TWI384733B - Electric motorcycle having a braking controller for generating a braking effect similar to the anti-lock braking system - Google Patents

Description

The electric motor can produce a brake controller similar to the anti-lock brake

The invention relates to a brake controller, in particular to a brake controller capable of generating an anti-lock brake function, which has the same anti-lock brake effect and slip when using an electric motor to convert into a generator. The value adjusts the brake torque of the electric motor car and other advantages and effects.

Based on security considerations, the Antilock Brake System (ABS) is almost standard equipment for most new vehicle manufacturers. If the vehicle does not have an anti-lock brake system, the emergency brake will lose the grip due to the tire lock, making the direction of the vehicle uncontrollable, which is quite dangerous.

The principle of the traditional anti-lock brake system is that the controller on the vehicle senses the wheel speed sensor on the wheel and the vehicle speed sensor. When the controller senses the wheel lock in the emergency braking, the brake pressure regulator will immediately release (decrease) the brake pump of the wheel to make the wheel resume to rotate, and the action is quite short, then the brake is resumed, that is, The actual action is a quick and repeated brake → release → brake → release, so that the wheel is always in the gap between the quick brake and the release, which can prevent the direction shift, side slip and tail of the emergency brake. However, currently only general fuel-driven vehicles are available.

At present, the design of the brake device of the electric motor vehicle (for example, "Electrical Vehicle Regeneration Energy Recovery Brake System and Control Method" of the Republic of China Patent No. I313652) is to change the connection of the motor winding through the regenerative energy control module on the electric vehicle. According to the braking command signal, the timing of turning on and off the electronic components in the motor winding structure changing device is controlled, and the control of the regenerative energy recovery braking system is performed. However, the rotation speed of the output shaft of the motor cannot be changed according to the rotation speed of the front and rear wheels of the motor output shaft. Change, and when the electric motor is converted into a generator, the brake torque is properly adjusted and there is no anti-lock brake function.

Therefore, it is necessary to develop new technologies to solve the above shortcomings and problems.

The object of the present invention is to provide a brake controller capable of generating a similar anti-lock brake function for an electric motor vehicle, which has the same function as an anti-lock brake when the electric motor is converted into a generator, and adjusts the electric motor vehicle with a slip difference value. Brake torque and other effects. In particular, the problems to be solved by the present invention include that the brake device of the conventional electric motor vehicle cannot produce the function of adjusting the brake torque when the electric motor is converted into a generator, and has no anti-lock brake function.

The technical means for solving the above problems is to provide a brake controller capable of generating a similar anti-lock brake function, comprising: a motor assembly, a motor driver and an electric motor, the motor being provided with a certain three-phase coil And a motor output shaft, the stator three-phase coil includes a first coil, a second coil and a third coil, the motor output shaft is a permanent magnetic component; and a battery is used as an electric motor to supply power Providing the motor driver as a source of energy for driving the electric motor; a throttle handle for generating a throttle command and controlling the motor through the motor driver; a brake handle for generating a brake command and controlling one The brake action of the front wheel and the rear wheel of the electric motor car, the rear wheel is provided with a rear axle, the rear axle is coaxially coupled with the output shaft of the motor; a front wheel speed sensor is used for sensing the front wheel speed n _{f of} the front wheel a three Hall sensor electrically connected to the first coil, the second coil, and the third coil, respectively For detecting the motor output shaft rotation speed n _{m of} the motor, and converting the rear wheel rotation speed n _b by the formula n _b =σ n _m via the motor vehicle having a speed reduction mechanism, wherein when there is no speed reduction mechanism, σ= 1; when there is a speed reduction mechanism, σ is a reduction ratio; an anti-skid control unit has a microprocessor and an electromagnetic switch, and the microprocessor controls the electromagnetic switch to open and close according to whether the electric motor has brakes or not And when the electric motor brakes, the microprocessor adopts the following formula: the front wheel speed n _f and the rear wheel speed n _b Calculates the slip value S at which the motor vehicle brake; when a detection time Δ t after the slip value S is larger than a predetermined set value when the difference between the slip S _REF, the output of the complex variable microprocessor cycles The pulse width modulation signal; when the slip difference S of a detection time Δ t is less than the slip set value S _ref , the microprocessor does not output the plurality of pulse width modulation signals, the plurality of The pulse width modulation signal includes a plurality of first pulse width modulation signals, a plurality of second pulse width modulation signals, and a plurality of third pulse width modulation signals; and an electronic brake unit includes a first a brake transistor, a second brake transistor and a third brake transistor; correspondingly electrically connected to the first, second and third coils, and controlled by the anti-skid control unit; when the motor is powered by an electric motor Turning into a generator; if the first, the second and the third brake transistor are simultaneously turned on, the stator three-phase coil and the motor output shaft are magnetically locked to each other, and the rear wheel is completely transmitted through the rear axle Unable to turn; if the first, the second and the When the third brake transistor is simultaneously turned off, the stator three-phase coil and the motor output shaft system are free to rotate with each other, and the rear wheel is free to rotate; if the first, the second and the third brake transistor are respectively When turned on, short-circuit one of the first, the second and the third coil, and generate mutual magnetic resistance between the output shaft of the motor, so that the stator three-phase coil and the motor output shaft are slightly magnetic The state of the resistance is still rotatable with each other, and the rear wheel generates a rotation resistance similar to the brake through the rear axle; thereby, the plurality of first pulse width modulation signals and the plurality of second pulse width modulations The signal and the plurality of third pulse width modulation signals respectively control the first and second and the third brake transistors to sequentially turn on and off; and control the first, second, and The short circuit and the open circuit of the three coils are sequentially reversed, so that the stator three-phase coil and the motor output shaft rotate with each other under a slight magnetic attraction, and the rear wheel shaft repeatedly generates braking and rotating motion through the rear wheel axle to achieve utilization. Electricity Machine into a generator to produce similar and sometimes antilock braking action.

The above objects and advantages of the present invention will be readily understood from the following detailed description of the preferred embodiments illustrated herein.

The invention will be described in detail in the following examples in conjunction with the drawings:

Referring to the first, second, fifth, sixth and eleventh figures, the present invention is a brake controller for an electric motor vehicle which can generate a similar anti-lock brake function, comprising: a motor assembly 10, a system The motor driver 11 and a motor 12 are provided with a certain sub-phase coil 121 and a motor output shaft 122. The stator three-phase coil 121 includes a first coil 12A, a second coil 12B and a third coil 12C. The motor output shaft 122 is a permanent magnetic component; a battery 20 is used as an electric motor to supply power to the motor driver 11 as a source of energy for driving the electric motor; a throttle handle 30 is used A throttle command 31 is generated, and the motor 12 is controlled by the motor driver 11; a brake handle 40 is used to generate a brake command 41 (or brake current 42), and the front wheel 91 and the rear wheel 92 of the motor vehicle 90 are controlled. For the braking action, the rear wheel 92 is provided with a rear axle 921 coaxially coupled to the motor output shaft 122; a front wheel speed sensor 50 for sensing the front wheel 91 Speed n _F; three Hall sensors 60, lines are electrically connected to the first coil. 12A, 12B of the second coil and the third coil 12C, and the motor 12 for detecting the motor output shaft of the speed n _m , and then whether the motor vehicle 90 has the speed reduction mechanism 93 and converts the rear wheel speed n _b by the formula n _b = σ n _m , wherein when there is no speed reduction mechanism 93, σ=1; when there is the speed reduction mechanism 93, The σ system is a reduction ratio; an anti-skid control unit 70 has a microprocessor 71 and an electromagnetic switch 72, and the microprocessor 71 controls the electromagnetic switch 72 to open and close according to whether the electric motor vehicle 90 has a brake or not. When the electric motor car 90 brakes, the microprocessor 71 adopts the following formula with the front wheel rotational speed n _f and the rear wheel rotational speed n _b , Slip value S calculated at the time of braking of the motor vehicle 90; when the elapsed time Δ _t a detection of a slip value S is larger than the predetermined set value S _REF slip when the microprocessor 71 outputs a plurality of available The variable pulse width modulation signal 711; when the slip difference S of a detection time Δ t is smaller than the slip set value S _ref , the microprocessor 71 does not output the plurality of pulse width modulation signals 711, the plurality of pulse width modulation signals 711 include a plurality of first pulse width modulation signals 711A, a plurality of second pulse width modulation signals 711B, and a plurality of third pulse width modulation signals 711C; The electronic brake unit 80 includes a first brake transistor Q1, a second brake transistor Q2 and a third brake transistor Q3; correspondingly electrically connected to the first, second and third coils 12A, 12B and 12C, and controlled by the anti-skid control unit 70; when the electric motor 12 is changed from an electric motor to a generator; if the first, second, and third brake transistors Q1, Q2, and Q3 are simultaneously turned on, the stator The three-phase coil 121 and the motor output shaft 122 are magnetically locked to each other and pass through the The rear axle 921 makes the rear wheel 92 completely unable to rotate; if the first, the second, and the third brake transistors Q1, Q2, and Q3 are simultaneously cut off, the stator three-phase coil 121 and the motor output shaft 122 are Freely rotating with each other, the rear wheel 92 is free to rotate; if one of the first, second, and third brake transistors Q1, Q2, and Q3 is turned on, the first, the second, and the first The three coils 12A, 12B and 12C are short-circuited, and mutual magnetic resistance is generated between the three-phase coils 121 and the motor output shaft 122, so that the stator three-phase coil 121 and the motor output shaft 122 can still mutually interact with each other with a slight magnetic attraction resistance. Rotating, and through the rear axle 921, the rear wheel 92 generates a braking resistance similar to the brake; thereby, the plurality of first pulse width modulation signals 711A, the plurality of second pulse width modulation signals 711B, and the plurality The third pulse width modulation signal 711C can respectively control the first and second, the third brake transistors Q1, Q2 and Q3 to sequentially turn on and off; and control the first and second Short-circuiting and opening with the third coils 12A, 12B, and 12C in sequence, so that The stator three-phase coil 121 and the motor output shaft 122 rotate with each other in a state of slight magnetic resistance, and the rear wheel shaft 921 repeatedly transmits the brake and the rotation motion through the rear wheel shaft 921, thereby generating when the motor is converted into a generator. Similar to the anti-lock brake function.

In practice, the front wheel speed sensor 50 (as shown in the third and fourth figures) includes a pair of light sensors 51 and a speed sensing disk 52, and the speed sensing disk 52 is attached to the front wheel. 91, and an average of a plurality of holes 521 (assuming 120 holes 521) are penetrated in 360 degrees, and the light emitted by one side of the light sensor 51 passes through and the other side of the light sensor 51 receives. When the light emitted by the light sensor 51 of one side fails to be received by the light sensor 51 on the other side, it is determined that the light is blocked once by the speed sensing disk 52, and when the counting 120 times indicates that the front wheel 91 rotates one turn, The front wheel speed n _{f is} calculated accordingly.

In order to avoid wheel lock, the slip set value S _ref is usually controlled within an optimum range of 10% to 30% in order to obtain the maximum road adhesion coefficient.

The anti-skid control unit 70 further includes three current sensors 73 corresponding to the first, the second and the third brake transistor Q1 respectively; when the brake current 42 is greater than the set value (Ia), The on-period T _ON of the pulse width modulation signal 711 output from the microprocessor 71 is adjusted to be small, and the off-period T _{OFF is} made long to reach a function of limiting the current to prevent the related device from being damaged.

When the anti-skid control unit 70 has an accelerator command 31 (when the electric motor vehicle 90 has no brake), the microprocessor 71 controls the electromagnetic switch 72 to open and close; when the anti-skid control unit 70 has no throttle command 31 and has a brake command 41 (At this time, the electric motor vehicle 90 brakes), the microprocessor 71 controls the electromagnetic switch 72 to be activated, and the motor driver 11 is synchronously disabled.

The operation of the present invention is as follows: Referring to the first and eleventh drawings, the throttle handle 30 inputs a throttle command 31 to the electric motor 12, and the electric motor 12 becomes an electric motor to drive the electric motor vehicle 90 to travel, assuming travel to a speed of 60. Suddenly, the brake handle 40 generates a brake command 41 (or brake current 42), and the front and rear wheels 91 and 92 are braked (in principle, there is no throttle command 31 at this time), and the front and rear wheels 91 and 92 may respectively generate Braking conditions shown in Table 1:

When a third braking action occurs (may cause slipping or rollover due to locking of the rear wheel 92), referring to the eighth figure, the microprocessor 71 disables the motor driver 11, activates the electromagnetic switch 72, and outputs the first a pulse width modulation signal 711A, the second pulse width modulation signal 711B, and the third pulse width modulation signal 711C; and controlling the first, the second, and the third brake transistors Q1, respectively Q2 and Q3 are sequentially turned on and off (refer to the seventh, seventh, and seventh C diagrams, respectively, the first line, the second line segment L2, and the third line segment L3 represent the first and second The current flowing state when the third brake transistor Q1, Q2 and Q3 are turned on, and the short circuit and the open circuit of the first, second and third coils 12A, 12B and 12C are sequentially controlled to make the stator three The phase coil 121 and the motor output shaft 122 are not completely locked, and the brakes and the rear wheels 92 are repeatedly braked and released by the rear wheel shaft 921, and the brake torque generated by the front and rear wheels 91 and 92 is evenly adjusted. 90 smoothly slow down or stop.

In more detail, the first brake transistor Q1 (as shown in FIG. 7A) is repeatedly turned on and off as an example, and the first coil 12A is repeatedly short-circuited (the generated current flows through the first brake transistor Q1). After that, it flows back to the second coil 12B) and the open circuit along the nearest second brake transistor Q2. When short circuited, a magnetic field is generated between the motor output shaft 122 and the motor output shaft 122 (ie, the rear axle 921 is locked). Further, the rear wheel 92 coupled to the rear axle 921 is braked (as shown in the ninth figure, assuming that the first pulse width modulation signal 711A is a short period, when the first brake transistor Q1 is turned on, because the rear wheel 92 brakes, and the rapid decline of the speed line M indicates that the vehicle speed drops rapidly), when the circuit is open, the motor output shaft 122 is released, and then the rear wheel 92 is relaxed (as shown in the ninth figure, when the first brake transistor Q1 is turned off, The wheel 92 is relaxed, but due to the frictional resistance with the ground, the speed is slowly decreased by the line N, indicating that the vehicle speed is slowly decreasing), as for the second and third brake transistors Q2 and Q3 (refer to the seventh, seventh, seventh and eighth figures). The principle of action is the same and will not be described.

As shown in the tenth figure, it is assumed that the first pulse width modulation signal 711A becomes a long period; the movements of the first brake transistor Q1 and the motor brake are not described herein.

That is, the electronic brake unit 80 of the present invention rotates the stator three-phase coil 121 and the motor output shaft 122 with a slight magnetic attraction resistance by electromagnetic action, and the rear wheel 92 is similarly anti-locked through the rear wheel shaft 921. Braking action, the braking process is completely free of frictional contact of components.

In summary, the advantages and effects of the present invention can be summarized as follows:

[1] The use of an electric motor to convert into a generator produces a similar anti-lock brake function. When the electric motor car brakes, it is changed from an electric motor to a generator, and with a plurality of pulse width modulation signals respectively controlling the three brake transistors to sequentially turn on and off, and the three coils of the three-phase stator coil Subsequent short circuit and open circuit, in order to control the magnetic lock and rotation of each coil and the motor output shaft, and through the rear axle to the rear wheel to repeatedly brake and relax (especially for emergency braking), to achieve the use of electric Anti-lock brakes are generated when the motor is converted into a generator.

[2] Adjust the brake torque of the electric motor car with the slip value. The anti-skid control unit of the present invention instantaneously calculates the slip difference S with each brake condition of the electric motor vehicle. When the slip difference S is greater than the slip set value S _ref , the microprocessor issues the pulse width adjustment of different periods. The signal is changed, and the frequency at which the electronic brake unit repeatedly brakes and releases the rear wheel can be changed, and the brake torque of the electric motor vehicle can be adjusted according to each braking condition.

The present invention has been described in detail with reference to the preferred embodiments of the present invention, without departing from the spirit and scope of the invention.

From the above detailed description, those skilled in the art can understand that the present invention can achieve the foregoing objects, and has been in compliance with the provisions of the patent law, and has filed an application for an invention patent.

10. . . Motor assembly

11. . . Motor driver

12. . . electric motor

121. . . Stator three-phase coil

12A. . . First coil

12B. . . Second coil

12C. . . Third coil

122. . . Motor output shaft

20. . . Battery

30. . . Throttle handle

31. . . Throttle command

40. . . Brake handle

41. . . Brake command

42. . . Brake current

50. . . Front wheel speed sensor

51. . . Light sensor

52. . . Speed sensing disk

521. . . Hole

60. . . Hall sensor

70. . . Anti-skid control unit

71. . . microprocessor

711. . . Pulse width modulation signal

711A. . . First pulse width modulation signal

711B. . . Second pulse width modulation signal

711C. . . Third pulse width modulation signal

72. . . Electromagnetic switch

73. . . Current sensor

80. . . Electronic brake unit

90. . . Electric motor car

91. . . Front wheel

92. . . rear wheel

921. . . Rear axle

93. . . Speed reduction mechanism

Q1. . . First brake transistor

Q2. . . Second brake transistor

Q3. . . Third brake transistor

L1. . . First line segment

L2. . . Second line segment

L3. . . Third line segment

M. . . Rapid speed drop line segment

N. . . Slow speed drop line segment

Δ _t . . . Detection time

n _m . . . Motor output shaft speed

n _f . . . Front wheel speed

n _b . . . Rear wheel speed

S. . . Slip difference

S _ref . . . Slip setting

The first figure is a schematic diagram of an application example of the present invention

The second figure is a schematic diagram of the main structure of the present invention.

The third figure is a schematic diagram of the front wheel sensor of the present invention.

The fourth figure is an enlarged schematic view of the partial structure of the third figure.

The fifth figure is a schematic diagram of the motor, the anti-skid control unit and the electronic brake unit of the present invention.

Figure 6 is a circuit diagram of a preferred embodiment of the present invention

The seventh, seventh, seventh, and seventh C drawings are current flow diagrams when the three brake transistors of the present invention are respectively turned on.

The eighth figure is the corresponding waveform diagram of the opening and closing timing of the electromagnetic switch, the three Hall sensors and the three brake transistors of the present invention.

The ninth diagram is a waveform diagram of the short-period pulse width modulation signal, the brake transistor and the vehicle speed of the present invention.

The tenth figure is a corresponding waveform diagram of the long-period pulse width modulation signal, the brake transistor and the vehicle speed of the present invention.

The eleventh figure is a block diagram of the present invention

The twelfth figure is an action flow chart of the present invention

11. . . Motor driver

12. . . electric motor

20. . . Battery

30. . . Throttle handle

31. . . Throttle command

40. . . Brake handle

41. . . Brake command

50. . . Front wheel speed sensor

51. . . Light sensor

52. . . Speed sensing disk

521. . . Hole

60. . . Hall sensor

70. . . Anti-skid control unit

71. . . microprocessor

711. . . Pulse width modulation signal

711A. . . First pulse width modulation signal

711B. . . Second pulse width modulation signal

711C. . . Third pulse width modulation signal

72. . . Electromagnetic switch

73. . . Current sensor

80. . . Electronic brake unit

90. . . Electric motor car

91. . . Front wheel

92. . . rear wheel

Claims (4)

A brake controller capable of generating an anti-lock brake function, comprising: a motor assembly, a motor driver and an electric motor, wherein the motor is provided with a certain three-phase coil and a motor output shaft, the stator The three-phase coil includes a first coil, a second coil and a third coil, the motor output shaft is a permanent magnetic component; and a battery is used as an electric motor to supply power to the motor driver as a driving electric motor a source of energy for motor operation; a throttle handle for generating a throttle command to control the motor through the motor driver; a brake handle for generating a brake command to control a front and rear wheel of a motor vehicle a brake action, the rear wheel is provided with a rear axle, the rear axle is coaxially coupled with the motor output shaft; a front wheel speed sensor is used to sense the front wheel rotational speed n _f ; three Hall sensors And electrically connecting the first coil, the second coil and the third coil, respectively, for detecting a motor output of the motor The shaft rotation speed n _{m is} converted into the rear wheel rotation speed n _b by the formula n _b = σ n _m via the motor vehicle having a speed reduction mechanism, wherein σ=1 when there is no speed reduction mechanism, and σ when there is a speed reduction mechanism The anti-skid control unit has a microprocessor and an electromagnetic switch, and the microprocessor controls the electromagnetic switch to open and close according to the presence or absence of the brake of the electric motor vehicle, and when the electric motor brakes, The microprocessor adopts the following formula with the front wheel speed n _f and the rear wheel speed n _b Calculates the slip value S at which the motor vehicle brake; when a detection time Δ t after the slip value S is larger than a predetermined set value when the difference between the slip S _REF, the output of the complex variable microprocessor cycles The pulse width modulation signal; when the slip difference S of a detection time Δ t is less than the slip set value S _ref , the microprocessor does not output the plurality of pulse width modulation signals, the plurality of The pulse width modulation signal includes a plurality of first pulse width modulation signals, a plurality of second pulse width modulation signals, and a plurality of third pulse width modulation signals; and an electronic brake unit includes a first a brake transistor, a second brake transistor and a third brake transistor; correspondingly electrically connected to the first, second and third coils, and controlled by the anti-skid control unit; when the motor is powered by an electric motor Turning into a generator; if the first, the second and the third brake transistor are simultaneously turned on, the stator three-phase coil and the motor output shaft are magnetically locked to each other, and the rear wheel is completely transmitted through the rear axle Unable to turn; if the first, the second and the When the third brake transistor is simultaneously turned off, the stator three-phase coil and the motor output shaft system are free to rotate with each other, and the rear wheel is free to rotate; if the first, the second and the third brake transistor are respectively When turned on, short-circuit one of the first, the second and the third coil, and generate mutual magnetic resistance between the output shaft of the motor, so that the stator three-phase coil and the motor output shaft are slightly magnetic The state of the resistance is still rotatable with each other, and the rear wheel generates a rotation resistance similar to the brake through the rear axle; thereby, the plurality of first pulse width modulation signals and the plurality of second pulse width modulations The signal and the plurality of third pulse width modulation signals respectively control the first and second and the third brake transistors to sequentially turn on and off; and control the first, second, and The short circuit and the open circuit of the three coils are sequentially reversed, so that the stator three-phase coil and the motor output shaft rotate with each other under a slight magnetic attraction, and the rear wheel shaft repeatedly generates braking and rotating motion through the rear wheel axle to achieve utilization. Electricity Machine into a generator to produce similar and sometimes antilock braking action. The brake motor of the electric motor vehicle according to claim 1 can generate a brake controller similar to the anti-lock brake function, wherein the front wheel speed sensor comprises a pair of light sensors and a speed sensing disk, The speed sensing disc is disposed on the front wheel, and averages a plurality of holes in 360 degrees for the light emitted by one side of the light sensor to pass through any one of the holes and the other side of the light sensor to receive And the front wheel speed n _f can be calculated. The electric motor vehicle according to claim 1 of the patent application can generate a brake controller similar to the anti-lock brake function, wherein the slip set value S _ref is within an optimal range of 10% to 30%, Get the maximum road adhesion factor. For example, the electric motor vehicle described in claim 1 can generate a brake controller similar to the anti-lock brake function, wherein the anti-skid control unit further includes three current sensors, respectively corresponding to the first, the first Secondly, the third brake transistor, when the brake current is greater than the set value, can adjust the on-period of the pulse width modulation signal outputted by the microprocessor to reach the current limit function.