acquisition module is connected with the signal input end of the controller;

the signal input end of the driving module is connected with the control output end of the controller, and the signal output end of the driving module is connected with the signal input end of each control device in the fuel cell system and the whole vehicle control system;

the power supply input end of the power supply management module is connected with the fuel cell system, the power supply output end of the power supply management module is connected with each instrument in the fuel cell system and the whole vehicle control system, and the communication end of the power supply management module is connected with the SPI bus communication end of the controller;

the signal input end of the bus communication module is respectively connected with a power CAN bus and a whole vehicle CAN bus, and the signal output end of the bus communication module is connected with a CAN bus communication end of the controller;

and the controller is used for controlling the fuel cell system and the whole vehicle control system.

2. The control system according to claim 1, wherein the load of the controller is determined based on a sum of a calculated amount of the fuel cell system control program and a calculated amount of the entire vehicle control system control program, and the memory of the controller is determined based on a sum of a code amount of the fuel cell system control program and a code amount of the entire vehicle control system control program; the input and output pins of the controller are determined based on the sum of the number of input and output signals of the fuel cell system and the number of input and output signals of the whole vehicle control system.

3. The control system of claim 2, wherein the fuel cell system control program and the vehicle control system control program both adopt a layered architecture, and share a basic software layer in the layered architecture.

4. The control system of claim 3, wherein the layered architecture is an AUTOSAR architecture.

5. The control system of claim 1, wherein the drive modules include a high side drive module and a low side drive module.

6. The control system of claim 1, wherein the controller, the signal acquisition module, the driver module, the power management module, and the bus communication module are integrated in a same circuit board.

7. The control system of claim 6, wherein the driver module is disposed in a heat dissipation area of the circuit board.

8. The control system of claim 6, wherein the circuit board is of a four-layer board structure; the first layer and the fourth layer of the circuit board are signal layers, the second layer is a power supply layer, and the third layer is a ground plane.

9. The control system of claim 1, wherein the power output of the power management module is determined based on a sum of power ratings of individual meters in the fuel cell system and the vehicle control system.

10. The control system of claim 1, wherein the controller comprises a first core processor and a second core processor; the first core processor comprises a lockstep core processor;

and the first core processor runs a function safety program in the fuel cell system control program and the whole vehicle control system control program.

11. An electric working machine or electric vehicle, characterized in that it comprises a control system according to any one of claims 1 to 10.

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