Hub motor control method and device, medium and vehicle

Abstract

The embodiment of the invention provides a hub motor control method and device, a medium and a vehicle, and relates to the technical field of motor control. The hub motor comprises a stator, a rotor and an adjusting mechanism used for adjusting the relative position between the rotor and the stator, and the method comprises the steps that running parameters of a vehicle loaded with the hub motor are obtained, and the running parameters are used for representing the running state of the vehicle; determining an alignment area target value of the rotor and the stator based on the driving parameters; and controlling an adjusting mechanism to adjust the relative position between the rotor and the stator according to the alignment area target value. Based on the method, the self-adaptability of hub motor control can be effectively improved, the working condition adaptability of the hub motor can be improved, and the output capacity and the efficiency of the motor can be improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of motor control, and in particular to a hub motor control method, device, medium and vehicle. BACKGROUND

[0002] As the core driving component of new energy vehicles such as electric scooters and electric bicycles, the technical development of hub motors directly affects the energy efficiency, endurance and driving experience of vehicles. In new energy vehicles, hub motors need to be directly integrated into the wheels, and their structures need to meet the design requirements of thin walls, large diameters and high integration, and need to achieve high-efficiency operation of the motor under complex working conditions such as low-speed climbing or high-speed cruising.

[0003] The existing hub motors have weak magnetic field adjustment capability due to the compactness of the structure, which makes it difficult to balance high torque output and high efficiency operation in a wide speed range. For example, under low-speed heavy-load working conditions, the vehicle needs large torque to overcome the slope or load, but the existing hub motors cannot provide enough torque due to the fixed magnetic flux or limited adjustment means. Under high-speed light-load working conditions, the motor needs to reduce the magnetic flux to reduce iron loss and copper loss, but the magnetic flux of the permanent magnet excitation in the existing technology cannot be dynamically adjusted, resulting in increased energy consumption. In addition, the installation space of the hub motor is limited, and the requirements for heat dissipation, weight and assembly process are high. The existing variable flux motor is more suitable for centralized driving scenes, and its structural design is difficult to adapt to the specific needs of the hub motor.

[0004] Therefore, in order to improve the adaptability of hub motor control, so that the hub motor can dynamically adjust the magnetic flux, and automatically adapt to various working conditions of the vehicle, a highly adaptive hub motor control method is needed. SUMMARY

[0005] The embodiments of the present application provide a hub motor control method, device, medium and vehicle, which are used for automatically adjusting the relative position between the rotor and the stator in the hub motor according to the driving parameters of the vehicle, and then adjusting the magnetic flux in the hub motor, so that the magnetic flux automatically adapts to the current driving state of the vehicle, and improves the adaptability of hub motor control.

[0006] In a first aspect, the embodiments of the present application provide a hub motor control method, the hub motor comprising a stator and a rotor, and an adjusting mechanism for adjusting the relative position between the rotor and the stator, the method comprising: obtaining driving parameters of a vehicle loaded with the hub motor, the driving parameters being used to represent the driving state of the vehicle; determining a target value of the alignment area of the rotor and the stator based on the driving parameters; and controlling the adjusting mechanism to adjust the relative position between the rotor and the stator according to the target value of the alignment area.

[0007] In a possible implementation, the target alignment area value of the rotor and the stator is determined based on the driving parameter, including: determining a target driving mode that is suitable for the current driving state of the vehicle among the preset multiple driving modes based on the driving parameter; and determining the target alignment area value of the rotor and the stator according to the target driving mode.

[0008] In a possible implementation, the multiple driving modes include an increased torque output mode and a reduced torque output mode, and the target driving mode that is suitable for the current driving state of the vehicle is determined among the preset multiple driving modes based on the driving parameter, including: determining the target driving mode as the increased torque output mode based on the driving parameter in a case where it is determined that the torque output of the in-wheel motor needs to be increased; and / or determining the target driving mode as the reduced torque output mode based on the driving parameter in a case where it is determined that the torque output of the in-wheel motor needs to be reduced.

[0009] In a possible implementation, the driving parameter includes the vehicle speed, the acceleration, and the body attitude of the vehicle, and the target driving mode is determined as the increased torque output mode, including: comparing the vehicle speed with a preset low-speed judgment threshold, and determining that the torque output of the in-wheel motor needs to be increased and the target driving mode is the increased torque output mode if the vehicle speed is less than the low-speed judgment threshold and the body attitude is within an uphill attitude range; and / or comparing the acceleration with a preset rapid acceleration judgment threshold, and determining that the torque output of the in-wheel motor needs to be increased and the target driving mode is the increased torque output mode if the acceleration is greater than the rapid acceleration judgment threshold.

[0010] In a possible implementation, the driving parameter includes the vehicle speed, the acceleration, and the body attitude of the vehicle, and the target driving mode is determined as the reduced torque output mode, including: comparing the vehicle speed with a preset high-speed judgment threshold, and determining that the torque output of the in-wheel motor needs to be reduced and the target driving mode is the reduced torque output mode if the vehicle speed is greater than the high-speed judgment threshold and the body attitude is within a non-uphill attitude range; and / or comparing the acceleration with a preset rapid acceleration judgment threshold, and determining that the torque output of the in-wheel motor needs to be reduced and the target driving mode is the reduced torque output mode if the acceleration is less than or equal to the rapid acceleration judgment threshold.

[0011] In a possible implementation, the driving parameter includes a target output power to be reached by the in-wheel motor, and the method further includes: obtaining an actual output power of the in-wheel motor; and determining the target alignment area value of the rotor and the stator based on the driving parameter, including: calculating a target magnetic flux of the stator-rotor air gap magnetic field between the stator and the rotor by an in-wheel motor power calculation model according to the target output power and the actual output power; and determining the target alignment area value according to the target magnetic flux.

[0012] In a possible implementation, the method further includes:

[0013] The current rotor position is acquired in real time; the adjustment mechanism is controlled to adjust the relative position between the rotor and the stator according to the alignment area target value, including: determining the target rotor position according to the alignment area target value; and controlling the adjustment mechanism to adjust the rotor position according to the rotor difference between the current rotor position and the target rotor position.

[0014] Alternatively, the current position of the stator can be obtained in real time; the adjustment mechanism can be controlled to adjust the relative position between the rotor and the stator according to the alignment area target value, including: determining the stator target position of the stator according to the alignment area target value; and controlling the adjustment mechanism to adjust the stator position according to the stator difference between the current stator position and the stator target position.

[0015] Alternatively, the current rotor position and the current stator position can be acquired in real time; the adjustment mechanism can be controlled to adjust the relative position between the rotor and the stator according to the alignment area target value, including: determining the target rotor position and the target stator position according to the alignment area target value; and controlling the adjustment mechanism to adjust the rotor position and the stator position according to the rotor difference between the current rotor position and the target rotor position and the stator difference between the current stator position and the target stator position.

[0016] Secondly, embodiments of this application provide a hub motor control device. The hub motor includes a stator and a rotor, and an adjustment mechanism for adjusting the relative position between the rotor and the stator. The device includes: an acquisition module for acquiring driving parameters of a vehicle equipped with the hub motor, the driving parameters being used to characterize the driving state of the vehicle; a determination module for determining a target value for the alignment area between the rotor and the stator based on the driving parameters; and an adjustment module for controlling the adjustment mechanism to adjust the relative position between the rotor and the stator according to the target value for the alignment area.

[0017] In one possible implementation, the determining module is specifically used to: determine a target driving mode that is compatible with the current driving state of the vehicle from a variety of preset driving modes based on driving parameters; and determine a target value for the alignment area of ​​the rotor and stator according to the target driving mode.

[0018] In one possible implementation, the multiple driving modes include an increased torque output mode and a decreased torque output mode. The determining module is specifically used to: determine the target driving mode as an increased torque output mode when it is determined that the torque output of the hub motor needs to be increased based on driving parameters; and / or, determine the target driving mode as a decreased torque output mode when it is determined that the torque output of the hub motor needs to be decreased based on driving parameters.

[0019] In one possible implementation, the driving parameters include vehicle speed, acceleration, and vehicle posture. The determination module is specifically used to: compare the vehicle speed with a preset low-speed determination threshold; if the vehicle speed is less than the low-speed determination threshold and the vehicle posture is within the uphill posture range, then determine that the torque output of the hub motor needs to be increased, and determine the target driving mode as the torque output increase mode; and / or, compare the acceleration with a preset rapid acceleration determination threshold; if the acceleration is greater than the rapid acceleration determination threshold, then determine that the torque output of the hub motor needs to be increased, and determine the target driving mode as the torque output increase mode.

[0020] In one possible implementation, the driving parameters include vehicle speed, acceleration, and vehicle posture. The determination module is specifically used to: compare the vehicle speed with a preset high-speed determination threshold; if the vehicle speed is greater than the high-speed determination threshold and the vehicle posture is within the non-uphill posture range, then determine that the torque output of the hub motor needs to be reduced, and determine the target driving mode as the reduced torque output mode; and / or, compare the acceleration with a preset rapid acceleration determination threshold; if the acceleration is less than or equal to the rapid acceleration determination threshold, then determine that the torque output of the hub motor needs to be reduced, and determine the target driving mode as the reduced torque output mode.

[0021] In one possible implementation, the driving parameters include the target output power to be achieved by controlling the hub motor. The acquisition module is also used to: acquire the current actual output power of the hub motor; the determination module is specifically used to: calculate the target magnetic flux of the stator-rotor air gap magnetic field between the stator and rotor based on the target output power and the actual output power through the hub motor power calculation model; and determine the target value of the alignment area based on the target magnetic flux.

[0022] In one possible implementation, the acquisition module is further configured to: acquire the current rotor position of the rotor in real time; the adjustment module is specifically configured to: determine the target rotor position of the rotor based on the alignment area target value; and control the adjustment mechanism to adjust the rotor position based on the rotor difference between the current rotor position and the target rotor position.

[0023] Alternatively, the acquisition module may also be used to: acquire the current position of the stator in real time; the adjustment module may be used to: determine the target position of the stator based on the alignment area target value; and control the adjustment mechanism to adjust the position of the stator based on the stator difference between the current position and the target position.

[0024] Alternatively, the acquisition module may also be used to: acquire the current rotor position and the current stator position in real time; the adjustment module may be used to: determine the target rotor position and the target stator position based on the alignment area target value; and control the adjustment mechanism to adjust the rotor position and the stator position based on the rotor difference between the current rotor position and the target rotor position and the stator difference between the current stator position and the target stator position.

[0025] Thirdly, embodiments of this application provide an electronic device, including: a memory and a processor; the memory stores computer-executable instructions; the processor executes the computer-executable instructions stored in the memory, causing the processor to perform the first aspect and / or various possible implementations of the first aspect as described above.

[0026] Fourthly, embodiments of this application provide a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the first aspect and / or various possible implementations of the first aspect.

[0027] Fifthly, embodiments of this application provide a computer program product, including a computer program that, when executed by a processor, implements the first aspect and / or various possible implementations of the first aspect.

[0028] In a sixth aspect, embodiments of this application provide a vehicle, the vehicle including a hub motor and electronic equipment, the electronic equipment including a memory and a processor; the memory stores computer-executable instructions; the processor executes the computer-executable instructions stored in the memory, causing the processor to perform the first aspect and / or various possible implementations of the first aspect as described above.

[0029] The hub motor control method, device, medium, and vehicle provided in this application are applied to hub motors capable of adjusting the relative position between the rotor and stator. By acquiring the driving parameters of the vehicle carrying the hub motor, the driving state of the vehicle can be characterized based on the driving parameters. Furthermore, when determining the target alignment area value between the rotor and stator based on the driving parameters, the determined target alignment area value can be adapted to the current driving state of the vehicle, achieving a high degree of adaptive matching of the hub motor's magnetic flux to the current driving state of the vehicle. Further, by controlling the adjustment mechanism to adjust the relative position between the rotor and stator according to the target alignment area value, the position of the rotor and / or stator can be accurately adjusted to the required magnetic flux position, truly achieving the goal of automatically adapting the magnetic flux to the vehicle's driving state. Therefore, this method can effectively improve the adaptability of hub motor control, help improve the operating condition adaptability of the hub motor, and is beneficial to improving the motor's output capacity and efficiency. Attached Figure Description

[0030] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0031] Figure 1 A flowchart illustrating the hub motor control method provided in this application embodiment. Figure 1 ;

[0032] Figure 2A flowchart illustrating the hub motor control method provided in this application embodiment. Figure 2 ;

[0033] Figure 3 This is a schematic diagram of the hub motor control device provided in the embodiments of this application;

[0034] Figure 4 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application;

[0035] Figure 5 This is a schematic diagram of the structure of a two-wheeled vehicle provided in an embodiment of this application;

[0036] Figure 6 A cross-sectional structural diagram of the hub motor of a two-wheeled vehicle provided in an embodiment of this application;

[0037] Figure 7 A partial structural diagram of a hub motor for a two-wheeled vehicle provided in an embodiment of this application;

[0038] Figure 8 A schematic diagram of the structure of the adjustment mechanism of the hub motor of a two-wheeled vehicle provided in an embodiment of this application;

[0039] Figure 9 A schematic diagram of another state of a hub motor for a two-wheeled vehicle provided in an embodiment of this application;

[0040] Figure 10 A schematic diagram of the structure of an adjustment mechanism for a hub motor of a two-wheeled vehicle provided in an embodiment of this application;

[0041] Figure 11 A schematic diagram of another adjustment mechanism for a hub motor of a two-wheeled vehicle provided in an embodiment of this application;

[0042] Figure 12 This is a schematic diagram of another adjustment mechanism for a hub motor of a two-wheeled vehicle, provided as an embodiment of this application.

[0043] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0044] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0045] In this application, the terms "exemplary" or "for example" are used to indicate that something is an example, illustration, or description. Any embodiment or design described as "exemplary" or "for example" in this application should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of terms such as "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0046] In the embodiments of this application, the use of terms such as "first" and "second" is to distinguish between identical or similar items that have essentially the same function and effect. For example, "first electronic device" and "second electronic device" are merely used to distinguish different electronic devices and do not limit their order of execution. Those skilled in the art will understand that the terms "first" and "second" do not limit the quantity or execution order, and that "first" and "second" do not necessarily imply that they are different.

[0047] In this application embodiment, "at least one" refers to one or more, and "more than one" refers to two or more. "And / or" describes the relationship between associated objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone, where A and B can be singular or plural. The character " / " generally indicates that the preceding and following associated objects have an "or" relationship.

[0048] For example, existing hub motors primarily rely on two methods for flux regulation: electrically excited winding schemes and rotor excitation schemes. For instance, the electrically excited winding scheme changes the flux by adjusting the excitation current, but this scheme requires additional excitation power supplies and brush structures. Brush wear reduces motor reliability, and the brush structure increases the motor's size and complexity, making it difficult to meet the compactness and high integration requirements of hub motors.

[0049] For permanent magnet excitation schemes, the permanent magnet flux is fixed and cannot be dynamically adjusted according to operating conditions. Under low-speed, heavy-load conditions, insufficient permanent magnet flux limits torque output; under high-speed, light-load conditions, fixed flux increases iron losses and reduces efficiency.

[0050] Existing variable flux motors mostly adopt a centralized drive structure, which relies on complex magnetic circuit adjustment mechanisms (such as multi-stage magnetic pole switching or magnetic reluctance variation). This requires a large axial space and is difficult to adapt to the large-diameter, thin-walled structure requirements of hub motors. Forcibly transplanting the structure of a centralized variable flux motor into a hub motor would lead to problems such as increased weight, difficulty in heat dissipation, and complex assembly processes, failing to meet practical application requirements.

[0051] Starting from the structural limitations and wide speed-range operation requirements of hub motors, the inventors first analyzed the shortcomings of existing flux adjustment methods: the electrically excited winding scheme suffers from poor reliability due to the brush structure, while the permanent magnet excitation scheme cannot adapt to multiple operating conditions due to its fixed flux. Based on this, the inventors proposed changing the alignment area between the rotor and stator by axially moving the rotor and / or stator, thereby dynamically adjusting the flux of the hub motor.

[0052] Furthermore, and more importantly, this method dynamically determines the alignment area target value based on the driving parameters of the vehicle equipped with the hub motor after obtaining the driving parameters, thus enabling magnetic flux adjustment adapted to the vehicle's driving state.

[0053] In addition, the hub motor also needs to meet the requirements of how to achieve axial movement of the stator and / or rotor within a limited hub space, and ensure the compactness and reliability of the adjustment mechanism.

[0054] For example, the adjustment mechanism provided in this application embodiment may include gear transmission, an outer nut limiter, and an O-ring sealing structure to achieve manual or automatic adjustment of the relative position between the rotor and stator. Furthermore, combined with a controller and sensors, and through a preset model or adaptive control strategy, the alignment area between the rotor and stator can be dynamically adjusted according to real-time vehicle driving parameters (such as vehicle speed, acceleration, and vehicle posture), ultimately achieving efficient operation of the motor over a wide speed range. This technical concept overcomes the structural limitations of existing hub motor flux adjustment and solves the problems of complex adjustment and low adaptability.

[0055] In view of this, embodiments of this application provide a hub motor control method. This method introduces an axially movable adjustment mechanism into the rotor assembly and / or stator assembly of the hub motor, and combines the adjustment mechanism to achieve dynamic adjustment of magnetic flux. By changing the alignment area between the rotor and stator, the effective magnetic flux of the hub motor (i.e., the magnetic flux of the air gap magnetic field between the stator and rotor) can be dynamically controlled, thereby achieving a balance between torque and motor efficiency under different driving conditions (such as low-speed heavy load and high-speed light load).

[0056] The method provided in this application focuses on the position adjustment of the stator and / or rotor, combining manual and automatic adjustment modes. Axial movement of the stator and / or rotor is achieved through gear transmission mechanisms and other methods. Furthermore, the method utilizes controllers and sensors to perceive vehicle driving parameters in real time, dynamically adjusting the alignment area between the rotor and stator through a preset motor calculation model or adaptive control strategy, ultimately achieving efficient motor operation over a wide speed range. This method overcomes the technical bottlenecks of existing hub motors with complex flux fixing or adjustment, while simultaneously meeting the requirements of compactness, high integration, and reliability in hub mounting.

[0057] The hub motor control method provided in this application can be applied to any object driven by a hub motor, such as new energy vehicles or other objects not classified as vehicles. For example, it can be applied to vehicles based on hub motors, such as electric scooters, electric bicycles, electric motorcycles, and electric cars. These vehicles can be unicycles or multi-wheeled vehicles with two or more wheels.

[0058] In-wheel motors need to be directly integrated inside the wheel, and their structure must meet the design requirements of thin walls, large diameter, and high integration. They also need to achieve efficient operation under complex conditions such as low-speed climbing, high-speed cruising, and rapid acceleration. For example, in low-speed climbing scenarios, the vehicle requires high torque to overcome the slope or load; while in high-speed cruising scenarios, the motor needs to reduce magnetic flux to minimize iron and copper losses. Furthermore, the limited installation space for in-wheel motors places extremely high demands on heat dissipation, weight, and assembly processes.

[0059] The method provided in this application embodiment determines the alignment area target value by acquiring driving parameters, and adjusts the relative position between the rotor and stator according to the alignment area target value to adjust the magnetic flux of the hub motor, so that the magnetic flux can dynamically match the magnetic flux requirements under different working conditions. The adjustment mechanism can realize a compact design and adapt to the specific installation requirements of the hub motor.

[0060] The technical solutions of this application will be described in detail below with reference to specific embodiments. The specific embodiments described below can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments. The embodiments of this application will be described below with reference to the accompanying drawings.

[0061] The method provided in this application is applied to a hub motor, which may also be referred to as a motor in the following text. The hub motor includes a stator and a rotor, as well as an adjustment mechanism for adjusting the relative position between the rotor and the stator.

[0062] The hub motor in this application embodiment can be understood as either an external rotor hub motor or an internal rotor hub motor. For example, the structure of an external rotor hub motor is typically as follows: the rotor is annular and positioned around and surrounds the stator; the rotor is directly or indirectly connected to the wheel rim; and the stator is fixed to the axle. The stator can also be understood as a stator assembly, which may include a stator core and stator windings. The stator core may be annular, and the stator windings are embedded in slots within the stator core. It should be understood that the stator can also be a permanent magnet.

[0063] The rotor can be understood as the main rotating part of the rotor assembly. The rotor can be a permanent magnet or a rotor coil. Taking a permanent magnet as an example, the rotor assembly can include a permanent magnet and a magnetic ring. The permanent magnet can be understood as a magnetic material made of rare-earth materials, used to provide the magnetic field of the permanent magnet; for example, it could be a neodymium iron boron permanent magnet. The magnetic ring can be understood as a ring-shaped component made of a high-permeability material. The magnetic ring can be installed on both sides or around the permanent magnet. Besides providing an attachment base for the permanent magnet, the magnetic ring can also concentrate the magnetic field of the permanent magnet, reduce magnetic leakage, increase the magnetic flux in the air gap between the stator and rotor, and simultaneously enhance the structural stability of the rotor.

[0064] For example, a permanent magnet can be surface-mounted on the inner surface of the magnetic ring, and the outer surface of the magnetic ring can be directly or indirectly fixed to the inner surface of the wheel rim. The stator magnetic field (armature magnetic field) and the rotor magnetic field (permanent magnet magnetic field) can form a composite magnetic field, namely the stator-rotor air gap magnetic field. The stator-rotor air gap magnetic field can provide effective magnetic flux to drive the rotor to rotate, thereby enabling the rotor to drive the wheel to rotate.

[0065] It should be noted that the magnetic ring can also be a double-layer or multi-layer ring structure comprising an inner magnetic ring (also called an inner rotor) and an outer magnetic ring (also called an outer rotor). For example, the magnetic ring can be a two-layer magnetic ring structure comprising an inner magnetic ring and an outer magnetic ring.

[0066] The outer surface of the outer magnetic ring can be welded to the inner surface of the wheel rim, and the inner surface of the outer magnetic ring can be fitted with the outer surface of the inner magnetic ring. The inner magnetic ring can slide on the inner surface of the outer magnetic ring. During sliding, the inner magnetic ring can move along the axial direction of the wheel axle, which in turn drives the permanent magnet attached to the inner surface of the inner magnetic ring to move along the axial direction of the wheel axle, thereby achieving autonomous adjustment of the magnetic flux of the air gap magnetic field between the stator and rotor.

[0067] Figure 1 A flowchart illustrating the hub motor control method provided in this application embodiment. Figure 1The execution entity of this method can be an electronic device with corresponding data storage and computing capabilities, such as an onboard processor or controller. The electronic device may include one processor unit, or multiple processor units. For example, the electronic device may include one processor chip, or multiple processor chips, and control of the hub motor can be achieved through data collaboration between multiple processor chips. Figure 1 As shown, the method includes:

[0068] S101, Obtain the driving parameters of the vehicle equipped with the hub motor. The driving parameters are used to characterize the driving state of the vehicle.

[0069] For example, vehicle driving parameters can be understood as parameters characterizing the vehicle's driving state. The acquired driving parameters can be one or multiple parameters. Driving parameters include, but are not limited to, vehicle speed, acceleration, throttle opening, target output power, vehicle positioning, and vehicle attitude. For example, the acquired vehicle speed is 20 km / h, and the acceleration is 0.5 m / s². 2 ).

[0070] For example, by collecting the motor's rotational speed using a speed sensor and combining it with the wheel size, the distance the vehicle travels can be calculated. Then, based on this distance and the time taken, the vehicle's speed can be calculated. Alternatively, the vehicle speed can be obtained through other methods. Changes in vehicle speed can then be used to calculate the vehicle's acceleration.

[0071] For example, the throttle opening can be obtained through a throttle position measuring device using a potentiometer or Hall sensor. By combining driving parameters such as vehicle speed, acceleration, and load with a vehicle dynamics model (e.g., power equals the product of traction force and vehicle speed), the target output power can be calculated.

[0072] For example, the vehicle's location can be obtained through a geolocation module (such as a satellite positioning module). Vehicle attitude can be obtained through inertial measurement units such as gyroscopes and accelerometers, including yaw angle, pitch angle, and / or roll angle. Vehicle attitude reflects pitch or tilt, indirectly reflecting road conditions. For example, pitch angle can determine whether the road is uphill or downhill, and combined with road condition information, it can help determine the required torque or speed of the in-wheel motors.

[0073] S102, based on the driving parameters, determine the target value of the alignment area between the rotor and the stator.

[0074] For example, the alignment area between the rotor and stator can be understood as the effective contact area (i.e., effective coupling area) between the rotor and stator cores facing each other in the air gap between the rotor and stator. It should be understood that the contact described here refers to contact between magnetic fields, not contact between physical entities. The alignment area between the rotor and stator directly affects the magnetic field coupling efficiency and output performance of the motor, and can be used to control the magnetic flux of the air gap magnetic field between the rotor and stator.

[0075] The rotor magnetic field generated by the rotor needs to pass through the air gap between the rotor and stator to act on the stator windings. The alignment area between the rotor and stator is the effective contact area for the interaction of their magnetic fields. The larger the alignment area between the rotor and stator, the stronger the coupling strength of the air gap magnetic fields, the greater the magnetic flux of the air gap magnetic fields, and the greater the torque and power output potential of the motor. Conversely, the smaller the alignment area between the rotor and stator, the weaker the coupling strength of the air gap magnetic fields, the smaller the magnetic flux of the air gap magnetic fields, and the smaller the torque and power output potential of the motor.

[0076] The alignment area target value can be understood as the target value or target range to be achieved by controlling the alignment area between the rotor and stator. The alignment area target value can be the area value of the alignment area, for example, an alignment area target value of 100 square millimeters (mm). 2 ) or 2.5 square centimeters (cm) 2 (), representing the areas where the rotor magnetic field and stator magnetic field face each other, respectively, are 100 mm². 2 Or 2.5cm 2 .

[0077] The alignment area target value can also be an indicator value for the alignment area. This indicator value does not necessarily represent a specific area value, but rather a value that reflects the degree of alignment area size. For example, the alignment area target value can be level 1, level 2, or level 3. Level 1 corresponds to the smallest alignment area, level 3 corresponds to the largest alignment area, and level 2 is between level 1 and level 3. It should be understood that if the alignment area target value is an indicator value, it is not limited to 1, 2, and 3, but can be more, such as 1 to 10, etc. Furthermore, if the alignment area target value is an indicator value, it is not limited to being defined by "level," but can also be expressed as "degree" or "grade," etc. Of course, the indicator value can also be mapped to an area value, and this application embodiment does not limit this.

[0078] For example, four possible levels of alignment area target value are preset, namely 1 degree, 2 degrees, 3 degrees and 4 degrees. Different degrees map to different alignment areas. For example, 1 degree maps to the minimum alignment area, 2 degrees maps to an alignment area greater than the minimum alignment area, 3 degrees maps to an alignment area greater than 2 degrees, and 4 degrees maps to the maximum alignment area.

[0079] The maximum alignment area can be understood as the alignment area corresponding to the maximum magnetic flux of the air gap magnetic field between the stator and the rotor after adjusting the relative position between the rotor and the stator; correspondingly, the minimum alignment area can be understood as the alignment area corresponding to the minimum magnetic flux of the air gap magnetic field between the stator and the rotor after adjusting the relative position between the rotor and the stator.

[0080] When determining the target value of the alignment area between the rotor and stator based on driving parameters, various methods can be used. For example, it can be determined through preset rules or preset analysis algorithms.

[0081] For example, preset rules can be qualitative / quantitative logical rules based on engineering experience, motor characteristics, and vehicle dynamics, or conditional mapping relationships that determine the target alignment area value through one or a set of driving parameters. For instance, preset rules can be pre-defined based on qualitative / quantitative summaries of engineering experience, motor characteristics, and / or vehicle dynamics. Preset rules might include:

[0082] Rule 1: When the throttle opening in the driving parameters is greater than 80% and the pitch angle in the vehicle attitude is greater than 5°, the mapped vehicle driving conditions are high load, require high torque, and increase magnetic flux. The target value of the mapped alignment area is the maximum alignment area.

[0083] Rule 2: When the throttle opening in the driving parameters is less than or equal to 80% and greater than or equal to 10%, and the pitch angle in the vehicle attitude is less than or equal to 5° and greater than or equal to -3°, the mapped vehicle driving conditions are medium load, medium torque required, and moderate magnetic flux; the target value of the mapped alignment area is the median alignment area.

[0084] Rule 3: When the throttle opening in the driving parameters is less than 10% and the pitch angle in the vehicle attitude is less than -3°, the mapped vehicle driving condition is low load, low torque, and reduced magnetic flux; the target value of the mapped alignment area is the minimum alignment area.

[0085] In application scenarios, after obtaining driving parameters, the aforementioned preset rules can be used for classification and judgment to map the corresponding alignment area target value. It should be understood that the preset rules described above are merely illustrative. In actual application scenarios, preset rules can be set according to the actual situation and needs of the application scenario. The matching conditions, parameter dimensions, and alignment area target values ​​of the preset rules are not limited.

[0086] To give another example, the preset analysis algorithm may be an analysis algorithm set up based on the electromagnetic theory of motors, vehicle dynamics models and / or quantitative calculation models of data fitting, or a mathematical equation / optimization algorithm that determines the target value of the alignment area through one or a set of driving parameters to derive the result.

[0087] For example, a mathematical model can be established using a hub motor as the object. This mathematical model includes a torque demand formula, a relationship between torque and magnetic flux, a load force formula, and a fitting calculation formula for load, vehicle speed, and target magnetic flux. The coefficients and parameters in the fitting calculation formula can be obtained through historical data.

[0088] In practical applications, the acquired driving parameters are input into the mathematical model to calculate the target magnetic flux. Then, based on a pre-defined lookup table establishing the relationship between magnetic flux and alignment area, the target alignment area value corresponding to the target magnetic flux can be determined by looking up the table, thus achieving the goal of determining the target alignment area value between the rotor and stator based on the driving parameters.

[0089] Similarly, the aforementioned preset analysis algorithm is merely an illustrative example. In actual application scenarios, preset analysis algorithms can be set according to the actual situation and requirements of the application scenario, and this application embodiment does not limit this. Furthermore, when determining the target value of the alignment area between the rotor and stator based on driving parameters, it can also be determined using an artificial intelligence model based on machine learning.

[0090] For example, based on general artificial intelligence models such as Convolutional Neural Networks (CNN) and Long Short-Term Memory (LSTM), the general artificial intelligence models can be adjusted and pre-trained by adding or deleting network layers or modules, and by training models based on datasets. This allows them to adapt to the task of predicting alignment area target values. The trained artificial intelligence model can then predict alignment area target values ​​based on driving parameters obtained from the application scenario, achieving end-to-end determination of the alignment area target value. This method can improve the accuracy of determining the alignment area target value through model structure adjustment and model training. Furthermore, this artificial intelligence approach can comprehensively consider multiple dimensions of driving parameters in the scenario to achieve a comprehensive analysis of operating conditions and the environment. This allows the alignment area target value to adapt to more complex road and vehicle conditions, enabling fine-tuning of magnetic flux and ultimately achieving a better balance between motor output torque, speed, and motor efficiency.

[0091] S103, the adjustment mechanism is controlled to adjust the relative position between the rotor and the stator according to the target value of the alignment area.

[0092] For example, the adjustment mechanism can be understood as a mechanical structure used to adjust the relative position of the rotor and the stator, such as a gear transmission mechanism, a nut limiting structure, etc. For instance, the gear transmission mechanism drives the gear to rotate through a motor, which drives the inner magnetic ring to move axially, thereby driving the rotor, which is attached to the inner magnetic ring, to move axially along the wheel axle.

[0093] The adjustment mechanism can receive and execute commands from the controller to adjust the axial position of the rotor and / or stator. Upon receiving the command, it drives the rotor and / or stator axially via a motor or other drive device to adjust the relative position between the rotor and stator according to the target alignment area value.

[0094] For example, after sensors collect vehicle driving parameters (such as vehicle speed, acceleration, and vehicle attitude), the data is transmitted to the controller. The controller processes the driving parameters based on preset rules or preset analysis algorithms to determine the target value of the alignment area between the rotor and stator.

[0095] Subsequently, the controller outputs a command to the adjusting mechanism (such as a gear transmission mechanism), driving the rotor to move axially along the wheel axle until its alignment area with the stator reaches the target alignment area value. Alternatively, the stator can be driven to move axially along the wheel axle until its alignment area with the rotor reaches the target alignment area value. Alternatively, both the rotor and stator can be driven to move axially along the wheel axle until their alignment areas reach the target alignment area value.

[0096] It should be understood that the adjusting mechanism can be an adjusting mechanism used only to adjust the rotor position, an adjusting mechanism used only to adjust the stator position, or an adjusting mechanism that can adjust both the rotor and stator positions. Alternatively, if the number of adjusting mechanisms is not limited, separate adjusting mechanisms can be provided for the stator and rotor.

[0097] Taking the driving of the stator to move axially along the wheel axle as an example, the stator assembly can indirectly fix the stator core to the wheel axle through a double-layer magnetic ring with a keyway structure. For example, the stator core can be fixed to the outer layer of the double-layer magnetic ring, while the inner layer of the double-layer magnetic ring can be directly fixed (e.g., welded) to the wheel axle, and the outer layer can move (e.g., slide) along the wheel axle axially on the surface of the inner layer. It should be understood that the inner and outer layers are relative to the radial direction of the wheel axle; the layer closer to the wheel axle center is the inner layer, and vice versa.

[0098] The inner and outer layers of the stator double-layer magnetic ring are connected by one or more splines, allowing them to rotate synchronously in the circumferential direction of the axle. When the stator position needs to be adjusted, the outer layer of the stator double-layer magnetic ring is moved axially upwards along the axle by an adjusting mechanism, thereby moving the stator coils. This allows adjustment of the alignment area between the stator and rotor, and consequently, the magnetic flux of the air gap magnetic field between the stator and rotor.

[0099] It should be noted that regardless of whether the rotor is a permanent magnet or a rotor coil, the rotor position can be adjustable through a structure, for example, an outer magnetic ring and an inner magnetic ring working together. Similarly, regardless of whether the stator is a permanent magnet or a stator coil, the stator position can be adjustable through a structure, for example, a double-layer magnetic ring on the stator. Of course, in specific application scenarios, other structures can also be used to achieve the purpose of adjusting the stator and / or rotor position, and are not limited to the mechanical structures exemplified in the embodiments of this application.

[0100] The steps S101 to S103 of the above-described embodiments of this application are as follows: the overall process involves acquiring driving parameters that characterize the vehicle's driving state, adaptively determining the target value of the alignment area, and dynamically adjusting the relative position between the stator and rotor through the adjustment mechanism of the mechanical structure. Combined with sensor data feedback, a closed-loop control is formed to ensure that the magnetic flux matches the vehicle's operating conditions in real time.

[0101] For example, in low-speed climbing conditions, if the controller determines that the alignment area needs to be increased to improve the magnetic flux, it will drive the gear transmission mechanism to move the rotor to the target position; in high-speed cruising conditions, if the controller determines that the alignment area needs to be reduced to decrease the magnetic flux, it will drive the mechanism to adjust the rotor position in the opposite direction to the target position.

[0102] The hub motor control method provided in this application is applied to a hub motor capable of adjusting the relative position between the rotor and stator. By acquiring the driving parameters of the vehicle equipped with the hub motor, the driving state of the vehicle can be characterized based on the driving parameters. Therefore, when determining the target alignment area value between the rotor and stator based on the driving parameters, the determined target alignment area value can be adapted to the current driving state of the vehicle, achieving a high degree of adaptive matching of the hub motor's magnetic flux to the current driving state of the vehicle. Furthermore, by controlling the adjustment mechanism to adjust the relative position between the rotor and stator according to the target alignment area value, the position of the rotor and / or stator can be accurately adjusted to the required magnetic flux position, truly achieving the goal of automatically adapting the magnetic flux to the vehicle's driving state. Therefore, this method can effectively improve the adaptability of hub motor control, help improve the operating condition adaptability of the hub motor, and is beneficial to improving the motor's output capacity and efficiency.

[0103] The hub motor control method provided in this application solves the technical bottleneck of existing hub motors with fixed magnetic flux and inability to dynamically match the vehicle's driving state by axially moving the rotor and / or stator to adjust the magnetic flux. This method achieves dynamic adjustment of the motor's magnetic flux through a combination of mechanical structural innovation and control algorithms, enabling the motor's output to adapt to the vehicle's performance requirements under different operating conditions.

[0104] For example, under low-speed, heavy-load conditions (such as uphill or heavy-load conditions), the magnetic flux is increased by increasing the alignment area between the rotor and the stator to improve the motor output torque and meet the vehicle's climbing or heavy-load requirements; under high-speed, light-load conditions (such as cruising), the magnetic flux is reduced by decreasing the alignment area, thereby reducing iron and copper losses and improving motor efficiency.

[0105] Meanwhile, the adjustment mechanism can adopt a compact design (such as gear transmission and limit structure), avoiding the axial space occupation problem of centralized variable flux motors, adapting to the large diameter and thin-walled structure requirements of hub motors, and solving problems such as increased weight, difficult heat dissipation, and complex assembly caused by structural limitations in existing technologies. Ultimately, this solution achieves a balance between motor efficiency and torque output over a wide speed range, significantly improving the adaptability and energy efficiency of hub motors under complex operating conditions.

[0106] In one possible implementation, determining the target value of the alignment area between the rotor and the stator based on driving parameters includes: determining a target driving mode that is compatible with the current driving state of the vehicle from a preset variety of driving modes based on the driving parameters; and determining the target value of the alignment area between the rotor and the stator according to the target driving mode.

[0107] For example, a driving mode can be understood as a classification of operating states based on vehicle conditions, such as low-speed high-torque mode and high-speed low-loss mode, which can be understood as various different driving modes. A target driving mode can be understood as the currently applicable driving mode determined after matching driving parameters. For example, when the vehicle speed is below a preset threshold and the vehicle is in an uphill posture, the target driving mode can be determined as low-speed high-torque mode.

[0108] The solution in this application embodiment can determine a target driving mode by matching driving parameters (such as vehicle speed, acceleration, and vehicle posture) with a driving mode rule base (a collection of multiple driving modes).

[0109] For example, in low-speed climbing conditions, if the controller detects that the vehicle speed is below the low-speed threshold and the vehicle posture is within the uphill range, the target driving mode is determined to be "increased torque output mode". In high-speed cruising conditions, if the controller detects that the vehicle speed is above the high-speed threshold and the vehicle posture is not within the uphill range, the target driving mode is determined to be "decreased torque output mode". Subsequently, based on the rule base corresponding to the target driving mode, the target value of the alignment area between the rotor and stator can be determined through mapping queries, formula calculations, etc., providing a basis for the subsequent adjustment mechanism to adjust the rotor position.

[0110] In this embodiment, the accuracy of the magnetic flux adjustment strategy can be optimized by dynamically matching the driving mode. For example, in low-speed climbing conditions, a larger alignment area target value is triggered by the "increase torque output mode" to increase the magnetic flux to meet the high torque demand; in high-speed cruising conditions, a smaller alignment area target value is triggered by the "decrease torque output mode" to reduce the magnetic flux and reduce energy consumption. Based on this, by classifying the driving mode and matching it with the rule base, the magnetic flux adjustment strategy is made more in line with the actual operating conditions, improving the adaptability of the motor in complex operating scenarios.

[0111] In one possible implementation, the multiple driving modes include an increased torque output mode and a decreased torque output mode. Based on driving parameters, a target driving mode adapted to the current driving state of the vehicle is determined from the preset multiple driving modes, including: based on driving parameters, if it is determined that the torque output of the hub motor needs to be increased, the target driving mode is determined to be an increased torque output mode; and / or, based on driving parameters, if it is determined that the torque output of the hub motor needs to be decreased, the target driving mode is determined to be a decreased torque output mode.

[0112] For example, the increased torque output mode can be understood as a mode that increases the magnetic flux by increasing the alignment area between the rotor and stator to meet the needs of low-speed, heavy-load operating conditions. For instance, when a vehicle is going uphill, it needs to increase the torque output of the motor to overcome the uphill resistance, which may trigger the target driving mode to be determined as the increased torque output mode.

[0113] The reduced torque output mode can be understood as a mode that reduces magnetic flux by decreasing the alignment area between the rotor and stator to meet the requirements of high-speed, light-load operating conditions. For example, when a vehicle is cruising at high speed on a nearly flat road, the load is low, and the motor does not need to output large torque. In this case, the target driving mode may be determined to be the reduced torque output mode. When the motor output torque is reduced, not only can the maximum speed of the motor be increased, but iron and copper losses in the motor can also be reduced, improving motor efficiency, saving energy, and increasing battery range.

[0114] The solution in this application determines whether to increase or decrease the motor torque output based on driving parameters (such as vehicle speed, acceleration, and vehicle posture). For example, when the vehicle speed is detected to be below the low-speed threshold and the vehicle is in an uphill posture, it is determined that the torque output needs to be increased, triggering the "increase torque output mode"; when the vehicle speed is detected to be above the high-speed threshold and the vehicle is not in an uphill posture, it is determined that the torque output needs to be decreased, triggering the "decrease torque output mode". This mode determination logic is implemented through a preset rule base, providing a basis for the subsequent calculation of the alignment area target value.

[0115] In this embodiment, the classification and triggering conditions of driving modes are further refined to improve the scenario adaptability of the magnetic flux adjustment strategy. For example, in rapid acceleration or hill climbing scenarios, the "increased torque output mode" quickly responds to torque demand, avoiding insufficient power due to adjustment delay; during high-speed cruising or under light load, the "decreased torque output mode" reduces magnetic flux, thereby reducing energy consumption. Based on this, by classifying the increased torque output mode and the decreased torque output mode, and combining their respective triggering conditions, the adjustment of magnetic flux can be made more closely aligned with the changing operating conditions in actual scenarios.

[0116] In one possible implementation, the driving parameters include vehicle speed, acceleration, and vehicle posture. Determining the target driving mode as an increased torque output mode includes: comparing the vehicle speed with a preset low-speed judgment threshold; if the vehicle speed is less than the low-speed judgment threshold and the vehicle posture is within the uphill posture range, then it is determined that the torque output of the hub motor needs to be increased, and the target driving mode is determined to be an increased torque output mode; and / or, comparing the acceleration with a preset rapid acceleration judgment threshold; if the acceleration is greater than the rapid acceleration judgment threshold, then it is determined that the torque output of the hub motor needs to be increased, and the target driving mode is determined to be an increased torque output mode.

[0117] For example, the preset low-speed determination threshold can be understood as a vehicle speed threshold used to determine whether the vehicle is in a low-speed operating condition. For instance, the preset low-speed determination threshold can be 10 km / h.

[0118] The uphill attitude range can be understood as a preset range or interval used to determine whether a vehicle is in an uphill attitude. For example, the tilt angle range of the vehicle body relative to the horizontal plane can be preset based on empirical values ​​and vehicle characteristics (such as body length and frame angle) to preset the uphill attitude range. For example, the vehicle pitch angle (which can be understood as tilt angle) greater than 5° and less than 90° can be set as the uphill attitude range.

[0119] By comparing the vehicle speed with the preset low-speed judgment threshold, if the vehicle speed is less than the low-speed judgment threshold and the vehicle posture is within the uphill posture range, it indicates that the vehicle is likely in a low-speed uphill condition. At this time, it is necessary to increase the torque output of the hub motor. Therefore, the target driving mode can be determined as the torque output increase mode.

[0120] The preset rapid acceleration threshold can be understood as a threshold used to determine whether a vehicle is experiencing rapid acceleration. This threshold can be preset based on the vehicle and its application scenario, for example, a preset value of 3 m / s². 2 .

[0121] Compare the acceleration with the preset rapid acceleration threshold. If the acceleration is greater than the rapid acceleration threshold, it indicates that the vehicle is likely in a rapid acceleration condition. Since the vehicle needs the motor to increase torque output to provide power for rapid acceleration, it can be determined that the torque output of the hub motor needs to be increased in this case, and the target driving mode can be determined as the torque output increase mode.

[0122] For example, data from vehicle speed and body attitude sensors can be used to determine whether the vehicle is in a condition requiring increased torque output. For instance, when the vehicle speed (e.g., 5 km / h) is below a preset low-speed threshold (e.g., 10 km / h) and the pitch angle (e.g., 15°) is within the uphill range (e.g., pitch angle 5°~50°), the controller determines that the torque output of the hub motors needs to be increased, triggering the "increased torque output mode" and confirming the target driving mode as this mode. This judgment logic is achieved by comparing the data acquired by the sensors with preset thresholds, providing a basis for subsequent flux adjustment. The judgment logic for rapid acceleration is similar, and examples will not be repeated here.

[0123] In this embodiment, the determination conditions for low-speed uphill and rapid acceleration conditions are further refined to improve the accuracy of torque demand judgment. For example, based on the dual-dimensional determination of vehicle speed and vehicle posture, excessive magnetic flux adjustment caused by misjudgment of a single vehicle speed threshold can be avoided. By matching the dual conditions of vehicle speed and vehicle posture, it can be ensured that the increase in magnetic flux adjustment is triggered only in scenarios where a large torque output is actually required, thereby improving the reliability of motor operation.

[0124] In one possible implementation, the driving parameters include vehicle speed, acceleration, and vehicle posture. Determining the target driving mode as a reduced torque output mode includes: comparing the vehicle speed with a preset high-speed judgment threshold; if the vehicle speed is greater than the high-speed judgment threshold and the vehicle posture is not within the uphill posture range, then it is determined that the torque output of the hub motor needs to be reduced, and the target driving mode is determined to be a reduced torque output mode; and / or, comparing the acceleration with a preset rapid acceleration judgment threshold; if the acceleration is less than or equal to the rapid acceleration judgment threshold, then it is determined that the torque output of the hub motor needs to be reduced, and the target driving mode is determined to be a reduced torque output mode.

[0125] For example, the preset high-speed determination threshold can be understood as a speed threshold used to determine whether a vehicle is operating at high speed. For instance, the preset high-speed determination threshold is 20 km / h.

[0126] A non-uphill posture can be understood as the current vehicle body posture not being uphill. The non-uphill posture range can be understood as a preset range or interval used to determine whether the vehicle is in a posture that is not uphill. For example, the range of tilt angles of the vehicle body relative to the horizontal plane can be preset based on empirical values ​​and vehicle characteristics (such as body length and chassis angles) to define the non-uphill posture range. For instance, a pitch angle of less than 5° can be defined as the non-uphill posture range.

[0127] By comparing the vehicle speed with a preset high-speed threshold, if the vehicle speed exceeds the high-speed threshold and the vehicle posture is not within the uphill range, it indicates that the vehicle is likely not on an uphill slope, but rather on a relatively flat or downhill road. In this case, the hub motor does not need to output a large torque, so it can be determined that the torque output of the hub motor needs to be reduced, and thus the target driving mode can be determined as the reduced torque output mode. Since reducing the motor output torque can increase the motor's maximum speed and reduce the motor's iron and copper losses, when flux control is performed according to the reduced torque output mode, not only can the vehicle's maximum speed be increased, but the motor's energy consumption can also be saved, thereby increasing the vehicle's driving range.

[0128] The solution in this application uses data from vehicle speed and vehicle attitude sensors to determine whether the vehicle is in a condition requiring reduced torque output. For example, when the vehicle speed (e.g., 22 km / h) is higher than a preset high-speed threshold (e.g., 20 km / h) and the pitch angle (e.g., 1°) in the vehicle attitude is within a non-uphill range (e.g., pitch angle -50° to 5°), the controller determines that the torque output of the hub motors needs to be reduced, triggering a "reduced torque output mode" and identifying the target driving mode as the reduced torque output mode. This determination logic can be implemented by comparing the data acquired by the sensors with a preset threshold, providing a basis for subsequent magnetic flux adjustment.

[0129] For example, when obtaining the vehicle's acceleration (e.g., 0 m / s²), 2 or 1m / s 2 After that, the acceleration can be compared with a preset rapid acceleration judgment threshold (e.g., 3 m / s²). 2 If the acceleration is less than or equal to the rapid acceleration threshold, it indicates that the vehicle is likely in a constant speed or slight acceleration driving condition. At this time, the motor does not need to output a large torque. Therefore, it can be determined that the torque output of the hub motor needs to be reduced, and the target driving mode is determined to be the reduced torque output mode.

[0130] In this embodiment, the determination conditions for high-speed light-load conditions, constant speed conditions, or slight acceleration conditions are further refined, which can improve the accuracy of energy consumption optimization. For example, by judging from both vehicle speed and vehicle attitude, over-adjustment of magnetic flux due to misjudgment of a single vehicle speed threshold can be avoided. By matching the dual conditions of vehicle speed and vehicle attitude, it can be ensured that magnetic flux adjustment is triggered in scenarios where a reduction in magnetic flux is truly needed, thereby improving the energy efficiency of motor operation.

[0131] In one possible implementation, the driving parameters include the target output power to be achieved by controlling the hub motor. Figure 2 A flowchart illustrating the hub motor control method provided in this application embodiment. Figure 2 ,like Figure 2 As shown, the method also includes:

[0132] S201, obtain the current actual output power of the hub motor.

[0133] For example, actual output power can be understood as the current actual output power of the hub motor. For instance, the actual output power might be 150 watts (W). Obtaining the current actual output power of the hub motor can be achieved in several ways. For example, the actual speed of the motor can be measured using a tachometer or encoder, or the output torque can be directly acquired using a torque sensor. Based on the formula for calculating the actual output power of the hub motor, the actual speed and output torque can be substituted into the formula to obtain the actual output power.

[0134] S202, based on the target output power and the actual output power, calculates the target magnetic flux of the stator-rotor air gap magnetic field between the stator and rotor using the hub motor power calculation model.

[0135] For example, the target output power can be understood as the output power that the hub motor needs to achieve as set by the user or the vehicle's control system. The target output power is, for example, 200W. For instance, when the user adjusts the throttle opening to accelerate or decelerate the vehicle, the adjusted throttle opening can be converted into or directly correspond to a target output power. By controlling the torque of the hub motor according to this target output power, the vehicle can reach the speed desired by the user.

[0136] A hub motor power calculation model can be understood as a mathematical model used to calculate the target magnetic flux of the stator and rotor air gap magnetic field in a hub motor. For example, a hub motor power calculation model can be established based on motor parameters and load characteristics. This model may include the relationship between torque, magnetic flux, and armature current, as well as the relationship between output power, torque, speed, and pi.

[0137] When calculating the target magnetic flux of the stator-rotor air gap magnetic field between the stator and rotor using a hub motor power calculation model based on the target output power and the actual output power, for example, one can first calculate the difference between the target output power and the actual output power to obtain the difference between the actual output power and the target output power. Using this difference as one of the calculation parameters, the target magnetic flux of the stator-rotor air gap magnetic field between the stator and rotor can be calculated by combining the magnetic flux corresponding to the current actual output power with this difference using the hub motor power calculation model.

[0138] S203, determine the target value of the alignment area based on the target magnetic flux.

[0139] Once the target magnetic flux is determined, the target alignment area can be determined based on that magnetic flux. For example, based on the rotor's characteristic parameters (such as remanence, permeability, saturation flux density, and rotor volume) and the stator's characteristic parameters (such as the number of stator winding turns, stator winding resistance, stator core permeability, and saturation flux density), the value of the alignment area between the rotor and stator can be calculated to achieve the target magnetic flux. This allows the determination of the target alignment area value corresponding to that target magnetic flux.

[0140] In another implementation, a mapping table between target magnetic flux and target alignment area values ​​can be pre-built. When determining the target alignment area value corresponding to a certain target magnetic flux in an application scenario, the target alignment area value can be quickly determined by querying the mapping table. When building the mapping table between target magnetic flux and target alignment area values, a mapping relationship can be established between each possible alignment area and its corresponding magnetic flux through measurement, calculation, and data statistics, thus constructing the mapping table.

[0141] The solution in this application embodiment obtains the actual output power of the hub motor through a power sensor or similar means and compares it with the target output power. For example, when the actual output power is lower than the target output power, the required increase in the stator-rotor air gap magnetic field target flux is calculated using a power calculation model, and a larger target alignment area value is determined accordingly. Conversely, when the actual output power is higher than the target output power, the required decrease in magnetic flux is calculated, and a smaller target alignment area value is determined accordingly. This step enables dynamic optimization of magnetic flux regulation through power feedback.

[0142] In this embodiment, a feedback mechanism based on output power is further introduced to improve the dynamic response capability of magnetic flux regulation. For example, when load changes cause the actual output power to deviate from the target output power, the target magnetic flux is quickly determined through a power calculation model, and the target value of the alignment area is determined based on the target magnetic flux. This allows the motor to flexibly adjust the magnetic flux of the air gap magnetic field between the stator and rotor, so that the output power of the motor is stabilized within the target range, thereby improving the stability and energy efficiency of motor operation.

[0143] In one possible implementation, the method further includes: acquiring the current rotor position of the rotor in real time; controlling the adjustment mechanism to adjust the relative position between the rotor and the stator according to the alignment area target value, including: determining the rotor target position of the rotor according to the alignment area target value; and controlling the adjustment mechanism to adjust the rotor position according to the rotor difference between the current rotor position and the rotor target position.

[0144] For example, the current position of the rotor can be understood as the current axial position of the rotor before the magnetic flux adjustment. A reference position can be preset to determine the current position of the rotor. The reference position can be a non-movable reference point / reference line / reference surface or a movable reference point / reference line / reference surface.

[0145] For example, the current position of the rotor is 5 millimeters (mm) to the left of the center section of the stator. The target rotor position can be understood as the position to which the rotor needs to be adjusted, calculated based on the target alignment area value. For example, the target rotor position is 8 mm to the left of the center section of the stator.

[0146] For example, a position sensor can detect the rotor's current position in real time and compare it with the target rotor position calculated based on the alignment area target value, thereby adjusting the rotor's position to the target position. For instance, if there is a difference between the current rotor position and the target rotor position (i.e., rotor discrepancy), the controller can drive an adjustment mechanism (such as a gear transmission mechanism) to adjust the rotor's axial movement until the current rotor position coincides with the target rotor position. This step can achieve precise adjustment of the rotor position through closed-loop control.

[0147] In one possible implementation, the method further includes: acquiring the current stator position of the stator in real time; controlling the adjustment mechanism to adjust the relative position between the rotor and the stator according to the alignment area target value, including: determining the stator target position of the stator according to the alignment area target value; and controlling the adjustment mechanism to adjust the position of the stator according to the stator difference between the current stator position and the stator target position.

[0148] For example, the current position of the stator can be understood as the current axial position of the stator before the magnetic flux is adjusted. A reference position can be set in advance to determine the current position of the stator. The reference position can be a non-movable reference point / reference line / reference surface or a movable reference point / reference line / reference surface.

[0149] For example, the current position of the stator is 6 millimeters (mm) to the left of the center section of the rotor. The target position of the stator can be understood as the position to which the stator needs to be adjusted, calculated based on the target alignment area value. For example, the target position of the stator is 10 mm to the left of the center section of the rotor.

[0150] For example, a position sensor can detect the current position of the stator in real time and compare it with the target stator position calculated based on the alignment area target value, so as to adjust the stator position to the target stator position. For example, if there is a difference between the current stator position and the target stator position (i.e., stator gap), the controller can drive an adjustment mechanism (such as a gear transmission mechanism) to adjust the axial movement of the stator until the current stator position coincides with the target stator position. This step can achieve precise adjustment of the stator position through closed-loop control.

[0151] In one possible implementation, the method further includes: acquiring the current rotor position of the rotor and the current stator position of the stator in real time; controlling the adjustment mechanism to adjust the relative position between the rotor and the stator according to the alignment area target value, including: determining the target rotor position of the rotor and the target stator position of the stator according to the alignment area target value; controlling the adjustment mechanism to adjust the position of the rotor and the position of the stator according to the rotor difference between the current rotor position and the target rotor position and the stator difference between the current stator position and the target stator position.

[0152] For example, similar to the description in the above embodiments, in this embodiment, the current positions of the stator and rotor can be obtained at the same time, their respective target positions can be determined, and the positions of the rotor and stator can be adjusted.

[0153] For example, to increase magnetic flux, the stator and rotor can be adjusted to move towards each other to increase their alignment area, thereby increasing the magnetic flux and thus increasing the motor's torque output. Conversely, to decrease magnetic flux, the stator and rotor can be adjusted to move in opposite directions to reduce their alignment area, thereby reducing the magnetic flux and thus decreasing the motor's torque output. Specific terminology and implementation processes can be found in the descriptions of the above embodiments, and will not be repeated here.

[0154] In this embodiment, by further acquiring the position in real time and controlling the closed loop, the accuracy and response speed of the magnetic flux adjustment are improved, the position adjustment error can be reduced, and the relative position between the rotor and the stator can be quickly and accurately matched to the target value of the alignment area. This improves the precise closed-loop control capability of the magnetic flux of the hub motor, thereby improving the stability and efficiency of the motor operation.

[0155] Based on the above embodiments, the hub motor control method provided in this application can also be: acquiring road surface humidity information collected by a humidity sensor; after determining the target value of the alignment area between the rotor and the stator based on driving parameters, the method further includes: adjusting the determined target value of the alignment area according to the road surface humidity information.

[0156] For example, road surface humidity information can be understood as the degree of road surface slipperiness detected by a humidity sensor. For instance, humidity information is a humidity value, such as 10%, 30%, or 80%. Humidity information can also be a humidity indication value determined by mapping the collected road surface humidity data, such as Level 1 humidity, Level 2 humidity, and Level 3 humidity, where Level 1 humidity indicates normal humidity, Level 2 humidity indicates moderate humidity, and Level 3 humidity indicates very humid humidity.

[0157] The degree of road surface moisture affects the amount of road resistance. For example, a wetter road surface reduces driving resistance, which in turn reduces the vehicle load, and the hub motor does not need to output more torque; a drier road surface increases driving resistance, which in turn increases the vehicle load, and the hub motor needs to output more torque.

[0158] Adjusting the target alignment area based on road surface humidity information can be understood as follows: after determining the target alignment area value according to a preset method, the target alignment area value can be modified and fine-tuned in combination with road surface humidity information so that the motor's torque output can ultimately adapt to the current road conditions of dryness and wetness with a high degree of adaptability.

[0159] For example, after determining the target alignment area between the rotor and stator, if the road surface is determined to be relatively wet (high humidity) based on road moisture information, the target alignment area value can be slightly lowered to reduce the target magnetic flux of the air gap magnetic field between the stator and rotor, thereby reducing torque output. Conversely, if the target alignment area between the rotor and stator is determined, but the road surface is determined to be relatively dry (low humidity) based on road moisture information, the target alignment area value can be slightly increased to increase the target magnetic flux of the air gap magnetic field between the stator and rotor, thereby increasing torque output.

[0160] This solution uses a humidity sensor to detect road surface humidity information and incorporates this into the adjustment process when determining the target alignment area, allowing the motor output to better adapt to road conditions. For example, in a slippery road environment, the controller reduces the target alignment area based on humidity information, lowering the magnetic flux to reduce motor output torque and prevent vehicle loss of control due to tire slippage. This solution optimizes the magnetic flux adjustment strategy through environmental information feedback.

[0161] In this embodiment, road surface humidity information is further incorporated to enhance driving safety in complex environments. For example, in rainy or slippery road conditions, the torque output is reduced by decreasing the target value of the alignment area to prevent tire slippage due to excessive torque, while maintaining motor efficiency and improving vehicle stability and safety.

[0162] Based on any of the above embodiments of this application, when adjusting the determined alignment area target value according to road surface humidity information, the vehicle body posture can also be detected based on inertial measurement units, etc., to determine whether the vehicle is slipping. This can further improve the reliability and accuracy of the alignment area target value adjustment.

[0163] For example, in rainy or slippery road conditions, gyroscope sensors detect changes in vehicle attitude and tire slippage signals, while humidity sensors determine road conditions. When slippage is detected, the controller can trigger a dynamic magnetic flux compensation mode, reducing the magnetic flux by decreasing the alignment area between the rotor and stator, thereby reducing the motor's output torque and preventing excessive torque from exacerbating tire slippage. Simultaneously, the magnetic flux can be dynamically adjusted based on motor speed feedback to maintain vehicle stability.

[0164] Based on this, multi-sensor fusion technology (gyroscope combined with humidity sensor, etc.) is used to accurately identify slippery conditions in rainy weather and dynamically adjust the magnetic flux to reduce output torque, effectively preventing vehicle loss of control due to slippery road surfaces. At the same time, the dynamic magnetic flux compensation strategy can be combined with speed feedback to maintain motor efficiency while reducing torque, improving driving safety under complex road conditions.

[0165] Furthermore, the hub motor control method provided in this application embodiment can also achieve magnetic flux adjustment algorithm optimization based on multi-mode adaptive learning. For example, an adaptive learning model can be introduced, and the matching rules between driving modes and magnetic flux adjustment strategies can be dynamically optimized through training algorithms using historical driving parameters and other data. For instance, the controller can automatically adjust the preset thresholds (low-speed judgment threshold and / or high-speed judgment threshold, etc.) in each driving mode based on the vehicle's long-term driving history (such as frequent low-speed climbing or high-speed cruising), and can also update the calculation logic of the alignment area target value to adapt to the user's driving habits and environmental changes.

[0166] Based on this, adaptive learning algorithms can improve the intelligence level of magnetic flux regulation, enabling the motor to dynamically optimize the magnetic flux regulation strategy for different users' driving habits and complex operating conditions (such as mixed scenarios of urban congestion and highway cruising). For example, in user scenarios involving frequent low-speed hill climbing, the trigger threshold for increasing torque output mode can be automatically expanded, thereby improving the motor's efficiency and reliability under specific operating conditions.

[0167] In other implementations, such as during rapid acceleration, an acceleration sensor detects whether the vehicle's acceleration exceeds a preset rapid acceleration threshold. Combined with a preloaded spring structure, the rotor position is adjusted in advance upon detecting a rapid acceleration signal, increasing the alignment area to enhance magnetic flux. For example, the preloaded spring applies an initial alignment area between the rotor and stator through mechanical preload. When the controller determines that rapid acceleration is required, it further drives the adjustment mechanism to increase the alignment area.

[0168] Based on this, the pre-adjustment function is achieved through a preloaded spring structure, which reduces the response time of the adjustment mechanism and improves the response speed of torque output in rapid acceleration scenarios. At the same time, the initial alignment area design of the preloaded spring can avoid the problem of insufficient torque caused by the delay of the adjustment mechanism, thereby providing a smoother power output when the vehicle starts or accelerates rapidly when climbing hills, enhancing the continuity of the driving experience.

[0169] Furthermore, if the regulating mechanism suffers from high mechanical friction losses, it will result in slow regulating response and high energy consumption, affecting the dynamic performance of the motor. To address this, low-friction coefficient materials (such as ceramic coatings or graphene lubricating films) can be used to surface-treat the gear transmission components in the regulating mechanism, combined with a magnetorheological fluid sealing structure, to reduce mechanical friction losses. Additionally, the energy consumption required to drive the regulating mechanism can be reduced by optimizing the gear ratio.

[0170] Based on this, by optimizing materials and mechanical structure, frictional losses in the adjustment mechanism can be reduced, extending its service life. The application of low-friction materials can also reduce mechanical noise during adjustment, improving the quietness of the hub motor's operation, while reducing the heat dissipation burden caused by frictional heat generation, further optimizing the overall energy efficiency of the hub motor.

[0171] Based on any of the embodiments described above, a flux regulation fault-tolerant control mechanism based on redundant sensors can also be employed. For example, redundant design can be introduced into the sensor system or multimodal sensor module, such as simultaneously configuring multiple types of acceleration sensors and vehicle speed sensors, and cross-validating the multi-sensor data through a controller.

[0172] For example, when a sensor fails, the controller can automatically switch to acquiring data from a backup sensor and adjust the magnetic flux based on historical data and preset rules to avoid interruption of magnetic flux control due to the failure of a single sensor.

[0173] Based on this, the reliability and robustness of magnetic flux regulation can be improved through redundant sensor design and fault-tolerant control logic. Even under extreme conditions (such as when sensors are subjected to electromagnetic interference or physical damage), the controller can still maintain basic magnetic flux regulation functions, thereby ensuring the continuous and efficient operation of the motor in complex environments and reducing the risk of insufficient vehicle power due to sensor failure.

[0174] This application embodiment also provides a method for adjusting the magnetic flux of a hub motor. The method includes: adjusting the axial position of the rotor and / or stator through a gear transmission mechanism to change the alignment area between the rotor and the stator; limiting the movement range of the rotor and / or stator through a nut limiting structure to prevent the rotor and stator from colliding; and isolating the rotor and / or stator from the external environment through an O-ring sealing structure to prevent the rotor and / or stator from getting damp or contaminated.

[0175] For example, a gear transmission mechanism can be understood as a mechanical structure that drives the axial movement of a rotor and / or stator through gear meshing. For instance, a motor drives gears to rotate, causing the gears connected to the rotor and / or stator to move axially. A nut limiting structure can be understood as a mechanical structure that limits the range of movement of the rotor and / or stator through the engagement of a nut and a thread. For example, nut limiting blocks are provided at both ends of the rotor's axial movement path. An O-ring sealing structure can be understood as a mechanical structure that seals the contact surfaces of the rotor and / or stator with the external environment through O-rings, preventing the intrusion of dust or moisture. For example, an O-ring is provided between the rotor and the housing.

[0176] This method achieves axial movement of the rotor and / or stator through a gear transmission mechanism, thereby dynamically adjusting their alignment area with the stator. A nut limiting structure restricts the range of movement of the rotor and / or stator through threaded engagement, avoiding the risk of collision due to excessive movement. An O-ring sealing structure isolates the rotor and / or stator from the external environment through an elastic seal, preventing them from becoming damp or contaminated.

[0177] The hub motor magnetic flux adjustment method provided in this application embodiment is similar in principle and technical effect to the hub motor control method provided in the above-mentioned embodiment. The specific implementation method can be referred to the description in the above embodiment, and will not be repeated here.

[0178] This application embodiment also provides a hub motor, which includes: a stator for generating an electromagnetic field; a rotor axially movable and disposed on the outside of the stator; and an adjustment mechanism including a gear transmission mechanism, a nut limiting structure, and an O-ring sealing structure; wherein the gear transmission mechanism is used to drive the rotor to move axially to adjust the alignment area between the rotor and the stator; the nut limiting structure is used to limit the range of movement of the rotor to prevent the rotor from colliding with the stator; and the O-ring sealing structure is used to seal the rotor from the external environment to prevent the rotor from getting damp or contaminated.

[0179] For example, the hub motor achieves dynamic adjustment of magnetic flux, mechanical limiting, and environmental protection through the coordinated operation of the gear transmission mechanism. For instance, under low-speed, heavy-load conditions, the gear transmission mechanism drives the rotor to move towards the stator, increasing the alignment area to enhance magnetic flux; under high-speed, light-load conditions, it drives the rotor to move in the opposite direction, reducing the alignment area to decrease magnetic flux. The nut limiting structure ensures the rotor moves within a preset range, and the O-ring sealing structure prevents environmental factors from affecting rotor performance.

[0180] The hub motor of this application solves the problems of complex adjustment mechanisms, poor adaptability, and low reliability of existing hub motors by using a coordinated design of a gear transmission mechanism, a nut limiting structure, and an O-ring sealing structure. The gear transmission mechanism provides precise axial adjustment capability, adapting to the compact structure requirements of the hub motor; the nut limiting structure mechanically prevents rotor-stator collisions, improving mechanical stability; and the O-ring sealing structure extends rotor lifespan through environmental isolation. This solution achieves dynamic magnetic flux adjustment while maintaining structural compactness, mechanical reliability, and environmental adaptability, significantly improving the performance and durability of the hub motor under complex operating conditions.

[0181] The hub motor provided in this application embodiment has a similar implementation principle and technical effect to the hub motor control method provided in the above-mentioned embodiment. The specific implementation method can be referred to the description in the above embodiment, and will not be repeated here.

[0182] Figure 3 This is a schematic diagram of the hub motor control device provided in the embodiments of this application, as shown below. Figure 3 As shown, this application embodiment provides a hub motor control device. The hub motor includes a stator and a rotor, and an adjustment mechanism for adjusting the relative position between the rotor and the stator. The device includes: an acquisition module 301 for acquiring driving parameters of a vehicle equipped with the hub motor, the driving parameters being used to characterize the driving state of the vehicle; a determination module 302 for determining a target value for the alignment area between the rotor and the stator based on the driving parameters; and an adjustment module 303 for controlling the adjustment mechanism to adjust the relative position between the rotor and the stator according to the target value for the alignment area.

[0183] In one possible implementation, the determining module 302 is specifically used to: determine a target driving mode that is compatible with the current driving state of the vehicle from a variety of preset driving modes based on driving parameters; and determine a target value for the alignment area of ​​the rotor and stator according to the target driving mode.

[0184] In one possible implementation, the multiple driving modes include an increased torque output mode and a decreased torque output mode. The determining module 302 is specifically used to: determine the target driving mode as an increased torque output mode based on driving parameters when it is determined that the torque output of the hub motor needs to be increased; and / or, determine the target driving mode as a decreased torque output mode based on driving parameters when it is determined that the torque output of the hub motor needs to be decreased.

[0185] In one possible implementation, the driving parameters include vehicle speed, acceleration, and vehicle posture. The determining module 302 is specifically used to: compare the vehicle speed with a preset low-speed determination threshold; if the vehicle speed is less than the low-speed determination threshold and the vehicle posture is within the uphill posture range, then determine that the torque output of the hub motor needs to be increased, and determine the target driving mode as the torque output increase mode; and / or, compare the acceleration with a preset rapid acceleration determination threshold; if the acceleration is greater than the rapid acceleration determination threshold, then determine that the torque output of the hub motor needs to be increased, and determine the target driving mode as the torque output increase mode.

[0186] In one possible implementation, the driving parameters include vehicle speed, acceleration, and vehicle posture. The determining module 302 is specifically used to: compare the vehicle speed with a preset high-speed determination threshold; if the vehicle speed is greater than the high-speed determination threshold and the vehicle posture is within the non-uphill posture range, then determine that the torque output of the hub motor needs to be reduced, and determine the target driving mode as the reduced torque output mode; and / or, compare the acceleration with a preset rapid acceleration determination threshold; if the acceleration is less than or equal to the rapid acceleration determination threshold, then determine that the torque output of the hub motor needs to be reduced, and determine the target driving mode as the reduced torque output mode.

[0187] In one possible implementation, the driving parameters include the target output power to be achieved by controlling the hub motor. The acquisition module 301 is also used to: acquire the current actual output power of the hub motor; the determination module 302 is specifically used to: calculate the target magnetic flux of the stator-rotor air gap magnetic field between the stator and rotor through the hub motor power calculation model based on the target output power and the actual output power; and determine the target value of the alignment area based on the target magnetic flux.

[0188] In one possible implementation, the acquisition module 301 is further configured to: acquire the current rotor position of the rotor in real time; the adjustment module 303 is specifically configured to: determine the target rotor position of the rotor according to the alignment area target value; and control the adjustment mechanism to adjust the rotor position according to the rotor gap between the current rotor position and the target rotor position.

[0189] Alternatively, the acquisition module 301 is also used to: acquire the current position of the stator in real time; the adjustment module 303 is specifically used to: determine the target position of the stator based on the alignment area target value; and control the adjustment mechanism to adjust the position of the stator based on the stator difference between the current position and the target position.

[0190] Alternatively, the acquisition module 301 is also used to: acquire the current rotor position of the rotor and the current stator position of the stator in real time; the adjustment module 303 is specifically used to: determine the target rotor position of the rotor and the target stator position of the stator according to the target value of the alignment area; and control the adjustment mechanism to adjust the position of the rotor and the position of the stator according to the rotor difference between the current rotor position and the target rotor position and the stator difference between the current stator position and the target stator position.

[0191] The hub motor control device provided in this application can be used to execute the hub motor control method in any of the above embodiments of this application. Its implementation principle and technical effect are similar, and will not be described again here.

[0192] Figure 4 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application, such as... Figure 4 As shown, the electronic device of this embodiment may include: at least one processor 401; and a memory 402 communicatively connected to the at least one processor; wherein the memory 402 stores instructions that can be executed by the at least one processor 401, and the instructions are executed by the at least one processor 401 to cause the electronic device to perform the method as described in any of the above embodiments.

[0193] Optionally, the memory 402 can be either standalone or integrated with the processor 401.

[0194] The implementation principle and technical effects of the electronic device provided in this embodiment can be found in the foregoing embodiments, and will not be repeated here.

[0195] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the method of any of the foregoing embodiments.

[0196] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the method of any of the foregoing embodiments.

[0197] This application also provides a vehicle, which includes a hub motor and an electronic device, the electronic device including a memory and a processor; the memory stores computer-executable instructions; the processor executes the computer-executable instructions stored in the memory, causing the processor to perform the method as described in any of the foregoing embodiments.

[0198] The vehicle in this application embodiment can be, for example, a unicycle, a two-wheeled vehicle, or a multi-wheeled vehicle. The hub motor of this vehicle can be a hub motor with any rated output power, and can be an external rotor hub motor or an internal rotor hub motor. After the vehicle executes the hub motor control method of the above embodiments through electronic equipment, it can achieve the technical effects achievable by any of the above embodiments.

[0199] The vehicle's structure is not limited; for example, it can be a unicycle, a two-wheeled electric vehicle, a two-wheeled electric scooter, a four-wheeled car, or other types of vehicles. Its purpose is also unrestricted; for example, it can be a means of transportation for travel; it can be an engineering vehicle for transporting goods, such as a forklift or shuttle bus; or it can be a vehicle for other purposes.

[0200] The following section uses a two-wheeled vehicle as an example to further describe the hub motor provided in the embodiments of this application, as well as the stator, rotor, and adjustment mechanism in the hub motor.

[0201] Figure 5 This is a schematic diagram of the structure of a two-wheeled vehicle provided in an embodiment of this application. Figure 6 This is a cross-sectional structural diagram of the hub motor of a two-wheeled vehicle provided in an embodiment of this application. It should be noted that the axes of the wheel and the hub motor are parallel. For ease of description, in this embodiment, the axes of the wheel and the hub motor are taken as the x-direction.

[0202] This application provides a two-wheeled vehicle, such as... Figure 5 As shown, the two-wheeled vehicle 1000 may include a frame 100, wheels 200, and a hub motor 300 integrated in the wheels 200. For example, the hub motor is located on the rear wheel. The frame 100 serves as the support structure for the entire vehicle; its front end typically has a steering mechanism (such as handlebars or a front fork), while its rear end is fixedly connected to the wheel axle or motor shaft 360 of the wheels 200, serving to support the rider and provide riding stability.

[0203] The wheel 200 may include a rim 210, a tire 220, and a hub motor 300. The rim 210 is used to mount the tire 220 and is connected to the hub motor 300 via spokes or directly to the housing of the hub motor 300 to transmit driving force. The hub motor 300 is configured as a power source to drive the wheel 200 to rotate.

[0204] like Figure 6As shown, the hub motor 300 may include a stator 310, a rotor assembly 320, an adjustment mechanism 330, and an end cover 340. The stator 310 is fixed to the vehicle frame 100. Specifically, the stator 310 can be rigidly connected to the vehicle frame 100 via a motor shaft or a stator bracket, allowing the stator 310 to remain stationary during vehicle operation. The stator 310 includes a stator core and an armature winding (not shown) wound thereon, which generates a rotating magnetic field when energized.

[0205] The rotor assembly 320 is rotatably disposed relative to the stator 310 and directly or indirectly drives the wheel 200. Specifically, the rotor assembly 320 can be fixedly connected to the rim 210 of the wheel 200 in the circumferential direction, so that when rotating, it can drive the tire 220, which is already disposed on the rim 210, to rotate together, thereby driving the vehicle to move.

[0206] In this embodiment, a permanent magnet 3222 is provided on the rotor assembly 320 to establish the main magnetic field (i.e., the rotor magnetic field). The permanent magnet 3222 is configured to move along the axial direction of the hub motor 300 (i.e., in a direction parallel to the motor shaft).

[0207] The adjustment mechanism 330 is used to drive the permanent magnet 3222 to move axially along the hub motor 300, thereby changing the effective magnetic flux coupling area (i.e., alignment area) between the permanent magnet 3222 and the stator 310. Exemplarily, the adjustment mechanism 330 can be installed inside the hub motor 300, for example, fixed to the inside of the end cover 340. The adjustment mechanism 330 can be mechanically connected to the movable part of the rotor assembly 320 that carries the permanent magnet 3222. When the adjustment mechanism 330 is in operation, it can control the axial position of the permanent magnet 3222.

[0208] It should be noted that the end cover 340, as a lateral enclosure component of the hub motor 300, together with the motor housing, forms a relatively sealed internal space to accommodate and protect core components such as the stator 310, rotor assembly 320, and adjustment mechanism 330. Bearing seats can be provided on the end cover 340 to support the rotor shaft and to provide a mounting and sealing base for the operating interfaces of the adjustment mechanism 330 (such as manual adjustment holes or motor lead through holes).

[0209] By setting an axially movable permanent magnet 3222 and a corresponding adjustment mechanism 330, the effective coupling area of ​​the magnetic flux between the permanent magnet 3222 and the stator 310 can be dynamically adjusted. For example, under low-speed heavy load, the coupling area can be increased to improve torque output and efficiency. Under high-speed light load, the coupling area can be reduced to reduce iron loss, widen the constant power range, and improve high-speed efficiency. This allows for adaptive optimization of the output characteristics of the hub motor 300, balancing strong power during hill climbing with range performance during high-speed cruising, thus improving the overall vehicle energy efficiency and dynamic performance. In addition, the adjustment mechanism 330 can be directly integrated into the end of the rotor assembly 320, using a brushless slip ring transmission structure, without occupying additional axial space. The overall structure is compact and can adapt to the large-diameter, thin-profile installation requirements of the hub motor 300, thereby improving the integration and space utilization of the hub motor 300.

[0210] In one possible implementation, see Figure 6 As shown, the rotor assembly 320 can adopt a split structure. For example, the rotor assembly 320 may include an inner rotor 322 and an outer rotor 321. The outer rotor 321 is fixedly connected to the rim 210 of the wheel 200 and is configured as the main drive component for directly outputting the torque of the hub motor to the wheel 200.

[0211] The inner rotor 322 serves as the carrier for magnetic flux regulation. The inner rotor 322 rotates synchronously with the outer rotor 321, and is axially movable within the outer rotor 321. The permanent magnet 3222 is fixed to the inner rotor 322 (e.g., attached to its outer surface or embedded within it). The regulating mechanism 330 drives the inner rotor 322 to move axially, thereby causing the permanent magnet 3222 located on the inner rotor 322 to move axially as well. This split design decouples the driving and regulating functions, allowing the regulating mechanism 330 to drive only the relatively small inner rotor 322, thus reducing the driving force required for regulation and improving the system's response efficiency and reliability.

[0212] For example, a circumferential limiting structure (e.g., by a key and keyway, spline or serration provided on the mating surfaces of the two) can be provided between the inner rotor 322 and the outer rotor 321 to ensure that the two are rigidly connected and rotate synchronously in the circumferential direction, while allowing the inner rotor 322 to slide freely in the axial direction.

[0213] By designing the rotor assembly 320 as a combination of an outer rotor 321 fixed to the rim 210 and an axially movable inner rotor 322, and fixing the permanent magnet 3222 to the inner rotor 322, the axial position of the permanent magnet 3222 can be controlled and adjusted. This allows the outer rotor 321 to act as the main load-bearing and transmission component to ensure the rotation of the wheel 200, while enabling the inner rotor 322 and the permanent magnet 3222 to slide independently and smoothly along the axial direction. This provides a reliable mechanical basis for dynamically changing the air gap flux, allowing the hub motor 300 to adaptively adjust its output characteristics according to operating conditions.

[0214] For example, the inner rotor 322 can be an inner magnetic ring structure, and the outer rotor 321 can be an outer magnetic ring structure. Both are made of soft magnetic materials with high magnetic permeability (such as electrical pure iron or silicon steel) and together constitute the magnetic circuit of the motor's main magnetic circuit.

[0215] Specifically, the outer cylindrical surface of the inner magnetic ring, to which the permanent magnet 3222 is fixed, forms one or more pairs of permanent magnet poles. The outer magnetic ring is fixed to the rim 210 and sleeved on the outside of the inner magnetic ring. The stator core is fixed inside the inner magnetic ring, and the three are coaxially nested. During operation, the magnetic lines of force generated by the permanent magnet 3222 form a closed magnetic circuit through the inner magnetic ring, the radial air gap (passing through the stator core), and the outer magnetic ring.

[0216] By axially moving the inner magnetic ring, the overlap area between the permanent magnet 3222 pole region on the inner magnetic ring and the inner stator core in the axial projection can be changed, thus directly adjusting the magnetic flux involved in effective operation. This magnetic ring-type magnetic circuit design is compact in structure and has low magnetic resistance, ensuring high electromagnetic performance of the motor while achieving smooth magnetic flux adjustment.

[0217] In some embodiments, see continue to see Figure 6 As shown, the hub motor 300 may also include an elastic limiting member 370. The adjusting mechanism 330 is located on one side of the inner rotor 322, and the elastic limiting member 370 is located on the side of the inner rotor 322 away from the adjusting mechanism 330. The elastic limiting member 370 is used to apply a preload force to the inner rotor 322 toward the adjusting mechanism 330.

[0218] For example, the elastic limiter 370 is used to provide the inner rotor 322 with a preload along the axial direction and toward the adjustment mechanism 330 in the non-operating state.

[0219] For example, the elastic limiting member 370 can be a spring, compression spring, or tension spring structure. The elastic limiting member 370 can be in a stretched state or a compressed state. In this embodiment, the specific form of the elastic limiting member 370 is not further limited.

[0220] By providing an elastic limiting member 370 on the side of the inner rotor 322 away from the adjusting mechanism 330, a preload force is applied to the inner rotor 322, always pointing towards the adjusting mechanism 330. This effectively eliminates the gaps and wobble that may occur during the axial movement of the inner rotor 322. This preload force ensures that the inner rotor 322 and the power output component 333 (such as a nut) of the adjusting mechanism 330 are always in close contact, thereby ensuring the accuracy and response speed of the axial position adjustment. At the same time, it can suppress the position drift of the inner rotor 322 caused by vibration when the motor is running at high speed, thus improving the stability and reliability of the hub motor 300.

[0221] Figure 7 This application provides a partial structural schematic diagram of a hub motor for a two-wheeled vehicle, as shown in the embodiment. Figure 7 As shown, the inner side of the outer rotor 321 is provided with a first mating part 3211, and the outer side of the inner rotor 322 is provided with a second mating part 3221 that mates with the first mating part 3211. The first mating part 3211 and the second mating part 3221 are connected in the circumferential direction of the inner rotor 322 and are movably connected in the axial direction of the inner rotor 322.

[0222] By providing a first mating part 3211 and a second mating part 3221 that cooperate with each other on the inner side of the outer rotor 321 and the outer side of the inner rotor 322, a rigid connection and synchronous rotation of the inner rotor 322 and the outer rotor 321 in the circumferential direction are achieved, while allowing the inner rotor 322 to move freely in the axial direction. This prevents the inner rotor 322 from circumferentially misaligning or slipping during adjustment, ensuring the accuracy and reliability of the adjustment, while minimizing the resistance to axial movement, thus improving the response efficiency and service life of the adjustment mechanism 330.

[0223] In some embodiments, the first mating portion 3211 and the second mating portion 3221 can be keyway mating structures. For example, the first mating portion 3211 is an axially extending keyway formed on the inner sidewall of the outer rotor 321. The second mating portion 3221 is a key (or slider) fixed to the outer side of the inner rotor 322. During assembly, the key is embedded in the keyway to achieve circumferential positioning, and the key can slide axially along the keyway to achieve axial movable connection. The number of keyways and keys can be multiple, and the multiple keyways and keys can be evenly distributed circumferentially to improve torque transmission capability and alignment.

[0224] In other embodiments, the first mating portion 3211 and the second mating portion 3221 can also be a spline mating structure. For example, the first mating portion 3211 and the second mating portion 3221 are intermeshing straight-tooth splines. Spline connections can transmit large torques, have good centering, and their tooth flank clearance can serve as an axial sliding channel.

[0225] In other embodiments, the first mating part 3211 and the second mating part 3221 can also be ball or roller guide structures. For example, the first mating part 3211 and the second mating part 3221 constitute a linear guide pair. For example, one is a guide rail and the other is a slider, with rolling friction achieved through balls or rollers. This can greatly reduce the frictional resistance of axial movement and improve adjustment sensitivity and accuracy.

[0226] In other embodiments, the first mating portion 3211 and the second mating portion 3221 can also be a tooth-and-groove mating structure. For example, the first mating portion 3211 is an axially extending tooth formed on the inner side of the outer rotor 321. The second mating portion 3221 is a groove formed on the outer side of the inner rotor 322 that matches the tooth. Similar to a keyway, but the tooth and groove can have various shapes such as trapezoidal or rectangular cross-sections, allowing for flexible processing.

[0227] In other embodiments, the first mating portion 3211 and the second mating portion 3221 may also be a protrusion and groove mating structure. For example, one of the first mating portion 3211 and the second mating portion 3221 is a groove structure, and the other of the first mating portion 3211 and the second mating portion 3221 is a protrusion structure.

[0228] By specifically designing the first mating part 3211 and the second mating part 3221 as mutually cooperating groove and protrusion structures (e.g., groove and slider, spline groove and spline teeth), a highly efficient and reliable mechanical connection method is formed. The protrusion structure is embedded in the groove structure, achieving large-area contact and tight fit in the circumferential direction, ensuring the smoothness of torque transmission and load-bearing capacity between the inner and outer rotors 321. The protrusion structure can slide smoothly along the axial direction within the groove, providing precise guidance for the axial displacement of the inner rotor 322, effectively preventing skewing or jamming during movement. In addition, this groove and protrusion mating form has a simple structure, is easy to process, and can reduce costs.

[0229] Of course, in other embodiments, the mating structure between the first mating part 3211 and the second mating part 3221 can be set to other structures. In the embodiments of this application, the specific structure of the first mating part 3211 and the second mating part 3221 is not further limited.

[0230] Figure 8 This application provides a schematic diagram of the structure of the adjustment mechanism of a hub motor in a two-wheeled vehicle, as shown in some embodiments. Figure 8 As shown, the adjustment mechanism 330 may include a limiting unit 331. The limiting unit 331 is used to axially limit the inner rotor 322 when the effective magnetic flux coupling area reaches its maximum and / or minimum value, thereby preventing the inner rotor 322 from overtraveling.

[0231] For example, the limiting unit 331 may include two limiting parts, namely a first limiting part and a second limiting part (not shown in the figure). The first limiting part is set at the axial position of the inner rotor 322 corresponding to the maximum value of the effective magnetic flux coupling area, and is used to limit the inner rotor 322 from moving further in the direction of increasing the coupling area. The second limiting part is set at the axial position of the inner rotor 322 corresponding to the minimum value of the effective magnetic flux coupling area, and is used to limit the inner rotor 322 from moving further in the direction of decreasing the coupling area. These two limiting parts together define the safe and effective axial adjustment stroke of the inner rotor 322.

[0232] By setting a limit unit 331 in the adjustment mechanism 330, a mechanical hard limit is provided for the axial movement stroke of the inner rotor 322. This effectively prevents the inner rotor 322 from exceeding the preset safe travel range due to over-adjustment, avoids mechanical interference or collision between the permanent magnet 3222 and the stator 310, thereby protecting the internal structure of the hub motor 300, improving the safety and reliability of the entire adjustment system, and ensuring that the hub motor 300 can still work stably under various extreme adjustment commands.

[0233] In some embodiments, the limiting unit 331 can be a rigid stop structure. For example, the first limiting part and the second limiting part can be a boss, screw or retaining ring fixed to the inner side of the motor end cover 340 or the outer rotor 321. When the corresponding part (such as the end face or shoulder) on the inner rotor 322 moves to contact the stop, it is limited.

[0234] In other embodiments, the limiting unit 331 can be an elastic buffer structure. For example, elastic elements (such as rubber pads, springs, etc.) can be integrated on the first limiting part and the second limiting part to provide buffering when the inner rotor 322 reaches the end of the stroke, thereby reducing impact and noise.

[0235] In other embodiments, the limiting unit 331 can be implemented by a portion of the structure on the adjusting mechanism 330. For example, in an adjusting mechanism 330 employing a lead screw and nut, the nut is naturally limited when it moves to the end of the lead screw thread. Alternatively, the transmission gear moves to the end of the rack, etc. In the embodiments of this application, the specific structure of the limiting unit 331 is not further limited.

[0236] It should be noted that the positions of the first and / or second limiting parts can be adjustable (e.g., by using threaded limiting screws). This allows for fine-tuning of the maximum and minimum range of magnetic flux adjustment according to different motor models or performance requirements, thereby increasing the versatility of the hub motor 300.

[0237] The specific structure of the regulating mechanism 330 is described below.

[0238] Figure 9This is a structural schematic diagram of another state of a hub motor for a two-wheeled vehicle provided in an embodiment of this application. In one possible implementation, it combines... Figure 8 and Figure 9 As shown, the adjustment mechanism 330 may include a power input component 332 and a power output component 333. The power output component 333 is drive-connected to the power input component 332 and is also connected to the inner rotor 322. The power input component 332 receives the drive input and, through its cooperation with the power output component 333, converts the drive input into axial (x-direction) linear motion output for the power output component 333 and the inner rotor 322.

[0239] For example, the power input received by the power input unit 332 can be a rotary power input, which can convert the rotary motion of the power input unit 332 into the axial (x-direction) linear motion output of the power output unit 333 and the inner rotor 322.

[0240] By designing the adjustment mechanism 330 to include a power input component 332 and a power output component 333 that are interconnected, and connecting the power output component 333 to the inner rotor 322, the drive input can be efficiently and reliably converted into precise axial linear motion of the inner rotor 322. This structure achieves mechanical decoupling and directional transmission from rotary motion to linear motion, simplifies the control logic for axial position adjustment, improves adjustment response speed and positioning accuracy, and enhances the load-bearing capacity and durability of the entire adjustment mechanism 330. This ensures that the hub motor 300 can quickly and stably optimize the magnetic flux coupling area under different operating conditions.

[0241] In addition, the power source (such as manual or electric) and transmission form (such as helical, gear and rack) of the adjustment mechanism 330 that converts rotary motion into linear motion can be flexibly selected and combined, improving the scalability and adaptability of the hub motor 300.

[0242] It should be noted that, Figure 8 In the structure shown, the rotor 322 is in the first position, at which time the alignment area between the permanent magnet 3222 and the stator 310 is the largest, and the effective magnetic flux coupling area is the largest. Figure 9 In the structure shown, the inner rotor 322 is in the second position, at which point the alignment area between the permanent magnet 3222 and the stator 310 is minimized, and the effective magnetic flux coupling area is minimized.

[0243] For example, the power input component 332 can be rotatably disposed on the hub motor 300. For instance, the power input component 332 can be fixed to the end cover 340 and rotate relative to the rotor assembly 320. Alternatively, the power input component 332 can be rotatably disposed on the rotor assembly 320. In this embodiment, the location of the power input component 332 is not further limited.

[0244] In this embodiment, the power output component 333 and the inner rotor 322 can be separate structures. For example, the power output component 333 can be fixedly connected to the inner rotor 322 by welding, bonding, or other methods. In this way, when the power output component 333 moves along the axial direction (x direction), it can drive the inner rotor 322, which is fixedly connected to it, to move.

[0245] Of course, in some other embodiments, the power output component 333 and the inner rotor 322 can also be configured as an integral structure. For example, the power output component 333 can be designed as a structure formed on the inner rotor 322, such as the power output component 333 being a threaded hole formed on the inner rotor 322, so that when the power output component 333 moves axially, the inner rotor 322 also moves axially.

[0246] By employing a modular adjustment mechanism 330 consisting of a power input component 332 and a power output component 333, the power input and motion output functions are separated. The power input component 332 is responsible for providing or converting power, while the power output component 333 is responsible for precisely transmitting power to the inner rotor 322. This modular design allows for flexible selection and combination of the power source (such as manual or electric) and transmission form (such as helical, gear, and rack) of the adjustment mechanism 330, improving the scalability and adaptability of the hub motor 300.

[0247] In one possible implementation, the power input component 332 and the power output component 333 are connected by a helical transmission pair. The power input component 332 is configured to rotate about its axis, and the circumferential rotation of the power output component 333 is constrained. The rotational motion of the power input component 332 can be converted into the axial linear motion of the power output component 333 and the inner rotor 322.

[0248] By using a helical drive pair (such as a lead screw and nut) to connect the power input component 332 and the power output component 333, and constraining the circumferential rotation of the power output component 333, the rotational motion of the power input component 332 can be efficiently and accurately converted into the pure axial linear motion of the power output component 333 and the inner rotor 322. Helical drives have the advantages of large transmission ratio, good self-locking, and smooth motion. This design enables precise control of the adjustment process, high displacement resolution, and the ability to maintain the position after adjustment by relying on the self-locking characteristics of the screw thread, eliminating the need for continuous energy consumption and improving the accuracy and energy efficiency of adjustment.

[0249] It should be noted that the inner rotor 322 can be a one-piece annular structure, or it can be a split annular structure comprising multiple axially arranged parallel structures (see [link]). Figure 9(As shown). When the inner rotor 322 comprises multiple annular structures, at least one annular structure is provided with a permanent magnet 3222. The adjustment mechanism 330 can be used to synchronously drive these annular structures to move axially. Depending on different design requirements, the multiple annular structures can move in the same direction (e.g., moving in the same direction to increase the adjustment stroke) or in opposite directions.

[0250] In some embodiments, the inner rotor 322 may include two annular structures arranged side by side, each annular structure having a permanent magnet 3222. The adjustment mechanism 330 is configured to drive the two annular structures to move synchronously in opposite directions in the x-direction. For example, when it is necessary to increase the effective magnetic flux coupling area, the adjustment mechanism 330 drives the two annular structures to move closer to each other. When it is necessary to decrease the effective magnetic flux coupling area, it drives them to move further apart from each other. This symmetrical reverse movement allows the rotor assembly 320 to maintain a substantially unchanged center of mass or move only within a small axial range while adjusting the magnetic flux, which is beneficial for improving the dynamic balance performance of the motor at high speeds and reducing vibration.

[0251] Accordingly, in order to achieve independent or linked driving of each annular structure, the adjustment mechanism 330 can be configured with an independent power output component 333 for each annular structure, and these power output components 333 can be driven by a power input component 332.

[0252] For example, the power input 332 can be a bidirectional lead screw. Two annular structures are respectively engaged with oppositely threaded sections of the bidirectional lead screw via a power output 333 (e.g., a nut). When a drive source (such as a micro motor or manual drive) rotates the bidirectional lead screw, the two power outputs 333 drive the corresponding annular structures to perform synchronous, opposite linear motions, resulting in a compact structure and precise control.

[0253] It should be noted that, Figure 8 and Figure 9 The structures shown are either those in which the power output component 333 is disposed inside the inner rotor 322, or those in which the power output component 333 is directly formed on the inner rotor 322. The structures shown in the figures are not intended to limit the scope of protection of the embodiments of this application, but are merely schematic diagrams illustrating the principle.

[0254] Figure 10 This application provides a schematic diagram of the structure of an adjustment mechanism for a hub motor of a two-wheeled vehicle. In one possible implementation, see [link to relevant documentation]. Figure 10As shown, the helical drive pair includes an adjusting screw and a drive nut that are threaded together. The adjusting screw is configured as a power input component 332, and the drive nut is configured as a power output component 333, with the circumferential rotation of the drive nut constrained. Exemplarily, the drive nut is sleeved on the outside of the adjusting screw and connected to it via a threaded drive. Rotating the adjusting screw drives the drive nut and the inner rotor 322 to move axially.

[0255] The adjustment mechanism 330 can be a manual adjustment mechanism 330. One end of the power input component 332 is configured as a manual operating part that can be rotated directly by the user or with the aid of tools. For ease of operation, an operating port 350 is provided on the outside of the wheel 200 (see...). Figure 6 As shown), the operation port 350 corresponds to the manual operation section of the power input component 332. The operation port 350 is used to introduce external operating force to drive the adjusting screw.

[0256] For example, the transmission nut can be fixedly connected to the inner rotor 322, for instance, the transmission nut is fixed to the side of the inner rotor 322 near the operating port 350.

[0257] In some other embodiments, the power input component 332 can also be a lead screw, and the power output component 333 can be a gear nut that mates with the lead screw. The gear nut has an internal thread on its inner side, and the gear nut and lead screw are threaded together and fixedly connected to the inner rotor 322. The gear nut has an external tooth structure on its outer side, which meshes with a fixedly mounted gear ring to constrain the circumferential rotation of the gear nut. The gear ring is positioned near the operating port 350 and can be fixed to the end cover 340 of the hub motor 300 or to the rotor assembly 320. In this embodiment, the connection position of the gear ring is not further limited.

[0258] By incorporating a user-operated adjusting screw, transmission nut, and a corresponding operating port 350 on the wheel 200, a simple, low-cost, and reliable flux adjustment method is provided. Users can operate the system externally using standard tools, eliminating the need for complex circuitry and a controller 335, thus reducing costs and failure rates. The operating port 350 facilitates adjustment and provides an interface for subsequent sealing and protection, balancing functional practicality with the vehicle's environmental adaptability.

[0259] Of course, in other embodiments, the adjustment mechanism 330 may also be of other forms of structure.

[0260] Figure 11 This application provides a schematic diagram of another adjustment mechanism for a hub motor of a two-wheeled vehicle, as shown in the embodiments of the present application. Figure 11As shown, the power input component 332 is an adjusting screw that can be directly rotated by the user. The power output component 333 is fixedly connected to the inner rotor 322. The power output component 333 can be a plate-like structure with a connecting portion 3331 on one side. The connecting portion 3331 has a threaded hole, through which the adjusting screw passes and is connected in a driving manner. Rotating the adjusting screw can drive the plate-like structure to move axially (x-direction) through the connecting portion 3331.

[0261] For example, there can be multiple connecting portions 3331; specifically, there can be two connecting portions 3331. The two connecting portions 3331 are spaced apart on one side of the plate-like structure.

[0262] In some embodiments, the diameters of the threaded holes on the two connecting portions 3331 can be the same or different. When the diameters of the threaded holes on the two connecting portions 3331 are different, one of the connecting portions 3331 can act as a limiting unit 331 to limit the position of the power output member 333 in the x-direction. This eliminates the need for a separate limiting unit 331, making the structure of the adjusting mechanism 330 simpler.

[0263] In one possible implementation, the end of the adjusting screw is provided with a locking nut 334 with a sealing ring. The locking nut 334 with the sealing ring is used to lock the position of the inner rotor 322 after adjustment and to seal the operating port 350 (see...). Figure 9 (As shown).

[0264] By setting a locking nut 334 with a sealing ring at the end of the adjusting screw, an axial preload is generated by tightening the locking nut 334, locking the adjusting screw and preventing the adjusting screw from rotating on its own due to vehicle vibration, which would cause the inner rotor 322 to shift position, thus ensuring the long-term stability of the adjustment result. In addition, the sealing ring on the locking nut 334 can effectively seal the operating port 350, preventing rainwater, dust and other contaminants from entering the hub motor 300, protecting the internal precision components, and significantly improving the reliability and lifespan of the hub motor 300 in complex operating environments.

[0265] To prevent water from entering the operating port 350, a removable sealing element can be installed at the operating port 350. This sealing element prevents rainwater, dust, and other foreign objects from entering the interior of the hub motor 300 through the operating port 350, protecting the internal cleanliness and insulation safety of the hub motor 300. In some embodiments, the sealing element can be the aforementioned locking nut 334, wherein the locking nut 334 is detachably connected to the end of the adjusting screw.

[0266] The above embodiments describe a manually driven adjustment mechanism 330. Of course, in other embodiments, the adjustment structure can also be an electrically driven adjustment mechanism 330.

[0267] Figure 12 This application provides a schematic diagram of another adjustment mechanism for a hub motor of a two-wheeled vehicle. In some embodiments, such as... Figure 12 As shown, the adjustment mechanism 330 can be an electrically operated adjustment mechanism 330. The adjustment mechanism 330 may include a power input component 332, a power output component 333, and a controller 335. The power input component 332 may include a drive motor 3321, which provides rotational power. The output shaft of the drive motor 3321 is connected to the power output component 333. The controller 335 controls the drive motor 3321.

[0268] By employing an electric adjustment mechanism 330 consisting of a drive motor 3321 and a controller 335, the automation and intelligence of magnetic flux regulation are achieved. The controller 335 can automatically control the operation of the drive motor 3321 according to preset strategies or real-time sensor signals, without the need for manual intervention by the user. This allows the motor to dynamically and quickly optimize the magnetic flux based on real-time operating conditions (such as vehicle speed and load), always operating within the high-efficiency range, greatly improving energy efficiency and performance, while providing users with a seamless and intelligent riding experience.

[0269] In some embodiments, the power input component 332 may further include a transmission screw, which is connected to the output shaft of the drive motor 3321. The power output component 333 is a gear nut with an internal thread on its inner side. The gear nut and the transmission screw are threaded together, and the gear nut is fixedly connected to the inner rotor 322. The outer side of the gear nut has an external tooth structure, which meshes with a fixedly disposed gear ring to constrain the circumferential rotation of the gear nut. The gear ring is located near the operating port 350 and can be fixed to the end cover 340 of the hub motor 300 or to the rotor assembly 320. In this embodiment, the connection position of the gear ring is not further limited.

[0270] By employing a lead screw and gear nut as electrically adjustable transmission components, and utilizing the meshing of the external teeth of the gear nut with a fixed gear ring to constrain its circumferential rotation, a compact, efficient, and highly rigid linear drive unit can be formed. This structure efficiently converts the rotational output of the drive motor 3321 into precise axial linear motion. The gear meshing provides extremely strong anti-rotational constraints, ensuring backlash-free transmission, rapid response, and the ability to withstand large axial and radial forces. It is ideally suited for integration within the space-constrained and complex operating conditions of the hub motor 300.

[0271] In some other embodiments, the power input component 332 may include a gear structure, and the power output component 333 may include a rack structure. The output shaft of the drive motor 3321 may be connected to the gear structure for driving the gear structure to rotate.

[0272] By employing a gear and rack as the power input component 332 and power output component 333, an alternative and efficient solution for converting rotary and linear motion is provided. The rotation of the gear drives the rack and the connected inner rotor 322 to perform linear motion. This structure provides direct transmission, fast response, and allows for convenient adjustment of transmission speed and force by changing the gear ratio, thereby improving the design flexibility of the hub motor 300.

[0273] In one possible implementation, the controller 335 is used to control the drive motor 3321 to adjust the axial position of the inner rotor 322 according to the operating conditions of the two-wheeled vehicle 1000, so as to change the effective magnetic flux coupling area.

[0274] For example, when the two-wheeled vehicle 1000 is under low-speed, heavy-load conditions (such as starting or climbing), the controller 335 controls the drive motor 3321 to adjust the effective magnetic flux coupling area to the maximum. At this time, the magnetic flux generated by the permanent magnet 3222 passes through the stator core to the maximum extent, thereby inducing the strongest back electromotive force in the stator windings and allowing the motor to output maximum torque at a given current. This ensures that the vehicle has strong power performance at low speeds.

[0275] When the two-wheeled vehicle 1000 is in a high-speed, light-load condition (such as cruising on a flat road), the controller 335 controls the drive motor 3321 to adjust the effective magnetic flux coupling area to a value corresponding to the current torque demand. For example, during high-speed operation, the back electromotive force in the stator winding increases linearly with the rotational speed. If the maximum magnetic flux is maintained, the back electromotive force will approach or even exceed the power supply voltage, resulting in insufficient current to generate torque, and the core loss (iron loss) will increase sharply, leading to a decrease in efficiency.

[0276] At this point, by axially moving the inner rotor 322 to reduce the effective magnetic flux, the back electromotive force can be reduced. This allows the controller 335 to still inject the required operating current into the hub motor 300 under the existing power supply voltage, thereby widening the constant power speed regulation range of the hub motor 300 and achieving a higher cruising speed. Furthermore, since iron loss is proportional to the square of the magnetic flux density and frequency, reducing the magnetic flux can directly and efficiently reduce core losses at high speeds, thereby improving the operating efficiency of the hub motor 300 in the high-speed range and extending the vehicle's driving range.

[0277] By enabling the controller 335 to intelligently adjust the position of the inner rotor 322 according to the operating conditions of the two-wheeled vehicle 1000 (such as low-speed heavy load, high-speed light load), the output characteristics of the hub motor 300 can be adaptively optimized according to specific scenarios. When high torque is required for starting or climbing, the magnetic flux is automatically increased to enhance torque output. During high-speed cruising, the magnetic flux is automatically decreased to reduce iron losses and widen the constant power range. This allows the hub motor 300 to operate close to its optimal efficiency point under various conditions, thereby significantly improving the overall driving range of the vehicle while ensuring power performance.

[0278] In other embodiments, the controller 335 can also be used to control the drive motor 3321 to adjust the axial position of the inner rotor 322 based on the output current of the hub motor 300, thereby changing the effective magnetic flux coupling area. Specifically, when the output current is greater than a preset threshold, the drive motor 3321 is controlled to increase the effective magnetic flux coupling area. When the output current is less than the preset threshold, the drive motor 3321 is controlled to decrease the effective magnetic flux coupling area.

[0279] For example, the controller 335 can acquire the output current of the hub motor 300 in real time.

[0280] By enabling the controller 335 to adjust the position of the inner rotor 322 based on the real-time output current of the hub motor 300, a direct and efficient load-following flux control is achieved. The output current directly reflects the instantaneous torque demand of the hub motor 300. When the current is too high (heavy load), the flux is increased to reduce the current while outputting the same torque, thereby reducing copper losses and preventing overheating. When the current is too low (light load), the flux is decreased to reduce iron losses. This closed-loop control strategy based on current feedback enables the motor to self-optimize in real time, always operating at higher system efficiency, thus improving energy efficiency and reliability.

[0281] It should be noted that in other embodiments, the adjustment mechanism 330 can be controlled in other ways. In this embodiment, the control method of the adjustment mechanism 330 is not further limited.

[0282] The various embodiments or implementation methods described in this specification are presented in a progressive manner. Each embodiment focuses on the differences from other embodiments, and the same or similar parts between the embodiments can be referred to each other.

[0283] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0284] Unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the connection within two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0285] In the several embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely illustrative. For instance, the division of modules is only a logical functional division, and there may be other division methods in actual implementation. For example, multiple modules may be combined or integrated into another system, or some features may be ignored or not executed.

[0286] The integrated modules described above, implemented as software functional modules, can be stored in a computer-readable storage medium. These software functional modules, stored in a storage medium, include several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) or processor to execute some steps of the methods of the various embodiments of this application.

[0287] It should be understood that the aforementioned processor can be a Central Processing Unit (CPU) or other general-purpose processors. The processor can also be a Digital Signal Processor (DSP) or an Application Specific Integrated Circuit (ASIC), etc. A general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in the application can be directly manifested as being executed by a hardware processor, or executed by a combination of hardware and software modules within the processor.

[0288] The memory may include random access memory (RAM) and may also include non-volatile memory (NVM), such as at least one disk storage device, and may also be various media that can store program code, such as USB flash drives, portable hard drives, read-only memory (ROM), disks or optical discs.

[0289] The aforementioned storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof. Examples of storage media include Static Random-Access Memory (SRAM) or Electrically Erasable Programmable Read Only Memory (EEPROM).

[0290] Storage media can be, for example, erasable programmable read-only memory (EPROM) or programmable read-only memory (PROM). Storage media can also be read-only memory (ROM), magnetic storage, flash memory, magnetic disks, or optical disks. Storage media can be any available medium accessible to general-purpose or special-purpose computers.

[0291] An exemplary storage medium is coupled to a processor, enabling the processor to read information from and write information to the storage medium. Alternatively, the storage medium can be an integral part of the processor. The processor and storage medium can reside within an application-specific integrated circuit (ASIC). Alternatively, the processor and storage medium can exist as discrete components within an electronic device or host device.

[0292] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0293] The sequence numbers of the embodiments in this application are merely for description and do not represent the superiority or inferiority of the embodiments. Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method.

[0294] Based on this understanding, the technical solution of this application, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) and includes several instructions to cause a terminal device (which may be a mobile phone, computer, server, or network device, etc.) to execute the methods of the various embodiments of this application.

[0295] The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

[0296] It should be noted that, for the sake of simplicity, the foregoing method embodiments are all described as a series of actions. However, those skilled in the art should understand that this application is not limited to the described order of actions, as some steps may be performed in other orders or simultaneously according to this application. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are all optional embodiments, and the actions and modules involved are not necessarily essential to this application.

[0297] It should be further noted that although the steps in the flowchart are shown sequentially as indicated by the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless otherwise explicitly stated in this document, there is no strict order requirement for the execution of these steps, and they can be executed in other orders.

[0298] Furthermore, at least some steps in the flowchart may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily completed at the same time, but may be executed at different times. The execution order of these sub-steps or stages is not necessarily sequential, but may be executed in turn or alternately with other steps or at least some of the sub-steps or stages of other steps.

[0299] In the above embodiments, the descriptions of each embodiment have their own emphasis. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments. The technical features of the above embodiments can be combined arbitrarily. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as the combination of these technical features does not contradict each other, it should be considered within the scope of this specification.

[0300] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this application are indicated by the following claims.

[0301] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.

Claims

1. A hub motor control method, characterized in that, The hub motor includes a stator and a rotor, and an adjustment mechanism for adjusting the relative position between the rotor and the stator. The method includes: The driving parameters of the vehicle equipped with the hub motor are obtained, and the driving parameters are used to characterize the driving state of the vehicle. Based on the driving parameters, determine the target value of the alignment area between the rotor and the stator; The adjustment mechanism is controlled to adjust the relative position between the rotor and the stator according to the target value of the alignment area.

2. The method according to claim 1, characterized in that, Determining the target alignment area value between the rotor and the stator based on the driving parameters includes: Based on the driving parameters, a target driving mode that is compatible with the current driving state of the vehicle is determined from a variety of preset driving modes. The target value of the alignment area between the rotor and the stator is determined based on the target driving mode.

3. The method according to claim 2, characterized in that, The multiple driving modes include an increased torque output mode and a decreased torque output mode. The step of determining a target driving mode adapted to the current driving state of the vehicle from the preset multiple driving modes based on the driving parameters includes: Based on the driving parameters, if it is determined that the torque output of the hub motor needs to be increased, the target driving mode is determined to be the torque output increase mode; And / or, based on the driving parameters, if it is determined that the torque output of the hub motor needs to be reduced, the target driving mode is determined to be a torque reduction mode.

4. The method according to claim 3, characterized in that, The driving parameters include the vehicle speed, acceleration, and vehicle attitude. Determining the target driving mode as an increased torque output mode includes: Compare the vehicle speed with a preset low-speed determination threshold. If the vehicle speed is less than the low-speed determination threshold and the vehicle body posture is within the uphill posture range, it is determined that the torque output of the hub motor needs to be increased, and the target driving mode is determined to be the torque output increase mode. And / or, compare the acceleration with a preset rapid acceleration determination threshold. If the acceleration is greater than the rapid acceleration determination threshold, it is determined that the torque output of the hub motor needs to be increased, and the target driving mode is determined to be the torque output increase mode.

5. The method according to claim 3, characterized in that, The driving parameters include the vehicle speed, acceleration, and vehicle attitude. Determining the target driving mode as a reduced torque output mode includes: Compare the vehicle speed with a preset high-speed determination threshold. If the vehicle speed is greater than the high-speed determination threshold and the vehicle body posture is within the non-uphill posture range, then it is determined that the torque output of the hub motor needs to be reduced, and the target driving mode is determined to be the reduced torque output mode. And / or, compare the acceleration with a preset rapid acceleration determination threshold. If the acceleration is less than or equal to the rapid acceleration determination threshold, then it is determined that the torque output of the hub motor needs to be reduced, and the target driving mode is determined to be the reduced torque output mode.

6. The method according to claim 1, characterized in that, The driving parameters include the target output power to be achieved by controlling the hub motor, and the method further includes: Obtain the current actual output power of the hub motor; Determining the target alignment area value between the rotor and the stator based on the driving parameters includes: Based on the target output power and the actual output power, the target magnetic flux of the stator-rotor air gap magnetic field between the stator and the rotor is calculated using the hub motor power calculation model. The target alignment area value is determined based on the target magnetic flux.

7. The method according to any one of claims 1-6, characterized in that, The method further includes: The real-time acquisition of the rotor's current position; the step of controlling the adjustment mechanism to adjust the relative position between the rotor and the stator according to the alignment area target value includes: determining the rotor target position according to the alignment area target value; and controlling the adjustment mechanism to adjust the rotor position according to the rotor difference between the current rotor position and the rotor target position. Alternatively, the current position of the stator can be acquired in real time; the step of controlling the adjustment mechanism to adjust the relative position between the rotor and the stator according to the alignment area target value includes: determining the stator target position of the stator according to the alignment area target value; and controlling the adjustment mechanism to adjust the position of the stator according to the stator difference between the current position of the stator and the stator target position. Alternatively, the current rotor position and the current stator position can be acquired in real time; the step of controlling the adjustment mechanism to adjust the relative position between the rotor and the stator according to the alignment area target value includes: determining the target rotor position and the target stator position according to the alignment area target value; and controlling the adjustment mechanism to adjust the position of the rotor and the position of the stator according to the rotor difference between the current rotor position and the target rotor position and the stator difference between the current stator position and the target stator position.

8. An electronic device, characterized in that, include: Memory and processor; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory, causing the processor to perform the method as described in any one of claims 1-7.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the method as described in any one of claims 1-7.

10. A vehicle, characterized in that, The vehicle includes a hub motor and electronic equipment, the electronic equipment including a memory and a processor; the memory stores computer-executable instructions; the processor executes the computer-executable instructions stored in the memory, causing the processor to perform the method as described in any one of claims 1-7.

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