CN112757910B - Electric vehicle starting control system - Google Patents
Electric vehicle starting control system Download PDFInfo
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- CN112757910B CN112757910B CN202110086969.5A CN202110086969A CN112757910B CN 112757910 B CN112757910 B CN 112757910B CN 202110086969 A CN202110086969 A CN 202110086969A CN 112757910 B CN112757910 B CN 112757910B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
- B60L15/2072—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for drive off
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
- B62K11/00—Motorcycles, engine-assisted cycles or motor scooters with one or two wheels
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2200/00—Type of vehicles
- B60L2200/46—Vehicles with auxiliary ad-on propulsions, e.g. add-on electric motor kits for bicycles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/10—Vehicle control parameters
- B60L2240/12—Speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/421—Speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/60—Navigation input
- B60L2240/64—Road conditions
- B60L2240/647—Surface situation of road, e.g. type of paving
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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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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention provides an electric vehicle starting control system which comprises an accelerator twist grip, a vehicle speed detection module, a first vehicle body posture detection module, a second vehicle body posture detection module, a rotating speed detection module and a controller module, wherein the accelerator twist grip is arranged on the accelerator twist grip; the accelerator handle, the vehicle speed detection module, the first vehicle body posture detection module, the second vehicle body posture detection module and the rotating speed detection module are all electrically connected with the controller module; the throttle twist grip is used for outputting throttle signals; the vehicle speed detection module is used for vehicle speed signals; the rotating speed detection module is used for outputting a rotating speed signal; the first vehicle body posture detection module is used for outputting a first posture signal; the second body posture detection module is used for outputting a second posture signal; the controller module controls the hub motor according to the vehicle speed signal, the rotating speed signal, the first attitude data, the second attitude data and the like. The invention can resist the slipping of the rear wheel to a certain extent and reduce the danger.
Description
Technical Field
The invention relates to the technical field of electric vehicle control, in particular to a starting control system of an electric vehicle.
Background
The existing two-wheeled vehicle is driven by a rear wheel motor, so that when the vehicle is started and accelerated on a wet and slippery road surface, particularly high-speed electric friction, the starting torque is large, the driving wheel slips, the vehicle slips and the tail of the vehicle slips, and the danger is caused.
Disclosure of Invention
In view of the above, a first object of the present invention is to provide a starting control system for an electric vehicle, which can prevent the rear wheel from slipping to some extent and reduce the risk.
In order to solve the technical problems, the technical scheme of the invention is as follows:
an electric vehicle starting control system comprises an accelerator handle, a vehicle speed detection module, a first vehicle body state detection module, a second vehicle body state detection module, a rotating speed detection module and a controller module; the accelerator handle, the vehicle speed detection module, the first vehicle body posture detection module, the second vehicle body posture detection module and the rotating speed detection module are all electrically connected with the controller module; wherein, the first and the second end of the pipe are connected with each other,
the throttle twist grip is used for outputting throttle signals;
the vehicle speed detection module is used for outputting a vehicle speed signal representing the vehicle speed;
the rotating speed detection module is used for outputting a rotating speed signal representing the rotating speed of the hub motor;
the first vehicle body posture detection module is arranged on the front vehicle frame and used for outputting a first posture signal representing the posture of the vehicle head;
the second body posture detection module is arranged at the tail of the vehicle and used for outputting a second posture signal representing the posture of the tail of the vehicle;
the controller module is configured to:
judging whether the rear wheel of the electric vehicle slips or not according to the vehicle speed signal and the rotating speed signal, and if so, reducing the power of the hub motor;
and judging whether the electric vehicle slips off the tail according to the first posture data and the second posture data, if so, shielding an accelerator signal, and outputting opposite working current to the hub motor to stop the rotation of the hub motor.
Preferably, the strategy for reducing the power of the in-wheel motor comprises:
setting S0 as the actual speed of the electric vehicle, S1 as the measured speed of the electric vehicle, N as the rotating speed of the hub motor, and S1= F (N); y1= S1-S0; when the value of Y1 is greater than 0, the controller module determines that the rear wheels of the electric vehicle are in a slip state;
when the value of Y1 is greater than 1 and less than a first threshold, the controller module reduces the power of the in-wheel motor to% M1 of the desired power corresponding to the throttle signal;
when the value of Y1 is greater than a first threshold, the controller module reduces the power of the in-wheel motor to% M2 of the desired power corresponding to the throttle signal;
wherein M1 > M2.
Preferably, when S0= S1 > Sk, the controller module controls the power of the in-wheel motor according to the throttle signal; where Sk is the lowest hourly speed set value for releasing the restriction on the in-wheel motor after the rear wheel slips.
Preferably, the road surface detection module is used for detecting the wet slip degree of the road surface and outputting a corresponding wet slip signal; the road surface detection module is electrically connected with the controller module; the controller module controls the maximum output power of the hub motor according to the wet-skid signal until the vehicle speed reaches Sk.
Preferably, the strategy for controlling the maximum output power of the in-wheel motor by the controller module according to the wet slip signal comprises the following steps:
dividing the wet slip of the road surface into a plurality of grades, wherein each grade comprises an interval range value; correspondingly setting a maximum output power for each grade;
and classifying the current wet slip degree of the road surface into a corresponding grade according to the wet slip signal, and controlling the hub motor according to the corresponding maximum output power.
Preferably, the road surface detection module comprises a first camera and a second camera, and the first camera and the second camera are both electrically connected with the controller module; the first camera is used for shooting a road image in front of the electric vehicle and outputting first image data, and the second camera is used for shooting a road image of a road where a rear vehicle body of the electric vehicle is located and outputting second image data; the controller module judges the road surface wet skid degree in front of the electric vehicle according to the first image data, and judges the road surface wet skid degree of the road surface where the rear vehicle body of the electric vehicle is located according to the second image data;
when the road surface in front of the electric vehicle is a dry road surface and the road surface on which the rear vehicle body of the electric vehicle is located is a wet and slippery road surface, the restriction on Sk is released after a preset time T1 after the electric vehicle is started.
Preferably, the strategy for judging the tail flicking of the electric vehicle comprises the following steps:
calculating the actual deflection amplitude A1 of the front frame through the first attitude data;
calculating the actual deflection amplitude A2 of the tail of the vehicle through the second attitude data;
let A3= F (A1), Y2= A2-A3, wherein A3 is the measured value of the deflection amplitude of the vehicle tail;
if the value of Y2 is greater than 0, the controller module determines that the electric vehicle has a drift.
In view of the above, a second object of the present invention is to provide a starting control method for an electric vehicle, which can resist the slipping of the rear wheel to a certain extent and reduce the risk.
In order to solve the technical problem, the technical scheme of the invention is as follows:
an electric vehicle starting control method comprises the following steps:
a01, detecting an accelerator signal, a vehicle speed signal, a rotating speed signal, a first attitude signal and a second attitude signal;
a02, judging whether the rear wheel of the electric vehicle slips or not according to the vehicle speed signal and the rotating speed signal, and if so, reducing the power of the hub motor;
a03, judging whether the electric vehicle has a drift or not according to the first posture data and the second posture data, if so, shielding an accelerator signal, and outputting an opposite working current to the hub motor to stop the rotation of the hub motor.
The technical effects of the invention are mainly reflected in the following aspects:
1. whether the rear wheel of the electric vehicle slips or not can be found at the first time, and corresponding limiting measures are taken, so that the danger is reduced;
2. if the tail flick occurs due to insufficient limitation, the rear wheel stops rotating by adopting an 'electronic braking' mode, so that the continuous tail flick caused by the continuous rotation of the rear wheel is avoided.
Drawings
FIG. 1 is a block diagram of a starting control system of an electric vehicle according to a first embodiment;
FIG. 2 is a flowchart illustrating a method for controlling starting of an electric vehicle according to a second embodiment;
FIG. 3 is a schematic view of a front fork structure according to a third embodiment;
FIG. 4 is a schematic partial structure view of a column in the third embodiment;
FIG. 5 is an enlarged view of portion A of FIG. 4;
FIG. 6 is a schematic view of a lock lever according to the third embodiment.
Reference numerals: 11. a controller module; 12. the throttle is rotated to handle; 13. a vehicle speed detection module; 14. a first vehicle body posture detection module; 15. a second body posture detection module; 16. a rotation speed detection module circuit; 17. a road surface detection module; 2. a sleeve shaft; 3. an upper upright post; 31. accommodating grooves; 32. a slot cover; 33. an accommodating chamber; 34. wiring holes; 35. a chamber cover; 36. a second limiting seat; 4. a lower upright post; 41. connecting columns; 411. a ring seat; 5. a fork body; 6. a frame; 71. a first drive motor; 72. a second drive motor; 73. a position sensor; 74. a spring; 8. a lock lever; 81. a slot; 82. a guide surface; 83. a limiting surface; 9. a first limiting seat; 10. a connecting rod.
Detailed Description
The following detailed description of the embodiments of the present invention is provided in order to make the technical solution of the present invention easier to understand and understand.
The first embodiment,
Referring to fig. 1, the embodiment provides an electric vehicle starting control system, which includes an accelerator handle 12, a vehicle speed detection module 13, a road surface detection module 17, a first vehicle body posture detection module 14, a second vehicle body posture detection module 15, a rotation speed detection module, and a controller module 11. The accelerator handle 12, the vehicle speed detection module 13, the road surface detection module 17, the first vehicle body posture detection module 14, the second vehicle body posture detection module 15 and the rotating speed detection module are all electrically connected with the controller module 11.
The throttle twist grip 12 is used for outputting a throttle signal;
the vehicle speed detection module 13, which is a hall sensor, is mounted on the front wheel for outputting a vehicle speed signal representing the vehicle speed, and the controller module 11 is capable of calculating the actual vehicle speed S0 of the electric vehicle based on the vehicle speed signal.
The rotating speed detection module adopts a Hall sensor, is arranged on the hub motor and is used for outputting a rotating speed signal N representing the rotating speed of the hub motor. The controller module 11 is capable of obtaining a measured vehicle speed S1 of the electric vehicle, i.e., S1= f (n), from the vehicle speed signal.
The first vehicle body posture detection module 14 and the second vehicle body posture detection module 15 both adopt posture sensors, wherein the first vehicle body posture detection module 14 is mounted on the front vehicle frame and is used for outputting a first posture signal representing the posture of the vehicle head; the second body posture detection module 15 is mounted on the vehicle tail and configured to output a second posture signal representing a posture of the vehicle tail.
Let Y1= S1-S0; when the value of Y1 is greater than 0, the controller module 11 determines that the rear wheel of the electric vehicle is in a slipping state and the controller module 11 reduces the power of the in-wheel motor. Specifically, the strategy for reducing the power of the in-wheel motor comprises the following steps: assuming that S0 is the actual speed of the electric vehicle, S1 is the measured speed of the electric vehicle, N is the rotation speed of the in-wheel motor, and when the value of Y1 is greater than 1 and smaller than a first threshold, the controller module 11 reduces the power of the in-wheel motor to% M1 of the expected power corresponding to the accelerator signal; when the value of Y1 is greater than the first threshold, the controller module 11 reduces the power of the in-wheel motor to% M2 of the desired power corresponding to the throttle signal; wherein M1 > M2.
When S0= S1 > Sk, the controller module 11 controls the power of the in-wheel motor according to the throttle signal; wherein Sk is a minimum hour speed set value for releasing the restriction on the in-wheel motor after the rear wheel slips.
And judging whether the electric vehicle slips off the tail according to the first posture data and the second posture data, if so, shielding an accelerator signal, and outputting opposite working current to the hub motor to stop the rotation of the hub motor. Specifically, the strategy for judging the tail flicking of the electric vehicle comprises the following steps: calculating the actual deflection amplitude A1 of the front frame through the first attitude data; calculating the actual deflection amplitude A2 of the tail of the vehicle through the second attitude data; let A3= F (A1), Y2= A2-A3, wherein A3 is the measured value of the deflection amplitude of the vehicle tail; if the value of Y2 is greater than 0, the controller module 11 determines that the electric vehicle is drifting.
The road surface detection module 17 comprises a first camera and a second camera, and the first camera and the second camera are both electrically connected with the controller module 11; the first camera is used for shooting a road surface image in front of the electric vehicle and outputting first image data, and the second camera is used for shooting a road surface image of a road surface where a rear vehicle body of the electric vehicle is located and outputting second image data; the controller module 11 judges the road surface smoothness in front of the electric vehicle according to the first image data, and the controller module 11 judges the road surface smoothness of the road surface where the rear vehicle body of the electric vehicle is located according to the second image data. The controller module 11 controls the maximum output power of the in-wheel motor according to the wet-skid signal until the vehicle speed reaches Sk.
Specifically, the strategy for the controller module 11 to control the maximum output power of the in-wheel motor according to the wet-slip signal includes:
dividing the wet slip of the road surface into a plurality of grades, wherein each grade comprises an interval range value; correspondingly setting a maximum output power for each grade;
and classifying the current wet slip degree of the road surface into a corresponding grade according to the wet slip signal, and controlling the hub motor according to the corresponding maximum output power.
It should be noted that, when the road surface in front of the electric vehicle is a dry road surface and the road surface on which the rear vehicle body of the electric vehicle is located is a wet road surface, the restriction on Sk is released after a preset time T1 after the electric vehicle is started. This is because after time T1, the rear wheel has left the slippery road and the electric vehicle is fully capable of normal movement.
Example II,
Referring to fig. 2, on the basis of the first embodiment, the present embodiment further provides a starting control method for an electric vehicle, including:
a01, detecting an accelerator signal, a vehicle speed signal, a rotating speed signal, a first attitude signal and a second attitude signal.
A02, judging whether the rear wheel of the electric vehicle slips or not according to the vehicle speed signal and the rotating speed signal, and if so, reducing the power of the hub motor;
specifically, let S0 be the actual speed of the electric vehicle, S1 be the estimated speed of the electric vehicle, N be the rotation speed of the in-wheel motor, and S1= f (N); y1= S1-S0; when the value of Y1 is greater than 0, the controller module 11 determines that the rear wheels of the electric vehicle are in a slip state; when the value of Y1 is greater than 1 and less than a first threshold, the controller module 11 reduces the power of the in-wheel motor to% M1 of the desired power corresponding to the throttle signal; when the value of Y1 is greater than the first threshold, the controller module 11 reduces the power of the in-wheel motor to% M2 of the desired power corresponding to the throttle signal; wherein M1 > M2.
A03, judging whether the electric vehicle has a drift or not according to the first posture data and the second posture data, if so, shielding an accelerator signal, and outputting opposite working current to the hub motor to stop the rotation of the hub motor;
specifically, the controller module 11 determines the road surface smoothness in front of the electric vehicle according to the first image data, and the controller module 11 determines the road surface smoothness in the road surface where the rear body of the electric vehicle is located according to the second image data. The controller module 11 controls the maximum output power of the in-wheel motor according to the wet-skid signal until the vehicle speed reaches Sk. The strategy for the controller module 11 to control the maximum output power of the in-wheel motor according to the wet-slip signal comprises the following steps: dividing the wet slip of the road surface into a plurality of grades, wherein each grade comprises an interval range value; correspondingly setting a maximum output power for each grade; classifying the current wet slip degree of the road surface into a corresponding grade according to the wet slip signal, and controlling the hub motor according to the corresponding maximum output power. It should be noted that, when the road surface in front of the electric vehicle is a dry road surface and the road surface on which the rear vehicle body of the electric vehicle is located is a wet road surface, the restriction on Sk is released after a preset time T1 after the electric vehicle is started. This is because after time T1, the rear wheel has left the slippery road and the electric vehicle is fully capable of normal movement.
Example III,
On the basis of embodiment one, this embodiment still provides an electric motor car starting control system, and it designs the front fork structure of electric motor car mainly, can restrict the electric motor car to a certain extent and skid, specifically as follows:
referring to fig. 3, the front fork of the electric vehicle comprises a fork body 5 and a stand column integrally arranged on the fork body 5, wherein the fork body 5 is used for mounting parts such as a front wheel and a brake; the upright post is rotatably sleeved on the sleeve shaft 2 at the front end of the frame 6, and the top of the upright post is used for mounting parts such as a vehicle head.
Referring to fig. 4, the upright column includes an upper upright column 3 and a lower upright column 4, and the upper upright column 3 is connected with the sleeve shaft 2; the bottom of going up stand 3 has seted up holding tank 31, installs first driving motor 71 in the holding tank 31, and first driving motor 71 is through the bolt fastening that radially penetrates along last stand 3, and first driving motor 71's output shaft is down. The top end of the upper upright post 3 is provided with a connecting post 41, the connecting post 41 is in transmission connection with an output shaft of a first driving motor 71, and when the first driving motor 71 rotates, the lower upright post 4 synchronously rotates. The notch of the receiving groove 31 is detachably connected with a groove cover 32 by a bolt, and the top of the groove cover 32 closely abuts against the ring seat 411 on the side of the connecting column 41.
With reference to fig. 4 and 5, the side wall of the mounting groove is provided with an accommodating cavity 33 in a penetrating manner, and a locking assembly for preventing the connecting column 41 from rotating is installed in the accommodating cavity 33. The locking assembly comprises a locking rod 8, a connecting rod 10 and a second driving motor 72. The locking rod 8 is cylindrical, one end of the locking rod extends into the accommodating cavity 33 and is provided with a limiting ring, and a first limiting seat 9 matched with the limiting ring is detachably mounted at a cavity opening of the accommodating cavity 33 in the mounting groove. Guide surfaces 82 are symmetrically provided on both left and right sides of the other end of the lock lever 8, the two guide surfaces 82 are not connected to each other, and a stopper surface 83 is formed at least on the circumferential surface of the lock lever 8 with a certain interval (see fig. 6). The cylindrical surface of the connecting column 41 is provided with a lock hole matched with the lock rod 8, and under the default condition, the limiting surface 83 of the lock rod 8 is in contact with the left side and the right side of the lock hole, so that the connecting column 41 cannot rotate in the circumferential direction. Second driving motor 72 installs on holding the second spacing seat 36 in the chamber 33, is provided with spring 74 between second spacing seat 36 and the spacing ring, and the output shaft and the connecting rod 10 of second driving motor 72 are connected, and the other end of connecting rod 10 stretches into to the slot 81 of locking lever 8 tip in, and connecting rod 10 and slot 81 are non-circular design, and then when second driving motor 72 rotated, can drive locking lever 8 through connecting rod 10 and rotate.
The side wall of the accommodating groove 31 is provided with a position sensor 73, and the side wall of the connecting column 41 is provided with a trigger capable of triggering the position sensor 73. When the position sensor 73 is triggered, the locking hole is just aligned with the locking lever 8. The inside of last stand 3 still is provided with and holds holding tank 31, holds the wiring passageway that the chamber 33 communicates, makes things convenient for the connecting wire of each device to wear out from the first half section of last stand 3, is connected with the controller module 11 electricity in the embodiment one again.
The working principle of the embodiment is as follows: when the controller module 11 determines that the electric vehicle is drifting, the second driving motor 72 is immediately controlled to drive the lock rod 8 to rotate 90 degrees, so that the limiting surface 83 at the end of the lock rod 8 is not in contact with the side wall of the lock hole. The first drive motor 71 is then controlled to drive the lower upright 4 to rotate by an angle β (the value of β being determined by the actual yaw amplitude a2 of the vehicle tail), so that the fork 5 connected to the lower upright 4 rotates synchronously, that is to say the front wheels can also follow the rotation. During rotation, the side walls of the latch bore contact the guide surfaces 82, forcing the latch lever 8 to move towards the receiving chamber 33 and compress the spring 74. In this way, even if the vehicle tail slips or slips to a certain extent, the first driving motor 71 can indirectly drive the front wheels to rotate, so as to keep the front wheels and the rear wheels on the same straight line as much as possible, thereby limiting the slipping or slipping to the maximum extent.
When the electric vehicle needs to be reset, the controller module 11 judges whether the electric vehicle has displacement with a larger amplitude according to the data of the first attitude sensor and the second attitude sensor, and if not, controls the first driving motor 71 to rotate reversely until the position sensor 73 is triggered; at the same time, the second drive motor 72 is also controlled to rotate reversely by 90 degrees, so that the lock lever 8 is reset. When the lock lever 8 is aligned with the locking hole, the lock lever 8 is re-entered into the locking hole under the urging of the spring 74.
The above are only typical examples of the present invention, and besides, the present invention may have other embodiments, and all the technical solutions formed by equivalent substitutions or equivalent changes are within the scope of the present invention as claimed.
Claims (7)
1. An electric vehicle starting control system is characterized by comprising an accelerator handle (2), a vehicle speed detection module (3), a first vehicle body posture detection module (4), a second vehicle body posture detection module (5), a rotating speed detection module and a controller module (1); the accelerator rotating handle (2), the vehicle speed detection module (3), the first vehicle body posture detection module (4), the second vehicle body posture detection module (5) and the rotating speed detection module are all electrically connected with the controller module (1); wherein the content of the first and second substances,
the throttle twist grip (2) is used for outputting a throttle signal;
the vehicle speed detection module (3) is used for outputting a vehicle speed signal representing the vehicle speed;
the rotating speed detection module is used for outputting a rotating speed signal representing the rotating speed of the hub motor;
the first vehicle body posture detection module (4) is arranged on the front vehicle frame and used for outputting a first posture signal representing the posture of the vehicle head;
the second body posture detection module (5) is arranged at the tail of the vehicle and used for outputting a second posture signal representing the posture of the tail of the vehicle;
the controller module (1) is configured to:
judging whether the rear wheel of the electric vehicle slips or not according to the vehicle speed signal and the rotating speed signal, and if so, reducing the power of the hub motor;
judging whether the electric vehicle has a drift or not according to the first posture data and the second posture data, if so, shielding the throttle signal, and outputting opposite working current to the hub motor to stop the rotation of the hub motor;
the front fork of the electric vehicle comprises a fork body and an upright post integrally arranged on the fork body, and the upright post is rotatably sleeved on a sleeve shaft at the front end of the frame; the upright column comprises an upper upright column and a lower upright column, and the upper upright column is connected with the sleeve shaft; the bottom end of the upper upright post is provided with a containing groove, and a first driving motor is installed in the containing groove; the top end of the upper upright post is provided with a connecting post which is in transmission connection with an output shaft of the first driving motor; the notch of the containing groove is detachably connected with a groove cover through a bolt, and the top of the groove cover is tightly abutted with the ring seat on the side edge of the connecting column;
an accommodating cavity is formed in the side wall of the mounting groove in a penetrating manner, and a locking assembly for preventing the connecting column from rotating is arranged in the accommodating cavity; the locking assembly comprises a locking rod, a connecting rod and a second driving motor, the locking rod is cylindrical, one end of the locking rod extends into the accommodating cavity, the accommodating cavity is provided with a limiting ring, and a first limiting seat matched with the limiting ring is detachably mounted at a cavity opening of the accommodating cavity in the mounting groove; the left side and the right side of the other end of the lock rod are symmetrically provided with guide surfaces; a lock hole matched with the lock rod is formed in the cylindrical surface of the connecting column; the second driving motor is arranged on a second limiting seat in the accommodating cavity, a spring is arranged between the second limiting seat and the limiting ring, an output shaft of the second driving motor is connected with a connecting rod, and the other end of the connecting rod extends into a slot at the end part of the lock rod; install position sensor on the lateral wall of holding tank, be provided with the trigger piece that can trigger position sensor on the lateral wall of spliced pole, when position sensor is triggered, the lockhole just in time aim at with the locking lever.
2. The electric vehicle launch control system of claim 1, wherein the strategy for reducing the power of the in-wheel motor comprises:
setting S0 as the actual speed of the electric vehicle, S1 as the measured speed of the electric vehicle, N as the rotating speed of the hub motor, and S1= F (N); y1= S1-S0; when the value of Y1 is greater than 0, the controller module (1) determines that the rear wheel of the electric vehicle is in a slipping state;
when the value of Y1 is greater than 1 and less than a first threshold, the controller module (1) reduces the power of the in-wheel motor to% M1 of the desired power corresponding to the throttle signal;
when the value of Y1 is greater than a first threshold, the controller module (1) reduces the power of the in-wheel motor to% M2 of the desired power corresponding to the throttle signal;
wherein M1 > M2.
3. The electric vehicle starting control system as claimed in claim 2, wherein when S0= S1 > Sk, the controller module (1) controls the power of the in-wheel motor according to the throttle signal; where Sk is the lowest hourly speed set value for releasing the restriction on the in-wheel motor after the rear wheel slips.
4. The electric vehicle starting control system as claimed in claim 3, further comprising a road surface detection module (7) for detecting the wet skid degree of the road surface and outputting a corresponding wet skid signal; the road surface detection module (7) is electrically connected with the controller module (1); and the controller module (1) controls the maximum output power of the hub motor according to the wet slip signal until the vehicle speed reaches Sk.
5. The electric vehicle starting control system as claimed in claim 4, wherein the strategy for controlling the maximum output power of the in-wheel motor by the controller module (1) according to the wet slip signal comprises the following steps:
dividing the wet slip of the road surface into a plurality of grades, wherein each grade comprises an interval range value; correspondingly setting a maximum output power for each grade;
classifying the current wet slip degree of the road surface into a corresponding grade according to the wet slip signal, and controlling the hub motor according to the corresponding maximum output power.
6. The electric vehicle starting control system according to claim 5, wherein the road surface detection module (7) comprises a first camera and a second camera, and the first camera and the second camera are both electrically connected with the controller module (1); the first camera is used for shooting a road surface image in front of the electric vehicle and outputting first image data, and the second camera is used for shooting a road surface image of a road surface where a rear vehicle body of the electric vehicle is located and outputting second image data; the controller module (1) judges the road surface wet skid degree in front of the electric vehicle according to the first image data, and the controller module (1) judges the road surface wet skid degree of the road surface where the rear vehicle body of the electric vehicle is located according to the second image data;
when the road surface in front of the electric vehicle is a dry road surface and the road surface on which the rear vehicle body of the electric vehicle is located is a wet road surface, the restriction on Sk is released after a preset time T1 after the electric vehicle is driven.
7. The electric vehicle starting control system as claimed in claim 1, wherein the strategy for judging the drifting of the electric vehicle comprises:
calculating the actual deflection amplitude A1 of the front frame through the first attitude data;
calculating the actual deflection amplitude A2 of the tail of the vehicle through the second attitude data;
let A3= F (A1), Y2= A2-A3, wherein A3 is the measured value of the deflection amplitude of the vehicle tail;
if the value of Y2 is larger than 0, the controller module (1) judges that the tail flick of the electric vehicle occurs.
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| CN202110086969.5A CN112757910B (en) | 2021-01-22 | 2021-01-22 | Electric vehicle starting control system |
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| CN202110086969.5A CN112757910B (en) | 2021-01-22 | 2021-01-22 | Electric vehicle starting control system |
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| US6302230B1 (en) * | 1999-06-04 | 2001-10-16 | Deka Products Limited Partnership | Personal mobility vehicles and methods |
| CN107472253A (en) * | 2017-08-09 | 2017-12-15 | 厦门纵目实业有限公司 | The safe driving control method and its system of a kind of image identification detection road surface slippery situation |
| CN108944910A (en) * | 2017-05-27 | 2018-12-07 | 长城汽车股份有限公司 | A kind of vehicle stable state intelligent control method and device |
| CN110103725A (en) * | 2019-05-24 | 2019-08-09 | 河北优控新能源科技有限公司 | Distributed driving vehicle steadily control method based on hub motor tach signal |
| CN110155169A (en) * | 2019-07-16 | 2019-08-23 | 华人运通(上海)新能源驱动技术有限公司 | Control method for vehicle, device and vehicle |
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2021
- 2021-01-22 CN CN202110086969.5A patent/CN112757910B/en active Active
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| Publication number | Priority date | Publication date | Assignee | Title |
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| US6302230B1 (en) * | 1999-06-04 | 2001-10-16 | Deka Products Limited Partnership | Personal mobility vehicles and methods |
| CN108944910A (en) * | 2017-05-27 | 2018-12-07 | 长城汽车股份有限公司 | A kind of vehicle stable state intelligent control method and device |
| CN107472253A (en) * | 2017-08-09 | 2017-12-15 | 厦门纵目实业有限公司 | The safe driving control method and its system of a kind of image identification detection road surface slippery situation |
| CN110103725A (en) * | 2019-05-24 | 2019-08-09 | 河北优控新能源科技有限公司 | Distributed driving vehicle steadily control method based on hub motor tach signal |
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