Motor control method for two-wheeled electric vehicle

Abstract

The application discloses a motor control method of a two-wheel electric vehicle, and relates to the control field of electric vehicles.The method comprises the following steps: determining that the vehicle is in a downhill driving state based on vehicle body pitch angle information and wheel state information, starting steep slope slow descent when a brake signal is detected, determining that the vehicle is in a downhill driving state or a flat road driving state, starting an energy recovery function when a brake signal is detected, adjusting resistance and energy recovery strength values according to the brake signal and a speed regulating handle voltage signal, determining that the vehicle is in a reverse driving state or a non-downhill road section based on vehicle body pitch angle information and wheel state information, closing the steep slope slow descent function and controlling the motor to cancel resistance output, and determining that the vehicle is in a reverse driving state or an uphill road section, closing the energy recovery function.The method can automatically start or close the steep slope slow descent and energy recovery functions during riding, and can adjust the resistance and energy recovery strength values in real time, thereby guaranteeing vehicle driving safety and effectively solving the problem of energy waste.

Description

Technical Field

[0001] This invention relates to the field of electric vehicle control, and in particular to a motor control method for a two-wheeled electric vehicle. Background Technology

[0002] Two-wheeled electric vehicles have become a common mode of transportation. When going downhill, riders often use brakes to slow down and avoid losing control, but this causes significant wear and tear on the brake pads over time. Furthermore, many two-wheeled electric vehicles lack ABS, making it easy for the tires to lock up and slip when using both brakes to slow down downhill, compromising rider safety. Additionally, braking wastes energy, and battery range is a primary concern for two-wheeled electric vehicles. Therefore, recovering and utilizing the energy consumed during braking is crucial for improving the range of two-wheeled electric vehicles.

[0003] Some motorcycles on the market now feature hill descent control and energy recovery, but these functions need to be activated or deactivated via an app. While this saves on button usage, user needs during riding are constantly changing, leading to the following problems: once hill descent control and energy recovery are enabled, they cannot be disabled during riding, causing the rider to brake prematurely when trying to coast further on certain sections of road; conversely, once hill descent control and energy recovery are disabled, they cannot be activated during riding, making it impossible to maintain balance on long downhill sections using only brakes, and energy is wasted due to the lack of energy recovery during braking.

[0004] In conclusion, when faced with various cycling scenarios, vehicles that only allow users to switch on / off hill descent control and energy recovery functions via an app are not intelligent enough and do not meet users' needs. Summary of the Invention

[0005] To address the aforementioned problems and technical needs, the inventors have proposed a downhill control method and device for two-wheeled electric vehicles, primarily solving the issues of excessive brake wear, steep slope descent control, and convenient on / off switching of the energy recovery function when two-wheeled electric vehicles are going downhill. The technical solution of this invention is as follows:

[0006] This application provides a motor control method for a two-wheeled electric vehicle, comprising the following steps:

[0007] When the vehicle is determined to be in a downhill driving state based on the vehicle pitch angle information and wheel status information, the hill descent control function is activated when a braking signal is detected, and the resistance is adjusted according to the braking signal and the speed control throttle voltage signal. The resistance is the driving resistance obtained by controlling the motor to output braking torque.

[0008] When the vehicle is in reverse or on a non-downhill section based on the vehicle pitch angle information and wheel status information, the hill descent control function is turned off and the motor is controlled to cancel the resistance output.

[0009] A further technical solution is that the method also includes:

[0010] When the vehicle is determined to be in a downhill or flat road state based on the vehicle pitch angle information and wheel status information, the energy recovery function is activated when a braking signal is detected. The energy recovery intensity value is adjusted according to the braking signal and the speed control throttle voltage signal, and the two-wheeled electric vehicle is controlled to recover energy according to the energy recovery intensity value.

[0011] When the vehicle is determined to be in reverse or on an uphill section based on vehicle pitch angle information and wheel status information, the energy recovery function is turned off.

[0012] Its further technical solution is the same as the method of adjusting the resistance / energy recovery force value according to the brake signal and the throttle voltage signal, including:

[0013] If a brake signal is detected first and a speed control throttle voltage signal greater than zero is detected during the duration of the brake signal, the resistance / energy recovery force value is adjusted according to the speed control throttle voltage signal; otherwise, the resistance / energy recovery force value is adjusted according to the brake signal.

[0014] When it is determined that the vehicle is in a downhill driving state, if the speed control throttle voltage signal is detected to be greater than zero and the process of adjusting the resistance according to the speed control throttle voltage signal is not in progress, the hill descent control function will be turned off and the motor will be controlled to cancel the resistance output / turn off the energy recovery function.

[0015] A further technical solution involves adjusting the resistance / energy recovery force value based on the throttle voltage signal, including:

[0016] The resistance force R / energy recovery force H is calculated based on the voltage signal value V of the speed control throttle, so as to achieve stepless control of the resistance force / energy recovery force value through the speed control throttle; where R = V ÷ V max ×R max H = V ÷ V max ×H max V max R is the maximum voltage value corresponding to the maximum amplitude of the speed control throttle. max H is the maximum resistance output by the motor. max It is the maximum value of the given energy recovery rate;

[0017] If no brake signal or throttle voltage signal is detected within a certain time, the motor will be controlled to cancel the resistance output / turn off the energy recovery function; if a brake signal or a throttle voltage signal greater than zero is detected, the calculation of resistance R / energy recovery force H based on the throttle voltage signal value V will continue.

[0018] A further technical solution involves adjusting the resistance / energy recovery force value based on the braking signal, including:

[0019] If the vehicle is not equipped with ABS, the resistance / energy recovery force value will be adjusted according to the braking status of the brake signal, which is either intermittent braking or continuous braking.

[0020] If the vehicle is equipped with ABS, the resistance / energy recovery force value is adjusted according to the duration of the braking signal.

[0021] A further technical solution involves adjusting the resistance / energy recovery force value based on the braking state of the braking signal, including:

[0022] Initialize the resistance / energy recovery rate to the lowest setting.

[0023] When the braking state detected by the brake signal is intermittent braking and no voltage signal is detected by the speed control throttle, the resistance / energy recovery force value is gradually increased until the highest level is reached as the number of intermittent braking detections increases.

[0024] Braking / energy recovery is performed at the highest resistance / energy recovery value until the hill descent control function is turned off and the motor is controlled to cancel the resistance output / turn off the energy recovery function.

[0025] The higher the gear level, the greater the resistance / energy recovery value.

[0026] A further technical solution involves adjusting the resistance / energy recovery force value based on the duration of the braking signal, including:

[0027] Calculate the resistance gear L based on the duration T of the brake signal. R / Energy recovery level L H And match it with the pre-saved location;

[0028] If the matching fails, the duration T of the braking signal is reacquired.

[0029] If the match is successful, adjust to gear L. R / L H The corresponding resistance / energy recovery value is adjusted until the highest resistance / energy recovery value is reached.

[0030] Braking / energy recovery is performed at the highest resistance / energy recovery value until the hill descent control function is turned off and the motor is controlled to cancel the resistance output / turn off the energy recovery function.

[0031] The higher the gear level, the greater the resistance / energy recovery value.

[0032] A further technical solution involves calculating the resistance gear L based on the duration T of the braking signal. R / Energy recovery level L H ,include:

[0033] L R =T / 1 second;

[0034] L H =[(TT) thr ) / 0.8],T thr This is the threshold for increasing the energy recovery level; [·] indicates the rounding symbol.

[0035] A further technical solution is that the method also includes, if the vehicle is equipped with ABS, when no braking signal is detected:

[0036] If the vehicle has already triggered the hill descent control function and has not reached the maximum resistance, the resistance will be linearly increased until the slope speed is zero, and braking will be performed with the current resistance until the hill descent control function is triggered and the motor is controlled to cancel the resistance output.

[0037] If the vehicle has already triggered the hill descent control function and reached the maximum resistance, then the maximum resistance will be used for braking until the hill descent control function is triggered and the motor is controlled to cancel the resistance output.

[0038] If the vehicle does not trigger the hill descent control function, it will brake with the current resistance until the hill descent control function is triggered and the motor is controlled to cancel the resistance output.

[0039] A further technical solution is that the method also includes:

[0040] The resistance / energy recovery effect prompts are displayed on the screen of the two-wheeled electric vehicle, and / or the resistance / energy recovery effect prompts are played by voice through the voice module of the two-wheeled electric vehicle, and / or the resistance / energy recovery effect prompts are indicated by flashing lights of the two-wheeled electric vehicle.

[0041] The resistance information indicates the current resistance level, while the energy recovery effect information indicates the current energy recovery status.

[0042] The beneficial technical effects of this invention are:

[0043] This method comprehensively determines the user's intention to activate hill descent control and energy recovery functions based on factors such as road slope, throttle voltage signal, and brake signal. It then adaptively enters different control processes during riding, reducing brake pad wear on two-wheeled electric vehicles by using motor-output resistance, thus preventing the user from holding the brakes for extended periods and mitigating slippage. This method eliminates the need for additional buttons on the vehicle or an app, enhancing overall vehicle intelligence and improving the convenience and flexibility of activating related functions.

[0044] This method is compatible with both ABS and non-ABS vehicles. Based on braking signals, it proposes a method for adjusting resistance and energy recovery force values ​​applicable to different vehicle braking mechanisms. It guides users of non-ABS vehicles to perform intermittent braking, preventing the dangerous situation of tire lock-up during continuous emergency braking, thus improving overall vehicle safety and maximizing energy recovery. Even after the loss of physical braking assistance, ABS vehicles can adjust resistance in real time to prevent vehicle slippage, further enhancing overall vehicle safety. Attached Figure Description

[0045] Figure 1 This is a schematic diagram of the motor control device for the two-wheeled electric vehicle provided in this application.

[0046] Figure 2 This is a flowchart of the steep slope descent function switch control method provided in this application.

[0047] Figure 3 This is a flowchart of the method for adjusting the resistance and energy recovery force based on the speed control throttle voltage signal provided in this application.

[0048] Figure 4 This is a flowchart of a method for adjusting resistance based on a brake signal, as provided in this application.

[0049] Figure 5 This is a flowchart of the energy recovery function switch control method provided in this application.

[0050] Figure 6 This is a flowchart of another method for adjusting resistance based on a brake signal provided in this application. Detailed Implementation

[0051] The specific embodiments of the present invention will be further described below with reference to the accompanying drawings.

[0052] Please refer to Figure 1As shown, this application provides a motor control device for a two-wheeled electric vehicle, including a controller installed on the two-wheeled electric vehicle, and an attitude sensor, brake lever, throttle, and motor connected to it. The brake lever is mainly used to trigger physical braking, while the throttle is mainly used to accelerate and control riding speed. In this application, it is also used to disable hill descent control and energy recovery functions, or to steplessly adjust the resistance and energy recovery force values. The attitude sensor is used to detect the vehicle's pitch angle information to determine road slope information (uphill, flat, downhill). For example, a gyroscope can be used, or a six-axis or nine-axis accelerometer can be used instead. The motor drives the tires to rotate; the direction of tire rotation indicates whether the vehicle is moving forward or backward. The controller integrates peripheral sensor algorithms (such as vehicle attitude calculation algorithms) and also performs the function of driving the motor. It is the computer central unit in this solution, mainly used to execute the motor control method of the two-wheeled electric vehicle proposed in this application, thereby controlling the motor to start or cancel the resistance and energy recovery force values, and adjusting their magnitude in real time. The following two embodiments illustrate the switching control methods for the steep slope descent function and the energy recovery function, respectively. In practical applications, the two functions can be used simultaneously. It is worth mentioning that when energy recovery is to be performed, it is also necessary to add relevant circuits to convert the recovered kinetic energy into electrical energy for storage. The circuit can be implemented using existing circuit connection methods, which will not be described in detail here.

[0053] Example 1:

[0054] Please refer to Figure 2 As shown, this application provides a motor control method for a two-wheeled electric vehicle, which achieves a natural on / off hill descent control function without relying on an electric vehicle app, and eliminates the need for additional vehicle buttons, saving button space and cost, and providing a superior user experience. The method specifically includes the following steps:

[0055] Step 1: Obtain vehicle pitch angle information and wheel status information. The vehicle pitch angle information includes the magnitude and direction of the pitch angle, which can be used to monitor the slope of the road surface where the two-wheeled electric vehicle is traveling in real time. Combined with the wheel status information, the driving status of the two-wheeled electric vehicle can be determined, including the following:

[0056] When the wheel status information indicates that the wheel is rotating forward and the rotation speed is greater than 0, and the slope information of the road segment where the two-wheeled electric vehicle is located, determined by the attitude sensor, has not reached a predetermined slope threshold, the two-wheeled electric vehicle is determined to be in a flat road forward state. When the wheel status information indicates that the wheel is rotating forward and the rotation speed is greater than 0, and the slope information of the road segment where the two-wheeled electric vehicle is located, determined by the attitude sensor, reaches a predetermined slope threshold, a positive pitch angle indicates that the two-wheeled electric vehicle is in an uphill forward state, and a negative pitch angle indicates that the two-wheeled electric vehicle is in a downhill forward state. When the wheel status information indicates that the wheel is rotating in reverse, the two-wheeled electric vehicle is determined to be in a reverse state. Optionally, the slope threshold can be customized; in this embodiment, it is set to 5°.

[0057] Step 2: Based on the vehicle pitch angle information and wheel status information, when the vehicle is determined to be in a downhill driving state, the hill descent control function is activated upon detecting a braking signal, and the resistance is adjusted according to the braking signal and the throttle voltage signal. The braking signal is generated by... Figure 1 The electrical signal generated by the brake lever shown is low-level after braking and high-level when not braking, as indicated in this embodiment. A speed control lever voltage signal is generated when the user twists the throttle. This signal value is within the range of 0-5V. If the voltage is greater than 0V, it indicates that the user has twisted the speed control lever. The resistance is the driving resistance obtained by controlling the motor's output braking torque.

[0058] In one embodiment, when a brake signal is detected first and a throttle voltage signal greater than zero is detected during the duration of the brake signal, the resistance is adjusted according to the throttle voltage signal. When only a brake signal is detected but no throttle signal is detected, or when the throttle signal is detected first and then the brake signal is detected, the resistance is adjusted according to the brake signal.

[0059] In one embodiment, if no brake signal is detected, slope detection is performed. That is, if it is determined based on the vehicle pitch angle information that the vehicle is still going downhill, the brake signal is re-detected; if it is determined based on the vehicle pitch angle information that the vehicle is not going downhill, the process exits.

[0060] Step 3: Based on the vehicle pitch angle information and wheel status information, if it is determined that the vehicle is in reverse or on a non-downhill section, or if it is determined that the vehicle is in a downhill forward movement, and the throttle voltage signal is detected to be greater than zero, but the process of adjusting the resistance based on the throttle voltage signal is not underway, the hill descent control function is turned off and the motor is controlled to cancel the resistance output. When the two-wheeled electric vehicle is in an uphill forward movement or a flat road forward movement, turning off the hill descent control function helps the two-wheeled electric vehicle climb hills and safely pass through uphill sections. It also effectively prevents the function from being accidentally triggered on flat roads, and the user can cancel the resistance braking by turning the throttle. In addition, when the two-wheeled electric vehicle is reversed due to collisions, user-initiated backward movement, being pulled backward, or reverse driving, the control method of this application will also turn off the hill descent control function for safety reasons.

[0061] The motor control method for the two-wheeled electric vehicle disclosed in this application automatically activates or deactivates the hill descent control function during riding by detecting the vehicle's pitch angle and wheel status information, and adjusts the resistance in real time based on brake and throttle signals. This improves the convenience and flexibility of setting the hill descent control function switch, solves the problem of freely adjusting the resistance, and achieves safe vehicle operation by combining physical braking with resistance.

[0062] The method of adjusting the resistance based on the brake signal and the throttle voltage signal mentioned in step 2 is as follows: Figure 3 As shown, it specifically includes:

[0063] (1) Calculate the resistance R based on the voltage signal value V of the speed control throttle: R = V ÷ V max ×R max V max R is the maximum voltage value corresponding to the maximum amplitude of the speed control throttle. max R is the maximum resistance output of the motor. The value of R ranges from 0 to Rmax. The higher the voltage value of the speed control throttle, the greater the resistance.

[0064] (2) Based on the calculated R value, the motor is controlled to adjust the resistance in real time, and the resistance prompt information is displayed on the screen of the two-wheeled electric vehicle, and / or the resistance prompt information is played by voice through the voice module of the two-wheeled electric vehicle, and / or the resistance prompt information is indicated by the flashing of the lights of the two-wheeled electric vehicle, so as to provide feedback to the user on the current resistance.

[0065] (3) If no brake signal or speed control throttle voltage signal is detected within a certain time, the controller controls the motor to cancel the resistance output. If a brake signal or speed control throttle voltage signal greater than zero is detected, the speed control throttle voltage signal value V is read again, that is, step 2-(1) is executed again.

[0066] In this step, the original properties of the speed control throttle are changed by the triggering method of the signal combination, and the user can achieve stepless control of the resistance by rotating the speed control throttle.

[0067] The method of adjusting the resistance based on the brake signal mentioned in step 2 is as follows: Figure 4 As shown, this method integrates the characteristics of vehicles with and without ABS, and implements a differentiated control design based on the braking state of the brake signal. The braking state of the brake signal is intermittent braking or continuous braking. Intermittent braking is called "pump braking," which indicates a change in the brake signal from a triggered state to a non-triggered state and then back to a triggered state. In this application, the pump braking signal is a change in the signal from a low level signal to a high level signal and then back to a low level signal. Continuous braking is the brake signal generated when the brake is pressed and held down. The method includes: if the vehicle is not equipped with ABS, adjusting the resistance according to the braking state of the brake signal; if the vehicle is equipped with ABS, adjusting the resistance according to the duration of the brake signal.

[0068] In one embodiment, the specific method for adjusting the resistance force according to the braking state of the brake signal includes: initializing the resistance force to the lowest setting. During the operation of the two-wheeled electric vehicle, the braking state of the brake signal is continuously monitored: when the braking state of the brake signal is detected as intermittent braking and no voltage signal is detected on the throttle, the resistance force level is gradually increased until the highest level is reached as the number of intermittent braking detections increases. For each increase in resistance force, a corresponding prompt is given through the instrument display described above, and / or, voice playback, and / or flashing lights, to provide feedback to the user on the current resistance force level. If a voltage signal is detected on the throttle, the hill descent control function is triggered to be disabled and the motor is controlled to cancel the resistance force output. When the highest resistance force level has been reached, the resistance force adjustment process ends, and braking is performed at the highest resistance force level until the hill descent control function is triggered to be disabled and the motor is controlled to cancel the resistance force output; otherwise, monitoring for new intermittent braking signals continues. If intermittent braking is not detected for a certain period of time, the braking force will be maintained at the most recently adjusted resistance until the hill descent control function is triggered and the motor is controlled to cancel the resistance output.

[0069] Optionally, n resistance levels can be pre-stored in the controller. These levels can be represented numerically, such as level 0, level 5, level 10, etc. Each level corresponds to a resistance value or range; the higher the level, the greater the resistance. When taking a range value, the resistance of the current level can be the average value of that range.

[0070] In one embodiment, the method for adjusting the resistance based on the duration of the brake signal includes: timing the duration of the brake signal and calculating the resistance level L based on the duration T of the brake signal. R =T / 1 second, and match it with the preset position. If the match fails, continue timing the duration of the brake signal; therefore, the longer the duration T, the greater the resistance. If the match succeeds, adjust to gear L. R The corresponding resistance is used to update the gear L by continuously monitoring the duration of the braking signal. R The braking process continues until the highest resistance level is reached and a successful match is achieved. A corresponding prompt is then given via the instrument display (as described above), voice prompts, and / or flashing lights to inform the user of the current resistance level. Once the highest resistance level is reached, the resistance adjustment process ends, and braking is applied at the highest resistance level until the hill descent control function is deactivated and the motor stops outputting resistance. If the slope speed is detected to be zero during braking, the hill parking function is activated, the resistance adjustment process ends, and braking is applied at the current resistance level until the hill descent control function is deactivated and the motor stops outputting resistance. Otherwise, the duration of the braking signal continues to be timed. The slope speed can be determined by detecting tire speed or motor speed. Hill parking refers to the motor outputting braking torque to stop the vehicle on a slope, preventing it from rolling back; it relies on the motor torque to stop the vehicle on the slope. It is important to note that the timer must be reset to zero when the resistance adjustment process ends.

[0071] In this step, it is considered that continuous braking does not pose a danger to vehicles equipped with ABS, but for vehicles without ABS, continuous braking can easily cause the vehicle to skid and cause greater wear on the brake pads. This application's design avoids continuous braking in vehicles without ABS by guiding the user to perform intermittent braking to assist in deceleration and ensure vehicle driving safety.

[0072] Taking into account users' operating habits, step 2 provides two different resistance adjustment procedures to meet the riding needs of different users. Figure 3 The control process shown does not distinguish between ABS and other features. This process is more precise, but not all users are used to using the throttle to assist braking. Therefore, this process is more suitable for young people. Figure 4 The control process shown adopts intermittent braking or continuous braking duration strategy depending on whether ABS is available, which is more in line with the operating habits of most people. The two control strategies make the vehicle more intelligent.

[0073] In addition, during execution Figure 4The resistance control process shown also judges the user's vehicle actions when ABS is involved. If there is no action, the controller does not perform any action; if there is action, including releasing the brake (the controller does not detect a brake signal) on a vehicle with ABS, twisting the throttle (the controller detects a throttle voltage signal greater than zero) on a vehicle with ABS, or reversing the vehicle, the following operations are performed respectively:

[0074] If the vehicle is equipped with ABS and no brake signal is detected, releasing the brake will cause the vehicle to lose some friction, accelerating its slide downhill. In this situation, it's necessary to determine if the hill-descent control function has been previously activated. If the hill-descent control function has been activated but the maximum resistance has not been reached, the resistance is linearly increased (e.g., by 10% each time) until the slide speed reaches zero, thus completing the hill-descent braking process again, ending the resistance adjustment process, and braking at the current resistance until the hill descent control function is deactivated and the motor stops outputting resistance. If the hill-descent control function has been activated and the maximum resistance has been reached, the resistance adjustment process ends, and braking at the maximum resistance continues until the hill descent control function is deactivated and the motor stops outputting resistance. If the hill-descent control function has not been activated, the resistance adjustment process ends, and braking at the current resistance continues until the hill descent control function is deactivated and the motor stops outputting resistance. This step allows for real-time adjustment of resistance even after the vehicle loses physical braking assistance, preventing further slides and improving overall vehicle safety.

[0075] If the vehicle is equipped with ABS and the throttle voltage signal is greater than zero, or if the vehicle is detected to be moving backward for various reasons (such as being pushed by foot, collided, pulled, or in reverse gear), the hill descent control function will be turned off and the motor will be controlled to cancel the resistance output.

[0076] Example 2:

[0077] Please refer to Figure 5 As shown, this application provides a motor control method for a two-wheeled electric vehicle, which achieves natural on / off energy recovery without relying on an electric vehicle app, and eliminates the need for additional vehicle buttons, saving button space and cost, and providing a superior user experience. The method specifically includes the following steps:

[0078] Step 1: Obtain vehicle pitch angle information and wheel status information. The specific implementation method of this step is the same as in Embodiment 1, and will not be repeated here.

[0079] Step 2: Based on the vehicle pitch angle information and wheel status information, determine whether the vehicle is traveling downhill or on a flat road. When a braking signal is detected, activate the energy recovery function and adjust the energy recovery intensity value according to the braking signal and the throttle voltage signal. Control the two-wheeled electric vehicle to recover energy according to the energy recovery intensity value. The specific definitions of the braking signal and the throttle voltage signal can be found in the relevant content of Example 1.

[0080] In one embodiment, when a brake signal is detected first and a throttle voltage signal greater than zero is detected during the duration of the brake signal, the energy recovery intensity is adjusted based on the throttle voltage signal. If only a brake signal is detected but no throttle signal is detected, or if the throttle signal is detected first and then the brake signal is detected, the energy recovery intensity is adjusted based on the brake signal.

[0081] Step 3: Based on the vehicle pitch angle information and wheel status information, if it is determined that the vehicle is in reverse or on an uphill section, or if it is determined that the vehicle is in a downhill forward movement, the energy recovery function is turned off when the throttle voltage signal is detected to be greater than zero and the process of adjusting the energy recovery intensity value according to the throttle voltage signal is not underway. When the two-wheeled electric vehicle is in an uphill forward movement, turning off the energy recovery function helps the two-wheeled electric vehicle climb the hill and safely pass through the uphill section, and the user can cancel the energy recovery by turning the throttle. In addition, when the two-wheeled electric vehicle is reversed due to collision, user-initiated backward movement, being pulled backward, or reverse driving, the control method of this application will also turn off the energy recovery function for safety reasons.

[0082] The motor control method for the two-wheeled electric vehicle disclosed in this application automatically activates or deactivates the energy recovery function during riding by detecting the vehicle's pitch angle and wheel status information, and adjusts the energy recovery intensity in real time based on braking and throttle signals. This improves the convenience and flexibility of the energy recovery function switch settings, solves the problem of freely adjusting the energy recovery intensity, ensures the rational recovery and utilization of energy, and effectively solves the problem of energy waste.

[0083] The method mentioned in step 2 for adjusting the energy recovery force based on the brake signal and the throttle voltage signal is as follows: Figure 3 As shown, it specifically includes:

[0084] (1) Calculate the energy recovery force value H based on the speed control throttle voltage signal value V: H = V ÷ V max ×H max V max It is the maximum voltage value corresponding to the maximum amplitude of the speed control throttle, H. maxH is the maximum value of the given energy recovery capability. The value of H ranges from 0 to Hmax. The larger the voltage value of the speed control throttle, the greater the energy recovery capability.

[0085] (2) Based on the calculated H value, the motor is controlled to adjust the energy recovery intensity value in real time, and the energy recovery intensity value prompt information is displayed on the display screen on the two-wheeled electric vehicle, and / or the energy recovery intensity value prompt information is played by voice through the voice module of the two-wheeled electric vehicle, and / or the energy recovery intensity value prompt information is indicated by the flashing lights of the two-wheeled electric vehicle, so as to provide feedback to the user on the current energy recovery status.

[0086] (3) If no brake signal or speed control throttle voltage signal is detected within a certain time, the controller turns off the energy recovery force value and ends the process of adjusting the energy recovery force value. If a brake signal is detected or the speed control throttle voltage signal is detected to be greater than zero, the speed control throttle voltage signal value V is read again, that is, step 2-(1) is executed again.

[0087] In this step, the original properties of the speed control throttle are changed by the triggering method of the signal combination, and the user can achieve stepless control of the energy recovery force value by rotating the speed control throttle.

[0088] The method mentioned in step 2 for adjusting the energy recovery intensity based on the braking signal is as follows: Figure 6 As shown, this method integrates the characteristics of vehicles with and without ABS, and implements a differentiated control design based on the braking state of the brake signal. For details on the braking state of the brake signal, please refer to the relevant content in Example 1. The method includes: if the vehicle is not equipped with ABS, adjusting the energy recovery force value according to the braking state of the brake signal; if the vehicle is equipped with ABS, adjusting the energy recovery force value according to the duration of the brake signal.

[0089] In one embodiment, the specific method for adjusting the energy recovery intensity value based on the braking state of the brake signal includes: initializing the energy recovery intensity value to the lowest level. During the operation of the two-wheeled electric vehicle, the braking state of the brake signal is continuously monitored: when the braking state of the brake signal is detected as intermittent braking and no voltage signal is detected on the throttle, the energy recovery intensity value is gradually increased until the highest level is reached as the number of intermittent braking detections increases. For each increase in energy recovery intensity value, a corresponding prompt is given through the instrument display described above, and / or, voice playback, and / or flashing lights, to provide feedback to the user on the current energy recovery status. If a voltage signal is detected on the throttle, the energy recovery function is triggered to be turned off. When the highest energy recovery intensity value has been reached, the energy recovery intensity value adjustment process ends, and energy recovery is performed at the highest level until the energy recovery function is triggered to be turned off; otherwise, monitoring for new intermittent braking signals continues. If no intermittent braking is detected for a certain period, the energy recovery intensity value after the most recent adjustment is maintained until the energy recovery function is triggered to be turned off.

[0090] In one embodiment, the method for adjusting the energy recovery intensity value based on the duration of the braking signal includes: timing the duration of the braking signal and calculating the energy recovery intensity level L based on the duration T of the braking signal. H =[(TT) thr ) / 0.8],T thr This refers to increasing the threshold for the energy recovery intensity level. This threshold can be customized based on the comfort requirements of the vehicle's braking. In this embodiment, it is set to 1 second. [·] represents the rounding symbol and is matched with a pre-saved position (see the relevant content in Embodiment 1 for details). If the match fails, the duration of the braking signal continues to be timed; therefore, the larger the duration T, the greater the energy recovery intensity value. If the match succeeds, the system is adjusted to level L. H The corresponding energy recovery level is updated by continuously monitoring the duration of the braking signal to determine the gear (L). HThe system continues until the highest energy recovery level is reached and a successful match is achieved. Upon reaching this level, a corresponding prompt is displayed on the instrument panel (as described above), and / or via voice prompts, and / or flashing lights, to inform the user of the current energy recovery status. Once the highest energy recovery level is reached, the energy recovery level adjustment process ends, and energy recovery continues at the highest level until the energy recovery function is deactivated. Otherwise, the duration of the braking signal is timed. If no braking signal is detected, the current energy recovery level is maintained, and the energy recovery level adjustment process ends. When a voltage signal greater than zero is detected on the throttle, the energy recovery function is deactivated, and the energy recovery level adjustment process ends. It is important to note that the timer must be reset to zero when ending the energy recovery level adjustment process.

[0091] In this step, it is considered that continuous braking does not pose a danger to vehicles equipped with ABS, but for vehicles without ABS, continuous braking can easily cause the vehicle to skid and cause greater wear on the brake pads. The design of this application avoids continuous braking in vehicles without ABS by guiding the user to perform intermittent braking and using energy recovery function to convert the kinetic energy of the two-wheeled electric vehicle into electrical energy to assist in deceleration and store electrical energy.

[0092] The above descriptions are merely preferred embodiments of this application, and the present invention is not limited to the above embodiments. It is understood that other improvements and variations directly derived or conceived by those skilled in the art without departing from the spirit and concept of the present invention should be considered to be included within the protection scope of the present invention.

Claims

1. A motor control method for a two-wheeled electric vehicle, characterized in that, The method includes: When the vehicle is determined to be in a downhill driving state based on the vehicle pitch angle information and wheel status information, the hill descent control function is activated when a braking signal is detected, and the resistance is adjusted according to the braking signal and the speed control throttle voltage signal. The resistance is the driving resistance obtained by controlling the motor to output braking torque. When the vehicle is in reverse or on a non-downhill section based on the vehicle pitch angle information and wheel status information, the hill descent control function is turned off and the motor is controlled to cancel the resistance output. The method further includes: When the vehicle is determined to be in a downhill or flat road state based on the vehicle pitch angle information and wheel state information, the energy recovery function is activated when a braking signal is detected, and the energy recovery intensity value is adjusted according to the braking signal and the speed control throttle voltage signal, and the two-wheeled electric vehicle is controlled to perform energy recovery according to the energy recovery intensity value. When the vehicle is determined to be in reverse or on an uphill section based on vehicle pitch angle information and wheel status information, the energy recovery function is turned off. The methods for adjusting the resistance / energy recovery force based on the brake signal and the throttle voltage signal are the same, including: If the brake signal is detected first and the speed control throttle voltage signal is detected to be greater than zero during the continuous braking signal, the resistance force / energy recovery force value is adjusted according to the speed control throttle voltage signal; otherwise, the resistance force / energy recovery force value is adjusted according to the brake signal. The adjustment of the resistance / energy recovery force value based on the braking signal includes: If the vehicle is not equipped with ABS, the resistance / energy recovery force value is adjusted according to the braking state of the brake signal, which is intermittent braking or continuous braking. If the vehicle is equipped with ABS, the resistance / energy recovery force value will be adjusted according to the duration of the braking signal. The step of adjusting the resistance / energy recovery force value according to the braking state of the braking signal includes: Initialize the resistance / energy recovery rate to the lowest setting. When the braking state of the brake signal is detected as intermittent braking and no voltage signal of the speed control throttle is detected, the resistance / energy recovery force value is gradually increased until the highest level is reached as the number of intermittent braking detections increases. Braking / energy recovery is performed at the highest resistance / energy recovery value until the hill descent control function is turned off and the motor is controlled to cancel the resistance output / turn off the energy recovery function. The higher the gear level, the greater the resistance / energy recovery value.

2. The motor control method for a two-wheeled electric vehicle according to claim 1, characterized in that, The method for adjusting the resistance / energy recovery force value based on the brake signal and the throttle voltage signal further includes: When it is determined that the vehicle is in a downhill driving state, if the speed control throttle voltage signal is detected to be greater than zero and the process of adjusting the resistance according to the speed control throttle voltage signal is not in progress, the hill descent control function is turned off and the motor is controlled to cancel the resistance output / turn off the energy recovery function.

3. The motor control method for a two-wheeled electric vehicle according to claim 1, characterized in that, Adjusting the resistance / energy recovery force value according to the speed control throttle voltage signal includes: The resistance force R / energy recovery force H is calculated based on the voltage signal value V of the speed control throttle, so as to achieve stepless control of the resistance force / energy recovery force value through the speed control throttle; where R = V ÷ V max ×R max H = V ÷ V max ×H max V max R is the maximum voltage value corresponding to the maximum amplitude of the speed control throttle. max H is the maximum resistance output by the motor. max It is the maximum value of the given energy recovery rate; If the brake signal and the speed control throttle voltage signal are not detected within a certain period of time, the motor is controlled to cancel the resistance output / turn off the energy recovery function; if the brake signal is detected or the speed control throttle voltage signal is detected to be greater than zero, the calculation of resistance R / energy recovery force H based on the speed control throttle voltage signal value V continues.

4. The motor control method for a two-wheeled electric vehicle according to claim 1, characterized in that, The adjustment of the resistance / energy recovery force value based on the duration of the braking signal includes: Calculate the resistance gear L based on the duration T of the brake signal. R / Energy recovery level L H And match it with the pre-saved location; If the matching fails, the duration T of the braking signal is reacquired. If the match is successful, adjust to gear L. R / L H The corresponding resistance / energy recovery value is adjusted until the highest resistance / energy recovery value is reached. Braking / energy recovery is performed at the highest resistance / energy recovery value until the hill descent control function is turned off and the motor is controlled to cancel the resistance output / turn off the energy recovery function. The higher the gear level, the greater the resistance / energy recovery value.

5. The motor control method for a two-wheeled electric vehicle according to claim 4, characterized in that, The resistance gear L is calculated based on the duration T of the brake signal. R / Energy recovery level L H ,include: L R =T / 1 second; L H =[(TT thr ) / 0.8],T thr This is the threshold for increasing the energy recovery level; [·] indicates the rounding symbol.

6. The motor control method for a two-wheeled electric vehicle according to claim 1, characterized in that, The method also includes, if the vehicle is equipped with ABS, when the brake signal is not detected: If the vehicle has already triggered the hill descent control function and has not reached the maximum resistance, the resistance will be linearly increased until the slope speed is zero, and braking will be performed with the current resistance until the hill descent control function is triggered and the motor is controlled to cancel the resistance output. If the vehicle has already triggered the hill descent control function and reached the maximum resistance, then the maximum resistance will be used for braking until the hill descent control function is triggered and the motor is controlled to cancel the resistance output. If the vehicle does not trigger the hill descent control function, it will brake with the current resistance until the hill descent control function is triggered and the motor is controlled to cancel the resistance output.

7. The motor control method for a two-wheeled electric vehicle according to any one of claims 1-6, characterized in that, The method further includes: The resistance / energy recovery effect prompt information is displayed on the screen of the two-wheeled electric vehicle, and / or the resistance / energy recovery effect prompt information is played by voice through the voice module of the two-wheeled electric vehicle, and / or the resistance / energy recovery effect prompt information is indicated by flashing lights of the two-wheeled electric vehicle; The resistance information indicates the current resistance level, while the energy recovery effect information indicates the current energy recovery status.

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