CN109703358B - Electric motorcycle, power assembly thereof and control method - Google Patents
Electric motorcycle, power assembly thereof and control method Download PDFInfo
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- CN109703358B CN109703358B CN201910156373.0A CN201910156373A CN109703358B CN 109703358 B CN109703358 B CN 109703358B CN 201910156373 A CN201910156373 A CN 201910156373A CN 109703358 B CN109703358 B CN 109703358B
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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
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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Abstract
The invention discloses an electric motorcycle, a power assembly and a control method thereof, wherein the power assembly comprises a motor, a gearbox and a clutch, the gearbox is provided with a plurality of gears, and the clutch can be connected with a rotating shaft of the motor and an input shaft of the gearbox. The power assembly provided by the invention further comprises a gearbox, the gearbox is provided with a plurality of gears, different speed ratios can be provided, the motor can be kept in a high-efficiency working state in a larger vehicle speed range through gear switching, the motor can be prevented from working in a limit rotating speed state for a long time to a large extent, the time of heavy current discharge of the power battery pack can be reduced, and the cruising ability and the service life of the power battery pack can be guaranteed.
Description
Technical Field
The invention relates to the technical field of electric motorcycles, in particular to an electric motorcycle, a power assembly thereof and a control method.
Background
At present, the electric driving method commonly adopted by the electric motorcycle is that a motor drives a fixed speed ratio, under the condition of the fixed speed ratio driving, the motor can only provide the torque with a reasonable reduction ratio under a certain specific working condition, and can only perform high-efficiency work in a narrow interval range, if the torque requirement of the electric motorcycle on a complex working condition is required to be met, the motor can only be driven by continuously increasing the rotating speed of the motor without considering the harm of heavy current discharge to a battery, and the peak power, the peak torque and the peak heavy current of the motor can be utilized to obtain the corresponding torque so as to meet the requirement of the actual working condition, but the motor is definitely caused to heat up, the service efficiency and the service life are reduced, and the limited and precious power battery capacity is further reduced sharply, so that the cruising capacity and the recyclable charging times of the power battery are seriously influenced.
Therefore, how to provide a solution to overcome the above-mentioned drawbacks is still a technical problem to be solved by those skilled in the art.
Disclosure of Invention
The invention aims to provide an electric motorcycle, a power assembly and a control method thereof, wherein the power assembly of the electric motorcycle is provided with a gearbox, a plurality of gears can be provided, and a motor can be kept in a high-efficiency working state in a larger vehicle speed interval through gear switching, so that the cruising ability and the service life of a power battery pack are guaranteed.
In order to solve the technical problems, the invention provides a power assembly of an electric motorcycle, which comprises a motor, a gearbox and a clutch, wherein the gearbox is provided with a plurality of gears, and the clutch can be connected with a rotating shaft of the motor and an input shaft of the gearbox.
The power assembly provided by the invention further comprises a gearbox, the gearbox is provided with a plurality of gears, different speed ratios can be provided, the motor can be kept in a high-efficiency working state in a larger vehicle speed range through gear switching, the motor can be prevented from working in a limit rotating speed state for a long time to a large extent, the time of heavy current discharge of the power battery pack can be reduced, and the cruising ability and the service life of the power battery pack can be guaranteed.
Optionally, the clutch is an electromagnetic clutch.
Optionally, the vehicle steering system further comprises a controller, wherein the controller is provided with a vehicle speed interface and a steering handle angle interface; the vehicle speed interface is in signal connection with the vehicle speed sensor and is suitable for receiving the vehicle speed of the electric motorcycle measured by the vehicle speed sensor, the handle angle interface is in signal connection with the handle angle sensor and is suitable for receiving the rotating angle of the handle of the electric motorcycle measured by the handle angle sensor, and the controller is suitable for outputting gear shifting prompt information when the vehicle speed and the rotating angle meet gear shifting conditions.
Optionally, the shift condition includes an upshift condition and a downshift condition; the upshift condition is: the vehicle speed is greater than or equal to the maximum gear vehicle speed, and the rotation angle is greater than or equal to a first set rotation angle; the downshift condition is: the vehicle speed is smaller than or equal to the minimum gear vehicle speed, and the rotation angle is smaller than or equal to a second set rotation angle; wherein the first set rotational angle is greater than the second set rotational angle.
Optionally, the controller further has a clutch interface, the clutch interface is in signal connection with the clutch, and is suitable for receiving a switching signal for engaging or disengaging the clutch; the controller is also connected with the motor through signals, and is suitable for controlling the rotation speed change of the motor after the gear shifting prompt information is output and when the switch signal is an off signal, so that the rotation speed of the motor is matched with the rotation speed of the input shaft after gear shifting.
Optionally, the controller includes a calculation module, where the calculation module stores a rotation speed calculation formula, and the controller is further adapted to control a rotation speed change of the motor according to a calculation result of the calculation module; the rotating speed calculation formula is as follows: n a＝n1×id'/id, wherein n a is the rotation speed of the motor after regulation, n 1 is the rotation speed of the motor before regulation, i d is the transmission ratio of the power assembly under the current gear, and i d' is the transmission ratio of the power assembly after gear shifting.
Optionally, the controller is further adapted to control engagement or disengagement of the clutch, the controller being adapted to control disengagement of the clutch when the vehicle speed is greater than a maximum gear vehicle speed and the rotational angle is less than or equal to a second set rotational angle.
Optionally, the controller is further provided with a brake interface, and the brake interface is in signal connection with a brake device and is suitable for receiving a signal whether the brake device is started or not; the controller is further adapted to control the clutch to be disconnected when the brake is not activated, the rotational angle is less than or equal to the second set rotational angle, the current gear is the highest gear, and the vehicle speed is greater than a set vehicle speed.
Optionally, the gearbox comprises an input shaft, an output shaft and a plurality of meshed gear pairs, the input shaft and the output shaft are parallel to each other, the gear pairs comprise a driving gear and a driven gear, the driving gear is fixedly arranged on the input shaft, and the driven gear is sleeved on the output shaft; the output shaft is also provided with at least one synchronizer which can be connected with the corresponding driven gear.
Optionally, one end of the clutch is connected with the rotating shaft, the other end of the clutch is connected with a motor transmission gear, the input shaft is connected with an input gear, and the motor transmission gear is meshed with the input gear.
The invention also provides an electric motorcycle, which comprises a power assembly, wherein the power assembly is the power assembly of the electric motorcycle.
Since the power assembly of the motorcycle has the technical effects as described above, the electric motorcycle with the power assembly also has similar technical effects, and therefore, the description thereof is omitted herein.
The invention also provides a control method of the electric motorcycle, which is suitable for the electric motorcycle and comprises the following steps: step S1, acquiring the speed of the electric motorcycle, the rotation angle of a rotating handle and the current gear; step S2, judging whether the vehicle speed and the rotation angle meet a gear shifting condition, if so, executing step S3; step S3, outputting a gear shifting prompt signal; step S4, a switching signal for the engagement or disengagement of the clutch is obtained, and if the switching signal is an disengagement signal, step S5 is executed; s5, controlling the rotation speed change of the motor so that the rotation speeds of two end parts of the clutch after gear shifting can be matched; and step S6, controlling the clutch to be engaged.
The control method of the electric motorcycle provided by the invention can shift the electric motorcycle when the shift condition is met, and can regulate and control the rotating speed of the motor when the shift is carried out, so that the rotating speeds of the two ends of the clutch after the shift can be matched, further the stability of the shift process can be greatly improved, shift impact is avoided, the abrasion of the two ends of the clutch can be reduced, and the service life of the clutch is prolonged.
Optionally, the shift condition includes an upshift condition and a downshift condition; the upshift condition is: the vehicle speed is greater than or equal to the maximum gear vehicle speed, and the rotation angle is greater than or equal to a first set rotation angle; the downshift condition is: the vehicle speed is smaller than or equal to the minimum gear vehicle speed, and the rotation angle is smaller than or equal to a second set rotation angle; wherein the first set rotational angle is greater than the second set rotational angle.
Optionally, in the step S5, the rotation speed of the motor is changed according to the following formula: n a＝n1×id'/id; wherein n a is the rotation speed of the motor after regulation, n 1 is the rotation speed of the motor before regulation, i d is the transmission ratio of the power assembly under the current gear, and i d' is the transmission ratio of the power assembly after gear shifting.
Optionally, after the step S1, the method further includes: and S7, judging whether the vehicle speed is smaller than the maximum gear speed and whether the rotation angle is larger than a first set rotation angle, and if so, not outputting a gear shifting prompt signal.
Optionally, after the step S1, the method further includes: step S8, judging whether the vehicle speed is greater than a maximum gear vehicle speed and whether the rotation angle is smaller than or equal to a second set rotation angle, if so, executing step S9; and step S9, controlling the clutch to be disconnected.
Optionally, after the step S1, the method further includes: step S10, judging whether the current gear is the highest gear, whether the vehicle speed is greater than or equal to a set vehicle speed, whether the rotation angle is smaller than or equal to a second set rotation angle, and whether a braking device is not started, and if so, executing step S9.
Drawings
FIG. 1 is a schematic view of a power train of an electric motorcycle according to an embodiment of the present invention;
FIG. 2 is a flowchart of a control method of the electric motorcycle provided by the invention;
FIG. 3 is a flowchart of the control method of the electric motorcycle provided by the invention in the upshift process;
fig. 4 is a flowchart of the control method of the electric motorcycle provided by the invention in the process of downshift.
The reference numerals in fig. 1-4 are illustrated as follows:
A motor 1, a rotating shaft 11 and a motor transmission gear 12;
A2 gearbox, a 21 input shaft, a 22 output shaft, a 23-gear pair, a 231 first driving gear, a 232 first driven gear, a 233 second driving gear, a 234 second driven gear, a 235 third driving gear, a 236 third driven gear, a 237 fourth driving gear, a 238 fourth driven gear, a 24 input gear, a 25 output gear, a 26 first synchronizer, a 27 second synchronizer;
3, a clutch;
the device comprises a controller 4, a vehicle speed interface 41, a steering angle interface 42, a clutch interface 43, a calculation module 44, a motor interface 45, a brake interface 46, a gear interface 47 and a clutch control interface 48;
The vehicle comprises a current gear, a highest gear of D Max, a vehicle speed of V, a maximum gear of V DMax, a minimum gear of V DMin, a set vehicle speed of V 0, an alpha rotation angle, a first set rotation angle of alpha 1 and a second set rotation angle of alpha 2.
Detailed Description
The present invention will be described in further detail below with reference to the drawings and the specific embodiments, so that those skilled in the art can better understand the technical solutions of the present invention.
The term "plurality" as used herein refers to a plurality, typically two or more, of indefinite quantities; and when "a number" is used to denote the number of a certain number of components, the number of components is not necessarily related to each other.
The terms "first," "second," and the like herein are merely used for convenience in describing two or more structures or components having the same or similar structure, and do not denote any particular limitation of the order.
Example 1
Referring to fig. 1, fig. 1 is a schematic structural diagram of an embodiment of a power assembly of an electric motorcycle according to the present invention.
As shown in fig. 1, the invention provides a power assembly of an electric motorcycle, which comprises a motor 1, a gearbox 2 and a clutch 3, wherein the gearbox 2 is provided with a plurality of gears, and the clutch 3 can be connected with a rotating shaft 11 of the motor 1 and an input shaft 21 of the gearbox 2.
Different from the scheme of fixed speed ratio in the prior art, the power assembly provided by the invention further comprises a gearbox 2, the gearbox 2 is provided with a plurality of gears, different speed ratios can be provided, the motor 1 can be kept in a high-efficiency working state in a larger vehicle speed interval through gear switching, the motor 1 can be prevented from working in a limit speed state for a long time to a large extent, the time of heavy current discharge of the power battery pack can be reduced, and the cruising ability and the service life of the power battery pack can be guaranteed.
In a specific embodiment, the clutch 3 may be an electromagnetic clutch, so that the engagement or disengagement of the clutch 3 is achieved by driving of electromagnetic force. Of course, the clutch 3 can also adopt other types of clutches, such as a magnetic powder clutch, a friction clutch, a hydraulic clutch and the like, but in comparison, the electromagnetic clutch is an electric control clutch, has the characteristics of power-on connection and power-off separation, has high response speed and is more convenient to control.
Further, the vehicle speed control device can also comprise a controller 4, wherein the controller 4 can be provided with a vehicle speed interface 41 and a steering handle angle interface 42; the vehicle speed interface 41 may be in signal connection with a vehicle speed sensor (not shown in the figure), and adapted to receive a vehicle speed V of the electric motorcycle detected by the vehicle speed sensor, the handlebar angle interface 42 is in signal connection with a handlebar angle sensor (not shown in the figure), and adapted to receive a rotation angle α of a handlebar of the electric motorcycle detected by the handlebar angle sensor, and the controller 4 is adapted to output a shift prompt message when the vehicle speed V and the rotation angle α satisfy a shift condition. The specific structure of the vehicle speed sensor and the steering handle angle sensor can refer to the prior art, and detailed description thereof is omitted herein.
It should be noted that, the vehicle speed V may be obtained by measuring the rotation speed of the motor 1, and then calculating the rotation speed of the motor 1 and the transmission ratio of the current gear (monitored by the gear interface 47 provided in the controller 4) in addition to the direct measurement by the vehicle speed sensor, and those skilled in the art may select and use the vehicle speed V according to actual needs when implementing the present invention.
The shift conditions may include upshift conditions and downshift conditions.
The upshift condition may be: the vehicle speed V is greater than or equal to the maximum gear vehicle speed V DMax, and the rotation angle alpha is greater than or equal to the first set rotation angle alpha 1. The maximum gear speed V DMax is related to the current gear D, specifically refers to the maximum speed in the current gear D, and can be obtained by calculating the motor rotation speed and the transmission ratio i in the current gear D; the first set rotation angle α 1 corresponds to a larger rotation angle, and may specifically be set to a value between 70% α Max-100％αMax, where α Max is the maximum rotation angle. Thus, the upshift condition is characterized by the meaning: the steering handle has been or will be turned to the bottom, and the vehicle speed V has reached the maximum rotational speed of the current gear D (i.e., the aforementioned maximum gear vehicle speed V DMax), at which time the controller 4 may output an upshift prompt message to the outside.
The downshift condition may be: the vehicle speed V is smaller than or equal to the minimum gear vehicle speed V DMin, and the rotation angle alpha is smaller than or equal to the second set rotation angle alpha 2. The minimum gear speed V DMin is also related to the current gear D, specifically refers to the minimum speed in the current gear D, and can be obtained by calculating the motor rotation speed and the transmission ratio i in the current gear D; the second set rotation angle α 2 corresponds to a smaller rotation angle, and may specifically be set to a value between 0 and 20% α Max. Thus, the downshift condition is characterized by the following meanings: the steering handle has been or will be turned to the initial position, and the vehicle speed V has reached the minimum rotational speed of the current gear D (i.e., the aforementioned minimum gear vehicle speed V DMin), at which time the controller 4 may output a downshift prompt message to the outside.
The upshift prompt information and the downshift prompt information may be the same signal, for example, the upshift prompt information and the downshift prompt information may be displayed by the same indicator lamp or the same text. Or the upshift prompt information and the downshift prompt information can also adopt different signals, for example, different indicator lamps or different characters are respectively adopted for display, etc., so as to be convenient for distinguishing.
It can be understood that when the vehicle driver manipulates the vehicle speed V and the rotation angle α of the steering handle, the vehicle driver has a clear driving intention (such as upshift or downshift), and the monitoring of the vehicle speed V and the rotation angle α according to the embodiment of the present invention is actually to infer the intention of the vehicle driver, and the shift prompt information output externally by the controller 4 is only used to inform the vehicle driver of a proper shift opportunity, at this time, even if the specific upshift or downshift is not clearly illustrated, the vehicle driver also knows what shift operation is to be executed specifically, so the embodiment of the present invention preferably adopts the scheme that the shift prompt information adopts the same signal, so as to simplify the circuit structure.
The controller 4 may also have a clutch interface 43, the clutch interface 43 being signally connectable with the clutch 3 and adapted to receive switching signals for engagement or disengagement of the clutch 3. The controller 4 is further provided with a motor interface 45, the motor interface 45 can be in signal connection with the motor 1, and the controller is suitable for controlling the rotation speed change of the motor 1 after outputting the gear shifting prompt information and when the switch signal is a disconnection signal, so that the rotation speeds of the two ends of the clutch 3 after gear shifting can be matched. The matching is approximately consistent, so that the stability of the gear shifting process can be greatly improved, gear shifting impact is avoided, the abrasion of two end parts of the clutch 3 can be reduced, and the service life of the clutch 3 is prolonged.
In detail, the controller 4 may be provided with a calculation module 44, the calculation module 44 may store a rotational speed calculation formula, and the controller 4 is further adapted to control the rotational speed variation of the motor 1 according to the calculation result of the calculation module 44.
The rotation speed calculation formula specifically can be: n a＝n1×id'/id, wherein n a is the rotation speed of the motor 1 after regulation, n 1 is the rotation speed of the motor 1 before regulation, i d is the transmission ratio of the power assembly under the current gear, and i d' is the transmission ratio of the power assembly after gear shifting. It should be appreciated that the transmission ratio in the high gear is smaller than that in the low gear, so, after the above rotation speed calculation formula is adopted, the rotation speed of the motor 1 can be reduced when the gear is up, so that the motor 1 can work in a high-efficiency area to be beneficial to improving the endurance mileage of the whole vehicle, and when the gear is down, the rotation speed of the motor 1 can be improved, so that the motor 1 can quickly reach the output torque point, and the peak current of the motor 1 can be reduced.
In addition to the upshift and downshift conditions, the vehicle is also subjected to conditions such as uphill and downhill and high-speed slip during operation.
In uphill conditions, low gear operation is preferred (other gears are possible) to boost torque output. At this time, although the steering handle is already or nearly screwed to the bottom, the vehicle speed V is still not very high, and the controller does not output shift prompt information. Specific judgment conditions may be set as follows: the rotation angle alpha is larger than or equal to the first set rotation angle alpha 1, and the vehicle speed V is smaller than the maximum gear speed V DMax.
Under downhill working conditions, the controller 4 is further adapted to control the clutch 3 to be disconnected so as to cut off power transmission between the motor 1 and the gearbox 2, so that the motor 1 can be prevented from running at a limit rotation speed due to overlarge vehicle speed V, the motor 1 can be protected in rotation speed, and electric quantity can be saved so as to improve the cruising ability of the power battery pack. Specific determination conditions may be set as: the vehicle speed V is greater than the maximum gear vehicle speed V DMax, and the rotation angle α is less than or equal to the second set rotation angle α 2, at which time the controller 4 may control the clutch 3 to be disconnected.
Under the working condition of high-speed sliding, namely, when the vehicle speed is high, the clutch 3 can be controlled to be disconnected so as to protect the rotating speed of the motor 1 and save electric quantity. Specifically, the controller 4 may further have a brake interface 46, where the brake interface 46 may be in signal connection with the brake device and adapted to receive a signal whether the brake device is activated; the determination condition for entering the high-speed slip condition may be set as: the braking device is not activated, the rotation angle α is smaller than or equal to the second set rotation angle α 2, the current gear D is the highest gear D Max (for example, when four gears exist, the current gear D is the fourth gear), and the vehicle speed V is greater than the set vehicle speed V 0, and then the controller 4 can control the clutch 3 to be disconnected.
Here, the embodiment of the present invention is not limited to a specific value of the set vehicle speed V 0, and in implementation, a person skilled in the art may set the set vehicle speed V 0 according to actual needs, so long as the purpose of explicitly setting the set vehicle speed V 0 is to avoid the excessive motor rotation speed and not to affect the vehicle speed output of the vehicle in the highest gear.
The above-mentioned brake device can be the pedal type brake device, and the brake device can be the brake pedal promptly, and at this moment, one of them judgement condition that gets into the high-speed slip operating mode is that the brake pedal does not step on. Or the braking device can also be a braking hand brake arranged on a handlebar, and at the moment, one judging condition for entering the high-speed sliding working condition is changed into that the braking hand brake is not pressed down.
In addition, in the above description, the opening of the clutch 3 under the downhill operation and the high-speed slip operation is automatically performed by the controller 4. In fact, special clutch control means may be provided, such as clutch pedals or a clutch hand brake mounted on the handlebar, which may be connected directly to the clutch 3 or to the clutch 3 via the controller 4; in the former connection mode, when a gear shifting is needed, a downhill working condition is entered or a high-speed sliding working condition is entered, the controller 4 can output clutch disconnection prompt information which can be specifically indicator light information, text information or the like, then a vehicle driver automatically operates the clutch control device to disconnect the clutch 3, in other words, in the power assembly of the electric motorcycle provided by the invention, the clutch 3 can be automatically controlled by the controller 4 and can be manually controlled by the vehicle driver through the clutch control device; in the latter connection, the controller 4 may also be provided with a clutch control interface 48 adapted to monitor whether the clutch control is activated or not, and the controller 4 may control the clutch 3 to be disengaged when the clutch control is activated by the driver of the vehicle (on the basis of a prompt or by self-operation).
With respect to the above-described aspects, the following embodiments of the present invention will also describe the specific structure of the transmission 2.
The gearbox 2 can comprise an input shaft 21, an output shaft 22 and a plurality of meshed gear pairs 23, the input shaft 21 and the output shaft 22 can be mutually parallel, the gear pairs 23 comprise a driving gear and a driven gear, the driving gear can be fixedly arranged on the input shaft 21, and the driven gear can be sleeved on the output shaft 22; at least one synchronizer can be further arranged on the output shaft 22, and the synchronizer can axially displace on the output shaft 22 according to different gear shifting instructions so as to be connected with different driven gears, so that power transmission between the corresponding driven gears and the output shaft 22 is realized.
One of the two end parts of the clutch 3 can be connected with the rotating shaft 11 of the motor 1, the other one is connected with the motor transmission gear 12, the motor transmission gear 12 is also sleeved on the rotating shaft 11 through a bearing, the input shaft 21 is provided with an input gear 24, the motor transmission gear 12 and the input gear 24 can be combined to form a primary reduction gear pair, and when the two end parts of the clutch 3 are combined, the motor transmission gear 12 can transmit power from the motor 1 to the gearbox 2.
Still taking fig. 1 as a view, taking a four-gear gearbox as an example, the input shaft 21 and the output shaft 22 may be provided with four sets of gear pairs 23, namely, a first driving gear 231 and a first driven gear 232, a second driving gear 233 and a second driven gear 234, a third driving gear 235 and a third driven gear 236, and a fourth driving gear 237 and a fourth driven gear 238, which are meshed with each other; two synchronizers may be provided on the output shaft 22, wherein the first synchronizer 26 may be disposed between the first driven gear 232 and the second driven gear 234 and the second synchronizer 27 may be disposed between the third driven gear 236 and the fourth driven gear 238.
When in neutral, both synchronizers are in an intermediate position. When the gear is shifted to the first gear, the first synchronizer 26 can move downwards and is connected with the first driven gear 232, and the power of the motor 1 can be transmitted through the rotating shaft 11, the clutch 3, the motor transmission gear 12, the input gear 24, the input shaft 21, the first driving gear 231, the first driven gear 232, the first synchronizer 26, the output shaft 22 and the output gear 25 in sequence. When shifting to the second gear, the first synchronizer 26 may move upward and be connected to the second driven gear 234, and the power of the motor 1 may be sequentially transmitted through the rotation shaft 11, the clutch 3, the motor transmission gear 12, the input gear 24, the input shaft 21, the second driving gear 233, the second driven gear 234, the first synchronizer 26, the output shaft 22 and the output gear 25. When the gear is shifted to the third gear, the first synchronizer 26 can return to the middle position, the second synchronizer 27 can move downwards and is connected with the third driven gear 236, and the power of the motor 1 can be sequentially transmitted through the rotating shaft 11, the clutch 3, the motor transmission gear 12, the input gear 24, the input shaft 21, the third driving gear 235, the third driven gear 236, the second synchronizer 27, the output shaft 22 and the output gear 25. When the gear is shifted to the fourth gear, the second synchronizer 27 may move upward and be connected to the fourth driven gear 238, and the power of the motor 1 may be sequentially transmitted through the rotation shaft 11, the clutch 3, the motor transmission gear 12, the input gear 24, the input shaft 21, the fourth driving gear 237, the fourth driven gear 238, the second synchronizer 27, the output shaft 22 and the output gear 25.
It should be noted that the above-mentioned gearbox 2 using a parallel shaft type gear mechanism is only an exemplary embodiment of the present invention, and it is not intended to limit the scope of the power train of the electric motorcycle provided by the present invention, and other structures, such as a planetary gear mechanism, may be used for the gearbox 2 under the condition that the function is satisfied; meanwhile, the number of gears of the power assembly is not limited to four, and can be three, five or more, and the gears can be specifically set according to actual needs.
Example two
The invention also provides an electric motorcycle, which comprises a power assembly, wherein the power assembly of the electric motorcycle is related to each implementation mode in the first embodiment of the power assembly.
Since the power assembly of the electric motorcycle in the first embodiment has the above technical effects, the electric motorcycle with the power assembly also has similar technical effects, and thus the description thereof is omitted herein.
Example III
Referring to fig. 2-4, fig. 2 is a flowchart of a control method of an electric motorcycle according to the present invention, fig. 3 is a flowchart of a control method of an electric motorcycle according to the present invention during an upshift, and fig. 4 is a flowchart of a control method of an electric motorcycle according to the present invention during a downshift.
As shown in fig. 2, the invention further provides a control method of an electric motorcycle, which is suitable for the electric motorcycle in the second embodiment, and specifically includes the following steps: step S1, acquiring the speed V of an electric motorcycle, the rotation angle alpha of a rotating handle and the current gear D; step S2, judging whether the vehicle speed V and the rotation angle alpha meet the gear shifting conditions, if so, executing step S3; step S3, outputting a gear shifting prompt signal; step S4, a switching signal for engaging or disengaging the clutch is obtained, and if the switching signal is an disengaging signal, step S5 is executed; step S5, controlling the rotation speed change of the motor 1 so that the rotation speeds of the two end parts of the clutch 3 can be matched after gear shifting; step S6, the control clutch 3 is engaged.
The control method of the electric motorcycle provided by the invention can shift the electric motorcycle when the shift condition is met, and can regulate and control the rotating speed of the motor 1 when the shift is carried out, so that the rotating speeds of the two ends of the clutch after the shift can be matched, further the stability of the shift process can be greatly improved, the shift impact is avoided, the abrasion of the two ends of the clutch 3 can be reduced, and the service life of the clutch 3 is prolonged.
The shift conditions may include upshift conditions and downshift conditions.
The upshift condition may be: the vehicle speed V is greater than or equal to the maximum gear vehicle speed V DMax, and the rotation angle alpha is greater than or equal to the first set rotation angle alpha 1. The maximum gear speed V DMax is related to the current gear D, specifically refers to the maximum speed in the current gear D, and can be obtained by calculating the motor rotation speed and the transmission ratio i in the current gear D; the first set rotation angle α 1 corresponds to a larger rotation angle, and may specifically be set to a value between 70% α Max-100％αMax, where α Max is the maximum rotation angle. Thus, the upshift condition is characterized by the meaning: the steering handle has been or will be turned to the bottom, and the vehicle speed V has reached the maximum rotational speed of the current gear D (i.e., the aforementioned maximum gear vehicle speed V DMax), at which time the controller 4 may output an upshift prompt message to the outside.
The downshift condition may be: the vehicle speed V is smaller than or equal to the minimum gear vehicle speed V DMin, and the rotation angle alpha is smaller than or equal to the second set rotation angle alpha 2. The minimum gear speed V DMin is also related to the current gear D, specifically refers to the minimum speed in the current gear D, and can be obtained by calculating the motor rotation speed and the transmission ratio i in the current gear D; the second set rotation angle α 2 corresponds to a smaller rotation angle, and may specifically be set to a value between 0 and 20% α Max. Thus, the downshift condition is characterized by the following meanings: the steering handle has been or will be turned to the initial position, and the vehicle speed V has reached the minimum rotational speed of the current gear D (i.e., the aforementioned minimum gear vehicle speed V DMin), at which time the controller 4 may output a downshift prompt message to the outside.
The upshift prompt information and the downshift prompt information may be the same signal, for example, the upshift prompt information and the downshift prompt information may be displayed by the same indicator lamp or the same text. Or the upshift prompt information and the downshift prompt information can also adopt different signals, for example, different indicator lamps or different characters are respectively adopted for display, etc., so as to be convenient for distinguishing.
In the above step S5, the rotation speed of the motor 1 may be changed according to the following formula: n a＝n1×id'/id; wherein n a is the rotation speed of the motor 1 after regulation, n 1 is the rotation speed of the motor 1 before regulation, i d is the transmission ratio of the power assembly under the current gear, and i d' is the transmission ratio of the power assembly after gear shifting. It should be appreciated that the transmission ratio in the high gear is smaller than that in the low gear, so, after the above rotation speed calculation formula is adopted, the rotation speed of the motor 1 can be reduced when the gear is up, so that the motor 1 can work in a high-efficiency area to be beneficial to improving the endurance mileage of the whole vehicle, and when the gear is down, the rotation speed of the motor 1 can be improved, so that the motor 1 can quickly reach the output torque point, and the peak current of the motor 1 can be reduced.
As shown in fig. 3, when the control method provided by the present invention is applied to upshift control, steps S2 to S6 may specifically be: step S21, judging whether the vehicle speed V and the rotation angle alpha meet the upshift condition, if so, executing step S31; step S31, outputting an upshift prompting signal; step S41, a switching signal for engaging or disengaging the clutch is obtained, and if the switching signal is an disengaging signal, step S51 is executed; step S51, controlling the rotating speed of the motor 1 to be reduced to n a＝n1×id+/id, wherein i d+ represents the transmission ratio of the power assembly after the upshift is successful; in step S61, the control clutch 3 is engaged. In general, a single upshift is only one gear, such as a two-gear upshift, a three-gear upshift, a four-gear upshift, and the like.
As shown in fig. 4, when the control method provided by the present invention is applied to the downshift control, steps S2 to S6 may specifically be: step S22, judging whether the vehicle speed V and the rotation angle alpha meet the downshift conditions, if so, executing step S32; step S32, outputting a downshift prompt signal; step S42, a switching signal of clutch engagement or disengagement is obtained, and if the switching signal is an disengagement signal, step S52 is executed; step S52, controlling the rotation speed of the motor 1 to increase to n a＝n1×id-/id, wherein i d- represents the transmission ratio of the powertrain after the downshift is successful; step S62, the control clutch 3 is engaged. A single downshift may be one gear step down, or may be multiple gear steps down, as opposed to an upshift, such as a four-gear downshift, a three-gear downshift, or a two-gear downshift, may be employed.
In addition to the shift control, the control method provided by the present invention may further include, after step S1: and S7, judging whether the vehicle speed V is smaller than the maximum gear speed V DMax and whether the rotation angle alpha is larger than the first set rotation angle alpha 1, and if so, not outputting a gear shifting prompt signal. As described in some embodiments, the step S7 corresponds to an uphill condition, and when the uphill condition is performed, no gear shift is prompted, and the current gear is still output.
With continued reference to fig. 2, after step S1, the method may further include: step S8, judging whether the vehicle speed V is greater than the maximum gear vehicle speed V DMax and whether the rotation angle alpha is smaller than or equal to the second set rotation angle alpha 2, if so, executing step S9; step S9, the control clutch 3 is opened.
The step S8 and the step S9 correspond to a downhill working condition, at this time, if the braking device is not operated, the vehicle speed V will be greater and greater, in order to avoid the occurrence of the reverse dragging of the motor 1 by the gearbox 2, which causes the rotation speed of the motor 1 to reach or even exceed the limit rotation speed, the clutch 3 may be disconnected, so as to cut off the power transmission between the motor 1 and the gearbox 2, so as to perform rotation speed protection on the motor 1, and also save electric quantity, so as to improve the cruising ability of the power battery pack.
After step S1, the method further comprises: step S10, it is determined whether the current gear D is the highest gear D Max, the vehicle speed V is greater than or equal to the set vehicle speed V 0, the rotation angle α is less than or equal to the second set rotation angle α 2, and the brake device is not activated, and if both are the same, step S9 is executed.
The step S10 corresponds to a high-speed slip condition, under which the clutch 3 may be controlled to be disconnected to perform rotational speed protection on the motor 1, and power consumption may be saved.
The foregoing is merely a preferred embodiment of the present invention and it should be noted that modifications and adaptations to those skilled in the art may be made without departing from the principles of the present invention, which are intended to be comprehended within the scope of the present invention.
Claims (14)
1. The power assembly of the electric motorcycle comprises a motor (1) and is characterized by further comprising a gearbox (2) and a clutch (3), wherein the gearbox (2) is provided with a plurality of gears, and the clutch (3) can be connected with a rotating shaft (11) of the motor (1) and an input shaft (21) of the gearbox (2);
The vehicle steering system further comprises a controller (4), wherein the controller (4) is provided with a vehicle speed interface (41) and a steering handle angle interface (42); the vehicle speed interface (41) is in signal connection with a vehicle speed sensor and is suitable for receiving the vehicle speed (V) of the electric motorcycle measured by the vehicle speed sensor, the steering handle angle interface (42) is in signal connection with a steering handle angle sensor and is suitable for receiving the rotating angle (alpha) of the steering handle of the electric motorcycle measured by the steering handle angle sensor, and the controller (4) is suitable for outputting gear shifting prompt information when the vehicle speed (V) and the rotating angle (alpha) meet gear shifting conditions;
the gear shifting conditions comprise an upshift condition and a downshift condition;
The upshift condition is: the vehicle speed (V) is greater than or equal to a maximum gear vehicle speed (VDMax), and the rotation angle (alpha) is greater than or equal to a first set rotation angle (alpha 1); the downshift condition is: the vehicle speed (V) is smaller than or equal to a minimum gear vehicle speed (VDMin), and the rotation angle (alpha) is smaller than or equal to a second set rotation angle (alpha 2);
wherein the first set rotational angle (α1) is greater than the second set rotational angle (α2).
2. The power assembly of an electric motorcycle according to claim 1, characterized in that the clutch (3) is an electromagnetic clutch.
3. The power assembly of an electric motorcycle according to claim 1, characterized in that the controller (4) further has a clutch interface (43), the clutch interface (43) being in signal connection with the clutch (3) and adapted to receive a switching signal for engagement or disengagement of the clutch (3);
The controller (4) is also in signal connection with the motor (1) and is suitable for controlling the rotation speed change of the motor (1) when the switching signal is a disconnection signal after the gear shifting prompt information is output, so that the rotation speeds of the two ends of the clutch (3) can be matched after gear shifting.
4. A powertrain of an electric motorcycle according to claim 3, characterized in that the controller (4) comprises a calculation module (44), the calculation module (44) storing a rotational speed calculation formula, the controller (4) being further adapted to control the rotational speed variation of the motor (1) according to the calculation result of the calculation module (44);
The rotating speed calculation formula is as follows: n a＝n1×id'/id, wherein n a is the rotation speed of the motor (1) after regulation, n 1 is the rotation speed of the motor (1) before regulation, i d is the transmission ratio of the power assembly under the current gear, and i d' is the transmission ratio of the power assembly after gear shifting.
5. A powertrain of an electric motorcycle according to claim 3, characterized in that the controller (4) is further adapted to control the engagement or disengagement of the clutch (3), the controller (4) being adapted to control the disengagement of the clutch (3) when the vehicle speed (V) is greater than a maximum gear vehicle speed (V DMax) and the rotational angle (a) is less than or equal to a second set rotational angle (a 2).
6. The power assembly of an electric motorcycle according to claim 5, characterized in that the controller (4) further has a brake interface (46), the brake interface (46) being in signal connection with a brake device adapted to receive a signal whether the brake device is activated;
The controller (4) is further adapted to control the clutch (3) to be disconnected when the brake is not activated, the rotational angle (α) is smaller than or equal to the second set rotational angle (α 2), the current gear (D) is the highest gear (D Max), and the vehicle speed (V) is greater than a set vehicle speed (V 0).
7. The power assembly of an electric motorcycle according to any one of claims 1-6, characterized in that the gearbox (2) comprises the input shaft (21), an output shaft (22) and a plurality of meshed gear pairs (23), the input shaft (21) and the output shaft (22) are parallel to each other, the gear pairs (23) comprise a driving gear and a driven gear, the driving gear is fixedly mounted on the input shaft (21), and the driven gear is sleeved on the output shaft (22);
the output shaft (22) is also provided with at least one synchronizer which can be connected with the corresponding driven gear.
8. The power assembly of an electric motorcycle according to claim 7, characterized in that one end of the clutch (3) is connected to the rotating shaft (11), the other end is connected to a motor drive gear (12), the input shaft (21) is connected to an input gear (24), and the motor drive gear (12) is meshed with the input gear (24).
9. An electric motorcycle comprising a powertrain, wherein the powertrain is the powertrain of an electric motorcycle as claimed in any one of claims 1 to 8.
10. A control method of an electric motorcycle, which is applied to the electric motorcycle of claim 9, comprising the steps of:
Step S1, acquiring the speed (V) of the electric motorcycle, the rotation angle (alpha) of a rotating handle and the current gear (D);
Step S2, judging whether the vehicle speed (V) and the rotation angle (alpha) meet a gear shifting condition, if so, executing step S3;
Step S3, outputting a gear shifting prompt signal;
Step S4, a switching signal for connecting or disconnecting the clutch (3) is obtained, and if the switching signal is a disconnection signal, step S5 is executed;
S5, controlling the rotation speed change of the motor (1) so that the rotation speeds of two end parts of the clutch (3) can be matched after gear shifting;
step S6, controlling the clutch (3) to be engaged;
the gear shifting conditions comprise an upshift condition and a downshift condition;
The upshift condition is: the vehicle speed (V) is greater than or equal to a maximum gear vehicle speed (V DMax), and the rotation angle (alpha) is greater than or equal to a first set rotation angle (alpha 1); the downshift condition is: the vehicle speed (V) is smaller than or equal to a minimum gear vehicle speed (V DMin), and the rotation angle (alpha) is smaller than or equal to a second set rotation angle (alpha 2);
Wherein the first set rotational angle (a 1) is greater than the second set rotational angle (a 2).
11. The control method of an electric motorcycle according to claim 10, characterized in that in said step S5, the rotation speed of said motor (1) is varied according to the following formula:
na＝n1×id'/id；
wherein n a is the rotation speed of the motor (1) after regulation, n 1 is the rotation speed of the motor (1) before regulation, i d is the transmission ratio of the power assembly in the current gear, and i d' is the transmission ratio of the power assembly after gear shifting.
12. The control method of an electric motorcycle according to claim 10, characterized by further comprising, after said step S1:
And S7, judging whether the vehicle speed (V) is smaller than a maximum gear speed (V DMax) or not and whether the rotation angle (alpha) is larger than a first set rotation angle (alpha 1) or not, and if so, not outputting a gear shifting prompt signal.
13. The control method of an electric motorcycle according to claim 10, characterized by further comprising, after said step S1:
Step S8, judging whether the vehicle speed (V) is greater than a maximum gear vehicle speed (V DMax) and whether the rotation angle (alpha) is smaller than or equal to a second set rotation angle (alpha 2), if so, executing step S9;
And step S9, controlling the clutch (3) to be disconnected.
14. The control method of an electric motorcycle according to claim 13, characterized by further comprising, after said step S1:
Step S10, determining whether the current gear (D) is the highest gear (D Max), whether the vehicle speed (V) is greater than or equal to a set vehicle speed (V 0), whether the rotation angle (α) is less than or equal to a second set rotation angle (α 2), and whether the braking device is not started, and if both are the highest gear (D Max), executing step S9.
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| CN201910156373.0A CN109703358B (en) | 2019-03-01 | 2019-03-01 | Electric motorcycle, power assembly thereof and control method |
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Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP2211075A2 (en) * | 2009-01-21 | 2010-07-28 | Yamaha Hatsudoki Kabushiki Kaisha | Gear change instruction apparatus and method |
| CN103781656A (en) * | 2011-10-24 | 2014-05-07 | 川崎重工业株式会社 | Electric vehicle |
| CN209552944U (en) * | 2019-03-01 | 2019-10-29 | 八方电气(苏州)股份有限公司 | A kind of battery-operated motor cycle and its power assembly |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| JP5690693B2 (en) * | 2011-09-21 | 2015-03-25 | 本田技研工業株式会社 | Shift control device |
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Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP2211075A2 (en) * | 2009-01-21 | 2010-07-28 | Yamaha Hatsudoki Kabushiki Kaisha | Gear change instruction apparatus and method |
| CN103781656A (en) * | 2011-10-24 | 2014-05-07 | 川崎重工业株式会社 | Electric vehicle |
| CN209552944U (en) * | 2019-03-01 | 2019-10-29 | 八方电气(苏州)股份有限公司 | A kind of battery-operated motor cycle and its power assembly |
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