Electric vehicle handlebar device

Abstract

The embodiment of the present invention discloses a handlebar device for an electric vehicle, which includes: a rotating component, a fixed component and a motor controller; a magnet is arranged on the rotating component; a first Hall element and a second Hall element are arranged on the fixed component, the rotating component is nested in the fixed component and rotates relative to the fixed component, so that the magnet moves relative to the first Hall element and the second Hall element, the first Hall element senses the magnetic field signal of the magnet to generate a first voltage signal, and the second Hall element senses the magnetic field signal of the magnet to generate a second voltage signal; the motor controller is used to adjust the motor speed according to the first voltage signal or the second voltage signal when detecting that the first voltage signal and the second voltage signal meet the preset voltage rule. In the embodiment of the present invention, dual Hall elements are used to realize speed regulation, and whether the handlebar demand signal is reliable is judged according to the two Hall voltage parameter values, which has stronger anti-interference, stability and safety.

Description

Technical Field

[0001] The embodiments of the present invention relate to the technical field of electric vehicles, and in particular to a handlebar device for an electric vehicle. Background Art

[0002] At present, the electric vehicle industry is developing rapidly. There are many types of electric vehicles, such as two-wheeled electric bicycles, mopeds and electric motorcycles, three-wheeled electric vehicles, and four-wheeled electric vehicles, which have a very high market share. Electric vehicles use handlebars to adjust the speed. When the handlebars are turned, the Hall element integrated in the handlebars detects the change in the magnetic field and outputs the corresponding voltage signal, which the electric vehicle controller uses to achieve speed regulation.

[0003] However, electric vehicles based on this speed regulation structure will experience signal transmission errors when subject to interference, and the electric vehicle controller will receive erroneous Hall voltage signals, causing the electric vehicle controller to make erroneous judgments and produce erroneous actions, affecting driving safety. Summary of the invention

[0004] The embodiment of the present invention provides an electric vehicle handlebar device to solve the problem of low anti-interference performance of the existing handlebars.

[0005] The embodiment of the present invention provides an electric vehicle handlebar device, comprising: a rotating component, a fixing component and a motor controller;

[0006] A magnet is disposed on the rotating assembly;

[0007] The fixed component is provided with a first Hall element and a second Hall element, the rotating component is nested in the fixed component and rotates relative to the fixed component, so that the magnet moves relative to the first Hall element and the second Hall element, the first Hall element senses the magnetic field signal of the magnet to generate a first voltage signal, and the second Hall element senses the magnetic field signal of the magnet to generate a second voltage signal;

[0008] The motor controller is used to adjust the motor speed according to the first voltage signal or the second voltage signal when it is detected that the first voltage signal and the second voltage signal meet a preset voltage rule.

[0009] Further, the Hall element includes a positive electrode connected to the positive lead, a negative electrode connected to the negative lead, and a signal end connected to the signal transmission line;

[0010] The motor controller includes a power supply unit, a signal processing unit and a motor drive unit. The power supply unit supplies power to the Hall element through the positive lead and the negative lead. The signal processing unit obtains the first voltage signal and the second voltage signal respectively through two signal transmission lines, and generates a speed change instruction when it is detected that the two voltage signals meet the preset voltage rule. The motor drive unit adjusts the speed according to the speed change instruction.

[0011] Furthermore, the first Hall element and the second Hall element are arranged adjacent to each other and are located on the first side or the second side of the magnet, and the rotation direction of the magnet is the same as or opposite to the direction in which the first side of the magnet points to the second side of the magnet.

[0012] Further, the signal processing unit is used to generate the speed change instruction according to the first voltage signal when it is detected that the voltage difference between the first voltage signal and the second voltage signal is within a preset difference range.

[0013] Furthermore, the first Hall element is located on the first side of the magnet, and the second Hall element is located on the second side of the magnet, and the rotation direction of the magnet is the same as or opposite to the direction in which the first side of the magnet points to the second side of the magnet.

[0014] Further, the signal processing unit is used to generate the speed change instruction according to the first voltage signal when it is detected that the voltage change rate of the first voltage signal and the voltage change rate of the second voltage signal both meet the second voltage preset rule.

[0015] Furthermore, the first Hall element and the second Hall element are arranged at intervals and are both located on the first side or the second side of the magnet, the second Hall element is away from the magnet relative to the first Hall element, and the rotation direction of the magnet is the same as or opposite to the direction in which the first side of the magnet points to the second side of the magnet.

[0016] Further, the signal processing unit is used to generate the speed change instruction according to the first voltage signal when it is detected that the voltage ratio deviation between the first voltage signal and the second voltage signal is within a preset deviation range.

[0017] Furthermore, the electric vehicle handlebar device further includes: an alarm unit;

[0018] The alarm unit is electrically connected to the motor controller, and the motor controller is used to generate a fault alarm signal to enable the alarm unit to issue a throttle fault alarm when it detects that the first voltage signal and / or the second voltage signal do not meet the preset voltage rule.

[0019] In the embodiment of the present invention, the rotating assembly rotates, the first Hall element senses the magnetic field signal of the magnet to generate a first voltage signal, and the second Hall element senses the magnetic field signal of the magnet to generate a second voltage signal; when the motor controller detects that the first voltage signal and the second voltage signal meet the preset voltage rule, the motor speed is adjusted according to the first voltage signal or the second voltage signal. In the embodiment of the present invention, dual Hall elements are used to achieve speed regulation. Speed ​​regulation is performed only when the voltage signal or voltage-related data of the dual Hall elements meet the preset voltage rule, otherwise the corresponding operation is not performed. In this way, whether the handlebar demand signal is reliable is judged based on the two Hall voltage parameter values, which has stronger anti-interference, stability and safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following briefly introduces the drawings required for use in the embodiments or the prior art descriptions. Obviously, although the drawings described below are some specific embodiments of the present invention, for those skilled in the art, the basic concepts of the device structure, driving method and manufacturing method disclosed and suggested by the various embodiments of the present invention can be expanded and extended to other structures and drawings, and there is no doubt that these should be within the scope of the claims of the present invention.

[0021] Figure 1 is a schematic diagram of a handlebar device for an electric vehicle provided by an embodiment of the present invention;

[0022] Figure 2 is a schematic diagram of the connection between the motor controller and the Hall element in an embodiment of the present invention;

[0023] Figure 3 is a schematic diagram of the maximum limit position of the electric vehicle handlebar device provided by an embodiment of the present invention;

[0024] Figure 4 is a schematic diagram of another electric vehicle handlebar device provided by an embodiment of the present invention;

[0025] Figure 5 is a schematic diagram of another electric vehicle handlebar device provided by an embodiment of the present invention;

[0026] Figure 6 The present invention is a circuit diagram of an electric vehicle handlebar device provided in an embodiment of the present invention. DETAILED DESCRIPTION

[0027] In order to make the purpose, technical solution and advantages of the present invention clearer, the technical solution of the present invention will be clearly and completely described through implementation methods with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the basic concepts disclosed and suggested by the embodiments of the present invention, all other embodiments obtained by those skilled in the art are within the scope of protection of the present invention.

[0028] refer to Figure 1 As shown, it is a schematic diagram of a handlebar device for an electric vehicle provided by an embodiment of the present invention. The handlebar device for an electric vehicle provided by this embodiment is composed of software and / or hardware structure, and is configured in an electric vehicle, which can be any electric vehicle with an integrated handlebar, such as an electric bicycle, electric motorcycle, electric tricycle, electric four-wheel vehicle, etc. The handlebar can be a handle or a turntable. It can be understood that the handlebar device includes a handlebar and related control components electrically connected to the handlebar, and the handlebar and its related control components can be integrated together or separately arranged, and their structural positions are not specifically limited. Figure 2 This is the connection diagram between the motor controller and the Hall element. Figure 3 It is a schematic diagram of another electric vehicle handlebar device.

[0029] The electric vehicle handlebar device provided in this embodiment includes: a rotating component 1, a fixed component 2 and a motor controller 3; a magnet 11 is arranged on the rotating component 1; a first Hall element 21 and a second Hall element 22 are arranged on the fixed component 2, the rotating component 1 is nested in the fixed component 2 and rotates relative to the fixed component 2, so that the magnet 11 moves relative to the first Hall element 21 and the second Hall element 22, the first Hall element 21 senses the magnetic field signal of the magnet 11 to generate a first voltage signal, and the second Hall element 22 senses the magnetic field signal of the magnet 11 to generate a second voltage signal; the motor controller 3 is used to adjust the motor speed according to the first voltage signal or the second voltage signal when detecting that the first voltage signal and the second voltage signal meet the preset voltage rule.

[0030] In this embodiment, the electric vehicle handlebar device includes a rotating component 1, which is integrated on the handlebar. The user rotates the handlebar to drive the rotating component 1 to rotate synchronously or integrally. The electric vehicle handlebar device also includes a fixed component 2, which is fixed to the vehicle body and usually docked with the handlebar. The rotating component 1 is nested in the fixed component 2 and rotates relative to the fixed component 2. The rotation direction is as follows: Figure 1 As shown by the double-headed arrows in the figure, the user turns the handle to drive the rotating component 1 to rotate counterclockwise or clockwise in the fixed component 2.

[0031] It can be understood that the opening range of the throttle is set to 0-60°; when the left end face of the magnet 11 is located at point A, the corresponding throttle opening is 0°, and when the left end face of the magnet 11 is located at point C, the corresponding throttle maximum opening is 60°. Then, in the initial state such as the vehicle parking state / power off state, the throttle opening is 0° and the left end face of the magnet 11 is located at point A. In the vehicle driving process, that is, in the driving state, the throttle opening is not 0° and the left end face of the magnet 11 is located between AC. In the driving state, the maximum opening of the throttle can reach 60° and the left end face of the magnet 11 does not exceed point C. Figure 1 The initial position of the throttle with an opening of 0° is shown. Figure 3 The limit position of the 60° opening of the throttle is shown. It can be seen that when the vehicle accelerates, the throttle rotates clockwise to increase the throttle opening from small to large, that is, the left end face of the magnet 11 can move to point C at most, and when the vehicle decelerates, the throttle rotates counterclockwise to reduce the throttle opening from large to small, and the left end face of the magnet 11 can move to point A at least.

[0032] In this embodiment, a magnet 11 is provided on the rotating component 1, and the magnet 11 can be optionally provided on the end surface of the rotating component 1 facing the fixed component 2. A first Hall element 21 and a second Hall element 22 are provided on the fixed component 2, and the first Hall element 21 and the second Hall element 22 can be optionally provided on the end surface of the fixed component 2 facing the rotating component 1. When the user turns the handle to drive the rotating component 1 to rotate counterclockwise or clockwise in the fixed component 2, the distance between the magnet 11 on the rotating component 1 and the first Hall element 21 on the fixed component 2 changes, and the first Hall element 21 senses different magnetic field signals during the rotation of the magnet 11, thereby outputting a linearly changing voltage signal, namely, a first voltage signal. Similarly, the distance between the magnet 11 on the rotating component 1 and the second Hall element 22 on the fixed component 2 changes, and the second Hall element 22 senses different magnetic field signals during the rotation of the magnet 11, thereby outputting a linearly changing voltage signal, namely, a second voltage signal.

[0033] It should be noted that if there is external magnetic interference, the magnetic field signal sensed by the first Hall element and / or the second Hall element will change suddenly, and the output first voltage signal and / or the second voltage signal will no longer change linearly.

[0034] The motor controller 3 is electrically connected to the first Hall element 21 and the second Hall element 22, respectively. The motor controller 3 can optionally supply power to the first Hall element 21 and the second Hall element 22, respectively. In other embodiments, a power supply unit independent of the motor controller can also be selected to supply power to the two Hall elements separately. The motor controller 3 also obtains the first voltage signal of the first Hall element 21 and the second voltage signal of the second Hall element 22, respectively, and performs speed regulation. Specifically, the motor controller 3 is used to detect whether the first voltage signal and the second voltage signal meet the preset voltage rule, and if so, adjust the motor speed according to the first voltage signal or the second voltage signal.

[0035] The optional Hall element includes a positive pole + connected to the positive lead, a negative pole - connected to the negative lead, and a signal terminal OUT connected to the signal transmission line; the motor controller 3 includes a power supply unit 31, a signal processing unit 32 and a motor drive unit 33. The power supply unit 31 supplies power to the Hall element through the positive lead and the negative lead. The signal processing unit 32 obtains the first voltage signal and the second voltage signal through two signal transmission lines respectively, and generates a speed change instruction when it detects that the two voltage signals meet the preset voltage rules. The motor drive unit 33 adjusts the speed according to the speed change instruction.

[0036] The motor device includes a motor controller 3 and a motor 4, the motor controller 3 is electrically connected to the motor 4, and the motor drive unit 33 adjusts the speed of the motor 4 according to the speed change instruction. It can be understood that if the signal processing unit 32 detects that the two voltage signals do not meet the preset voltage rules, the speed change instruction will not be generated, and the motor drive unit 33 keeps the current speed unchanged.

[0037] It should be noted that after the positions of the first Hall element 21, the second Hall element 22 and the magnet 11 are set, the handle is tested before leaving the factory, rotated from 0° to 60° and then from 60° to 0°, and the first voltage data of the first Hall element 21 under different magnetic fields and the second voltage data of the second Hall element 22 under different magnetic fields are detected in a normal state. The voltage correlation data between the first voltage data and the second voltage data are also obtained, wherein the first voltage data, the second voltage data and the voltage correlation data between the first and second voltage data are all used as preset voltage rules, and the preset voltage rules are stored in the memory of the electric vehicle, which can be a flash memory or other memory, and the memory can be integrated in the motor controller 3.

[0038] In this embodiment, the motor speed is set to be associated with the first voltage data, and is adjusted according to the first voltage signal, and the associated relationship remains unchanged in subsequent normal use. Alternatively, in other embodiments, the motor speed can be associated with the second voltage data, and is adjusted according to the second voltage signal, and the associated relationship remains unchanged in subsequent normal use.

[0039] In actual use, the motor controller 3 obtains the first voltage signal and the second voltage signal, and can compare the first voltage signal with the first voltage data in the memory. When the first voltage signal matches the first voltage data according to the law of magnetic field strength change, it is determined that the first voltage signal meets the first voltage data rule; similarly, the second voltage signal is compared with the second voltage data in the memory. When the second voltage signal matches the second voltage data according to the law of magnetic field strength change, it is determined that the second voltage signal meets the second voltage data rule; thus, it can be determined that the first voltage signal and the second voltage signal meet the preset voltage rule, and the motor speed is adjusted according to the first voltage signal associated with the motor speed. Or,

[0040] The motor controller 3 obtains the first voltage signal and the second voltage signal, obtains voltage-related data between the first voltage signal and the second voltage signal, and compares the voltage-related data with the voltage-related data between the first voltage data and the second voltage data in the memory. If they match the pre-stored voltage-related data, it can be determined that the first voltage signal and the second voltage signal meet the preset voltage rules, and the motor speed is adjusted according to the first voltage signal associated with the motor speed.

[0041] As described above, if the voltage signal generated by at least one Hall element changes suddenly and does not meet the preset voltage rule when being disturbed or failing, the motor controller can determine that an abnormality such as interference or failure has occurred based on the signals of the two Hall elements. Specifically, the change rule of the first voltage signal output by the first Hall element 21 exceeds the first voltage data, the change rule of the second voltage signal output by the second Hall element 22 exceeds the second voltage data, or the voltage-related data between the first voltage signal and the second voltage signal is different from the change rule of the pre-stored voltage-related data, so that a fault or interference can be determined, and the corresponding motor speed adjustment is no longer performed.

[0042] In this embodiment, the rotating assembly rotates, the first Hall element senses the magnetic field signal of the magnet to generate a first voltage signal, and the second Hall element senses the magnetic field signal of the magnet to generate a second voltage signal; when the motor controller detects that the first voltage signal and the second voltage signal meet the preset voltage rule, the motor speed is adjusted according to the first voltage signal or the second voltage signal. In this embodiment, dual Hall elements are used to achieve speed regulation. Speed ​​regulation is performed only when the voltage signal or voltage-related data of the dual Hall elements meet the preset voltage rule. Otherwise, the corresponding operation is not performed. In this way, whether the handlebar demand signal is reliable is judged based on the two Hall voltage parameter values, which has stronger anti-interference, stability and safety.

[0043] Exemplarily, based on the above technical solution, Figure 1 and Figure 3The optional first Hall element 21 is located on the first side of the magnet 11, and the second Hall element 22 is located on the second side of the magnet 11. The rotation direction of the magnet 11 is the same as or opposite to the direction in which the first side of the magnet 11 points to the second side of the magnet 11. The optional signal processing unit is used to generate a speed change instruction according to the first voltage signal when the voltage change rate of the first voltage signal and the voltage change rate of the second voltage signal both meet the voltage preset rule. The first side of the optional magnet 11 is the left end face of the magnet 11, and the second side of the magnet 11 is the right end face of the magnet 11.

[0044] refer to Figure 1 and Figure 3 As shown, in the acceleration state of the electric vehicle, the handle assembly 1 rotates clockwise, the rotation direction of the magnet 11 is the same as the direction in which the first side of the magnet 11 points to the second side of the magnet 11, the distance between the first Hall element 21 and the magnet 11 changes from small to large, the magnetic field signal of the magnet 11 sensed by the first Hall element 21 changes from large to small, and the first voltage data that is linearly reduced is generated in the pre-factory test; in the deceleration state of the electric vehicle, the handle assembly 1 rotates counterclockwise, the rotation direction of the magnet 11 is opposite to the direction in which the first side of the magnet 11 points to the second side of the magnet 11, the distance between the first Hall element 21 and the magnet 11 changes from large to small, the magnetic field signal of the magnet 11 sensed by the first Hall element 21 changes from small to large, and the first voltage data that is linearly increased is generated in the pre-factory test. Similarly, it can be seen that the second voltage data increases linearly in the acceleration state and decreases linearly in the deceleration state. For example, in the acceleration state, in a certain period of time, the absolute value of the voltage increment of the first voltage data is almost equal to the voltage increment of the second voltage data.

[0045] Two Hall sensors are set at the two ends of the magnet, so the two Hall voltage signals output by the two Hall sensors, one changes from large to small, and the other changes from small to large. Therefore, under normal circumstances, the difference in the rate of change of the two Hall voltages at any time is small and almost the same. In this way, it is possible to determine whether the voltage change rates of the two Hall voltage signals are consistent to determine whether there is interference. If it is consistent, the motor controller issues a speed change command. If it is not consistent, it reports a handlebar fault, so as to avoid other interferences causing chaotic speed changes. If the handlebar device is interfered with or fails, the voltage signal generated by the first Hall element will suddenly change, and / or the voltage signal generated by the second Hall element will suddenly change, and the voltage change rates of the two Hall voltage signals will be quite different.

[0046] In actual use, the first Hall element 21 generates a first voltage signal according to the magnetic field signal of the magnet 11, and the second Hall element 22 generates a second voltage signal according to the magnetic field signal of the magnet 11. When the signal processing unit determines that the voltage change rate of the first voltage signal and the voltage change rate of the second voltage signal both meet the voltage preset rule, it means that the electric vehicle is not subject to external interference or failure, and at this time, a speed change command is generated according to the first voltage signal.

[0047] If, in the current acceleration state, the first voltage signal changes in a curve, increases linearly or changes in a discrete state, and / or the second voltage signal changes in a curve, decreases linearly or changes in a discrete state, then the signal processing unit detects that the voltage change rate of the first voltage signal and the second voltage signal does not meet the voltage preset rule in the acceleration state. At this time, it can be determined that the electric vehicle is subject to external interference or failure, and the signal processing unit will not generate a speed change command, so the motor does not change speed and maintains the current speed.

[0048] In this embodiment, dual Hall elements are used to achieve speed regulation. Two Hall sensors each transmit a voltage signal Ua and Ub. Under normal circumstances, the voltage change rates of the two voltage signals should both satisfy the voltage change law. When the handlebar is disturbed or working abnormally, at least one of Ua and Ub does not satisfy the voltage change law. In actual work, a motor controller such as an MCU receives Ua and Ub. If the voltage signal satisfies the voltage change law, the MCU adjusts the speed accordingly according to the Hall voltage signal of Ua; otherwise, the MCU determines that the handlebar is faulty and no longer performs the corresponding action. In summary, dual Hall speed regulation can determine whether the handlebar demand signal is reliable based on the two Hall voltage parameter values. This method has stronger anti-interference ability.

[0049] Exemplarily, based on the above technical solution, Figure 4 The optional first Hall element 21 and the second Hall element 22 are arranged adjacent to each other and are located on the first side or the second side of the magnet 11. The rotation direction of the magnet 11 is the same as or opposite to the direction in which the first side of the magnet 11 points to the second side of the magnet 11. The signal processing unit is used to generate a speed change instruction according to the first voltage signal when the voltage difference between the first voltage signal and the second voltage signal is within a preset difference range. The first side of the optional magnet 11 is the left end face of the magnet 11, and the second side is the right end face of the magnet 11. The two Hall elements are located on the left end face of the magnet 11. In other embodiments, the two Hall elements can also be located on the right end face of the magnet. The adjacent arrangement described here means that on the basis of ensuring the insulation arrangement of the two Hall elements, the two are almost in contact with each other, and their arrangement direction is parallel or perpendicular to the rotation direction.

[0050] The first Hall element 21 and the second Hall element 22 are arranged adjacent to each other and are located on the first side of the magnet 11. In a normal state, the magnetic field signals sensed by the first Hall element 21 and the second Hall element 22 are almost the same, so the difference between the first voltage data and the second voltage data corresponding to any time does not exceed the preset difference range. For example, in the acceleration state of the electric vehicle, the handle assembly 1 rotates clockwise, the rotation direction of the magnet 11 is the same as the direction in which the first side of the magnet 11 points to the second side of the magnet 11, the distance between the two Hall elements and the magnet 11 changes from small to large, and the magnetic field signal of the magnet 11 sensed by any Hall element changes from large to small. In the pre-shipment test, the linearly decreasing first voltage data and the linearly decreasing second voltage data are generated, and the difference between the two voltage data at the same time does not exceed the preset difference range. Similarly, in the deceleration state of the electric vehicle, the handle assembly 1 rotates counterclockwise, the rotation direction of the magnet 11 is opposite to the direction in which the first side of the magnet 11 points to the second side of the magnet 11, and the linearly increasing first voltage data and the linearly increasing second voltage data are generated in the pre-shipment test, and the difference between the two voltage data at the same time does not exceed the preset difference range. The upper limit of the preset range of the optional difference is the maximum error value between the first voltage data and the second voltage data at the same time.

[0051] If the handle device is disturbed or fails, the voltage signal generated by the first Hall element may suddenly change, and / or the voltage signal generated by the second Hall element may suddenly change.

[0052] In actual use, the first Hall element 21 generates a first voltage signal according to the magnetic field signal of the magnet 11, and the second Hall element 22 generates a second voltage signal according to the magnetic field signal of the magnet 11. The signal processing unit calculates that the voltage difference between the first voltage signal and the second voltage signal at the same time is within the preset difference range, indicating that the electric vehicle is not subject to external interference or failure, and a speed change instruction is generated according to the first voltage signal. On the contrary, it can be determined that the electric vehicle is subject to external interference or failure, and the signal processing unit will not generate a speed change instruction, so the motor does not change speed and maintains the current speed.

[0053] In this embodiment, dual Hall elements are used to achieve speed regulation. Two Hall sensors each transmit a voltage signal Ua and Ub. Under normal circumstances, the two voltage signals have a certain difference relationship, such as Ub-Ua≤V0. When the handle is disturbed or works abnormally, the difference between Ua and Ub is too large. In actual work, the motor controller such as MCU receives Ua and Ub and compares them. If the voltage difference is less than or equal to V0, the MCU adjusts the speed accordingly according to the Hall voltage signal of Ua; when the voltage difference is greater than V0, the MCU determines that the handle is faulty and no longer performs the corresponding action. In summary, the dual Hall speed regulation can determine whether the handle demand signal is reliable based on the two Hall voltage parameter values. This method has stronger anti-interference ability.

[0054] Exemplarily, based on the above technical solution, Figure 5 The optional first Hall element 21 and the second Hall element 22 are arranged at intervals and are both located on the first side or the second side of the magnet 11. The second Hall element 22 is away from the magnet 11 relative to the first Hall element 21, and the rotation direction of the magnet 11 is the same as or opposite to the direction in which the first side of the magnet 11 points to the second side of the magnet 11. The optional signal processing unit is used to generate a speed change instruction according to the first voltage signal when the voltage ratio deviation of the first voltage signal and the second voltage signal is detected to be within the preset deviation range.

[0055] The first side of the optional magnet 11 is the left end face of the magnet 11, and the second side is the right end face of the magnet 11. The two Hall elements are located on the left end face of the magnet 11. In other embodiments, the two Hall elements can also be located on the right end face of the magnet. The first Hall element 21 and the second Hall element 22 are arranged at intervals and are located on the first side of the magnet 11. Under normal conditions, the linear change law of the magnetic field signals sensed by the first Hall element 21 and the second Hall element 22 is consistent but the magnitude is different. In the initial state, the output voltages of the two Hall elements, i.e., the Hall sensors, are detected respectively to determine the initial ratio a. In the subsequent use process, the two Hall voltage signals are detected respectively to determine whether the voltage ratio deviation is within a given voltage deviation range (such as ±b%).

[0056] When the electric vehicle is accelerating, the handlebar assembly 1 rotates clockwise, the rotation direction of the magnet 11 is the same as the direction in which the first side of the magnet 11 points to the second side of the magnet 11, the distances between the two Hall elements and the magnet 11 are both increasing from small to large, and the magnetic field signal of the magnet 11 sensed by any Hall element is decreasing from large to small. The first voltage data that decreases linearly and the second voltage data that decreases linearly are generated in the pre-factory test, and the voltage ratio deviation of the two voltage data at the same time does not exceed the preset deviation range. Similarly, when the electric vehicle is decelerating, the handlebar assembly 1 rotates counterclockwise, the rotation direction of the magnet 11 is opposite to the direction in which the first side of the magnet 11 points to the second side of the magnet 11, the first voltage data that increases linearly and the second voltage data that increases linearly are generated in the pre-factory test, and the voltage ratio deviation of the two voltage data at the same time does not exceed the preset deviation range. The optional preset deviation range is the range consisting of the maximum deviation value and the minimum deviation value of the ratio of the first voltage data and the second voltage data at the same time.

[0057] If the handle device is disturbed or fails, the voltage signal generated by the first Hall element changes suddenly, and / or the voltage signal generated by the second Hall element changes suddenly, then the voltage ratio between the two also changes suddenly, resulting in exceeding the preset deviation range.

[0058] In actual use, the first Hall element 21 generates a first voltage signal according to the magnetic field signal of the magnet 11, and the second Hall element 22 generates a second voltage signal according to the magnetic field signal of the magnet 11. The signal processing unit calculates that the voltage ratio deviation of the first voltage signal and the second voltage signal at the same time is within the preset deviation range, indicating that the electric vehicle is not subject to external interference or failure, and a speed change instruction is generated according to the first voltage signal. On the contrary, it can be determined that the electric vehicle is subject to external interference or failure, and the signal processing unit will not generate a speed change instruction, so the motor does not change speed and maintains the current speed.

[0059] In this embodiment, dual Hall elements are used to achieve speed regulation. Two Hall sensors each transmit a voltage signal Ua and Ub. Under normal circumstances, the two voltage signals are in a certain proportional relationship, such as Ub is approximately equal to 2Ua. When the handle is disturbed or works abnormally, the voltage correlation between Ua and Ub will decrease. In actual work, the motor controller such as MCU receives Ua and Ub and compares them. If the voltage ratio is within the preset reference range (such as ±10%), the MCU will adjust the speed accordingly according to the Hall voltage signal of Ua, such as Ub=2.05Ua; when the voltage ratio deviation exceeds the preset deviation range (such as ±10%), the MCU determines that the handle is faulty and no longer performs the corresponding action, such as Ub=3.5Ua. In summary, dual Hall speed regulation can determine whether the handle demand signal is reliable based on the two Hall voltage parameter values. This method has stronger anti-interference ability.

[0060] Exemplarily, based on the above technical solution, Figure 6 The optional electric vehicle handlebar device shown also includes: an alarm unit 5; the alarm unit 5 is electrically connected to the motor controller 3, and the motor controller 3 is used to generate a fault alarm signal to enable the alarm unit 5 to issue a handlebar fault alarm when it detects that the first voltage signal and / or the second voltage signal do not meet the preset voltage rules.

[0061] In this embodiment, when the motor controller 3 detects that the first voltage signal and / or the second voltage signal do not meet the preset voltage rule, it can be determined that the electric vehicle is subject to external interference or a fault occurs, and the motor controller 3 will not generate a speed change command, and the motor 4 maintains the current speed. Simultaneously, the motor controller 3 generates a fault alarm signal and sends it to the alarm unit 5, and the alarm unit 5 performs a throttle fault alarm. The optional alarm unit 5 is a buzzer and / or an indicator light, such as a buzzer sounding alarm or an indicator light flashing alarm.

[0062] The electric vehicle handlebar device provided in any of the above embodiments has the advantages of greater stability and anti-interference, avoiding the situation where the motor rotates while the motor is stationary, and also avoiding the problem that the speed of the motor keeps changing while the motor rotates.

[0063] It can be understood that the electric vehicle provided in any of the above embodiments can also be an electric vehicle, and the handlebar device can be regarded as the throttle control structure of the electric vehicle. Dual Hall sensors are used, and the two Hall sensors simultaneously detect the change of the magnetic field angle. The Hall voltage signal output by the two Hall sensors is amplified, filtered, translated, and limited by the signal processing circuit to form two pedal position voltage signals. The electronic control unit ECU of the electric vehicle can determine whether the pedal position sensor is working properly by comparing the correlation of the two pedal position voltage signals. The accuracy of the voltage signal is improved, the speed control is more precise, and the anti-interference ability is stronger.

[0064] Note that the above are only preferred embodiments of the present invention and the technical principles used. Those skilled in the art will understand that the present invention is not limited to the specific embodiments described herein, and that various obvious changes, readjustments, combinations and substitutions can be made by those skilled in the art without departing from the scope of protection of the present invention. Therefore, although the present invention has been described in more detail through the above embodiments, the present invention is not limited to the above embodiments, and may include more other equivalent embodiments without departing from the concept of the present invention, and the scope of the present invention is determined by the scope of the appended claims.

Claims

1. A handlebar device for an electric vehicle, characterized in that: include: Rotating components, stationary components and motor controllers; A magnet is disposed on the rotating assembly; The fixed component is provided with a first Hall element and a second Hall element, the rotating component is nested in the fixed component and rotates relative to the fixed component, so that the magnet moves relative to the first Hall element and the second Hall element, the first Hall element senses the magnetic field signal of the magnet to generate a first voltage signal, and the second Hall element senses the magnetic field signal of the magnet to generate a second voltage signal; The motor controller is used to adjust the motor speed according to the first voltage signal or the second voltage signal when detecting that the first voltage signal and the second voltage signal meet a preset voltage rule; The test handle is rotated from 0° to 60° and then from 60° to 0°, and the first voltage data of the first Hall element under different magnetic fields and the second voltage data of the second Hall element under different magnetic fields are detected in a normal state, and the voltage correlation data between the first voltage data and the second voltage data are also obtained, wherein the first voltage data, the second voltage data and the voltage correlation data between the first and second voltage data are all used as the preset voltage rule, and the preset voltage rule is stored in the memory of the electric vehicle; The motor controller acquires the first voltage signal and the second voltage signal, compares the first voltage signal with the first voltage data in the memory, and when the first voltage signal matches the first voltage data according to the law of change of magnetic field strength, it is determined that the first voltage signal satisfies the first voltage data rule; similarly, the second voltage signal is compared with the second voltage data in the memory, and when the second voltage signal matches the second voltage data according to the law of change of magnetic field strength, it is determined that the second voltage signal satisfies the second voltage data rule; thereby, it can be determined that the first voltage signal and the second voltage signal satisfy the preset voltage rule, and the motor speed is adjusted according to the first voltage signal associated with the motor speed.

2. The electric vehicle handlebar device according to claim 1, characterized in that: The Hall element includes a positive electrode connected to a positive lead, a negative electrode connected to a negative lead, and a signal end connected to a signal transmission line; The motor controller includes a power supply unit, a signal processing unit and a motor drive unit. The power supply unit supplies power to the Hall element through the positive lead and the negative lead. The signal processing unit obtains the first voltage signal and the second voltage signal respectively through two signal transmission lines, and generates a speed change instruction when it is detected that the two voltage signals meet the preset voltage rule. The motor drive unit adjusts the speed according to the speed change instruction.

3. The electric vehicle handlebar device according to claim 2, characterized in that: The first Hall element and the second Hall element are arranged adjacent to each other and are located on the first side or the second side of the magnet. The rotation direction of the magnet is the same as or opposite to the direction in which the first side of the magnet points to the second side of the magnet.

4. The electric vehicle handlebar device according to claim 3, characterized in that: The signal processing unit is used to generate the speed change instruction according to the first voltage signal when it is detected that the voltage difference between the first voltage signal and the second voltage signal is within a preset difference range.

5. The electric vehicle handlebar device according to claim 2, characterized in that: The first Hall element is located on a first side of the magnet, and the second Hall element is located on a second side of the magnet. The rotation direction of the magnet is the same as or opposite to the direction in which the first side of the magnet points to the second side of the magnet.

6. The electric vehicle handlebar device according to claim 5, characterized in that: The signal processing unit is used to generate the speed change instruction according to the first voltage signal when it is detected that the voltage change rate of the first voltage signal and the voltage change rate of the second voltage signal both meet the second voltage preset rule.

7. The electric vehicle handlebar device according to claim 2, characterized in that: The first Hall element and the second Hall element are arranged at intervals and are both located on the first side or the second side of the magnet. The second Hall element is away from the magnet relative to the first Hall element, and the rotation direction of the magnet is the same as or opposite to the direction from the first side of the magnet to the second side of the magnet.

8. The electric vehicle handlebar device according to claim 7, characterized in that: The signal processing unit is used to generate the speed change instruction according to the first voltage signal when it is detected that the voltage ratio deviation between the first voltage signal and the second voltage signal is within a preset deviation range.

9. The electric vehicle handlebar device according to claim 1, characterized in that: Also includes: Alarm unit; The alarm unit is electrically connected to the motor controller, and the motor controller is used to generate a fault alarm signal to enable the alarm unit to issue a throttle fault alarm when it detects that the first voltage signal and / or the second voltage signal do not meet the preset voltage rule.

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