Control method of power device and vehicle

Abstract

The embodiment of the invention provides a control method of a power device and a vehicle. The control method comprises the steps that when it is detected that the current motor rotating speed is 0 m / s, the angular speed and the rotating angle of a vehicle rotating handle are obtained; and controlling the rotation direction of the motor according to the direction of the angular velocity, and controlling the rotation speed of the motor according to the rotation angle so as to control the driving direction and the driving speed of the vehicle. According to the control method provided by the embodiment of the invention, the driving direction and the driving speed of the vehicle are input at the same time through one-time handle turning operation, an independent direction switching component does not need to be additionally arranged, operation component arrangement of the vehicle can be simplified, meanwhile, the recognition efficiency of the vehicle on the riding intention is improved, and the riding experience is improved. And the response speed and the use safety of vehicle control are improved. When the vehicle with the control method is applied, a user only needs to twist the rotating handle according to needs, the vehicle can judge the intention of the user according to the angular speed and the rotating direction of the rotating handle, the rotating direction and the rotating speed of the motor are adaptively controlled, and therefore the riding intention of the user is rapidly achieved.

Description

Technical Field

[0001] This application relates to the field of electric vehicle technology, and more particularly to a control method for a power unit and a vehicle. Background Technology

[0002] With the rapid development of the electric vehicle industry, electric vehicles, motorcycles and other electric mobility scooters have become one of the main means of transportation for people.

[0003] In related technologies, electric vehicles input forward power by rotating a throttle, and users can achieve different levels of acceleration by changing the degree of rotation of the throttle.

[0004] However, the aforementioned throttle only changes the forward speed. Its control logic is outdated and cannot effectively identify the correlation between the speed of the throttle signal change and the rider's intention, resulting in delayed response or mismatched braking force, making it difficult to balance safety and comfort. Summary of the Invention

[0005] The power unit control method and vehicle provided in this application address the technical problem in related technologies where the throttle can only change the forward speed. The control logic is outdated and cannot effectively identify the correlation between the speed of change in the throttle signal and the riding intention, resulting in lag in response or mismatched braking force, making it difficult to balance safety and comfort.

[0006] In a first aspect, embodiments of this application provide a control method for a power device, the control method comprising:

[0007] When the current motor speed is detected to be 0 m / s, the angular velocity and rotation angle of the vehicle's throttle are obtained;

[0008] The direction of motor rotation is controlled according to the direction of the angular velocity, and the speed of motor rotation is controlled according to the rotation angle, so as to control the driving direction and speed of the vehicle.

[0009] The control method provided in this application embodiment simultaneously collects the angular velocity and rotation angle of the vehicle throttle in a stationary state where the vehicle's power unit is not outputting power. It then correlates the direction information of the angular velocity with the rotation direction of the motor and the magnitude information of the rotation angle with the speed of the motor. Thus, the input of the vehicle's driving direction and speed can be completed simultaneously with a single throttle operation, without the need for an additional independent direction switching component.

[0010] The above settings enable integrated control of the vehicle's direction and speed when the vehicle is stationary, simplify the setup of the vehicle's operating components, improve the vehicle's ability to recognize riding intentions, and enhance the vehicle's responsiveness and safety.

[0011] When using a vehicle with the aforementioned control method, the user only needs to twist the throttle as needed. The vehicle can determine the user's intention based on the angular velocity and rotation direction of the throttle and adaptively control the rotation direction and speed of the motor to quickly realize the user's riding intention.

[0012] In one optional embodiment, obtaining the angular velocity and rotation angle of the vehicle throttle includes:

[0013] After detecting that the current motor speed is 0m / s, the initial position of the vehicle throttle is obtained;

[0014] When the vehicle throttle is turned, the direction of the angular velocity of the vehicle throttle is obtained.

[0015] By obtaining the initial position of the vehicle's throttle as the rotation reference when the motor is stationary, and triggering the acquisition of the angular velocity direction when the initial position changes, the accuracy of rotation parameter calculation can be effectively improved, invalid detection and misjudgment can be avoided, the operating efficiency of the control logic can be optimized, and the reliability of the power unit control can be improved.

[0016] In one alternative embodiment, the angular velocity includes a forward angular velocity and a backward angular velocity, wherein the forward angular velocity and the backward angular velocity are in opposite directions;

[0017] If the angular velocity is the forward angular velocity and the rotation angle is greater than 0°, control the motor to rotate in a first direction at a first speed, wherein the first speed is greater than 0 m / s and less than or equal to 0.5 m / s;

[0018] If the angular velocity is a backward angular velocity and the rotation angle is greater than 0°, the motor is controlled to rotate in a second direction at a second speed, the second speed being greater than 0 m / s and less than or equal to 0.5 m / s, and the first direction is opposite to the second direction.

[0019] By differentiating angular velocities and correspondingly controlling the motors to run at low speeds in opposite directions, a smooth bidirectional start can be achieved when the vehicle is stationary, expanding the vehicle's driving control functions and improving the convenience of vehicle operation and starting stability.

[0020] In an optional embodiment, after obtaining the direction of the angular velocity of the vehicle throttle, the method further includes:

[0021] Obtain the rotation position of the vehicle's throttle handle;

[0022] The rotation angle of the vehicle throttle is obtained based on the initial position and the rotation position, and the speed of the motor is controlled based on the magnitude of the rotation angle.

[0023] By acquiring the rotational position after obtaining the angular velocity direction and calculating the rotational angle in combination with the initial position, the motor speed can be adjusted by controlling the rotational angle. This allows for precise matching between the throttle operation range and the motor speed, improving the response speed of the power unit and optimizing the precision and comfort of vehicle handling.

[0024] In one optional embodiment, if the angular velocity is a forward angular velocity and the rotation angle of the vehicle throttle is greater than 10° and less than or equal to 25°, the motor is controlled to rotate along the first direction at a third speed, the third speed being greater than 0.5 m / s and less than or equal to 1 m / s.

[0025] If the angular velocity is the forward angular velocity, and the rotation angle of the vehicle throttle is greater than 25° and less than or equal to 45°, the motor is controlled to rotate along the first direction at a fourth speed, where the fourth speed is greater than 1 m / s and less than or equal to 4 m / s.

[0026] If the angular velocity is the forward angular velocity and the rotation angle of the vehicle throttle is greater than 45°, the motor is controlled to rotate along the first direction at a fifth speed, the fifth speed being greater than 4 m / s and less than or equal to 7 m / s.

[0027] By dividing the rotation angle into intervals and matching the corresponding graded speed control motor to run along the first direction, the vehicle's forward speed and the throttle operation range can form a precise gradient correspondence, improving the linearity of power control and the smoothness of driving.

[0028] In one optional embodiment, when the vehicle's speed is greater than 0 m / s,

[0029] If the angular velocity is the forward angular velocity and the rotation angle is greater than 0°, the rotational speed of the motor is increased to increase the vehicle's travel speed.

[0030] If the angular velocity is a backward angular velocity and the rotation angle is greater than 0°, the motor is controlled to enter the power generation mode and the output torque of the motor is reduced to realize the vehicle's power recovery.

[0031] By implementing speed increase and energy recovery control based on the forward and reverse angular velocities respectively while the vehicle is in motion, precise control of the vehicle in all scenarios can be achieved, while kinetic energy recovery and utilization can be completed, improving the continuity of vehicle control and energy efficiency.

[0032] In one optional embodiment, if the angular velocity is a backward angular velocity and the rotation angle is greater than 0°, the motor is controlled to enter a power generation mode and the output torque of the motor is reduced to achieve vehicle power recovery, including:

[0033] If the rotation angle of the vehicle throttle is less than or equal to 10°, the motor is controlled to generate electricity with a first recovery torque so that the driving speed is greater than 0 km / h and less than or equal to 5 km / h.

[0034] If the rotation angle of the vehicle throttle is greater than 10° and less than or equal to 20°, the motor is controlled to generate electricity with a second recovery torque so that the driving speed is greater than 5km / h and less than or equal to 10km / h.

[0035] The second recovery torque is greater than the first recovery torque.

[0036] By controlling the motor to run in the second direction in stages according to the rotation angle corresponding to the retraction angular velocity, the intensity of energy recovery can be adjusted in a gradient manner, improving energy recovery efficiency while ensuring the smoothness of vehicle deceleration.

[0037] In one optional embodiment, the vehicle throttle includes a fixing member and a rotating member, one of the fixing member and the rotating member being provided with a first sensor and a second sensor, and the other of the fixing member and the rotating member being provided with a sensing member.

[0038] When the rotating member rotates relative to the fixed member, the first sensor and the second sensor rotate relative to the sensing member, and the sensing member cooperates with the first sensor and the second sensor respectively to output the initial position and the rotation position.

[0039] By setting a fixed part and a rotating part that rotate in conjunction with each other in the vehicle throttle, and using an elastic part connected between the fixed part and the rotating part, the rotating part can be automatically reset after bidirectional rotation. At the same time, by setting two sets of sensors and corresponding sensor structures between the fixed part and the rotating part, independent signal output can be achieved when the rotating part rotates in both directions.

[0040] Without increasing the overall size of the vehicle throttle, the integration of two-way control functions has been achieved, allowing the throttle to trigger different driving functions of the two-wheeled vehicle by rotating in both directions. This reduces the installation space occupied by the throttle and improves the functional integration and ease of operation of the throttle.

[0041] Meanwhile, the above settings can stably collect throttle position parameters, providing accurate hardware support for angular velocity and rotation angle calculations, and improving the reliability of control signal acquisition.

[0042] In one optional embodiment, the sensing element includes a first sensing end and a second sensing end;

[0043] When the rotating component is not rotating, the first sensor and the second sensor respectively correspond to the first sensing end and the second sensing end to obtain the initial position;

[0044] When the rotating member rotates relative to the fixed member at a forward angular velocity, the first sensor moves away from the first sensing end and moves closer to the second sensing end to obtain the forward rotation position;

[0045] When the rotating member rotates relative to the fixed member at a backward angular velocity, the second sensor moves away from the second sensing end and closer to the first sensing end to obtain the backward rotation position.

[0046] By setting the sensor to a dual-sensor end, and coordinating the corresponding position changes of the dual sensors under different rotation states, the initial position and bidirectional rotation position can be accurately obtained, improving the accuracy of rotation direction and rotation amplitude detection, and providing a reliable signal basis for the bidirectional control of the power unit.

[0047] Secondly, embodiments of this application also provide a vehicle and a control method applied to the power unit. Attached Figure Description

[0048] 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.

[0049] Figure 1 A first flowchart illustrating a control method for a power device provided in an embodiment of this application;

[0050] Figure 2 A second flowchart illustrating the control method for a power device provided in an embodiment of this application;

[0051] Figure 3 This is a schematic diagram of the structure of a vehicle throttle provided in an embodiment of this application;

[0052] Figure 4 This is an exploded view of the overall structure of the vehicle throttle provided in an embodiment of this application;

[0053] Figure 5 This is a partial exploded view of a vehicle throttle provided in an embodiment of this application;

[0054] Figure 6 This is a schematic diagram of another partially exploded structure of a vehicle throttle provided in an embodiment of this application.

[0055] Explanation of reference numerals in the attached figures:

[0056] 100. Fastener; 110. Abutment block; 120. Protrusion;

[0057] 200. Rotating component; 210. Receiving groove; 220. Guide groove;

[0058] 300, elastic element; 310, first elastic element; 320, second elastic element;

[0059] 400. First sensor;

[0060] 500. Second sensor;

[0061] 600, sensing element; 610, first sensing end; 620, second sensing end.

[0062] 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

[0063] The technical solutions in the embodiments of this application will be clearly and completely described below. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments in this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0064] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions in the preferred embodiments of this application will be described in more detail below with reference to the accompanying drawings.

[0065] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. In the following description relating to the drawings, unless otherwise indicated, the same numerals in different drawings denote the same or similar elements.

[0066] 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.

[0067] In related technologies, two-wheeled vehicles increase forward speed by throttle. However, the control logic is relatively outdated and cannot effectively identify the correlation between the speed of change in the throttle signal and the rider's intention, resulting in delayed response or mismatched braking force, making it difficult to balance safety and comfort.

[0068] Furthermore, some two-way throttles have added reverse rotation, enriching the control methods of the throttle. However, forward and reverse rotation can only provide two-wheeled vehicles to move forward or backward, and cannot be linked with the driving speed, so it cannot effectively obtain the user's riding intention.

[0069] To address the aforementioned technical problems, in a first aspect, embodiments of this application provide a control method for a power device and a vehicle.

[0070] It is understandable that the control method of the power unit can refer to a computer-executable method used to regulate the operating state of the vehicle's power unit, which can convert the user's operation commands into operating parameters of the power unit in order to achieve precise regulation of the vehicle's driving state.

[0071] Reference Figure 1 Specifically, the control method includes the following steps:

[0072] S100 When the current motor speed is detected to be 0m / s, obtain the angular velocity and rotation angle of the vehicle throttle.

[0073] The throttle is a component on a vehicle that the user operates to input power control commands. Motor speed refers to the rotational rate of the motor rotor in the power unit, used to indicate the operating state of the power unit.

[0074] It is understandable that a motor speed of 0 m / s indicates that the power unit is stationary and not outputting power. These parameters can serve as trigger conditions for the control method to start, ensuring that the control logic only takes effect when the vehicle is stationary, thus avoiding malfunctions during operation.

[0075] Additionally, angular velocity refers to the speed and direction of the throttle's rotation around its axis, reflecting the rider's intention in operating the throttle. Rotation angle refers to the displacement of the throttle before and after rotation, reflecting the rider's demand for power output.

[0076] S200 controls the motor's rotation direction based on the direction of angular velocity and the motor's speed based on the rotation angle, thereby controlling the vehicle's driving direction and speed.

[0077] It is understandable that angular velocity is a vector, meaning it has direction. Therefore, the direction of the motor's rotation directly determines the vehicle's direction of travel, and the motor's speed directly determines the vehicle's speed. By independently controlling the motor's rotation direction and speed, comprehensive and precise control of the vehicle's driving status can be achieved.

[0078] In this embodiment, angular velocity includes forward angular velocity and backward angular velocity. The direction of forward angular velocity refers to the vehicle moving forward, and the direction of backward angular velocity refers to the vehicle moving backward. For example, if clockwise rotation of the motor corresponds to the vehicle moving forward, then counterclockwise rotation of the motor corresponds to the vehicle moving backward.

[0079] For example, the power unit can be installed at the drive wheel of the vehicle, the throttle can be installed at the end of the handlebars, the detection component can be integrated into the internal space of the throttle, the detection component can be electrically connected to the control unit of the vehicle via a wire, and the control unit can be electrically connected to the motor in the power unit via a wire.

[0080] The detection component can collect the angular velocity and rotation angle of the vehicle's throttle in real time and transmit the collected parameters to the control unit. The control unit can process the received parameters to generate corresponding control signals and send the control signals to the motor to drive the motor to run in a preset direction and speed.

[0081] It should be noted that the detection component can be a magnetic induction detection element, a photoelectric detection element, or a resistive detection element; this application does not limit the specific type of detection component.

[0082] In addition, the throttle can be designed for bidirectional or unidirectional rotation, combined with an independent direction switch, to accommodate different users' operating habits. The power unit can be a hub motor, a mid-mounted motor, or a side-mounted motor, to adapt to the overall structural design of different types of two-wheeled vehicles.

[0083] The control method provided in this application embodiment simultaneously collects the angular velocity and rotation angle of the vehicle throttle in a stationary state where the vehicle's power unit is not outputting power. It then correlates the direction information of the angular velocity with the rotation direction of the motor and the magnitude information of the rotation angle with the speed of the motor. Thus, the input of the vehicle's driving direction and speed can be completed simultaneously with a single throttle operation, without the need for an additional independent direction switching component.

[0084] The above settings enable integrated control of the vehicle's direction and speed when the vehicle is stationary, simplify the setup of the vehicle's operating components, improve the vehicle's ability to recognize riding intentions, and enhance the vehicle's responsiveness and safety.

[0085] When using a vehicle with the aforementioned control method, the user only needs to twist the throttle as needed. The vehicle can determine the user's intention based on the angular velocity and rotation direction of the throttle and adaptively control the rotation direction and speed of the motor to quickly realize the user's riding intention.

[0086] Reference Figure 2 In one optional embodiment, obtaining the angular velocity and rotation angle of the vehicle throttle includes:

[0087] S110. After detecting that the current motor speed is 0m / s, obtain the initial position of the vehicle throttle.

[0088] The initial position of the vehicle throttle refers to the reference position of the vehicle throttle when it is not subjected to external force. It is a reference for calculating the rotation angle of the vehicle throttle and determining the rotation direction of the vehicle throttle.

[0089] S120. When the vehicle throttle is turned, obtain the direction of the angular velocity of the vehicle throttle.

[0090] In this context, throttle rotation refers to the state where the throttle deviates from its initial position. It can be understood that throttle rotation can serve as a condition for triggering the acquisition of the throttle's angular velocity.

[0091] Understandably, the above steps further define the acquisition of the angular velocity and rotation angle of the vehicle throttle, clarifying the timing logic and triggering conditions for acquiring relevant parameters of the vehicle throttle. That is, when the power unit is stationary, the reference position of the vehicle throttle is first determined, and the detection of the angular velocity direction is only initiated when the vehicle throttle undergoes actual rotation, thereby obtaining the user's operating intention.

[0092] For example, a vehicle throttle may include a fixed component and a rotating component. The fixed component may be fixedly installed on the handlebars of the vehicle, and the rotating component may be rotatably connected to the fixed component. A position detection component may be disposed between the fixed component and the rotating component, and the position detection component may be electrically connected to the vehicle's control unit.

[0093] When the vehicle's control unit detects that the motor speed is 0 m / s, it can send a data acquisition command to the position detection component. The position detection component can acquire the current position information of the rotating part relative to the fixed part and transmit it to the control unit. The control unit can store this position information as the initial position of the vehicle's throttle.

[0094] When the user continues to operate the rotating part to rotate relative to the fixed part, the position detection component can collect the position information of the rotating part in real time and transmit it to the control unit. The control unit can compare the real-time collected position information with the stored initial position. When it is determined that there is a difference in the position information, it is determined that the initial position of the vehicle throttle has changed, and further obtains the direction of the angular velocity of the vehicle throttle.

[0095] It should be noted that the initial position can be acquired automatically each time the motor speed is detected to be 0m / s, or it can be acquired once when the vehicle is powered on and initialized, and then calibrated when the motor stops, to adapt to different usage scenarios and accuracy requirements.

[0096] The initial position change of the vehicle throttle can be determined by comparing the difference between the real-time position and the initial position to see if it exceeds a preset threshold, or by detecting whether the rotating component is rotating. The angular velocity direction can be obtained by calculating the trend of the throttle position change per unit time, or by detecting the sequence of changes in the output signals of the position detection component during rotation.

[0097] By obtaining the initial position of the vehicle's throttle as the rotation reference when the motor is stationary, and triggering the acquisition of the angular velocity direction when the initial position changes, the accuracy of rotation parameter calculation can be effectively improved, invalid detection and misjudgment can be avoided, the operating efficiency of the control logic can be optimized, and the reliability of the power unit control can be improved.

[0098] Reference Figure 2 In one optional embodiment, as can be seen from the foregoing, the angular velocity includes forward angular velocity and backward angular velocity, with the forward angular velocity and backward angular velocity having opposite directions.

[0099] At this time, step S200 includes:

[0100] S210. If the angular velocity is the forward angular velocity and the rotation angle is greater than 0°, control the motor to rotate in the first direction at a first speed, where the first speed is greater than zero and less than or equal to a preset speed value.

[0101] If the angular velocity is the backward angular velocity and the rotation angle is greater than 0°, control the motor to rotate in the second direction at the second speed. The second speed is greater than zero and less than or equal to the preset speed value. The first direction and the second direction are opposite.

[0102] Understandably, both the first and second speeds are the initial operating speeds during the motor's startup phase, used to provide a smooth power output when the vehicle is stationary, ensuring the stability of the vehicle's starting process.

[0103] The first direction is the rotation direction in which the motor drives the vehicle forward, and the second direction is the rotation direction in which the motor drives the vehicle backward. The two opposite directions enable the vehicle to travel in both directions, solving the problem in related technologies that can only control the vehicle to travel forward.

[0104] Understandably, the above content further limits the type of angular velocity, the corresponding motor operating parameters, the rotation angle, and the direction of motor rotation to ensure that the vehicle can accurately perform forward or backward starting actions based on the throttle operation.

[0105] For example, a direction detection element can be installed inside the vehicle's throttle. This element can be electrically connected to the vehicle's control unit. The throttle's rotation direction can be converted into an electrical signal and transmitted to the control unit. The control unit can then determine whether the angular velocity is forward or backward based on the electrical signal. The control unit can output a corresponding drive signal to the motor based on the determination result. Upon receiving the drive signal, the motor can rotate in the corresponding direction at the corresponding initial speed, thereby smoothly propelling the vehicle forward or backward.

[0106] It should be noted that the direction detection element can adopt a magnetic induction detection structure, a photoelectric detection structure, or a Hall effect induction detection structure. This application does not specifically limit the type of detection.

[0107] In addition, the motor can be a hub motor or a mid-mounted motor, and the initial running speed of the motor can be preset and adjusted through the program inside the control unit.

[0108] The forward and backward angular velocities can be determined by detecting the direction of rotation of the vehicle's throttle, or by detecting the phase change of the signal when the throttle rotates. Determining that the rotation angle is greater than 0° helps to confirm that the vehicle's throttle has rotated. Switching the motor's rotation direction can be achieved by changing the motor's power supply phase, or by changing the logic of the motor control signal.

[0109] By differentiating angular velocities and correspondingly controlling the motors to run at low speeds in opposite directions, a smooth bidirectional start can be achieved when the vehicle is stationary, expanding the vehicle's driving control functions and improving the convenience of vehicle operation and starting stability.

[0110] Reference Figure 2 In an optional embodiment, after obtaining the direction of the angular velocity of the vehicle throttle, the method further includes:

[0111] S220, Obtain the rotation position of the vehicle's throttle;

[0112] S230: Obtain the rotation angle of the vehicle throttle based on the initial position and the rotation position, and control the motor speed based on the magnitude of the rotation angle.

[0113] The rotation position of the vehicle throttle is the real-time position reached by the throttle after being operated. It provides real-time data for calculating the rotation angle, thus ensuring the real-time nature and accuracy of the angle calculation. The rotation angle is the angular displacement determined by the relative displacement between the initial position and the rotation position. It can intuitively reflect the operating range of the vehicle throttle and directly correspond to the motor's speed output requirements.

[0114] It is understandable that after obtaining the angular velocity direction to determine the driving direction, the above content collects the rotation position and calculates the rotation angle by combining it with the initial position. The rotation angle is used as the basis for controlling the motor speed, forming a control process in which direction determination and speed regulation are sequentially linked. This can solve the problem in related technologies that it is impossible to achieve precise control of direction and speed through synchronous throttle.

[0115] For example, the position detection element can synchronously collect position signals as the vehicle throttle rotates. The position detection element can be electrically connected to the vehicle control unit. After acquiring the angular velocity direction, the vehicle control unit can drive the position detection element to collect the rotation position of the vehicle throttle. The vehicle control unit can call the pre-stored initial position data, calculate the rotation angle of the vehicle throttle, and then output the corresponding control command to the motor according to the rotation angle to adjust the motor speed.

[0116] It should be noted that the rotational position can be acquired through continuous sampling or periodic sampling. The initial position can be calibrated when the vehicle is powered on, or it can be re-determined each time the motor speed is detected to be zero. The rotation angle can be calculated using analog signal processing or digital signal processing. Motor speed control can be achieved by adjusting power supply parameters or drive signal parameters.

[0117] By acquiring the rotational position after obtaining the angular velocity direction and calculating the rotational angle in combination with the initial position, the motor speed can be adjusted by controlling the rotational angle. This allows for precise matching between the throttle operation range and the motor speed, improving the response speed of the power unit and optimizing the precision and comfort of vehicle handling.

[0118] Reference Figure 2 In an optional embodiment, step S230 includes:

[0119] S231. If the angular velocity is the forward angular velocity, and the rotation angle of the vehicle throttle is greater than 10° and less than or equal to 25°, control the motor to rotate along the first direction at a third speed, the third speed being greater than 0.5m / s and less than or equal to 1m / s.

[0120] If the angular velocity is the forward angular velocity, and the rotation angle of the vehicle throttle is greater than 25° and less than or equal to 45°, the control motor rotates along the first direction at the fourth speed, which is greater than 1 m / s and less than or equal to 4 m / s.

[0121] If the angular velocity is the forward angular velocity and the rotation angle of the vehicle throttle is greater than 45°, the control motor rotates along the first direction at the fifth speed, which is greater than 4 m / s and less than or equal to 7 m / s.

[0122] It is understandable that the third, fourth, and fifth speeds are graded operating speeds of the motor when it runs in the first direction. Different speed levels can match different vehicle driving needs, realize gradient adjustment of power output, and adapt to the user's diverse speed control intentions.

[0123] The above content further limits the speed control of the vehicle in the forward state. The rotation angle of the vehicle's throttle during the forward process is divided into multiple continuous intervals. Each angle interval corresponds to a specific speed of the matching motor running in the first direction, forming a hierarchical control logic that corresponds the rotation angle and the forward speed. This allows the vehicle's forward speed to change in an orderly manner with the throttle operation range, thereby optimizing the continuity of power output.

[0124] For example, a vehicle control unit can be installed inside the vehicle. The vehicle control unit can pre-store the correspondence between the rotation angle range and the motor running speed. The vehicle control unit can compare the collected rotation angle with the pre-stored range, and output the corresponding drive command based on the comparison result, so as to drive the motor to run along the first direction at the matched speed.

[0125] It should be noted that the range of rotation angles can be adjusted adaptively according to the vehicle's usage scenario, and the graded speeds of the motor can be controlled in a smooth transition manner to avoid jerking during speed switching.

[0126] It is understandable that the motor speed can correspond to the vehicle speed. For example, when the motor speed is at the third speed, the vehicle speed can be 0 km / h-5 km / h; when the motor speed is at the fourth speed, the vehicle speed can be 5 km / h-15 km / h; and when the motor speed is at the fifth speed, the vehicle speed can be 15 km / h-25 km / h.

[0127] The above RPM and driving speed settings are for illustrative purposes only and may be adjusted according to the specific conditions of the vehicle.

[0128] By dividing the rotation angle into intervals and matching the corresponding graded speed control motor to run along the first direction, the vehicle's forward speed and the throttle operation range can form a precise gradient correspondence, improving the linearity of power control and the smoothness of driving.

[0129] Reference Figure 2 In an optional embodiment, step S200 further includes:

[0130] S240. When the vehicle's speed is greater than 0 km / h,

[0131] If the angular velocity is the forward angular velocity and the rotation angle is greater than 0°, increase the motor speed to increase the vehicle's travel speed;

[0132] If the angular velocity is the backward angular velocity and the rotation angle is greater than 0°, the motor is controlled to enter the power generation mode and the output torque of the motor is reduced to realize the vehicle's power recovery.

[0133] Understandably, vehicle speed is used to characterize the vehicle's current state of motion. A speed greater than zero indicates the vehicle is in motion. This parameter serves as a condition for dynamically adjusting motor speed and implementing regenerative braking, distinguishing between different control logics for starting from a standstill and maneuvering while in motion. The power generation mode is the operating mode where the motor converts mechanical energy into electrical energy. This mode provides the foundation for regenerative braking. The motor's output torque is the driving torque it outputs; reducing the output torque reduces the vehicle's speed, simultaneously completing the conversion of kinetic energy to electrical energy in conjunction with the power generation mode. Regenerative braking is the process of converting and storing the kinetic energy generated during vehicle movement into electrical energy. This process improves the vehicle's energy efficiency, extends its range, and solves the problem in related technologies where only unidirectional power control is possible without energy recovery.

[0134] The above content, based on controlling the motor speed by rotating the angle, further defines the different scenarios in which the vehicle is in motion. That is, the forward angular velocity corresponds to acceleration and increases the speed, and the backward angular velocity corresponds to deceleration and triggers regenerative braking. This forms a control that connects stationary start-up and driving control, so that the throttle control covers the power adjustment needs of the vehicle in all driving scenarios.

[0135] For example, a vehicle may be equipped with a driving speed detection component, which can collect the vehicle's driving speed in real time and transmit it to the vehicle control unit. The vehicle control unit can receive the driving speed signal and the angular velocity signal and perform logical judgment.

[0136] When the vehicle is determined to be in motion, the vehicle control unit can send commands to the motor based on angular velocity and rotation angle signals. Commands corresponding to forward angular velocity can drive the motor to increase its speed, while commands corresponding to reverse angular velocity can control the motor drive module to switch the motor to generator mode and reduce its output torque. The speed detection component can be installed at the vehicle wheels or integrated inside the motor.

[0137] It should be noted that vehicle speed can be obtained by directly detecting wheel rotation speed, or indirectly by detecting motor rotation speed.

[0138] By implementing speed increase and energy recovery control based on the forward and reverse angular velocities respectively while the vehicle is in motion, precise control of the vehicle in all scenarios can be achieved, while kinetic energy recovery and utilization can be completed, improving the continuity of vehicle control and energy efficiency.

[0139] Reference Figure 2In an optional embodiment, if the angular velocity in step S240 is a backward angular velocity and the rotation angle is greater than 0°, the motor is controlled to enter the power generation mode and the output torque of the motor is reduced to realize the vehicle's power recovery, including:

[0140] S241. If the rotation angle of the vehicle throttle is less than or equal to 10°, control the motor to generate electricity with the first recovery torque so that the driving speed is greater than 0 km / h and less than or equal to 5 km / h.

[0141] If the rotation angle of the vehicle's throttle is greater than 10° and less than or equal to 20°, the control motor generates electricity with the second recovery torque so that the driving speed is greater than 5km / h and less than or equal to 10km / h.

[0142] The second recovery torque is greater than the first recovery torque.

[0143] Understandably, the first and second recovery torques are the graded output torques of the motor when performing power recovery. Different levels of recovery torque can be matched with different throttle operations to achieve gradient adjustment of the power recovery intensity. The first and second speed ranges correspond to the vehicle speed ranges under different recovery torques, which can ensure the stability of the vehicle during power recovery.

[0144] The above content is a further refinement of the energy recovery control logic. Based on the determination that the angular velocity is the backward angular velocity and the throttle produces actual operation, the rotation angle of the vehicle throttle is divided into different ranges. According to the different angle ranges, the motor is controlled to generate electricity with a corresponding amount of recovery torque, forming a graded correspondence between the rotation angle and the energy recovery intensity. This limits the vehicle speed range under different recovery intensities, thereby improving the deceleration and energy recovery control during vehicle movement.

[0145] It should be noted that the specific values ​​of the first and second recovery torques can be adaptively matched according to the vehicle's weight, the power of the power unit, and the battery's charging capacity, or they can be customized according to the user's driving habits.

[0146] For example, when the vehicle is heavily loaded, the first and second recovery torques can be appropriately increased to ensure sufficient deceleration. Alternatively, when the vehicle is traveling on a wet or slippery surface, the values ​​of the first and second recovery torques can be appropriately reduced to prevent wheel slippage.

[0147] It is understood that the specific values ​​of the first recovery torque and the second recovery torque are not limited in the embodiments of this application, and can be adjusted according to the actual situation.

[0148] For example, the vehicle control unit can compare the collected rotation angle with the pre-stored range, and output control commands to the motor according to the comparison results. The motor then runs along the second direction at a matching speed, thereby achieving the corresponding intensity of power recovery.

[0149] It should be noted that the regenerative torque of the motor can be controlled in a smooth transition manner to avoid sudden changes in regenerative force that could cause a jerking sensation. The execution of regenerative braking can be dynamically adjusted based on the vehicle's speed.

[0150] By controlling the motor to run in the second direction in stages according to the rotation angle corresponding to the retraction angular velocity, the intensity of energy recovery can be adjusted in a gradient manner, improving energy recovery efficiency while ensuring the smoothness of vehicle deceleration.

[0151] Secondly, embodiments of this application also provide a vehicle, and a method for controlling the vehicle in relation to a power unit.

[0152] Understandably, the vehicle can be an electric two-wheeler, an electric motorcycle, or an electric moped. The vehicle control unit can be a separately set controller or an electronic control module integrated into the vehicle.

[0153] The above settings enable the vehicle to achieve precise two-way control and energy recovery, improving the convenience of vehicle operation and energy utilization efficiency.

[0154] Thirdly, embodiments of this application also provide a vehicle throttle. The vehicle throttle is applied to a vehicle.

[0155] Reference Figure 3 and Figure 4 Specifically, the vehicle throttle includes a fixed member 100, a rotating member 200, and a resilient member 300. The fixed member 100 is used to connect to the front frame of a two-wheeled vehicle. The rotating member 200 is rotatably connected to the fixed member 100 to rotate relative to the fixed member 100. The resilient member 300 is connected between the fixed member 100 and the rotating member 200, and is used to reset the rotating member 200 after it has rotated relative to the fixed member 100.

[0156] The fixing component 100 provides a reference for the installation, limiting, and support of the other components of the vehicle throttle, ensuring the stability of the overall structure of the throttle during operation and preventing unexpected displacement. It also provides a coaxial rotation reference for the rotation of the rotating component 200. For example, the fixing component 100 can be configured as a fixed bushing structure to limit the rotational stroke of the rotating component 200, ensuring the controllability of the rotational action.

[0157] The rotating component 200 and the fixed component 100 form a rotational engagement, which converts the radial rotational force applied by the rider into a relative rotation about the axis of the fixed component 100. At the same time, it provides a mounting carrier for the sensing component, ensuring the synchronization between the rotational action and the output of the sensing signal, thereby realizing the input of control commands.

[0158] It should be noted that the outer wall of the rotating component 200 can be provided with an anti-slip textured structure for the rider to grip, making it easier for the rider to apply rotational force stably.

[0159] As can be seen from the foregoing, the fixing member 100 can be set as a fixing bushing structure. Correspondingly, the rotating member 200 can be set as a handlebar grip structure and a handlebar grip inner liner structure. The handlebar grip structure is used to receive the rotational operating force applied by the rider, and the handlebar grip inner liner structure is used to provide a stable mounting reference for the elastic member 300 and the sensing member 600, ensuring that each component moves synchronously with the rotating member 200.

[0160] The elastic element 300, through its own elastic deformation, provides a reset force to the rotating element 200 to return to its initial non-rotating state after the rotating element 200 rotates relative to the fixed element 100. This ensures that the rotating element 200 can automatically return to its initial position after the external operating force disappears, thereby realizing the automatic recovery of the two-wheeled vehicle's control state.

[0161] It should be noted that the elastic element 300 can adopt various structural forms. A single elastic element can provide restoring force for movements in both rotational directions simultaneously, or multiple sets of elastic elements can be used to provide independent restoring forces for different rotational directions. For example, the elastic element 300 can adopt various elastic structures such as torsion springs, compression springs, and tension springs to adapt to different installation space layouts and operational feel requirements.

[0162] Meanwhile, the elastic element 300 can provide damping for the rotation of the rotating element 200 through its own deformation characteristics, optimize the operating feel, limit the extreme rotation stroke of the rotating element 200, and the elastic element 300 can adapt to the bidirectional rotation requirements of the rotating element 200, providing corresponding reset forces for rotations in two opposite directions, ensuring that automatic return can be achieved after bidirectional rotation.

[0163] Furthermore, in some embodiments, one of the fixing member 100 and the rotating member 200 is provided with a first sensor 400 and a second sensor 500, and the other of the fixing member 100 and the rotating member 200 is provided with a sensor 600.

[0164] When the rotating member 200 rotates relative to the fixed member 100, the first sensor 400 and the second sensor 500 rotate relative to the sensing member 600. The sensing member 600 cooperates with the first sensor 400 and the second sensor 500 respectively to output a signal.

[0165] It is understood that the first sensor 400 and the second sensor 500 are signal acquisition components that can convert mechanical position changes into electrical signals. By cooperating with the sensing element 600, they acquire information on the rotation direction and rotation displacement of the rotating element 200 relative to the fixed element 100, and convert this information into an electrical signal that can be recognized by the two-wheeled vehicle control components.

[0166] It should be noted that the two sets of sensors correspond to the rotation of the rotating part 200 in different directions, realizing independent signal acquisition and output for bidirectional rotation. One set of sensors can correspond to the forward rotation of the rotating part 200, realizing linear adjustment of the forward acceleration function of the two-wheeled vehicle. The other set of sensors can correspond to the reverse rotation of the rotating part 200, realizing adjustment of the energy recovery intensity of the two-wheeled vehicle and triggering of the reversing function.

[0167] The sensor 600 changes the output signal state of the sensor by changing its relative position with the first sensor 400 and the second sensor 500, thereby establishing a correspondence between the rotation action of the rotating component 200 and the electrical signal output, ensuring that different differentiated signals can be output under different rotation directions and different rotation displacements, so as to achieve precise triggering of different driving functions.

[0168] Understandably, there are multiple options for the sensing interaction between the first sensor 400, the second sensor 500, and the sensing element 600. These options include magnetic induction, photoelectric induction, inductive induction, and other non-contact sensing methods. This ensures the stability of signal acquisition during rotation, reduces component wear, and extends the service life of the vehicle's throttle.

[0169] It should be noted that the sensing element 600 can adopt a single integrated structure, while cooperating with two sets of sensors, thereby reducing the space occupied by the structure and improving the integration of the structure.

[0170] By setting a fixed part 100 and a rotating part 200 that rotate and cooperate with each other in the vehicle throttle, and by cooperating with the elastic part 300 connected between the fixed part 100 and the rotating part 200, the rotating part 200 can be automatically reset after bidirectional rotation. At the same time, by setting two sets of sensors and corresponding sensing elements 600 between the fixed part 100 and the rotating part 200, independent signal output can be achieved when the rotating part 200 rotates bidirectionally.

[0171] Without increasing the overall size of the vehicle throttle, the integration of two-way control functions has been achieved, allowing the throttle to trigger different driving functions of the two-wheeled vehicle by rotating in both directions. This reduces the installation space occupied by the throttle and improves the functional integration and ease of operation of the throttle.

[0172] Meanwhile, the above settings can stably collect throttle position parameters, providing accurate hardware support for angular velocity and rotation angle calculations, and improving the reliability of control signal acquisition.

[0173] Reference Figure 4 As an optional implementation, the sensing element 600 includes a first sensing end 610 and a second sensing end 620. When the rotating member 200 is not rotating, the first sensor 400 and the second sensor 500 correspond to the first sensing end 610 and the second sensing end 620, respectively.

[0174] It is understandable that the first sensing end 610 and the second sensing end 620 are two functional areas on the sensing element 600 that correspond to and cooperate with the first sensor 400 and the second sensor 500, respectively. The first sensing end 610 and the second sensing end 620 can provide differentiated sensing references for the two sensors, so that when the two sensors are displaced relative to each other, they can output differentiated electrical signals, thereby distinguishing the different rotation directions of the rotating element 200 and ensuring the independence and recognizability of the signal output during bidirectional rotation.

[0175] It should be noted that the first sensing end 610 and the second sensing end 620 can be configured as regions with different sensing characteristics, so as to achieve independent cooperation with the two sensors and avoid signal confusion.

[0176] For example, the sensing element 600 can adopt an integrated structure, where the first sensing end 610 and the second sensing end 620 can be two different functional areas on the integrated sensing element 600, or it can adopt a split structure, where the first sensing end 610 and the second sensing end 620 are two independent sensing components, and the two independent sensing components are fixed to the rotating component 200 at circumferential intervals, so as to adapt to different installation spaces and sensing accuracy requirements.

[0177] In addition, there are multiple options for the arrangement of the first sensor 400 and the second sensor 500. The two sensors can be arranged in the same row along the circumference of the rotating member 200, or they can be staggered along the axis of rotation of the rotating member 200. As long as the two sensors correspond to the two sensing ends respectively when the rotating member 200 is not rotating, and can form relative displacement with the corresponding sensing ends respectively during the rotation process.

[0178] It should be noted that there are several options for the mounting carrier of the first sensor 400 and the second sensor 500. The first sensor 400 and the second sensor 500 can be set on the fixed part 100, and the corresponding sensing element 600 can be set on the rotating part 200. Alternatively, the first sensor 400 and the second sensor 500 can be set on the rotating part 200, and the corresponding sensing element 600 can be set on the fixed part 100. Both settings can achieve relative circumferential rotation of the sensor and the sensing element 600 during rotation, ensuring the independence and accuracy of the signal output under different rotation directions.

[0179] By setting the sensor 600 as a dual-sensor end, and cooperating with the corresponding position changes of the dual sensors under different rotation states, the initial position and bidirectional rotation position can be accurately obtained, improving the accuracy of rotation direction and rotation amplitude detection, and providing a reliable signal basis for the bidirectional control of the power unit.

[0180] Reference Figure 4 , Figure 5 as well as Figure 6 As an optional implementation, the sensing element 600 is a magnetic element.

[0181] Understandably, magnetic components are sensing devices with stable magnetic field characteristics, providing a fixed magnetic field reference for signal acquisition from the vehicle's throttle. Through the differentiated magnetic field environment they create, the corresponding sensing elements can output corresponding electrical signals based on changes in their relative positions. Furthermore, the magnetic components can employ an integrated structure to achieve a compact layout of multiple magnetic poles, adapting to the limited installation space of the vehicle's throttle.

[0182] The first sensing end 610 and the second sensing end 620 have opposite magnetic properties. That is, the first sensing end 610 and the second sensing end 620 are two magnetic pole regions formed on the magnetic component.

[0183] In this way, the first sensing end 610 and the second sensing end 620 can provide completely differentiated magnetic field references for the first sensor 400 and the second sensor 500, so as to output differentiated electrical signals based on the changes in magnetic pole direction and magnetic field strength, thereby accurately distinguishing the rotation direction of the rotating component 200 and avoiding signal crosstalk and confusion during bidirectional rotation. At the same time, the two opposite magnetic poles can form a continuous magnetic field gradient, providing a stable basis for the correspondence between rotational displacement and signal output.

[0184] Both the first sensor 400 and the second sensor 500 are Hall effect elements.

[0185] It is understandable that Hall elements are sensing elements that convert magnetoelectric signals based on the Hall effect, and they have the characteristics of fast response speed, strong signal stability, and no contact wear. In this way, the first sensor 400 and the second sensor 500 can convert the magnetic pole direction and magnetic field strength changes of their own magnetic field into electrical signals that can be recognized by the two-wheeled vehicle control components in real time, which can be adapted to the use scenario of high-frequency reciprocating rotation of the vehicle's throttle.

[0186] Furthermore, the first sensor 400 and the second sensor 500 can use the same type of Hall element to reduce the signal processing complexity of the two-wheeled vehicle control components and improve the consistency and synchronization of bidirectional rotation signal acquisition. Additionally, the first sensor 400 and the second sensor 500 can also be equipped with different types of Hall elements depending on the two-wheeled vehicle's control requirements, to adapt to different functional needs such as linear adjustment or switch triggering.

[0187] For example, the first Hall element can be a linear Hall element to achieve linear signal output when the rotating part 200 rotates in the first direction, adapting to the linear adjustment requirements of the two-wheeled vehicle's forward acceleration function. The second Hall element can be a switching Hall element to achieve graded signal triggering when the rotating part 200 rotates in the second direction, adapting to the triggering requirements of the two-wheeled vehicle's energy recovery intensity adjustment and reversing function. Another example is that both Hall elements are linear Hall elements, or both are switching Hall elements or latching Hall elements, to adapt to different two-wheeled vehicle control logics and functional requirements.

[0188] The first sensor 400 corresponds to the first sensing end 610, and the second sensor 500 corresponds to the second sensing end 620. This configuration provides a stable initial signal reference for the vehicle's throttle, ensuring that both Hall elements output stable reference signals in the initial state and preventing unexpected malfunctions. Simultaneously, this correspondence provides a reference for signal changes during bidirectional rotation, enabling the signal changes output by the Hall elements to accurately correspond to the rotational displacement of the rotating component 200, thus improving the precision and consistency of two-wheeled vehicle control.

[0189] In addition, the above settings can be used in conjunction with the reset function of the elastic element 300 to ensure that after the rotating element 200 is reset, the two Hall elements can synchronously return to their initial corresponding positions, and the output signal can synchronously return to the reference state.

[0190] By defining the sensing element 600 as a magnetic element with two opposite magnetic sensing ends, and defining both the first sensor 400 and the second sensor 500 as Hall elements, non-contact signal acquisition of the bidirectional rotation of the rotating element 200 is realized, effectively avoiding contact wear of the sensing components and improving the service life and operational stability of the vehicle throttle.

[0191] Meanwhile, the differentiated magnetic field environment formed by opposite magnetic poles ensures the independence and recognizability of bidirectional rotation signals, avoids signal crosstalk during bidirectional control, and achieves precise triggering and stable adjustment of bidirectional control function without increasing the overall size of the vehicle throttle, thereby improving the control precision and functional integration of the vehicle throttle.

[0192] By setting the sensing element to a magnetic element, setting the dual sensing ends to opposite magnetic properties, and matching them with Hall elements, non-contact magnetic field sensing detection can be achieved, improving the accuracy and response speed of position and direction signal acquisition, and extending service life.

[0193] It should be noted that although the terms "first," "second," etc., are used to describe various types of information in the embodiments of this application, this information should not be limited to these terms. These terms are only used to distinguish information of the same type from each other. Optionally, without departing from the scope of this application, first information may also be referred to as second information, and similarly, second information may also be referred to as first information.

[0194] It should be understood that the terms "comprising" or "including" indicate the presence of the previously mentioned features, steps, or operations, but do not preclude the presence, occurrence, or addition of one or more other features, steps, or operations. The terms "and / or," etc., used in this application can be interpreted as inclusive, or mean any one or any combination thereof. Optionally, "A and / or B" means "any one of the following: A; B; A and B." Additionally, the character " / " generally indicates that the preceding and following objects are in an "or" relationship.

[0195] 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.

[0196] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the disclosure 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.

[0197] 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 control method for a power unit, characterized in that, The control method includes: When the current motor speed is detected to be 0 m / s, the angular velocity and rotation angle of the vehicle's throttle are obtained; The direction of motor rotation is controlled according to the direction of the angular velocity, and the speed of motor rotation is controlled according to the rotation angle, so as to control the driving direction and speed of the vehicle.

2. The control method for the power unit according to claim 1, characterized in that, Obtaining the angular velocity and rotation angle of the vehicle throttle includes: After detecting that the current motor speed is 0m / s, the initial position of the vehicle throttle is obtained; When the vehicle throttle is turned, the direction of the angular velocity of the vehicle throttle is obtained.

3. The control method for the power unit according to claim 2, characterized in that, If the angular velocity is the forward angular velocity and the rotation angle is greater than 0°, control the motor to rotate in a first direction at a first speed, wherein the first speed is greater than 0 m / s and less than or equal to 0.5 m / s; If the angular velocity is a backward angular velocity and the rotation angle is greater than 0°, the motor is controlled to rotate in a second direction at a second speed, the second speed being greater than 0 m / s and less than or equal to 0.5 m / s, and the first direction is opposite to the second direction.

4. The control method for the power unit according to claim 2 or 3, characterized in that, After obtaining the direction of the angular velocity of the vehicle throttle, the method further includes: Obtain the rotation position of the vehicle's throttle handle; The rotation angle of the vehicle throttle is obtained based on the initial position and the rotation position, and the speed of the motor is controlled based on the magnitude of the rotation angle.

5. The control method for the power unit according to claim 4, characterized in that, If the angular velocity is the forward angular velocity, and the rotation angle of the vehicle throttle is greater than 10° and less than or equal to 25°, the motor is controlled to rotate along the first direction at a third speed, the third speed being greater than 0.5 m / s and less than or equal to 1 m / s; If the angular velocity is the forward angular velocity, and the rotation angle of the vehicle throttle is greater than 25° and less than or equal to 45°, the motor is controlled to rotate along the first direction at a fourth speed, where the fourth speed is greater than 1 m / s and less than or equal to 4 m / s. If the angular velocity is the forward angular velocity and the rotation angle of the vehicle throttle is greater than 45°, the motor is controlled to rotate along the first direction at a fifth speed, the fifth speed being greater than 4 m / s and less than or equal to 7 m / s.

6. The control method for the power unit according to claim 4, characterized in that, When the vehicle's speed is greater than 0 m / s, If the angular velocity is the forward angular velocity and the rotation angle is greater than 0°, the rotational speed of the motor is increased to increase the vehicle's travel speed. If the angular velocity is a backward angular velocity and the rotation angle is greater than 0°, the motor is controlled to enter the power generation mode and the output torque of the motor is reduced to realize the vehicle's power recovery.

7. The control method for the power unit according to claim 6, characterized in that, If the angular velocity is a backward angular velocity and the rotation angle is greater than 0°, control the motor to enter the power generation mode and reduce the output torque of the motor to achieve vehicle power recovery, including: If the rotation angle of the vehicle throttle is less than or equal to 10°, the motor is controlled to generate electricity with a first recovery torque so that the driving speed is greater than 0 km / h and less than or equal to 5 km / h. If the rotation angle of the vehicle throttle is greater than 10° and less than or equal to 20°, the second recovery torque is used to generate electricity so that the driving speed is greater than 5km / h and less than or equal to 10km / h; the second recovery torque is greater than the first recovery torque.

8. The control method for the power unit according to claim 4, characterized in that, The vehicle throttle includes a fixed part and a rotating part. One of the fixed part and the rotating part is provided with a first sensor and a second sensor, and the other of the fixed part and the rotating part is provided with a sensor. When the rotating member rotates relative to the fixed member, the first sensor and the second sensor rotate relative to the sensing member, and the sensing member cooperates with the first sensor and the second sensor respectively to output the initial position and the rotation position.

9. The control method for the power unit according to claim 8, characterized in that, The sensing element includes a first sensing end and a second sensing end; When the rotating component is not rotating, the first sensor and the second sensor respectively correspond to the first sensing end and the second sensing end to obtain the initial position; When the rotating member rotates relative to the fixed member at a forward angular velocity, the first sensor moves away from the first sensing end and moves closer to the second sensing end to obtain the forward rotation position; When the rotating member rotates relative to the fixed member at a backward angular velocity, the second sensor moves away from the second sensing end and closer to the first sensing end to obtain the backward rotation position.

10. A vehicle, characterized in that, The control method applied to the power unit as described in any one of claims 1-9.

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