WO2020237778A1 - 自平衡车控制系统及自平衡车 - Google Patents

自平衡车控制系统及自平衡车 Download PDF

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Publication number
WO2020237778A1
WO2020237778A1 PCT/CN2019/094712 CN2019094712W WO2020237778A1 WO 2020237778 A1 WO2020237778 A1 WO 2020237778A1 CN 2019094712 W CN2019094712 W CN 2019094712W WO 2020237778 A1 WO2020237778 A1 WO 2020237778A1
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WO
WIPO (PCT)
Prior art keywords
self
power
torque
balancing vehicle
power motor
Prior art date
Application number
PCT/CN2019/094712
Other languages
English (en)
French (fr)
Inventor
陈瑞
Original Assignee
深圳傲科海科技有限公司
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Publication of WO2020237778A1 publication Critical patent/WO2020237778A1/zh

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/12—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of electric gearing
    • 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
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M19/00—Transmissions characterised by use of non-mechanical gearing, e.g. fluid gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M6/00—Rider propulsion of wheeled vehicles with additional source of power, e.g. combustion engine or electric motor
    • B62M6/40—Rider propelled cycles with auxiliary electric motor
    • B62M6/45—Control or actuating devices therefor
    • 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

Definitions

  • This application relates to the technical field of balancing vehicles, and in particular to a self-balancing vehicle control system and a self-balancing vehicle.
  • the existing self-balancing vehicles maintain stability mainly in the following three ways:
  • An independent anti-torque motor is used to provide anti-torque to maintain stability.
  • the adjustment method of the center of gravity is similar to maintaining the stability of the body by swinging the body when riding a bicycle, and its adjustment ability is very limited and cannot resist large external interference.
  • the top itself needs to have a sufficiently large mass and a sufficiently high kinetic energy, that is, a sufficiently high speed to provide a sufficiently large body stability. And this means that a lot of extra weight, volume, and extra energy consumption are required, adding extra costs.
  • the main purpose of this application is to propose a self-balancing vehicle control system and self-balancing vehicle, aiming to reduce the cost of the self-balancing vehicle, and reduce the space occupation and energy consumption.
  • the self-balancing vehicle includes a frame and wheels, and the self-balancing vehicle control system includes: an anti-twist/power motor mounted on the frame , Battery, reverse torque/power linear conversion system, transmission system and body attitude detection system, including:
  • the reverse torque/power motor is electrically connected to the battery for outputting reverse torque and/or power;
  • the anti-torque/power linear conversion system is connected to the anti-torque/power motor and is used to control the anti-torque/power motor to output anti-torque and/or power;
  • the transmission system is respectively connected with the anti-torque/power motor and the wheel transmission, and is used to transmit the anti-torque force and/or power output by the anti-torque/power motor to the wheels of the self-balancing vehicle;
  • the body attitude detection system is connected to the anti-twist/power linear conversion system, and is used to detect the body lateral attitude of the self-balancing vehicle in real time, and reach a preset turning attitude when the body lateral attitude of the self-balancing vehicle is detected At this time, the anti-torsion/power linear conversion system is activated, and the anti-torsion/power motor is controlled to output anti-torque force opposite to the lateral attitude of the vehicle body, and the vehicle body is pulled back to a balanced state.
  • the reverse torque/power motor includes a stator and a rotor matched with the stator, and the stator and the battery are fixed on the frame together.
  • the reverse torque/power linear conversion system includes: a clutch with reverse torque/power linear conversion capability, the clutch is connected to the stator of the reverse torque/power motor, and the clutch is in a released state When the stator is in a locked state, the stator is locked on the frame; the clutch is also connected with the body attitude detection system.
  • the clutch also has a semi-clutch state working in a critical state, and in the semi-clutch state, the clutch controls the rotation of the stator part to ensure corresponding power output.
  • the self-balancing vehicle control system further includes a housing, and the reverse torque/power motor, battery, reverse torque/power linear conversion system, and body attitude detection system are installed in the housing, and the housing is fixed in the housing. Said on the frame.
  • the transmission system is in transmission connection with the rotor of the anti-torque/power motor.
  • the self-balancing vehicle control system further includes: rear wheel brakes arranged on the rear wheels of the self-balancing vehicle.
  • An embodiment of the present application also provides a self-balancing vehicle, which is characterized by including a frame, wheels, and the self-balancing vehicle control system described above.
  • the self-balancing vehicle is a two-wheel self-balancing vehicle.
  • the wheels include a front wheel and a rear wheel, and the transmission system is connected to the rear wheel in transmission; a rear wheel brake is provided on the rear wheel.
  • the self-balancing vehicle control system and self-balancing vehicle proposed in the embodiments of the present application are equipped with anti-torsion/power motors, batteries, anti-torsion/power linear conversion systems, transmission systems, and body attitude detection systems installed on the frame, in which:
  • the reverse torque/power motor is electrically connected to the battery for outputting reverse torque and/or power;
  • the reverse torque/power linear conversion system is connected to the reverse torque/power motor for controlling the reverse torque/power
  • the power motor outputs reverse torque and/or power;
  • the transmission system is respectively connected with the reverse torque/power motor and wheel drive for transmitting the reverse torque and/or power output by the reverse torque/power motor to all
  • the body attitude detection system connected to the anti-twist/power linear conversion system, is used to detect the lateral attitude of the self-balancing car in real time, and when the body of the self-balancing car is detected When the lateral posture reaches the preset flip posture, the anti-torsion/power linear conversion system is activated, and the anti-t
  • Figure 1 is a schematic structural diagram of an embodiment of a self-balancing vehicle provided by this application.
  • Figure 2 is a front schematic diagram of the self-balancing vehicle in a balanced state according to the embodiment of the application;
  • FIG. 3 is a schematic side view of the self-balancing vehicle in a balanced state according to the embodiment of the application;
  • FIG. 4 is a schematic diagram of the structure of the locked stator of the anti-torque/power linear conversion system in the embodiment of the application;
  • FIG. 5 is a front schematic diagram of the self-balancing vehicle in an unbalanced state according to the embodiment of the application;
  • FIG. 6 is a schematic side view of the self-balancing vehicle in an unbalanced state according to the embodiment of the application;
  • Fig. 7 is a schematic structural diagram of the anti-torsion/power linear conversion system in the embodiment of the application when the stator is released.
  • an embodiment of the present application provides a self-balancing vehicle control system.
  • the self-balancing vehicle 10 may be a two-wheeled self-balancing vehicle 10, such as a two-wheeled bicycle, a two-wheeled motorcycle, and the like.
  • the solution of this embodiment mainly realizes the lateral stability control of the two-wheel self-balancing vehicle 10.
  • the self-balancing vehicle 10 includes a frame 1 and wheels 2.
  • the wheels 2 include front wheels and rear wheels.
  • the self-balancing vehicle control system includes: an anti-twist/power motor 3, a battery 4, an anti-twist/power linear conversion system 5, a transmission system 6 and a body attitude detection system 7 installed on the frame 1, wherein:
  • the reverse torque/power motor 3 is electrically connected to the battery 4 for outputting reverse torque and/or power;
  • the anti-torque/power linear conversion system 5 is connected to the anti-torsion/power motor 3, and is used to control the anti-torque/power motor 3 to output anti-torque and/or power;
  • the transmission system 6 is respectively connected to the anti-torque/power motor 3 and the wheels 2 to transmit the anti-torque force and/or power output by the anti-torque/power motor 3 to the self-balancing vehicle 10 Wheel 2; In this embodiment, the transmission system 6 is connected to the rear wheel in transmission.
  • the body attitude detection system 7 is connected to the anti-twist/power linear conversion system 5 for real-time detection of the body lateral attitude of the self-balancing vehicle 10, and the body lateral attitude of the self-balancing vehicle 10 is detected
  • the anti-twist/power linear conversion system 5 is activated, and the anti-twist/power motor 3 is controlled to output anti-torque force opposite to the lateral posture of the vehicle body to pull the vehicle body back to a balanced state.
  • the preset flip posture can be various unbalanced states.
  • the vehicle body attitude detection system 7 may be provided with a corresponding attitude inspection module, such as a gyroscope, a displacement sensor, etc., to detect the motion state of the vehicle body, and determine whether the vehicle body is in a stable and balanced state in the lateral direction.
  • a corresponding attitude inspection module such as a gyroscope, a displacement sensor, etc.
  • This embodiment adopts the above-mentioned solution, specifically by setting the anti-twist/power motor 3, the battery 4, the anti-twist/power linear conversion system 5, the transmission system 6 and the body attitude detection system 7 installed on the frame 1, wherein: anti-twist / The power motor 3 is electrically connected to the battery 4 for outputting anti-torque and/or power; the anti-torque/power linear conversion system 5 is connected to the anti-torque/power motor 3 for controlling the anti-torque/power motor 3 The torsion/power motor 3 outputs anti-torque and/or power; the transmission system 6 is respectively connected to the anti-torque/power motor 3 and the wheels 2 to transmit the anti-torque output from the anti-torque/power motor 3 And/or power is transmitted to the wheels 2 of the self-balancing vehicle 10; the body attitude detection system 7 is connected to the anti-torque/power linear conversion system 5 for real-time detection of the lateral body of the self-balancing vehicle 10 Attitude, when it
  • the anti-twist/power motor 3 includes: a stator 31 and a rotor 32 that cooperates with the stator 31, and the transmission The system 6 is drivingly connected to the rotor 32 of the anti-torque/power motor 3.
  • stator 31 and the battery 4 are fixed on the frame 1 together.
  • stator 31 of the anti-twist/power motor 3 is fixed together with other larger mass parts of the body of the self-balancing vehicle 10 (the battery 4 that accounts for a large body weight in this embodiment) to provide a sufficiently large mass , So that the anti-torque/power linear conversion system 5 can allow this part to rotate freely when needed.
  • the principle of the reverse torque/power linear conversion system 5 controlling the reverse torque/power motor 3 to output the reverse torque and/or power is as follows:
  • the reverse torque/power linear conversion system 5 is matched with the stator 31 of the reverse torque/power motor 3.
  • the reverse torque/power linear conversion system 5 can make the stator 31 in a locked state, a free rotation state, and a partial rotation state.
  • stator 31 When the reverse torque/power linear conversion system 5 is in a loose state, the stator 31 can rotate freely. As shown in Figures 5, 6 and 7, the stator 31 can drive the battery 4 to rotate freely; When the torsion/power linear conversion system 5 is in the locked state, the stator 31 is locked on the frame 1, as shown in FIGS. 2, 3, and 4, the stator 31 and the battery 4 are fixed on the vehicle body; When the reverse torque/power linear conversion system 5 is in a critical state, the stator 31 is in a partial rotation state.
  • the anti-torque/power linear conversion system 5 controls the anti-torque/power motor 3 to output anti-torque and/or power.
  • the stator 31 When the self-balancing car 10 needs full power output, the stator 31 is locked on the body by the anti-twist/power linear conversion system 5, and can be used as a power output at this time. When the anti-torque force is required to maintain balance, the stator 31 is reversely twisted /Power linear conversion system 5 release, can provide strong anti-torque.
  • the anti-torque/power linear conversion system 5 can work in a critical state, which can not only partially rotate the stator 31, but also ensure a certain power output, similar to speed change The semi-clutched state of the box.
  • the anti-torque/power linear conversion system 5 includes: a clutch with anti-torque/power linear conversion capability, and the clutch is cooperatively connected with the stator 31 of the anti-torque/power motor 3, When the clutch is in the released state, the stator 31 can rotate freely. When the clutch is in the locked state, the stator 31 is locked on the frame 1; the clutch is also connected to the The body attitude detection system 7 is connected.
  • the clutch also has a semi-clutch state working in a critical state. In the semi-clutch state, the clutch controls the stator 31 to partially rotate to ensure corresponding power output.
  • the self-balancing vehicle control system realizes the lateral stability control of the self-balancing vehicle 10 through the anti-twist/power linear conversion system 5, the body attitude detection system 7 and the anti-twist/power motor 3 as follows:
  • the body attitude detection system 7 detects the lateral attitude of the body of the self-balancing car 10 in real time. If it is found that the body may tip over to any side, the anti-torque/power linear conversion system 5 is activated to provide the anti-torque force in the opposite direction and pull the body back into balance status. Specifically, by starting the reverse torque/power linear conversion system 5, the reverse torque/power motor 3 is controlled to output the reverse torque force opposite to the lateral attitude of the vehicle body to the transmission system 6, and then the reverse torque/power The reverse torque and/or power output by the power motor 3 is transmitted to the wheels 2 of the self-balancing vehicle 10, and finally the vehicle body reaches a balanced state, thereby realizing the control of the lateral stability of the vehicle body.
  • the self-balancing vehicle control system may further include a housing 8.
  • the anti-twist/power motor 3, the battery 4, the anti-twist/power linear conversion system 5, and the body attitude detection system 7 are installed in In the housing 8, the housing 8 is fixed on the frame 1. Due to the combination of anti-twist motor and power motor with the anti-twist/power linear conversion system 5, the cost of the self-balancing vehicle 10 is reduced, and the space occupation and energy consumption are reduced. Moreover, by combining the anti-twist/ The power motor 3, the battery 4, the reverse torque/power linear conversion system 5, and the body attitude detection system 7 are installed in the housing 8, making the self-balancing vehicle control system more compact and further reducing the space occupation.
  • rear wheel brakes may be provided on the rear wheels of the self-balancing vehicle, and the self-balancing vehicle control system further includes: Rear wheel brakes on the rear wheels.
  • the rear wheel brake is set in consideration: when providing reverse torque, the output power of the power/reverse torque motor may increase, resulting in a sudden change in vehicle speed, especially the acceleration that needs to be controlled. Therefore, you can use the rear Wheel brakes stabilize the speed. In other words, when the self-balancing vehicle provides anti-twist, the speed can be stabilized by the control of the rear wheel brake force, so that the vehicle will not produce unexpected speed changes and improve the stability of the vehicle movement.
  • rear wheel brakes are generally used in certain situations, such as when the vehicle does not need to accelerate, but the power is increased too much by the balance output, the rear wheel brakes are used to control the vehicle speed.
  • an embodiment of the present application also proposes a self-balancing vehicle 10, which includes a frame 1, wheels 2 and the self-balancing vehicle control system described in the above embodiment.
  • a self-balancing vehicle control system to realize the stability control of the self-balancing vehicle 10
  • Combining the power/anti-torque motor in one can also reduce the size of the body, reduce unnecessary extra weight of the body, reduce energy consumption, and improve endurance.
  • the two-in-one method of power/anti-torsion motor is adopted to move the power motor to the body, which can greatly reduce the unsprung mass and greatly improve the shock absorption performance.

Abstract

一种自平衡车控制系统及自平衡车（10），自平衡车控制系统包括：安装在车架（1）上的反扭/动力电机（3）、电池（4）、反扭/动力线性转换系统（5）、传动系统（6）以及车身姿态检测系统（7），反扭/动力线性转换系统（5）控制反扭/动力电机（3）输出反扭力和/或动力；传动系统（6）将反扭/动力电机（3）输出的反扭力和/或动力传输至自平衡车（10）的车轮（2）。

Description

自平衡车控制系统及自平衡车
技术领域
本申请涉及平衡车技术领域，特别涉及一种自平衡车控制系统及自平衡车。
背景技术
现有的自平衡车保持稳定的方式主要有以下三种：
1、采用重心调整方式来达到平衡；
2、采用车身内置高速旋转的陀螺保持方向稳定；
3、采用独立反扭电机提供反扭力来保持稳定。
上述三种方式存在以下缺陷：
其中，重心调整方式类似于骑自行车的时候通过身体摆动来保持车身稳定，其调整能力非常有限，不能对抗较大的外部干扰。
对于通过高速旋转的陀螺来保持稳定，需要陀螺本身具有足够大的质量和足够高的动能，也就是足够高的转速才能提供足够大的车身稳定能力。而这就意味着需要很大的额外重量、体积以及额外的能量消耗，增加额外的成本。
而通过反扭力来保持平衡，需要独立的反扭电机，保持平衡力的大小跟反扭电机的功率有很大关系，额外的大功率的反扭电机意味着额外的很高的成本，额外的重量、体积以及额外的能量消耗。
发明内容
本申请的主要目的是提出一种自平衡车控制系统及自平衡车，旨在降低自平衡车的成本，减小空间占用以及能量消耗。
为实现上述目的，本申请提供了一种自平衡车控制系统，所述自平衡车包括车架和车轮，所述自平衡车控制系统包括：安装在所述车架上的反扭/动力电机、电池、反扭/动力线性转换系统、传动系统以及车身姿态检测系统，其中：
所述反扭/动力电机与所述电池电连接，用于输出反扭力和/或动力；
所述反扭/动力线性转换系统，与所述反扭/动力电机连接，用于控制所述反扭/动力电机输出反扭力和/或动力；
所述传动系统，分别与所述反扭/动力电机及车轮传动连接，用于将所述反扭/动力电机输出的反扭力和/或动力传输至所述自平衡车的车轮；
所述车身姿态检测系统，与所述反扭/动力线性转换系统连接，用于实时检测所述自平衡车的车身横向姿态，在检测到所述自平衡车的车身横向姿态达到预设翻转姿态时，启动所述反扭/动力线性转换系统，控制所述反扭/动力电机输出与所述车身横向姿态相反的反扭力，将车身拉回平衡状态。
可选地，所述反扭/动力电机包括：定子和与所述定子配合的转子，所述定子与所述电池一同固定在所述车架上。
可选地，所述反扭/动力线性转换系统包括：具备反扭/动力线性转换能力的离合器，所述离合器与所述反扭/动力电机的定子配合连接，在所述离合器处于松开状态时，所述定子可自由转动，在所述离合器处于锁紧状态时，所述定子被锁紧在所述车架上；所述离合器还与所述车身姿态检测系统连接。
可选地，所述离合器还具有工作在临界状态的半离合状态，在半离合状态下，所述离合器控制所述定子部分旋转，以保证相应的动力输出。
可选地，所述自平衡车控制系统还包括外壳，所述反扭/动力电机、电池、反扭/动力线性转换系统以及车身姿态检测系统安装在所述外壳内，所述外壳固定在所述车架上。
可选地，所述传动系统与所述反扭/动力电机的转子传动连接。
可选地，所述自平衡车控制系统还包括：设置在自平衡车后轮上的后轮刹车。
本申请实施例还提出一种自平衡车，其特征在于，包括车架、车轮以及如上所述的自平衡车控制系统。
可选地，所述自平衡车为两轮自平衡车。
可选地，所述车轮包括前轮和后轮，所述传动系统与所述后轮传动连接；所述后轮上设有后轮刹车。
本申请实施例提出的自平衡车控制系统及自平衡车，通过设置安装在车架上的反扭/动力电机、电池、反扭/动力线性转换系统、传动系统以及车身姿态检测系统，其中：反扭/动力电机与所述电池电连接，用于输出反扭力和/或动力；所述反扭/动力线性转换系统，与所述反扭/动力电机连接，用于控制所述反扭/动力电机输出反扭力和/或动力；所述传动系统，分别与所述反扭/动力电机及车轮传动连接，用于将所述反扭/动力电机输出的反扭力和/或动力传输至所述自平衡车的车轮；所述车身姿态检测系统，与所述反扭/动力线性转换系统连接，用于实时检测所述自平衡车的车身横向姿态，在检测到所述自平衡车的车身横向姿态达到预设翻转姿态时，启动所述反扭/动力线性转换系统，控制所述反扭/动力电机输出与所述车身横向姿态相反的反扭力，将车身拉回平衡状态，由此，采用反扭电机跟动力电机二合一的方式配合反扭/动力线性转换系统，降低了自平衡车的成本，并减小空间占用以及减小能量消耗。
附图说明
为了更清楚地说明本申请实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本申请的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图示出的结构获得其他的附图。
图1为本申请提供的自平衡车实施例的结构示意图；
图2为本申请实施例自平衡车处于平衡状态时的前面示意图；
图3为本申请实施例自平衡车处于平衡状态时的侧面示意图；
图4为本申请实施例中反扭/动力线性转换系统锁紧定子的结构示意图；
图5为本申请实施例自平衡车处于非平衡状态时的前面示意图；
图6为本申请实施例自平衡车处于非平衡状态时的侧面示意图；
图7为本申请实施例中反扭/动力线性转换系统松开定子的结构示意图。
附图标号说明：
标号 名称 标号 名称
1 车架 2 车轮
3 反扭/动力电机 4 电池
5 反扭/动力线性转换系统 6 传动系统
7 车身姿态检测系统 8 外壳
31 定子 32 转子
10 自平衡车 9 后轮刹车
本申请目的的实现、功能特点及优点将结合实施例，参照附图做进一步说明。
具体实施方式
下面将结合本申请实施例中的附图，对本申请实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本申请的一部分实施例，而不是全部的实施例。基于本申请中的实施例，本领域普通技术人员在没有作出创造性劳动前提下所获得的所有其他实施例，都属于本申请保护的范围。
需要说明，若本申请实施例中有涉及方向性指示（诸如上、下、左、右、前、后……），则该方向性指示仅用于解释在某一特定姿态（如附图所示）下各部件之间的相对位置关系、运动情况等，如果该特定姿态发生改变时，则该方向性指示也相应地随之改变。
另外，若本申请实施例中有涉及“第一”、“第二”等的描述，则该“第一”、“第二”等的描述仅用于描述目的，而不能理解为指示或暗示其相对重要性或者隐含指明所指示的技术特征的数量。由此，限定有“第一”、“第二”的特征可以明示或者隐含地包括至少一个该特征。另外，全文中出现的“和/或”的含义，包括三个并列的方案，以“A和/或B”为例，包括A方案、或B方案、或A和B同时满足的方案。另外，各个实施例之间的技术方案可以相互结合，但是必须是以本领域普通技术人员能够实现为基础，当技术方案的结合出现相互矛盾或无法实现时应当认为这种技术方案的结合不存在，也不在本申请要求的保护范围之内。
具体地，请参阅图1，本申请实施例提供一种自平衡车控制系统，所述自平衡车10可以为两轮自平衡车10，比如两轮自行车、两轮摩托车等。本实施例方案主要实现对两轮自平衡车10的横向稳定性控制。
所述自平衡车10包括车架1和车轮2，所述车轮2包括前轮和后轮。
所述自平衡车控制系统包括：安装在所述车架1上的反扭/动力电机3、电池4、反扭/动力线性转换系统5、传动系统6以及车身姿态检测系统7，其中：
所述反扭/动力电机3与所述电池4电连接，用于输出反扭力和/或动力；
所述反扭/动力线性转换系统5，与所述反扭/动力电机3连接，用于控制所述反扭/动力电机3输出反扭力和/或动力；
所述传动系统6，分别与所述反扭/动力电机3及车轮2传动连接，用于将所述反扭/动力电机3输出的反扭力和/或动力传输至所述自平衡车10的车轮2；本实施例中，所述传动系统6与所述后轮传动连接。
所述车身姿态检测系统7，与所述反扭/动力线性转换系统5连接，用于实时检测所述自平衡车10的车身横向姿态，在检测到所述自平衡车10的车身横向姿态达到预设翻转姿态时，启动所述反扭/动力线性转换系统5，控制所述反扭/动力电机3输出与所述车身横向姿态相反的反扭力，把车身拉回平衡状态。
其中，预设翻转姿态可以是各种非平衡状态。
作为一种实施方式，车身姿态检测系统7可以设置相应的姿态检查模块，比如陀螺仪、位移传感器等来检测车身的运动状态，判断车身横向是否处于稳定平衡状态。
本实施例通过上述方案，具体通过设置安装在车架1上的反扭/动力电机3、电池4、反扭/动力线性转换系统5、传动系统6以及车身姿态检测系统7，其中：反扭/动力电机3与所述电池4电连接，用于输出反扭力和/或动力；所述反扭/动力线性转换系统5，与所述反扭/动力电机3连接，用于控制所述反扭/动力电机3输出反扭力和/或动力；所述传动系统6，分别与所述反扭/动力电机3及车轮2传动连接，用于将所述反扭/动力电机3输出的反扭力和/或动力传输至所述自平衡车10的车轮2；所述车身姿态检测系统7，与所述反扭/动力线性转换系统5连接，用于实时检测所述自平衡车10的车身横向姿态，在检测到所述自平衡车10的车身横向姿态达到预设翻转姿态时，启动所述反扭/动力线性转换系统5，控制所述反扭/动力电机3输出与所述车身横向姿态相反的反扭力，将车身拉回平衡状态，由此，采用反扭电机跟动力电机二合一的方式配合反扭/动力线性转换系统5，降低了自平衡车10的成本，并减小空间占用以及减小能量消耗。
进一步地，参照图2-图7所示，作为一种实施方式，在本实施例中，所述反扭/动力电机3包括：定子31和与所述定子31配合的转子32，所述传动系统6与所述反扭/动力电机3的转子32传动连接。
所述定子31与所述电池4一同固定在所述车架1上。由此，将反扭/动力电机3的定子31与自平衡车10车身的其他的较大质量的配件（本实施例中占车身很大重量的电池4）固定在一起以提供足够大的质量，使得反扭/动力线性转换系统5可以在需要的时候让此部分自由旋转。
其中，所述反扭/动力线性转换系统5控制反扭/动力电机3输出反扭力和/或动力的原理如下：
所述反扭/动力线性转换系统5与所述反扭/动力电机3的定子31配合连接，反扭/动力线性转换系统5可以使定子31处于锁紧状态、自由转动状态以及部分旋转状态。
在所述反扭/动力线性转换系统5处于松开状态时，所述定子31可自由转动，如图5、图6及图7所示，定子31可以带动电池4自由转动；在所述反扭/动力线性转换系统5处于锁紧状态时，所述定子31被锁紧在所述车架1上，如图2、图3及图4所示，定子31与电池4固定在车身上；在所述反扭/动力线性转换系统5处于临界状态时，定子31处于部分旋转状态。
具体地，根据自平衡车10的运动状态，反扭/动力线性转换系统5控制所述反扭/动力电机3输出反扭力和/或动力。
在自平衡车10需要全动力输出的时候，定子31被反扭/动力线性转换系统5锁定在车身上，此时可以完全作为动力输出，当需要反扭力保持平衡的时候，定子31被反扭/动力线性转换系统5释放，可以提供强大的反扭力。
此外，在自平衡车10需要动力也需要反扭力保持平衡的时候，反扭/动力线性转换系统5可以工作在临界状态，既可以让定子31部分旋转，也能保证一定的动力输出，类似变速箱的半离合状态。
具体地，作为一种实施方式，所述反扭/动力线性转换系统5包括：具备反扭/动力线性转换能力的离合器，所述离合器与所述反扭/动力电机3的定子31配合连接，在所述离合器处于松开状态时，所述定子31可自由转动，在所述离合器处于锁紧状态时，所述定子31被锁紧在所述车架1上；所述离合器还与所述车身姿态检测系统7连接。
其中，所述离合器还具有工作在临界状态的半离合状态，在半离合状态下，所述离合器控制所述定子31部分旋转，以保证相应的动力输出。
本实施例中，自平衡车控制系统通过反扭/动力线性转换系统5、车身姿态检测系统7与所述反扭/动力电机3实现自平衡车10横向稳定性控制的原理如下：
车身姿态检测系统7实时检测自平衡车10车身的横向姿态，如果发现车身有向任何一边翻倒的可能，就启动反扭/动力线性转换系统5提供反方向的反扭力，把车身拉回平衡状态。具体通过启动所述反扭/动力线性转换系统5，控制所述反扭/动力电机3输出与所述车身横向姿态相反的反扭力至传动系统6，然后通过传动系统6将所述反扭/动力电机3输出的反扭力和/或动力传输至所述自平衡车10的车轮2，最终实现车身达到平衡状态，从而实现对车身横向稳定性控制。
进一步地，作为一种实施方式，所述自平衡车控制系统还可以包括外壳8，所述反扭/动力电机3、电池4、反扭/动力线性转换系统5以及车身姿态检测系统7安装在所述外壳8内，所述外壳8固定在所述车架1上。由于采用反扭电机与动力电机二合一的方式配合反扭/动力线性转换系统5，降低了自平衡车10的成本，并减小空间占用以及减小能量消耗，而且，通过将反扭/动力电机3、电池4、反扭/动力线性转换系统5以及车身姿态检测系统7安装在外壳8内，使得自平衡车控制系统结构更加紧凑，进一步减小了空间占用。
进一步地，为了对车速进行更好的控制，作为一种可选的实施方式，还可以在平衡车的后轮上设置后轮刹车，所述自平衡车控制系统还包括：设置在自平衡车后轮上的后轮刹车。
本实施例设置后轮刹车是考虑到：在提供反扭的时候，动力/反扭电机输出功率可能会变大，导致车速突然改变，尤其是导致加速的情况需要受控，因此，可以利用后轮刹车稳定车速。也即是说，自平衡车提供反扭的时候，利用后轮刹车力度大小的控制可以把车速稳定下来，使得车辆不会产生意料之外的速度变化，提高车辆运动稳定性。
需要说明的是，后轮刹车一般在特定情况下使用，比如车辆不需要加速，但是动力受平衡输出增加太多的情况下，通过后轮刹车来控制车速。
此外，本申请实施例还提出一种自平衡车10，包括车架1、车轮2以及如上实施例所述的自平衡车控制系统。其中，自平衡车控制系统实现自平衡车10稳定性控制的原理，请参照上述实施例，在此不再赘述。
相比现有技术，本申请技术方案具有如下有益效果：
1、将动力/反扭电机二合一，可以极大降低自平衡车10成本，尤其是可以将电机部分的成本降低一半。
2、将动力/反扭电机二合一还可以降低车身尺寸，减小车身不必要的额外重量，降低能量消耗，提高续航能力。
3、采用动力/反扭电机二合一的方式，将动力电机移到车身上，可以大幅减小簧下质量，大幅提高减震性能。
以上所述仅为本申请的优选实施例，并非因此限制本申请的专利范围，凡是在本申请的构思下，利用本申请说明书及附图内容所作的等效结构变换，或直接/间接运用在其他相关的技术领域均包括在本申请的专利保护范围内。

Claims (15)

  1. 一种自平衡车控制系统，所述自平衡车包括车架和车轮，其特征在于，所述自平衡车控制系统包括：安装在所述车架上的反扭/动力电机、电池、反扭/动力线性转换系统、传动系统以及车身姿态检测系统，其中：
    所述反扭/动力电机与所述电池电连接，用于输出反扭力和/或动力；
    所述反扭/动力线性转换系统，与所述反扭/动力电机连接，用于控制所述反扭/动力电机输出反扭力和/或动力；
    所述传动系统，分别与所述反扭/动力电机及车轮传动连接，用于将所述反扭/动力电机输出的反扭力和/或动力传输至所述自平衡车的车轮；
    所述车身姿态检测系统，与所述反扭/动力线性转换系统连接，用于实时检测所述自平衡车的车身横向姿态，在检测到所述自平衡车的车身横向姿态达到预设翻转姿态时，启动所述反扭/动力线性转换系统，控制所述反扭/动力电机输出与所述车身横向姿态相反的反扭力，将车身拉回平衡状态。
  2. 根据权利要求1所述的自平衡车控制系统，其特征在于，所述反扭/动力电机包括：定子和与所述定子配合的转子，所述定子与所述电池一同固定在所述车架上。
  3. 根据权利要求1所述的自平衡车控制系统，其特征在于，所述反扭/动力线性转换系统包括：具备反扭/动力线性转换能力的离合器，所述离合器与所述反扭/动力电机的定子配合连接，在所述离合器处于松开状态时，所述定子可自由转动，在所述离合器处于锁紧状态时，所述定子被锁紧在所述车架上；所述离合器还与所述车身姿态检测系统连接。
  4. 根据权利要求3所述的自平衡车控制系统，其特征在于，所述离合器还具有工作在临界状态的半离合状态，在半离合状态下，所述离合器控制所述定子部分旋转，以保证相应的动力输出。
  5. 根据权利要求1所述的自平衡车控制系统，其特征在于，所述自平衡车控制系统还包括外壳，所述反扭/动力电机、电池、反扭/动力线性转换系统以及车身姿态检测系统安装在所述外壳内，所述外壳固定在所述车架上。
  6. 根据权利要求2所述的自平衡车控制系统，其特征在于，所述传动系统与所述反扭/动力电机的转子传动连接。
  7. 根据权利要求1所述的自平衡车控制系统，其特征在于，所述自平衡车控制系统还包括：设置在自平衡车后轮上的后轮刹车。
  8. 一种自平衡车，其特征在于，包括车架、车轮以及自平衡车控制系统，所述自平衡车控制系统包括：安装在所述车架上的反扭/动力电机、电池、反扭/动力线性转换系统、传动系统以及车身姿态检测系统，其中：
    所述反扭/动力电机与所述电池电连接，用于输出反扭力和/或动力；
    所述反扭/动力线性转换系统，与所述反扭/动力电机连接，用于控制所述反扭/动力电机输出反扭力和/或动力；
    所述传动系统，分别与所述反扭/动力电机及车轮传动连接，用于将所述反扭/动力电机输出的反扭力和/或动力传输至所述自平衡车的车轮；
    所述车身姿态检测系统，与所述反扭/动力线性转换系统连接，用于实时检测所述自平衡车的车身横向姿态，在检测到所述自平衡车的车身横向姿态达到预设翻转姿态时，启动所述反扭/动力线性转换系统，控制所述反扭/动力电机输出与所述车身横向姿态相反的反扭力，将车身拉回平衡状态。
  9. 根据权利要求8所述的自平衡车，其特征在于，所述自平衡车为两轮自平衡车。
  10. 根据权利要求9所述的自平衡车，其特征在于，所述车轮包括前轮和后轮，所述传动系统与所述后轮传动连接；所述后轮上设有后轮刹车。
  11. 根据权利要求9所述的自平衡车，其特征在于，所述反扭/动力电机包括：定子和与所述定子配合的转子，所述定子与所述电池一同固定在所述车架上。
  12. 根据权利要求9所述的自平衡车，其特征在于，所述反扭/动力线性转换系统包括：具备反扭/动力线性转换能力的离合器，所述离合器与所述反扭/动力电机的定子配合连接，在所述离合器处于松开状态时，所述定子可自由转动，在所述离合器处于锁紧状态时，所述定子被锁紧在所述车架上；所述离合器还与所述车身姿态检测系统连接。
  13. 根据权利要求12所述的自平衡车，其特征在于，所述离合器还具有工作在临界状态的半离合状态，在半离合状态下，所述离合器控制所述定子部分旋转，以保证相应的动力输出。
  14. 根据权利要求9所述的自平衡车，其特征在于，所述自平衡车控制系统还包括外壳，所述反扭/动力电机、电池、反扭/动力线性转换系统以及车身姿态检测系统安装在所述外壳内，所述外壳固定在所述车架上。
  15. 根据权利要求11所述的自平衡车，其特征在于，所述传动系统与所述反扭/动力电机的转子传动连接。
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