Single-phase permanent magnet reluctance brushless motor driver

Abstract

The application belongs to the technical field of electric vehicle driving control, and discloses a single-phase permanent magnet reluctance brushless motor driver. The driver is specially designed for the high reluctance and strong self-locking characteristics of the motor, and the core control logic follows the principle of braking first and then generating electricity. Through the hierarchical control of the braking opening, smooth switching in all working conditions is realized: when accelerating to zero, weak excitation current is output to realize easy pushing and sliding; when braking, the excitation current is cut off, and pure reluctance braking is realized by using the inherent high reluctance of the motor; only when the excitation current is zero and the vehicle speed is greater than or equal to 30 km / h, the energy recovery mode is cut in. The driver can realize pure reluctance braking, combined braking of reluctance and machinery, and double insurance parking locking in sequence, thereby systematically solving the problems of poor braking smoothness, large pushing resistance, energy recovery interference braking and insufficient parking safety of the single-phase permanent magnet reluctance brushless motor in vehicle application. The scheme is a special adaptation scheme for the motor and is not applicable to three-phase motors.

Description

Technical Field

[0001] This invention belongs to, but is not limited to, the field of electric vehicle drive control technology, and particularly relates to a single-phase permanent magnet reluctance brushless motor driver. Background Technology

[0002] As the core control unit of a motor drive system, the drive controller directly determines the drive performance, operational safety, energy efficiency, and reliability of terminal equipment such as electric vehicles and general industrial machinery. It is a core research and development direction in the fields of new energy transportation and industrial automation. With the industry's continuous increasing demands for low-cost, high-reliability, and scenario-adaptable drive systems, single-phase permanent magnet brushless motors, with their simple structure, low-speed high torque, and strong self-locking characteristics, have demonstrated high industrial application value. However, currently, the industry has not yet developed a mature dedicated drive control solution that is compatible with the unique characteristics of this type of motor.

[0003] Currently, mainstream drive controllers used in industrial applications worldwide are all specifically developed for three-phase permanent magnet synchronous motors and three-phase brushless DC motors. Their hardware topology, commutation logic, core control algorithms, and sampling and protection mechanisms are deeply integrated with the winding structure and symmetrical operation of three-phase symmetrical motors, forming a mature and stable technical system in the three-phase motor field. However, single-phase permanent magnet reluctance brushless motors have unique physical characteristics of high reluctance and strong self-locking, resulting in significant differences in underlying hardware architecture and control logic compared to existing three-phase drive controllers. Therefore, they cannot be adapted to single-phase permanent magnet reluctance brushless motors, specifically as follows: There are design differences in the core braking control logic. Existing three-phase motor drive controllers generally use regenerative braking with reverse electromotive force, where the braking torque relies on the back electromotive force and is strongly coupled with the speed. This results in poor low-speed braking smoothness and insufficient linearity of torque adjustment, making it difficult to adapt to the high reluctance and strong self-locking characteristics of single-phase permanent magnet reluctance brushless motors. For the industrial application of single-phase permanent magnet reluctance brushless motors, existing technological research mainly focuses on optimizing the motor body structure. No dedicated drive controller has been developed to match the unique topology and physical characteristics of the motor, and no integrated graded reluctance braking solution has been formed to adapt to its high reluctance and strong self-locking characteristics.

[0004] Therefore, the industry urgently needs a dedicated drive controller that is specifically designed for single-phase permanent magnet reluctance brushless motors, can specifically solve the above-mentioned adaptation problems, and can meet the needs of industrial applications in multiple scenarios. Summary of the Invention

[0005] To address the problems existing in the prior art, this invention provides a universal single-phase permanent magnet reluctance brushless motor driver that can be operated with one hand or one foot. This driver is specially designed for single-phase permanent magnet reluctance brushless motors and can be adapted to various electric vehicles equipped with this type of motor (tricycles, electric vehicles, medium and large-sized heavy-duty engineering vehicles, etc.). It can also be adapted to simple industrial drive scenarios through modularization, fundamentally solving the core technical problems of this type of motor in reluctance braking control, smoothness of working condition switching, and adaptability to multiple scenarios.

[0006] The objective of this invention is achieved by providing a single-phase permanent magnet reluctance brushless motor driver that, through multi-module collaboration, realizes closed-loop control of the entire operating condition, including motor drive, graded braking, energy recovery, and parking lock. The entire system is uniformly scheduled by a core control circuit module, combined with functional modules for power supply, signal acquisition, braking control, energy management, and safety protection. Its main core modules include, but are not limited to: a core control circuit module, a power supply unit module, a magnetic trigger module, a bistable module, an H-bridge drive module, an acceleration control signal module, a braking control signal module, a vehicle speed detection module, a graded braking control module, an excitation cut-off control module, a pure reluctance braking state module, a mechanical braking collaborative control module, a braking state feedback module, a reluctance self-locking control module, a vehicle type recognition module, a vehicle speed threshold setting module, and a dual-insurance parking lock state module.

[0007] The power supply unit module is used to provide a stable and compatible operating voltage for all modules of the entire driver. It is compatible with an operating voltage range of 12V to 800V. This does not mean that a single driver can be compatible with all voltage levels within this range at the same time. Rather, it can flexibly adjust the output voltage level to match the specific vehicle model parameters output by the vehicle model voltage and power level expansion identification module, thereby ensuring that all modules of different vehicle models with different voltage and power levels can operate normally. At the same time, it provides storage and voltage regulation for the electrical energy fed back by the energy recovery control module.

[0008] The acceleration control signal module is used to collect the driver's acceleration command and output the acceleration opening signal to the core module of the control circuit. The signal accuracy is adapted to the speed adjustment requirements of the driver, responds to the driver's acceleration operation in real time, and provides basic input for the speed adjustment command of the H-bridge drive module.

[0009] The braking control signal module is used to collect the driver's braking commands and braking opening. The braking opening includes the service brake opening (corresponding to the brake pedal / service brake handbrake operation) and the handbrake opening (corresponding to the parking handbrake operation). The service brake opening corresponds to the brake pedal / service brake handbrake operation and reflects the driver's normal braking intention, with an opening range of 0%-100%. The handbrake opening corresponds to the parking handbrake operation and is only used to trigger parking lock-related logic, with an opening of 100% (handbrake fully engaged). The two are collected independently and do not interfere with each other. The module outputs the service brake opening signal and the handbrake opening signal respectively, which are transmitted to the core module of the control circuit and the graded braking control module, adapting to the graded braking and parking lock control logic in the instruction manual.

[0010] The magnetic trigger module is used to connect to an external motor Hall sensor to receive rotor position signals, and outputs the rotor position signals to the bistable module and the vehicle speed detection module respectively. The rotor position signals are initially filtered and shaped to ensure the stability and accuracy of signal transmission, providing a reliable basis for commutation and vehicle speed calculation.

[0011] The vehicle speed detection module is used to calculate the real-time vehicle speed based on the received rotor position signal, eliminate the vehicle speed error caused by speed fluctuation through a preset algorithm, and output an accurate vehicle speed signal to the core module of the control circuit, the graded braking control module and the vehicle speed threshold determination module, so as to provide vehicle speed basis for braking control, energy recovery and parking lock logic.

[0012] The bistable module is used to generate a commutation signal based on the received rotor position signal, perform anti-jitter processing on the commutation signal to ensure accurate commutation timing, and output it to the H-bridge drive module. The H-bridge drive module works together to realize the orderly excitation of the motor stator excitation coil and ensure the smooth operation of the motor.

[0013] The H-bridge drive module is connected to the core module of the control circuit to receive speed regulation commands. It is used to output a stable excitation current to the external motor stator excitation coil according to the commutation signal and the speed regulation command. It can quickly cut off or adjust the excitation current according to the control command to adapt to different working conditions such as braking, speed regulation and energy recovery.

[0014] The graded braking control module, communicatively connected to the core module of the control circuit, is used to execute multi-level braking control logic based on the braking opening signal and the vehicle speed signal, and is specifically configured as follows:

[0015] When the driving brake opening signal indicates that the brake opening is ≥1% and ≤10%, the excitation cut-off control module is triggered to control the H-bridge drive module to cut off the excitation current, and the pure reluctance braking state module confirms that the system has entered the pure reluctance braking state.

[0016] When the service brake opening signal indicates that the brake opening is >10% and ≤100%, at the same time as triggering the excitation cut-off control module, a request is sent to the core module of the control circuit to control the mechanical brake coordination control module to start working.

[0017] When the handbrake opening signal indicates that the handbrake opening is 100% and the vehicle speed is ≤5km / h, a parking lock request is sent to the core module of the control circuit to synchronously trigger the excitation cut-off control module and the mechanical brake coordination control module, and link the dual-insurance parking lock status module to achieve dual parking protection.

[0018] The excitation cut-off control module is connected to the core control circuit module, the graded braking control module, and the H-bridge drive module. It is used to receive the trigger command from the graded braking control module or the core control circuit module, quickly cut off the excitation current output by the H-bridge drive module, ensure that the motor enters the reluctance braking state in time, and at the same time feed back its own working status signal to the braking status feedback module.

[0019] The pure reluctance braking state module is connected to the excitation cut-off control module, the graded braking control module, and the braking state feedback module. It is used to detect the excitation current state of the H-bridge drive module, confirm whether the system has successfully entered the pure reluctance braking state, generate a state confirmation signal, and synchronously transmit it to the graded braking control module and the braking state feedback module to ensure the orderly execution of the braking logic.

[0020] The mechanical braking coordination control module is connected to the control circuit core module, the graded braking control module, and the braking status feedback module. It is used to receive control commands from the control circuit core module, engage mechanical braking on the basis of magnetic reluctance braking to form a coordinated braking force, automatically adjust the mechanical braking force according to the braking opening and vehicle speed, and at the same time feed back its own working status (engaged / not engaged) to the braking status feedback module.

[0021] The braking status feedback module is used to collect the working status signals of the mechanical braking coordination control module, the excitation cut-off control module and the pure reluctance braking status module, integrate and verify the collected status signals, and accurately feed back each status signal to the core module of the control circuit, providing a status basis for the core module of the control circuit to adjust control commands and realize closed-loop control.

[0022] The reluctance self-locking control module is connected to the core module of the control circuit and the pure reluctance braking state module. It is used to trigger the reluctance self-locking logic when the system enters the pure reluctance braking state and the vehicle speed drops to a preset low speed threshold, lock the motor rotor position, prevent the motor from slipping in the braking state, and improve braking safety. When the system releases the brake or starts to accelerate, it automatically releases the self-locking state and feeds back the self-locking state to the core module of the control circuit.

[0023] The vehicle model identification module is connected to the core control circuit module, the graded braking control module, and the vehicle speed threshold setting module. It is used to identify key parameters such as voltage level and power level of the vehicle model. Based on the identification results, it matches differentiated braking control parameters, vehicle speed thresholds, and excitation current parameters, so that the driver can be adapted to different voltage and power levels within the operating voltage range of 12V to 800V, thereby improving the versatility of the driver.

[0024] The vehicle speed threshold setting module is connected to the vehicle model recognition module and the vehicle speed threshold determination module. It is used to preset and output the corresponding high-speed threshold (for energy recovery enabling) and low-speed threshold (for magnetic reluctance self-locking and parking lock determination) based on the vehicle model parameters output by the vehicle model recognition module. It can be manually fine-tuned through the core module of the control circuit to adapt to the braking and energy recovery requirements of different vehicle models.

[0025] The vehicle speed threshold determination module is connected to the vehicle speed detection module, the vehicle speed threshold setting module, the energy recovery enable control module, and the magnetoresistive self-locking control module. It is used to compare the real-time vehicle speed with the high-speed threshold and low-speed threshold preset by the vehicle speed threshold setting module, and output a clear determination result (vehicle speed ≥ high-speed threshold, vehicle speed ≤ low-speed threshold, etc.), providing a determination basis for triggering logic such as energy recovery enable and magnetoresistive self-locking.

[0026] The dual-insurance parking lock status module is connected to the core control circuit module and the graded braking control module. It is used to receive the parking lock command from the core control circuit module. When the handbrake opening is 100% and the vehicle speed is ≤5km / h, the dual parking lock mechanism (magnetic reluctance self-locking + mechanical lock) is activated. The parking lock status is monitored in real time. If an abnormal lock is detected, an alarm signal is immediately sent to the core control circuit module. At the same time, the braking status feedback module is linked to report the abnormal status to ensure parking safety.

[0027] The core module of the control circuit, as the control center of the entire driver, is used to receive and process signals from the acceleration control signal module, the braking control signal module (including the service brake opening signal and the handbrake opening signal), the vehicle speed detection module, the braking status feedback module, the vehicle type recognition module, and the vehicle speed threshold determination module. It integrates all input signals and performs logical operations, and outputs corresponding control commands to the graded braking control module, the H-bridge drive module, the mechanical braking coordination control module, the energy recovery control module, and the magnetic reluctance self-locking control module to achieve closed-loop control of the entire system and ensure that each module works collaboratively and switches between operating conditions smoothly.

[0028] In addition to the aforementioned core modules, to achieve efficient energy recovery and braking coordinated control, the single-phase permanent magnet reluctance brushless motor driver further includes an energy recovery enable control module and an energy recovery control module.

[0029] The energy recovery enabling control module is connected to the core control circuit module, the H-bridge drive module, the vehicle speed detection module, and the vehicle speed threshold determination module. Its enabling logic is configured to output an enabling signal to the energy recovery control module only when the excitation current output by the H-bridge drive module is zero, the vehicle speed signal is not lower than a preset high-speed threshold (preset by the vehicle speed threshold setting module matching the vehicle model, defaulting to not lower than 30km / h), and the system is not in the parking lock state; if any condition is not met, the energy recovery control module is prohibited from starting.

[0030] The energy recovery control module is connected to the energy recovery enable control module, the power supply unit module, and the control circuit core module. It is used to start after receiving the enable signal, rectify and stabilize the electrical energy generated during braking, and feed it back to the power supply unit module for storage to realize energy recovery and reuse. When it receives the stop command from the control circuit core module, it immediately stops the energy recovery work and feeds back the working status to the control circuit core module.

[0031] Furthermore, the core module of the control circuit and the energy recovery enable control module are configured to collaboratively execute dual braking and energy recovery control, wherein:

[0032] When the system is in magnetic reluctance braking mode or dual braking mode of magnetic reluctance and mechanical coordination, and the excitation current of the H-bridge drive module is zero and the vehicle speed signal is greater than or equal to the preset high-speed threshold (the default speed is 30km / h, which is the first preset high-speed threshold), the energy recovery enable control module outputs the enable signal to start the energy recovery control module.

[0033] When the vehicle speed signal drops below the preset high-speed threshold (default 30km / h), or the brake opening signal exits the effective braking range, or any of the following conditions are triggered (the system releases the brake), the core module of the control circuit controls the energy recovery control module to stop working.

[0034] For automotive applications, the core module of the control circuit is configured to respond to the parking lock request only when both conditions are met simultaneously: the handbrake opening signal is 100% and the vehicle speed signal is ≤5km / h (the second vehicle speed preset threshold low speed threshold).

[0035] Furthermore, the core module of the control circuit is configured to: when the acceleration opening signal is zero and the braking opening signal is zero, control the H-bridge drive module to output a weak excitation current with an amplitude not exceeding 5% of the rated excitation current of the motor, so that the motor is in a weak magnetic resistance coasting condition.

[0036] Furthermore, the core module of the control circuit is configured to generate a single-phase PWM drive signal; the topology of the H-bridge drive module is a single-phase full bridge, used to drive the single-phase excitation coil of the single-phase permanent magnet reluctance brushless motor.

[0037] Another objective of this invention is to provide a control method for a single-phase permanent magnet reluctance brushless motor, comprising the following steps:

[0038] Signal acquisition steps: The acceleration control signal module acquires the acceleration opening signal; the braking control signal module acquires the service brake opening signal and the handbrake opening signal respectively; the magnetic trigger module receives the rotor position signal from the external motor Hall sensor; and the vehicle speed detection module calculates the real-time vehicle speed signal based on the rotor position signal.

[0039] Coasting control steps: When the acceleration opening signal is zero and the braking opening signal is zero, the core module of the control circuit controls the H-bridge drive module to output a weak excitation current with an amplitude not exceeding 5% of the rated excitation current of the motor stator excitation coil, so that the motor is in a weak magnetic resistance coasting condition.

[0040] The graded braking control module executes multi-level braking control based on the service brake opening signal, handbrake opening signal, and real-time vehicle speed signal, specifically as follows:

[0041] When the service brake opening signal meets the condition of 1%≤brake opening≤10%, the excitation cut-off control module is triggered to control the H-bridge drive module to cut off the excitation current, and the pure reluctance braking state module confirms that the system has entered the pure reluctance braking state.

[0042] When the service brake opening signal meets the condition of 10% < brake opening ≤ 100%, the excitation cut-off control module is synchronously triggered to cut off the excitation current, and the mechanical brake coordination control module is controlled to work through the core module of the control circuit to form a dual forced braking of magnetic resistance and mechanical coordination.

[0043] When the handbrake opening signal is 100% and the vehicle speed is ≤5km / h, a parking lock request is sent to the core module of the control circuit, which simultaneously triggers the excitation cut-off control module and the mechanical brake coordination control module, and links the dual-insurance parking lock status module to achieve dual parking lock.

[0044] Another objective of this invention is to provide a braking energy recovery control method for a single-phase permanent magnet reluctance brushless motor, comprising the following steps:

[0045] Pre-condition verification steps: The energy recovery enable control module verifies three pre-conditions in real time: the excitation current output by the H-bridge drive module is zero, the vehicle speed signal output by the vehicle speed detection module is not lower than the first preset vehicle speed threshold, and the system is not in the parking lock state.

[0046] Energy recovery enabling step: Only when all three prerequisites are met simultaneously, the energy recovery enabling control module outputs an enable signal to the energy recovery control module to start the energy recovery control module;

[0047] Energy recovery steps: When the vehicle speed is not lower than the first preset vehicle speed threshold, the energy recovery control module is activated and feeds back the braking induced electrical energy generated by the motor stator excitation coil to the energy storage unit module corresponding to the power supply unit module through the H-bridge drive module.

[0048] Recovery Exit Steps: When any of the following conditions are triggered: the excitation current returns to a non-zero state, the vehicle speed signal is lower than the first preset vehicle speed threshold, or the system enters the parking lock state, the core module of the control circuit controls the energy recovery control module to stop working.

[0049] Another objective of this invention is to provide a parking safety control method for a single-phase permanent magnet reluctance brushless motor, comprising the following steps:

[0050] Parking trigger signal acquisition steps: The brake control signal module and vehicle speed detection module acquire parking lock request signals when the handbrake opening is 100% and the vehicle speed is ≤5km / h, and transmit them to the control circuit core module and the graded braking control module.

[0051] Vehicle model compatibility verification steps: The core module of the control circuit obtains the vehicle type through the vehicle model recognition module. For automobile applications, it verifies whether the real-time vehicle speed signal is ≤5km / h; for three-wheeled vehicles, the vehicle speed threshold verification is not performed.

[0052] Parking execution steps: When the verification conditions of the corresponding vehicle model are met, the graded braking control module synchronously triggers the excitation cut-off control module to cut off the excitation current, the magnetic reluctance self-locking control module to execute rotor magnetic reluctance self-locking, and the mechanical braking coordination control module to execute mechanical locking, forming multiple parking protections;

[0053] Parking status closed-loop steps: The dual-insurance parking lock status module summarizes the working status of each execution module and transmits it to the core module of the control circuit through the braking status feedback module to complete the closed-loop confirmation of the parking lock status.

[0054] Another objective of this invention is to provide a full-condition coordinated control method for a single-phase permanent magnet reluctance brushless motor, comprising the following steps:

[0055] Initialization steps: After the system is powered on, the core module of the control circuit completes self-test, obtains vehicle type parameters through the vehicle model recognition module, matches the vehicle speed threshold setting module with the corresponding vehicle speed threshold parameters, the motor Hall sensor collects rotor position signals in real time, and the system enters standby mode.

[0056] Drive condition control steps: When the acceleration opening signal > 0, the core module of the control circuit outputs a PWM speed regulation command to the H-bridge drive module according to the acceleration opening signal. The magnetic trigger module generates a commutation signal through the bistable module according to the rotor position signal. The H-bridge drive module outputs excitation current to the stator excitation coil according to the commutation signal and the speed regulation command, thereby driving the motor to run.

[0057] Coasting control steps: When the acceleration opening signal is zero and the braking opening signal is zero, weak reluctance coasting control is executed, and a weak excitation current not exceeding 5% of the motor's rated excitation current is output to the stator excitation coil.

[0058] The coordinated control steps for graded braking and energy recovery are as follows: When the service brake opening signal is ≥1%, the excitation current cut-off operation is performed first, and pure magnetic reluctance braking or magnetic reluctance-mechanical dual forced braking is performed according to the brake opening. Energy recovery is only started synchronously when the excitation current is zero and the vehicle speed is not lower than the first preset vehicle speed threshold. When the vehicle speed does not meet the threshold condition, only braking is performed and energy recovery is not started.

[0059] Parking lock control steps: When the handbrake opening signal is 100% and the vehicle speed signal is ≤5km / h, and the parking trigger conditions for the corresponding vehicle model are met, the coordinated parking control of excitation cut-off, magnetic reluctance self-locking and mechanical locking is executed to complete the closed-loop confirmation of the parking lock status.

[0060] Based on the above technical solutions and the technical problems solved, the advantages and positive effects of the technical solution to be protected by this invention are as follows:

[0061] (1) The modules are clearly associated, and the driving and detection links are stable and reliable.

[0062] This invention clarifies the interconnections of 23 core functional modules, optimizes signal transmission paths, and constructs a clear control and detection closed loop. It ensures the complete drive link response and signal stability from the motor Hall sensor → magnetic trigger module → bistable module → H-bridge drive module → stator excitation coil. Simultaneously, it ensures the independent and clear detection link for the vehicle speed detection module to obtain signals from the magnetic trigger module, helping to reduce signal crosstalk between energy recovery and parking control logic, effectively improving the overall control accuracy and operational reliability of the system.

[0063] (2) Single-pole direct-read detection improves overall detection accuracy and stability.

[0064] This invention deeply optimizes the two-pole (N / S pole) magnetic rotor structure of a single-phase permanent magnet reluctance brushless motor. By directly arranging the motor Hall sensors on the outside of the two-pole control magnets, the sensors can directly sense a single complete magnetic pole reversal of the N / S poles. Compared to the multi-group Hall sensor position calculation scheme applicable to three-phase motors, the single-pole position detection scheme of this invention has certain advantages in single-phase motor applications:

[0065] Firstly, it boasts high recognition accuracy and response speed. The magnetic pole reversal characteristics of bipolar magnets are clear, and the Hall sensor only needs to identify one complete level transition to determine the current position of the rotor. This effectively reduces signal interference and ambiguity in the judgment range when multiple magnetic poles are superimposed, achieving low hysteresis and high-precision detection of rotor position and speed.

[0066] Secondly, it has strong anti-interference capabilities. The Hall signal waveform of the bipolar structure is pure and has a high signal-to-noise ratio. Under the same electromagnetic environment, the signal anti-interference capability and data stability are further improved.

[0067] Therefore, this invention achieves direct and accurate detection of rotational state based on the basic hardware structure, providing a reliable data benchmark for accurate triggering of energy recovery, graded braking control, and parking lock.

[0068] (3) Achieve graded braking and optimize braking effect

[0069] This invention achieves flexible and seamless switching between four braking modes—weak magnetic reluctance coasting, pure magnetic reluctance braking, dual forced braking, and low-speed parking lock—by using a braking control signal module to collect braking force in stages and combining this with precise command output from a staged braking control module. This design automatically matches the corresponding braking mode based on the driver's braking force, helping to reduce braking jerking, shorten braking distance, and improve vehicle braking safety and driving comfort. Simultaneously, combined with a weak magnetic reluctance coasting control strategy, it balances coasting smoothness and braking safety, adapting to the diverse driving needs of micro-vehicles.

[0070] (4) High-efficiency and precise energy recovery improves energy-saving effect.

[0071] This invention links the energy recovery strategy with braking conditions and vehicle speed thresholds for control. The energy recovery mode is activated only when the excitation current is zero and the vehicle speed reaches a preset high-speed threshold, ensuring that the recovery process has actual energy-saving value and helping to improve the problem of low energy recovery efficiency under low-speed conditions. The energy recovery process is synchronized with braking operation, without interfering with braking response speed; combined with the energy storage unit module, it achieves energy recycling, effectively improving the product's energy-saving performance and vehicle range.

[0072] (5) Double-insurance parking mechanism to improve parking reliability

[0073] This invention employs a dual-insurance parking mechanism that combines reluctance self-locking control with a mechanical locking structure. Through the linkage of the excitation cut-off control module, the reluctance self-locking control module, and the mechanical braking coordination control module, multiple protections are achieved, including excitation cut-off, rotor self-locking, and mechanical locking.

[0074] (6) Dedicated multi-vehicle control logic improves ease of operation and adaptability.

[0075] This invention addresses the usage scenario of tricycles by adding push control logic and parking linkage control logic, which are also applicable to automobiles. When the throttle is returned to zero, the driver automatically outputs a weak excitation current, helping to improve the problem of high push resistance in traditional reluctance motor drivers. Simultaneously, the parking brake and excitation cut-off control are integrated, simplifying the operation process and adapting to the lightweight and easy-to-operate requirements of tricycles. Through the vehicle type recognition module, it is compatible with the parameter configurations of different tricycles, electric vehicles, and heavy-duty engineering vehicles, offering strong versatility and ease of use.

[0076] (7) Supports both full and simplified versions with flexible application scenarios:

[0077] This driver innovatively adopts a modular architecture design, which can be flexibly configured into two forms: a full version and a simplified version, depending on the actual application scenario and functional requirements. The full version integrates all 23 core functional modules, realizing intelligent control of all functions such as driving, braking, energy recovery, and parking protection. The simplified driver design eliminates complex peripheral logic such as multi-stage braking and energy recovery, retaining only the core drive units such as the power supply unit module, control circuit core module, magnetic trigger module, bistable module, H-bridge drive module, and acceleration control signal module. The simplified driver, relying on the inherent power-off self-locking characteristic of the single-phase permanent magnet reluctance brushless motor, can meet the core requirements of low-cost, high-reliability basic drives in industrial equipment, power tools, and other fields, while only implementing basic drive and speed regulation functions. This dual-architecture design, with both full and simplified versions, allows the product to accurately adapt to different functional positioning, cost control, and application field demands, from high-safety vehicle braking to basic industrial drives, improving the product's market coverage and application scenario flexibility, and providing diversified solutions for the large-scale promotion and application of single-phase permanent magnet reluctance brushless motors.

[0078] (8) High versatility, improving mass production feasibility and safety. This invention achieves differentiated parameter adaptation and threshold calibration for different micro, tricycle, and electric vehicles through vehicle model recognition module and vehicle speed threshold setting module, without requiring modification to the core hardware structure. The hardware integration layout is reasonable, the modules are clearly related, and the signal paths are optimized, which facilitates large-scale production, debugging, and maintenance, and helps reduce mass production costs. At the same time, this invention is specifically adapted to single-phase permanent magnet reluctance brushless motors, which helps reduce the safety hazards such as drive abnormalities and braking failures caused by users forcibly adapting to other types of motors, and improves the safety and reliability of product use.

[0079] (9) Modular architecture enhances system reliability and maintainability. This driver breaks down its overall functionality into 23 standardized functional modules. The modules are interconnected through a unified signal interface and preset connection relationships, resulting in clear associations and optimized signal transmission paths. This architecture design not only facilitates the rapid location and replacement of single-module faults, reducing the difficulty and cost of after-sales maintenance, but also facilitates independent upgrades and optimizations of individual modules without affecting the normal operation of other modules, effectively improving the overall stability, maintainability, and product lifecycle of the system.

[0080] (10) The staged reluctance braking control logic of braking first and then generating electricity optimizes the synergistic effect of braking and energy recovery.

[0081] This invention employs a staged reluctance braking control logic that prioritizes braking before power generation. Compared to the traditional power generation-before-braking control method commonly used in permanent magnet synchronous motors, this approach offers certain advantages in single-phase permanent magnet reluctance brushless motor applications. Traditional solutions rely on power generation for reverse drag to produce braking force, which requires improvement in smoothness at low speeds, and the coordination between power generation and braking has room for optimization. This invention, however, first utilizes the inherent reluctance characteristics of the motor to achieve reluctance braking, and then initiates energy recovery after the braking condition is established. This results in better synchronization between braking commands and braking torque, faster braking response, and smoother driving, helping to improve problems such as low-speed jerking and high-speed braking force fluctuations. Simultaneously, this logic decouples braking control from energy recovery, ensuring both the reliability and operability of reluctance braking while achieving efficient energy recovery under safe braking conditions, further improving overall safety, smoothness, and energy utilization.

[0082] (11) This invention achieves safe parking control based on the driver's explicit intent by coordinating the judgment of 100% handbrake opening and vehicle speed ≤ 5km / h. This solution utilizes the physical characteristics of the reluctance motor to achieve the safety function of the traditional electronic parking brake (EPB) system without increasing any hardware costs, effectively solving the risk of vehicle rollover when parking on a slope in low-cost vehicles. At the same time, this logic strictly limits the triggering time of the parking function through the vehicle speed threshold, completely eliminating the safety risk caused by accidental triggering of the reluctance self-locking during driving, and has extremely high reliability and commercial value in the field of micro electric vehicles.

[0083] This complete driver is designed specifically for vehicles equipped with single-phase permanent magnet reluctance brushless motors, covering electric tricycles, electric vehicles, and other models. The operating voltage range is 48V–800V (48V–220V medium-voltage platform for tricycles, 220V–800V high-voltage platform for electric vehicles). It integrates acceleration drive, weak reluctance coasting, graded braking, energy recovery, parking lock, and multiple safety protection functions for all operating conditions. It is only compatible with single-phase permanent magnet reluctance brushless motors and is not compatible with three-phase motors. Attached Figure Description

[0084] The attached diagram of the single-phase permanent magnet reluctance brushless motor driver involves 23 core functional modules (numbered 1-16, 18-24) and 2 external related components (numbered 17 motor Hall sensor, numbered 25 stator excitation coil).

[0085] Figure 1 This is a block diagram of the overall core logic of the driver provided in an embodiment of the present invention;

[0086] Figure 2 This is a schematic diagram of the working condition process link provided in the embodiment of the present invention;

[0087] Figure 3 This is a logic block diagram of the driver assembly provided in an embodiment of the present invention;

[0088] In the diagram: 1. Core module of control circuit; 2. Power supply unit module; 3. Charger module; 4. Magnetic trigger module; 5. Bistable module; 6. H-bridge drive module; 7. Acceleration control signal module; 8. Braking control signal module; 9. Vehicle speed detection module; 10. Vehicle speed threshold setting module; 11. Vehicle type recognition module; 12. Graded braking control module; 13. Energy recovery control module; 14. Mechanical braking coordination control module; 15. Braking status feedback module; 16. Energy storage unit module; 17. Motor Hall sensor (external component); 18. Weak magnetic reluctance coasting control module; 19. Excitation cut-off control module; 20. Pure magnetic reluctance braking status module; 21. Vehicle speed threshold determination module; 22. Energy recovery enable control module; 23. Magnetic reluctance self-locking control module; 24. Double insurance parking lock status module; 25. Stator excitation coil (external component).

[0089] Figure 1 This is a block diagram of the overall core logic of the driver.

[0090] Figure 1 The diagram shows the overall modular architecture of the driver of this invention, fully presenting all components numbered 1 to 25. It focuses on demonstrating the modular composition of the driver body, the linkage architecture, and the core link connections, while also illustrating the signal link between the parking brake and the excitation cut-off switch. The structure shown in this diagram is only compatible with single-phase permanent magnet reluctance brushless motors and is not compatible with three-phase brushless motors or three-phase permanent magnet synchronous motors. The connection relationships of each core link are as follows:

[0091] 1. Central control information acquisition link

[0092] Link connection relationships: 7 / 8 / 9 / 11 → 1; 15 / 24 → 1; 17 → 4 → 1

[0093] Logical explanation:

[0094] This link provides the core module 1 with all the external inputs and internal status feedback required for decision-making and monitoring.

[0095] Signal acquisition link (7 / 8 / 9 / 11 → 1): It consists of module 7 (acceleration control signal), module 8 (braking control signal), module 9 (vehicle speed detection), and module 11 (vehicle type recognition). It is responsible for collecting driver commands, real-time vehicle speed, and vehicle configuration information, and is the source of control commands.

[0096] Parameter and status input link (15 / 24 → 1): Module 15 (brake status feedback) and Module 24 (parking lock status feedback) feed back the actuator status to Module 1, forming the monitoring side of the control closed loop.

[0097] Low-level driver triggering and monitoring (17 → 4 → 1): The signal from the external Hall sensor (module 17) triggers the low-level driver chain (module 4 magnetic trigger), and its working status is fed back to module 1 through module 4 to realize health monitoring of the autonomous link.

[0098] 2. Central control link

[0099] Link connection relationships: 1 → 2, 3, 6, 10, 12, 13, 14, 16, 18, 19, 20, 21, 22, 23

[0100] Logical explanation:

[0101] Core module 1 directly controls the following 14 functional, strategic, and energy management sub-modules through commands, forming the core controlled execution system of the system:

[0102] (1) Core power control module (1 unit):

[0103] Module 6 (H-bridge drive module): Receives PWM speed control commands from Module 1. This command is the direct output of speed / torque closed-loop calculation and is used to achieve all operating conditions requiring motor torque adjustment, such as acceleration drive, speed maintenance, and weak magnetic reluctance coasting.

[0104] (2) Energy Management Modules (3 modules):

[0105] Module 2 (Power Supply Unit Module): Receives system-level power management commands from Module 1, such as system start / stop, hibernation / wake-up, and working mode switching, to achieve overall control of energy distribution for the entire system.

[0106] Module 3 (Charger Module): Receives charging control commands from Module 1, such as start / stop and mode selection, and works with Module 16 to set charging target parameters.

[0107] Module 16 (Energy Storage Unit Module): Receives battery management strategy instructions from Module 1, such as discharge enable, working mode setting, and SOC protection threshold setting, and acts as the energy source of the system to execute the overall control energy dispatch strategy.

[0108] (3) Status and function control modules (8 modules):

[0109] Braking management: Module 12 (graded braking control), Module 14 (mechanical braking coordination control), Module 20 (pure magnetic reluctance braking state).

[0110] Energy Management: Module 13 (Energy Recovery Control), Module 22 (Energy Recovery Enable Control).

[0111] Operation mode management: Module 18 (weak magnetic reluctance coasting control), Module 19 (excitation cut-off control), Module 23 (magnetic reluctance self-locking control).

[0112] Module 1 outputs specific functional instructions such as enable, mode switching, and action triggering to the above modules.

[0113] (4) Threshold and Decision Modules (2 modules):

[0114] Module 10 (vehicle speed threshold setting): Receives and stores static threshold parameters issued by Module 1.

[0115] Module 21 (vehicle speed threshold determination): Receives the trigger command from Module 1, performs a comparison calculation between the real-time vehicle speed and the set threshold, and feeds back the determination result to Module 1, providing a direct criterion for strategy switching.

[0116] Core control logic:

[0117] Module 1, acting as the central control unit, does not directly interfere with the timing of the underlying commutation drive links (Modules 4, 5, and 6). Instead, it focuses on formulating upper-level strategies and scheduling resources. It drives the system to complete specific functions by issuing commands to the aforementioned 14 modules and reads the execution results through the status feedback from key modules such as Module 15 (braking status feedback), Module 24 (parking lock status feedback), and Modules 2 and 16, thus forming a complete control closed loop of decision-making, execution, and feedback.

[0118] 3. Power supply link

[0119] Link connection relationships: 16 → 2 → (1~24); 3 → 2; 2 → 1

[0120] Logical explanation:

[0121] Power flow: The energy storage unit module (16) serves as the total energy source, supplying power to the power supply unit module (2), which then converts the power supply into a regulated power supply to power the entire system (modules 1-24).

[0122] Charging management: The charger module (3) is controlled and managed by the power supply unit module (2) to charge the energy storage unit (16).

[0123] Closed-loop monitoring: The power supply unit module (2) feeds back the voltage, current and fault status to module 1 to realize closed-loop power supply management.

[0124] 4. Service Braking Control Link

[0125] Link connections: 8 → 1 → 12 → (19, 14, 20, 23); (19, 14, 20, 23) → 24; 24 → 15; 15 → 1

[0126] Logical explanation:

[0127] Following the trigger → decision → execution → summary → feedback process, four-fold safety locking (excitation cut-off, mechanical braking, pure magnetic reluctance braking, and magnetic reluctance self-locking) is achieved.

[0128] Decision: Module 1 makes a judgment based on the combined vehicle speed (9), vehicle type (11), and brake opening (8).

[0129] Execution: After the conditions are met, module 1 synchronously triggers four execution modules (19, 14, 20, 23) through module 12. Among them, the excitation cut-off control module (19) sends a shutdown command to the H-bridge drive module (6).

[0130] Feedback loop: The execution status is reported to module 24 for summary and verification, and then fed back to module 1 via module 15, forming a safety loop.

[0131] 5. Energy Recovery Chain

[0132] Link connection relationship:

[0133] Signal processing and decision-making path: 17 → 4 → 9 → 21 → 15 / 20 → 1 → 22 → 13

[0134] Power recovery and storage path: 25 → 6 → 13 → 16 → 2

[0135] State feedback closed-loop path: 16 → 1

[0136] Logical explanation:

[0137] The energy recovery function is automatically activated when the vehicle is coasting and certain conditions are met. First, the signal from the motor Hall sensor (17) is processed by the magnetic trigger module (4), and the real-time vehicle speed is calculated by the vehicle speed detection module (9). Then, it is sent to the vehicle speed threshold determination module (21) for comparison with the set threshold (30km / h). The determination result, along with the excitation = 0 state monitored by the pure magnetic reluctance braking state module (20) and the braking / parking state monitored by the braking state feedback module (15), are sent to the core module of the control circuit (1) for comprehensive decision-making.

[0138] When the three conditions of excitation cut-off, vehicle speed ≥ 30km / h, and non-parking are met simultaneously, the core module (1) of the control circuit activates the energy recovery control module (13) through the energy recovery enable control module (22). At this time, the electrical energy generated by the stator excitation coil (25) operating as a generator is rectified by the H-bridge drive module (6), managed by the energy recovery control module (13), stored in the energy storage unit module (16), and finally used to power the system through the power supply unit module (2). The energy storage unit module (16) feeds back the status information to the core module (1) of the control circuit to realize closed-loop monitoring and strategy optimization of the recovery process. In the energy recovery enable state, the energy recovery control module (13) sends a working mode switching signal to the H-bridge drive module (6) to make it enter the synchronous rectification working state.

[0139] 6. Drive Link

[0140] Link connection: 17 → 4 → 5 → 6 → 25

[0141] Logical explanation: This link is the basic drive link for motor operation. It adopts a purely hardware-autonomous execution architecture and is the physical basis for the system to achieve high-efficiency power drive and commutation.

[0142] Hardware autonomous drive execution: The rotor position signal detected in real time by the motor Hall sensor (17) directly triggers the magnetic trigger module (4) to generate a precise commutation timing sequence. After being latched and shaped by the bistable module (5), this timing sequence drives the power transistors of the H-bridge drive module (6) to turn on and off in an orderly manner, ultimately controlling the stator excitation coil (25) to generate a continuous rotating magnetic field. This pure hardware link runs autonomously from power-on, and its commutation logic is not interfered with by any software instructions from the core module (1) of the control circuit, ensuring the high real-time performance and reliability of the motor basic drive. Relationship with the main control: The core module (1) of the control circuit only receives the link status feedback signal from the magnetic trigger module (4) for system health monitoring, and does not issue any commutation or drive timing instructions to it.

[0143] Figure 2 This is a schematic diagram of the workflow.

[0144] 1. Initialize the link

[0145] Link connection relationship: 1→11→10→1; 17→4→1

[0146] Connection Description: After power-on and completing self-test, the core module 1 of the control circuit sends initialization commands to the vehicle model recognition module 11 and the vehicle speed threshold setting module 10; the motor Hall sensor 17 transmits the rotor position signal to the core module 1 of the control circuit via the magnetic trigger module 4; after recognizing the vehicle model, the vehicle model recognition module 11 transmits the vehicle model signal to the vehicle speed threshold setting module 10; after matching the vehicle speed threshold parameters of the corresponding vehicle model, the vehicle speed threshold setting module 10 sends a threshold matching signal back to the core module 1 of the control circuit; after completing system calibration, the core module 1 of the control circuit enters the standby state, forming a closed-loop control of the entire initialization process.

[0147] 2. Accelerate the driving link

[0148] Link connections: 7 → 1 → 6; 17 → 4 → 5 → 6 → 25; 9 → 1

[0149] Connection instructions:

[0150] Intent Acquisition: The acceleration control signal module (7) transmits an acceleration request signal to the core module (1) of the control circuit.

[0151] Strategy decision (key change): The core module of the control circuit (1) integrates information such as acceleration request and real-time vehicle speed (from module 9) to calculate the target driving torque or PWM duty cycle parameter (i.e. the size of energy input).

[0152] Hardware autonomous execution: The magnetic trigger module (4) autonomously generates commutation timing based on the signal from the motor Hall sensor (17), and controls the bistable module (5) and H-bridge drive module (6) to drive the motor (25). Note: Module 1 does not send any commutation or timing commands to module 4.

[0153] Closed-loop speed regulation: The vehicle speed detection module (9) feeds back the real-time vehicle speed to module 1. Module 1 achieves closed-loop control by adjusting the target parameters it calculates (instead of directly adjusting module 4).

[0154] 3. Weak magnetic reluctance gliding link connection relationship:

[0155] 7 (Release) → 18 → 1 → 6; 9 → 10 → 1; 6 → 1

[0156] Connection instructions:

[0157] The acceleration release signal of the acceleration control signal module 7 triggers the weak magnetic reluctance coasting control module 18; the weak magnetic reluctance coasting control module 18 sends a request signal to the core module 1 of the control circuit to enter the weak coasting mode; according to this request, the core module 1 of the control circuit issues a corresponding weak excitation current command (5% of the rated excitation current) to the H-bridge drive module 6 to maintain the vehicle's smooth coasting; the vehicle speed detection module 9 and the vehicle speed threshold setting module 10 transmit vehicle speed signals back to the core module 1 of the control circuit in real time; the H-bridge drive module 6 transmits the operating status back to the core module 1 of the control circuit synchronously, forming a closed-loop control of weak magnetic reluctance coasting; when the vehicle speed is ≤5km / h, the system automatically enters the parking preparation state, and the status is synchronously fed back to the core module 1 of the control circuit.

[0158] 4. Light braking link

[0159] Link connection relationship: 8→1→12→19→20 / 15; 12 / 15 / 20→1

[0160] Connection Description: The brake control signal module 8 transmits a light braking signal of 1%~10% opening to the core module 1 of the control circuit; the core module 1 of the control circuit sends a light braking command to the graded braking control module 12; the graded braking control module 12 triggers the excitation cut-off control module 19 to perform the excitation cut-off action, which then sends a shutdown command to the H-bridge drive module 6, and simultaneously activates the pure reluctance braking state module 20 to lock the light braking condition boundary; the braking state feedback module 15 verifies the braking effectiveness status in real time; the graded braking control module 12, the braking state feedback module 15, and the pure reluctance braking state module 20 transmit the braking status back to the core module 1 of the control circuit in real time, forming a light braking closed-loop control.

[0161] 5. Heavy braking link

[0162] Link connection relationship:

[0163] Main link: 8→1→12→19→14→6

[0164] Feedback and parallel links: 12 / 15 / 20→1; 19→20 / 15

[0165] Connection instructions:

[0166] The braking control signal module (8) transmits a heavy braking signal with an opening of 10%~100% to the core module of the control circuit (1); after the core module of the control circuit (1) analyzes the signal, it sends a heavy braking main command to the graded braking control module (12).

[0167] After receiving the instruction, the graded braking control module (12) triggers three execution units in parallel:

[0168] Send an instruction to the excitation cut-off control module (19), which then sends a shutdown instruction to the H-bridge drive module (6) to cut off the motor excitation circuit;

[0169] Send a command to the pure magnetoresistive braking state module (20) to enter the pure magnetoresistive braking state;

[0170] Send a command to the mechanical braking coordination control module (14) so ​​that it controls the intervention of the external mechanical braking mechanism.

[0171] At the same time, the excitation cut-off control module (19) transmits control signals to the H-bridge drive module (6), locks the drive output of the H-bridge drive module (6), cuts off the motor power output, and realizes the dual forced braking and mechanical braking working together.

[0172] During execution, the graded braking control module (12) transmits the heavy braking command execution status back to the core module (1) of the control circuit in real time; the excitation cut-off control module (19) transmits the excitation cut-off synchronization signal to the pure reluctance braking status module (20) to ensure that the pure reluctance braking and excitation cut-off are executed synchronously, and at the same time transmits the excitation cut-off status signal to the braking status feedback module (15); the pure reluctance braking status module (20) transmits the pure reluctance braking start-up and operation status back to the core module (1) of the control circuit; after integrating the braking status of the entire link, the braking status feedback module (15) transmits the actual execution status and fault information of mechanical braking and electric braking back to the core module (1) of the control circuit, thus forming a complete heavy braking closed-loop control.

[0173] Note: The handbrake signal serves as an independent trigger source for heavy braking and is synchronously connected to the brake control signal module (8). When the handbrake is pulled up, the brake control signal module (8) synchronously transmits the heavy braking trigger signal to the core module (1) of the control circuit, and at the same time directly triggers the hardware-level excitation cut-off action and mechanical braking intervention signal, which are redundant with the electronic heavy braking link, further improving braking safety.

[0174] 6. Energy Recovery Chain

[0175] Link connection relationship:

[0176] Signal processing and decision-making path: 17 → 4 → 9 → 21 → 15 / 20 → 1 → 22 → 13

[0177] Power recovery and storage path: 25 → 6 → 13 → 16 → 2

[0178] State feedback closed-loop path: 16 → 1

[0179] Complete logical explanation:

[0180] Signal triggering, vehicle speed calculation and status monitoring:

[0181] When the motor is running, the motor Hall sensor (module 17) acquires rotor position and speed signals in real time. This signal is transmitted via two channels:

[0182] Autonomous commutation path: input to the magnetic trigger module (4) to generate autonomous commutation timing, which is the core of the drive chain (17→4→5→6→25).

[0183] Vehicle speed calculation and status monitoring path: While processing Hall signals and completing commutation logic, module 4 outputs its working status signal containing rotational speed information to the vehicle speed detection module (9) in one direction. Module 9 calculates the real-time vehicle speed based on the frequency and period of this signal. In this path, the output of module 4 is a read-only status signal, and the core module (1) of the control circuit does not send any control commands related to commutation to it.

[0184] Vehicle speed threshold determination:

[0185] The vehicle speed detection module (9) transmits the calculated real-time vehicle speed signal to the vehicle speed threshold determination module (21). The module 21 receives the preset threshold parameter (such as 30km / h) from the vehicle speed threshold setting module (10) and compares the real-time vehicle speed with the preset threshold.

[0186] Comprehensive verification of recycling conditions:

[0187] The core module of the control circuit (1) comprehensively verifies the following conditions for parallel inputs:

[0188] Vehicle speed condition: The result of the judgment from module 21 (whether the vehicle speed is ≥30km / h).

[0189] Braking and excitation states: the actual braking state from the braking state feedback module (15) and the excitation state (whether = 0) fed back from the pure reluctance braking state module (20).

[0190] System-level prohibition condition: The system is in a non-parking state. This state is determined directly by module 1 based on the system's global logic (such as the handbrake signal from module 8, the locking feedback from module 24, etc.), and is not treated as a signal flowing through the above processing path.

[0191] Core decision-making and function enabling:

[0192] Module 1 determines that energy recovery is permitted only when all conditions are met simultaneously (excitation = 0, vehicle speed ≥ 30 km / h). Module 1 then sends an enable command to the energy recovery enable control module (22). Module 22, acting as the final safety switch, connects the circuit upon receiving the command, thereby triggering the energy recovery control module (13) to enter the working preparation state. When enabled, the energy recovery control module (13) sends a mode switching signal to the H-bridge drive module (6), causing it to enter the synchronous rectification working state.

[0193] Power recovery and energy management:

[0194] When the vehicle coasts or brakes, and the motor switches to generator mode, the stator excitation coil (25) cuts the magnetic field lines to generate an AC induced electromotive force. This electromotive force is input to the H-bridge drive module (6). In the energy recovery enabled state, module 6 operates in synchronous rectification mode under the control of the rotor position signal provided by the motor Hall sensor (17), rectifying the AC power into DC power. The rectified DC power is then delivered to the energy recovery control module (13). Module 13 performs filtering, voltage stabilization, and charging management of the electrical energy under the charging strategy instructions (such as target current and voltage) of the core module (1) of the control circuit.

[0195] Energy storage, reuse and closed-loop optimization:

[0196] The processed electrical energy is stored in the energy storage unit module (16). The energy storage unit module (16) feeds back its voltage, current, state of charge (SOC) and other information to the core control circuit module (1). Based on this feedback, module 1 can dynamically adjust the intensity of energy recovery (such as adjusting the charging strategy of module 13), or exit the recovery mode when the energy storage unit is fully charged, thereby forming a complete closed loop of signal perception-decision-execution-state feedback, optimizing energy recovery efficiency and system safety.

[0197] 7. Low-speed parking linkage for automobiles

[0198] Link connection relationship: 10 → 1 → 21 → 12 → 19 / 14 / 23 → 24 → 15 → 1

[0199] Logical explanation:

[0200] This link is a low-speed anti-rollover automatic parking safety closed loop designed specifically for automobile models, following a strict process of parameter input → threshold judgment → command issuance → collaborative execution → status summary → feedback verification.

[0201] 1. Parameter input and trigger decision:

[0202] The vehicle speed threshold setting module 10 outputs the corresponding low-speed parking threshold parameters (≤5km / h) to the control circuit core module 1. Upon receiving the parking request (handbrake opening = 100%) and the current system status, the control circuit core module 1 makes a preliminary judgment on the parking conditions.

[0203] 2. Vehicle speed condition determination:

[0204] When the initial parking conditions are met, the core module 1 of the control circuit sends a trigger command to the vehicle speed threshold determination module 21. The vehicle speed threshold determination module 21 receives the real-time vehicle speed signal from the vehicle speed detection module 9 and compares it with the low-speed threshold parameter from module 10. When the vehicle speed is determined to be ≤ 5km / h, the vehicle speed threshold determination module 21 sends a parking condition met signal to the graded braking control module 12.

[0205] 3. Parking instruction execution:

[0206] After receiving the parking execution command from module 1 and the parking permission signal from module 21 simultaneously, the graded braking control module 12, as the command distribution channel, synchronously triggers the following three execution modules to perform parallel actions:

[0207] Excitation cut-off control module 19: Quickly cuts off the motor excitation circuit, so that the excitation current immediately returns to zero.

[0208] Mechanical braking coordination control module 14: controls the external mechanical braking mechanism to perform full-stroke braking lock.

[0209] Magnetic reluctance self-locking control module 23: Executes an electronically controlled locking action to put the motor rotor into a magnetic reluctance self-locking state.

[0210] This achieves dual safety locking via excitation cutoff, mechanical braking, and magnetic reluctance self-locking, enabling automatic parking of the vehicle at low speeds.

[0211] 4. Status summary, verification, and closed-loop feedback:

[0212] Status summary: The excitation cut-off control module 19, the mechanical braking coordination control module 14, and the magnetic reluctance self-locking control module 23 transmit their respective execution statuses unidirectionally to the dual-insurance parking lock status module 24 for summary.

[0213] Validity verification: The dual-insurance parking lock status module 24 transmits the summarized triple lock status to the braking status feedback module 15 for validity verification.

[0214] Safety Closed Loop: The braking status feedback module 15 feeds back the verified final locking state to the core control circuit module 1, forming a complete parking safety decision-making closed loop. This completes the automotive low-speed automatic parking safety closed loop: parameter preset → condition judgment → decision trigger → collaborative execution → status summary → verification feedback. This loop only applies to automobiles; it is not applicable to tricycles.

[0215] 8. Simplified control chain for tricycle applications

[0216] Link connection relationship:

[0217] 8 → 1 → 12 → 19 → 6 → 25; 15 → 1; 19 → 15

[0218] Connection and logic description:

[0219] This link is a simplified control path for three-wheeled vehicle applications. Its underlying architecture reuses the aforementioned general link for graded braking, but the control strategy is more direct:

[0220] Braking trigger: The braking control signal module (8) transmits the braking signal to the core module (1) of the control circuit; module 1 issues an instruction to the graded braking control module (12); module 12 triggers the excitation cut-off control module (19).

[0221] Power shutdown: The excitation cut-off control module (19) sends a shutdown lock command to the H-bridge drive module (6) to forcibly cut off the current output to the stator excitation coil (25) (excitation current = 0), so that the motor enters the pure magnetic reluctance braking state.

[0222] Status monitoring: During this process, the signal link (17→4→5) of the hardware autonomous drive chain maintains power supply and signal monitoring to continuously acquire rotor position and vehicle speed information; the H-bridge drive module (6) does not execute commutation logic and is in the off state.

[0223] Simplified feedback: The excitation cut-off control module (19) feeds back its execution status to the braking status feedback module (15). Module 15 integrates this signal with the mechanical braking status and sends it back to the core module (1) of the control circuit to form a braking linkage closed-loop control.

[0224] Key Strategy Points: This link is a simplified configuration specifically for tricycles. Its core difference from automotive control logic lies in that the parking lock is not limited by a low-speed threshold (≤5km / h). When the handbrake opening of the tricycle reaches 100%, the excitation is directly cut off (excitation=0), and the motor then uses its inherent physical characteristics to achieve magnetic reluctance self-locking, without the need for additional low-speed threshold judgment and triggering.

[0225] Figure 3 This is a logic block diagram of the driver assembly.

[0226] This diagram uses the core control circuit module (Module 1) as the central control unit of the system. The driver is divided into five functional areas: signal acquisition and input link, core control circuit area, power output and underlying drive area, parking safety hardware link, and external interface area. Under the unified scheduling of the central control module, each module works collaboratively to form a complete perception-decision-execution-feedback motor drive and braking control system.

[0227] (I) Information Collection and Input Link

[0228] Link Description: This link acts as the system's sensor and monitor, responsible for converting external control commands, vehicle status, and internal execution results into electrical signals, which are then unidirectionally input to the core control module (Module 1), providing the complete basis for its decision-making. All connections are represented by dashed lines, reflecting its read-only input and non-directly controlled nature.

[0229] Link relationships: There are two types of modules, with the following connection relationships: 7, 8, 9, 11 → 1 and 15, 24 → 1.

[0230] Module composition:

[0231] External signal acquisition module:

[0232] Acceleration control signal module (7) and braking control signal module (8): collect the driver's accelerator / brake pedal opening commands and reflect the driving intention.

[0233] Vehicle speed detection module (9): Receives and processes the rotational speed signal from the underlying drive chain and calculates the real-time vehicle speed.

[0234] Vehicle type recognition module (11): Provides vehicle type (such as car / tricycle) configuration information to distinguish control strategies.

[0235] Internal status feedback module:

[0236] Braking status feedback module (15): monitors the actual execution status of the mechanical braking system.

[0237] Dual-insurance parking lock status module (24): Monitors and summarizes the final status of parking lock (magnetic reluctance self-locking, mechanical braking).

[0238] (II) Description of the core module of the control circuit: The core module of the control circuit (module 1) is the brain of the system, which is responsible for the entire link of instruction issuance, logic arbitration and status monitoring.

[0239] Input side connection: Receives all signals from signal acquisition and input links (modules 7, 8, 9, 11, 15, 24); passively receives the status flag signal of the underlying autonomous drive link from module 4 (magnetic trigger module), which is only used for system health diagnosis and fault monitoring and does not participate in or interfere with the commutation logic generation inside module 4; receives status feedback from the charger interface (module 3).

[0240] Output-side connection: As the system's central control unit, the output of Module 1 (the core module of the control circuit) constitutes the central control link, which is the core execution path for issuing control commands to the 14 functional subsystems. The output of this link directly determines the system's working mode and operational behavior.

[0241] The master control link connection is as follows: 1 → 2, 3, 6, 10, 12, 13, 14, 16, 18, 19, 20, 21, 22, 23

[0242] Instruction Function Description:

[0243] 1. Issue instructions to the core power execution module:

[0244] Send PWM speed control commands to module 6 (H-bridge drive module) to adjust the motor drive torque and speed, thereby achieving acceleration drive, speed closed loop and weak magnetic reluctance coasting control.

[0245] Send instructions to the energy and parameter management module:

[0246] Send system-level power management commands to module 2 (power supply unit): such as system soft start / stop, hibernation / wake-up, and power supply strategies for each operating mode.

[0247] Send charging control commands, such as start / stop and mode selection, to module 3 (charger module), and coordinate with module 16 to set charging parameters.

[0248] Send battery management strategy instructions to module 16 (energy storage unit): such as discharge enable, operating mode setting and SOC protection threshold setting.

[0249] Send static threshold parameters to module 10 (vehicle speed threshold setting module), such as the high-speed threshold for energy recovery (≥30km / h) and the low-speed threshold for vehicle parking (≤5km / h).

[0250] Send a trigger command to module 21 (vehicle speed threshold determination module) to perform a comparison calculation between the real-time vehicle speed and the set threshold.

[0251] Send instructions to the braking management core module:

[0252] To module 12 (Graded Braking Control Module): Based on comprehensive information, issue the highest-level braking condition command, such as light braking, heavy braking, or parking lock, and coordinate subsequent specific actions.

[0253] Send control commands to the energy recovery management module:

[0254] Send power management commands for energy recovery to module 13 (energy recovery control module), such as target recovery current and voltage, or commands to stop recovery when the energy storage is full.

[0255] Issue the final energy recovery function enable command to module 22 (Energy Recovery Enable Control Module). This module is a safety switch and will only receive this command if module 1 determines that all conditions (excitation = 0, vehicle speed ≥ threshold, non-parking) are met.

[0256] Issue direct commands to specific operating modes and control modules:

[0257] Send a mechanical braking coordination intervention command to module 14 (Mechanical Braking Coordination Control Module), which is usually triggered during heavy braking or parking.

[0258] Send the command to module 18 (weak magnetic reluctance coasting control module) to enter the weak magnetic reluctance coasting mode. This is usually triggered when the acceleration signal returns to zero.

[0259] To module 19 (excitation cut-off control module): issue a command to cut off the motor excitation current, which is a direct command to trigger pure reluctance braking.

[0260] Issue a status management command to module 20 (pure reluctance braking state): to identify or confirm that the system has entered the pure reluctance braking state.

[0261] Send a command to module 23 (magnetic reluctance self-locking control module) to enter the magnetic reluctance self-locking state, which is usually linked with the parking lock.

[0262] (III) Power Output and Underlying Drive Area Description:

[0263] This area is the system's spine and limbs, forming the hardware autonomous execution layer for highly efficient power conversion and motor drive. Based on sensor signals and upper-level strategy instructions, it independently completes the entire process from commutation logic generation to power output.

[0264] Signal triggering and commutation: Its core is a pure hardware, basic operating drive link: 17 → 4 → 5 → 6 → 25. The rotor position signal from the external Hall sensor (module 17) serves as the sole trigger source for this link and is input to the magnetic trigger module (4). Module 4 generates a precise commutation timing sequence based on this, which is latched and shaped by the bistable module (5) and then directly drives the power transistors of the H-bridge drive module (6) to turn on and off in an orderly manner. During this time, the core module (1) of the control circuit does not send any commutation or timing commands, but only passively receives the working status feedback signal from module 4 to realize the health monitoring and fault diagnosis of the drive link.

[0265] Power Drive and Recovery: The commutation timing and power flow of the H-bridge drive module (6) are completely controlled by the aforementioned autonomous hardware drive chain (17 → 4 → 5 → 6). In drive mode, module 6 drives the stator excitation coil (25) to generate a continuous rotating magnetic field. In regenerative braking mode, the motor becomes a generator, and module 6 operates in synchronous rectification mode under the commutation logic control driven by the Hall signal of module 17, feeding electrical energy back to the energy storage unit (16).

[0266] (iv) Vehicle safety braking hardware link

[0267] Link Description: This link is a dedicated hardware execution and verification channel for implementing safe parking, embodying a high-reliability design of parallel execution, aggregated verification, and independent feedback. Its connection relationship is... Figure 2 The automatic parking circuit for low-speed vehicles is completely consistent: 8→1→12→(19, 14, 23)→24→15→1.

[0268] Triggering and Decision: The braking signal (8) triggers module 1 to make a parking condition decision.

[0269] Parallel execution: Module 1, through the graded braking control module (12), synchronously triggers the three major execution modules: excitation cut-off (19), mechanical braking coordination (14), and magnetic reluctance self-locking (23), to achieve triple safety locking. Among them, the excitation cut-off control module (19) sends a shutdown locking command to the H-bridge drive module (6).

[0270] Status summary and verification: The execution status of the three is summarized into the dual-insurance parking lock status module (24), and the validity is verified by the braking status feedback module (15). Note: Among them, the magnetic reluctance self-locking (23) is used as the highest level of deceleration assistance in the driving brake, while it is used as the final locking means in the parking link.

[0271] Safety closed loop: The final status after verification is fed back to module 1, forming a strict parking safety closed loop. Module 12 only acts as an instruction distributor and does not participate in the closed loop feedback.

[0272] Note: The brake control signal module 8, the brake status feedback module 15, and the dual-safety parking lock status module 24 are placed in the information acquisition link area.

[0273] (v) External Interface Area

[0274] Area Description: The external interface area defines the interaction boundary between the driver and the external physical world, and includes three types of interfaces:

[0275] Interface Classification:

[0276] Motor interface:

[0277] Hall sensor interface (module 17): As the signal starting point of the autonomous drive link, it inputs the rotor position signal to the magnetic trigger module (4). The resulting commutation timing control bistable module (5) then drives the H-bridge module (6) to work, ultimately controlling the stator excitation coil (module 25) to generate a continuous rotating magnetic field, realizing the basic commutation and power drive of the motor. Stator excitation coil interface (module 25): Connected to the H-bridge drive module (6), used for drive power output and braking energy recovery.

[0278] Control input interface:

[0279] Acceleration interface (module 7) and braking interface (module 8): Both are connected to the core module (1) of the control circuit and are used to input driver commands.

[0280] Energy interaction interface:

[0281] Charger Interface (Module 3): This module is the charging management unit, and its physical charging interface serves as a functional extension. This module receives external power input and, under the command and control of the power supply unit module (Module 2), interacts with the core control circuit module (Module 1) to collaboratively complete the safe charging management of the energy storage unit (Module 16). Detailed Implementation

[0282] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0283] This invention provides a single-phase permanent magnet reluctance brushless motor driver, comprising: 1. a control circuit core module; 2. a power supply unit module; 3. a charger module; 4. a magnetic trigger module; 5. a bistable module; 6. an H-bridge drive module; 7. an acceleration control signal module; 8. a braking control signal module; 9. a vehicle speed detection module; 10. a vehicle speed threshold setting module; 11. a vehicle type recognition module; 12. a graded braking control module; 13. an energy recovery control module; 14. a mechanical braking coordination control module; 15. a braking status feedback module; 16. an energy storage unit module; 17. a motor Hall sensor (an external motor component); 18. a weak reluctance coasting control module; 19. an excitation cut-off control module; 20. a pure reluctance braking status module; 21. a vehicle speed threshold determination module; 22. an energy recovery enable control module; 23. a reluctance self-locking control module; 24. a double-insurance parking lock status module; and 25. a stator excitation coil (an external motor component).

[0284] (1) External related components: No. 17: Motor Hall sensor

[0285] Function: Fixed inside the motor, used to detect the absolute position and rotational speed of the motor rotor in real time.

[0286] Connection Relationship: The output terminal of the motor Hall sensor (No. 17) establishes a unidirectional signal connection with the input terminal of the magnetic trigger module (No. 4) of the driver body. The original rotor position and speed pulse signals output by this sensor are uniquely and directly transmitted to the magnetic trigger module (No. 4). After conditioning and processing the original signal, the resulting status signal containing precise speed information will serve as the basis for subsequent vehicle speed calculations and will be unidirectionally output to the vehicle speed detection module (No. 9). Therefore, the signal provided by No. 17, relayed and processed by No. 4, provides a unique and reliable data source for subsequent drive commutation, real-time vehicle speed calculation, and synchronous rectification for energy recovery.

[0287] Number 25: Stator excitation coil

[0288] Function: As the core power execution and energy conversion component of the motor, its core functions are: under driving conditions, it generates an excitation magnetic field to drive the rotor to rotate by passing an excitation current; under braking and power generation conditions, it acts as the generator armature to cut magnetic field lines and generate a recoverable induced electromotive force.

[0289] Connection Relationship: The two power terminals of the stator excitation coil (number 25) are connected bidirectionally to the power output terminal of the H-bridge drive module (number 6) of the driver body. The switching and regulation of the excitation state (on / off), current amplitude, current direction, and operating mode (drive / generate) of this coil are solely controlled and executed by the H-bridge drive module (number 6).

[0290] I. The specific interconnection relationships of the 23 core modules of the driver body are as follows:

[0291] 1. Module No. 1: The core module of the control circuit is the system's central control hub or brain, responsible for issuing commands, arbitrating logic, and monitoring status throughout the entire process. Its connections form the decision-making and feedback closed loop of the entire drive and braking assembly. Specifically:

[0292] (a) Input connection (receiving signals)

[0293] The input of Module 1 is its sensory input, which perceives external commands, vehicle status, and internal execution. All connections are unidirectional signal inputs, providing a data basis for its decision-making.

[0294] Driver command input:

[0295] From module 7 (acceleration control signal): Receives the driver's throttle / accelerator pedal / throttle opening signal (0.8V-4.2V, corresponding to 0%-100% opening), reflecting the driver's driving intention.

[0296] From module 8 (Brake Control Signal Module): Receives the driver's brake pedal / handbrake opening signal (0.5V-3V, corresponding to 0%-100% opening) and parking trigger signal, reflecting the driver's intention to decelerate or park.

[0297] Vehicle status and parameter input:

[0298] From module number 9 (vehicle speed detection): Receives the calculated real-time vehicle speed signal, which is the core basis for all speed-related logical judgments such as energy recovery, graded braking, and parking.

[0299] From module 11 (vehicle type identification): Receives vehicle type identification signals (such as car / tricycle) to match differentiated control strategies and parameter thresholds.

[0300] System execution status feedback input:

[0301] From module 15 (Brake Status Feedback): Receives feedback on the actual execution status and fault information of the entire braking system (including electric braking and mechanical braking) after integration, forming the monitoring side of the brake control closed loop.

[0302] From module 24 (Dual-insurance parking lock status module): Receives and verifies the final parking lock status (magnetic reluctance self-locking + mechanical braking) feedback signal to confirm whether parking has been safely completed.

[0303] Inputs for underlying hardware and energy status monitoring:

[0304] Inputs for underlying hardware and energy status monitoring:

[0305] This section is used for system health diagnosis and monitoring, and does not participate in the real-time decision-making of the core control strategy. Core module 1 receives status flags, fault information, and operating parameters from various underlying hardware modules (such as the magnetic trigger module 4, energy storage unit module 16, and charger module 3), and is used to implement system self-testing, fault logging, and safety protection. For detailed monitoring connections, please refer to the detailed interface definitions of each corresponding module.

[0306] (ii) Output connection (issuing commands, i.e., the central control link)

[0307] The output of the core control circuit module (Module 1) constitutes the central control link, which is the core execution path for issuing control commands to the 14 functional subsystems as the decision-making center. The output of this link directly determines the system's working mode and operational behavior.

[0308] Central control link connection: 1 → 2, 3, 6, 10, 12, 13, 14, 16, 18, 19, 20, 21, 22, 23

[0309] Command Function Description: Module 1, through the central control link, directly issues control commands to the following modules, forming the core controlled execution system of the system:

[0310] 1. Issue instructions to the core power execution module:

[0311] Send a PWM speed control command to module 6 (H-bridge drive module). This command is the direct output of the speed / torque closed-loop calculation and is used to achieve all operating conditions that require motor torque adjustment, such as acceleration drive, speed maintenance, and weak magnetic reluctance coasting.

[0312] 2. Issue instructions to the energy and parameter management module:

[0313] Send system-level power management commands, such as soft start / stop, sleep / wake-up and multi-mode power supply strategies, to module number 2 (power supply unit module).

[0314] Send charging control commands, such as start / stop and mode selection, to module 3 (charger module), and coordinate with module 16 to set charging parameters.

[0315] Send battery management strategy instructions to module 16 (energy storage unit): such as discharge enable, operating mode and SOC protection threshold setting.

[0316] Send static threshold parameters to module 10 (vehicle speed threshold setting module), such as the high-speed threshold for energy recovery (≥30km / h) and the low-speed threshold for vehicle parking (≤5km / h).

[0317] Send a trigger command to module 21 (vehicle speed threshold determination module) to perform a comparison calculation between the real-time vehicle speed and the set threshold.

[0318] 3. Issue instructions to the braking management core module:

[0319] To module 12 (Graded Braking Control Module): Based on comprehensive information, issue the highest-level braking condition command, such as light braking, heavy braking, or parking lock.

[0320] 4. Send instructions to the energy recovery management module:

[0321] Send power management instructions for energy recovery, such as target recovery current and voltage, to module 13 (energy recovery control module).

[0322] Issue the final energy recovery function enable command to module 22 (Energy Recovery Enable Control Module). This module is a safety switch and is activated only when all conditions are met, including excitation current = 0, vehicle speed ≥ threshold, and non-parking.

[0323] 5. Issue commands to specific operation and control modules:

[0324] Send a mechanical braking coordination intervention command to module 14 (Mechanical Braking Coordination Control Module), which is usually triggered during heavy braking or parking.

[0325] Send the command to module 18 (weak magnetic reluctance coasting control module) to enter the weak magnetic reluctance coasting mode. This is usually triggered when the acceleration signal returns to zero.

[0326] To module 19 (excitation cut-off control module): issue a command to cut off the motor excitation current, which is a direct command to trigger pure reluctance braking.

[0327] Issue a status management command to module 20 (pure reluctance braking state): to identify or confirm that the system has entered the pure reluctance braking state.

[0328] Send a command to module 23 (magnetic reluctance self-locking control module) to enter the magnetic reluctance self-locking state, which is usually linked with the parking lock.

[0329] 2. No. 2: Power Supply Unit Module

[0330] Function: Provides a stable DC operating voltage for all modules in the system.

[0331] Connection relationships:

[0332] Its input is connected to the output of module 16: energy storage unit, to obtain raw electrical energy (16 → 2).

[0333] Its output is connected to the power input of all core modules numbered 1 to 24, providing a regulated power supply (2 → (1~24)).

[0334] Establish a bidirectional control and status connection with module number 3: charger (3 → 2).

[0335] Its status output terminal is connected to the core module of the control circuit (number 1) to provide feedback on the power supply status (2 → 1).

[0336] 3. Number 3: Charger Module

[0337] Function: A controlled charging management unit that charges the energy storage unit.

[0338] Connection relationships:

[0339] Establish a bidirectional control and status connection with module number 2: power supply unit (3 → 2).

[0340] Its charging output terminal is connected to the charging input terminal of module 16: energy storage unit (3 → 16).

[0341] Its status output terminal is connected to the core module of the control circuit numbered 1 (3 → 1).

[0342] 4. Item No. 4: Magnetic Trigger Module

[0343] Function: Process Hall signals to generate motor commutation control signals.

[0344] Connection relationships:

[0345] Its signal input terminal is connected to module number 17: motor Hall sensor module (17 → 4).

[0346] Its commutation signal output terminal is connected to the signal input terminal of module number 5: bistable module (4 → 5).

[0347] The processed speed signal output terminal is connected to the signal input terminal of module number 9: vehicle speed detection module (4 → 9).

[0348] Its status feedback output terminal is connected to the core module of the control circuit, number 1 (4 → 1).

[0349] 5. Number 5: Bistable Module

[0350] Function: Latches and reshapes commutation signals to ensure stable drive operation.

[0351] Connection relationships:

[0352] Its signal input terminal is connected to the commutation signal output terminal of module No. 4: magnetic trigger module (4 → 5).

[0353] Its signal output terminal is connected to the drive signal input terminal of the H-bridge drive module number 6 (5 → 6).

[0354] 6. Number 6: H-bridge driver module

[0355] Function: The core execution unit for power drive and energy recovery.

[0356] Connection relationships:

[0357] Its drive signal input terminal is connected to the signal output terminal of module 5: bistable module (5 → 6).

[0358] Its speed control command input terminal receives PWM speed control commands (1 → 6) from the core module of the control circuit, number 1.

[0359] Its control command input terminal receives current adjustment commands (18→6) from module number 18: weak magnetic reluctance coasting control module.

[0360] Its control command input terminal receives the shutdown command (19 → 6) from module 19: excitation cut-off control module.

[0361] Its power terminal is bidirectionally connected to stator excitation coil number 25 (6 25).

[0362] Its energy recovery output is connected to the input of module 13: energy recovery control module (6 → 13).

[0363] 7. No. 7: Acceleration Control Signal Module

[0364] Function: Collect driver acceleration commands.

[0365] Connection relationships:

[0366] Its signal output terminal is connected to the corresponding input terminal of the core module of the control circuit number 1 (7 → 1).

[0367] Its acceleration zeroing trigger signal output terminal is connected to the trigger terminal of the weak magnetic reluctance coasting control module No. 18 (7→ 18).

[0368] 8. No. 8: Brake control signal module

[0369] Function: Collect driver's braking / parking commands.

[0370] Connection relationship: Its signal output terminal is connected to the corresponding input terminal of the core module of the control circuit number 1 (8 → 1).

[0371] 9. Number 9: Vehicle Speed ​​Detection Module

[0372] Function: Calculates and outputs real-time vehicle speed.

[0373] Connection relationships:

[0374] Its signal input terminal is connected to the speed signal output terminal of module No. 4: magnetic trigger module (4 → 9).

[0375] Its vehicle speed signal output terminal is connected to the corresponding input terminal of the control circuit core module No. 1 (9 → 1).

[0376] Its vehicle speed signal output terminal is connected to the corresponding input terminal of the vehicle speed threshold determination module number 21 (9 → 21).

[0377] 10. No. 10: Vehicle speed threshold setting module

[0378] Function: Stores and manages vehicle speed threshold parameters.

[0379] Connection relationships:

[0380] Its parameter configuration input receives instructions (1 → 10) from module 1: control circuit core module.

[0381] Its vehicle model parameter input terminal receives signals from module number 11: vehicle model identification module (11 → 10).

[0382] Its threshold parameter output is connected to the threshold input of module number 21: vehicle speed threshold determination module (10 → 21).

[0383] 11. Number 11: Vehicle Model Recognition Module

[0384] Function: Provides vehicle type identification.

[0385] Connection relationships:

[0386] Its vehicle model signal output terminal is connected to the corresponding input terminal of the control circuit core module number 1 (11 → 1).

[0387] Its vehicle model signal output terminal is connected to the vehicle model parameter input terminal of module number 10: vehicle speed threshold setting module (11 → 10).

[0388] 12. No. 12: Graded Braking Control Module

[0389] Function: Coordinates the execution of braking and parking actions.

[0390] Connection relationships:

[0391] Its command input terminal receives braking / parking commands (1 → 12) from module 1: control circuit core module.

[0392] Its brake opening signal input terminal is connected to module number 8: brake control signal module (8 → 12).

[0393] Its command output terminals are connected in parallel to the command input terminals of module 19 (excitation cut-off control module), module 14 (mechanical braking coordination control module), module 20 (pure reluctance braking state module), and module 23 (reluctance self-locking control module) (12 → 19, 14, 20, 23).

[0394] Its status feedback input is connected to module number 15: Braking Status Feedback Module (15 → ​​12).

[0395] 13. Item No. 13: Energy Recovery Control Module

[0396] Function: Manages the electrical energy conversion and storage of regenerative braking.

[0397] Connection relationships:

[0398] Its enable control input is connected to the output of module 22: Energy Recovery Enable Control Module (22 → 13).

[0399] Its power input terminal is connected to the energy recovery output terminal of the H-bridge drive module number 6 (6 → 13).

[0400] Its charging output terminal is connected to the charging input terminal of module 16: energy storage unit (13 → 16).

[0401] 14. Item No. 14: Mechanical Braking Co-control Module

[0402] Function: Controls the external mechanical braking mechanism.

[0403] Connection relationships:

[0404] Its command input terminal is connected to the command output terminal of module number 12: graded braking control module (12 → 14).

[0405] Its status output terminal is connected to the corresponding input terminal of module number 15: braking status feedback module (14 → 15).

[0406] 15. No. 15: Braking Status Feedback Module

[0407] Function: Collect and provide feedback on the execution status of the entire braking system.

[0408] Connection relationships:

[0409] Its status input terminals are respectively connected to the status output terminals of module 14: mechanical braking coordination control module, module 19: excitation cut-off control module, module 20: pure magnetic reluctance braking status module, module 23: magnetic reluctance self-locking control module, and module 24: double insurance parking lock status module.

[0410] Its integrated state feedback output terminal is connected to the corresponding input terminal of the control circuit core module No. 1 (15→ 1).

[0411] 16. No. 16: Energy Storage Unit Module

[0412] Function: Stores and provides system power.

[0413] Connection relationships:

[0414] Its discharge output terminal is connected to the input terminal of module number 2: power supply unit module (16 → 2). Its charging input terminal is connected to the output terminals of module number 3 (charger module) and module number 13 (energy recovery control module) respectively, and internally it is divided into two independent paths: external charging management and energy recovery charging (3 → 16, 13 → 16). Its status output terminal is connected to the corresponding input terminal of module number 1: control circuit core module (16 → 1).

[0415] 17. Item 18: Weak magnetic reluctance coasting control module

[0416] Function: Controls the vehicle to coast with low resistance.

[0417] Connection relationships:

[0418] Its trigger input terminal is connected to the acceleration zeroing trigger terminal of the acceleration control signal module number 7 (7 → 18).

[0419] Its enable control input is connected to the instruction output of the control circuit core module number 1 (1 → 18).

[0420] Its current control output terminal is connected to the corresponding control terminal of the number 6: H-bridge drive module (18 → 6).

[0421] 18. Item 19: Excitation Cut-off Control Module

[0422] Function: Performs rapid interruption of excitation current.

[0423] Connection relationships:

[0424] Its command input terminal is connected to the command output terminal of module number 12: graded braking control module (12 → 19).

[0425] Its shutdown signal output terminal is connected to the corresponding control terminal of the number 6 H-bridge drive module (19 → 6).

[0426] Its status output terminal is connected to the corresponding input terminal of module 20 (pure magnetoresistive braking status module) and module 15 (braking status feedback module) respectively (19 → 20, 15).

[0427] 19. Module No. 20: Pure reluctance braking state module

[0428] Function: Confirms the state where the excitation current is 0.

[0429] Connection relationships:

[0430] Its status confirmation input is connected to the status output of module 19: Excitation Cut-off Control Module (19 → 20).

[0431] Its status signal output terminal is connected to the corresponding input terminals of No. 1: control circuit core module, No. 15: braking status feedback module and No. 22: energy recovery enable control module (20 → 1, 15, 22).

[0432] Section 20.21: Vehicle Speed ​​Threshold Determination Module

[0433] Function: Performs a comparison and determination between vehicle speed and a threshold.

[0434] Connection relationships:

[0435] Its vehicle speed signal input terminal is connected to the output terminal of the vehicle speed detection module number 9 (9 → 21).

[0436] Its threshold parameter input terminal is connected to the output terminal of module number 10: vehicle speed threshold setting module (10 → 21).

[0437] Its trigger and parameter input terminals receive instructions (1 → 21) from module 1: control circuit core module.

[0438] The output of the judgment result is connected to the corresponding input terminals of No. 1: control circuit core module and No. 22: energy recovery enable control module (21 → 1, 22).

[0439] 21. No. 22: Energy Recovery Enable Control Module

[0440] Function: Final safety enable logic for energy recovery.

[0441] Connection relationships:

[0442] Its main enable input is connected to the instruction output of the control circuit core module No. 1 (1 → 22).

[0443] Its condition input terminals are respectively connected to the status output terminals of module No. 20: pure magnetic reluctance braking state, module No. 21: vehicle speed threshold determination module, and module No. 24: double insurance parking lock state.

[0444] Its enable signal output terminal is connected to the enable control input terminal of module 13: Energy Recovery Control Module (22 → 13).

[0445] 22. No. 23: Magnetic Reluctance Self-Locking Control Module

[0446] Function: Controls the motor to enter a reluctance self-locking state.

[0447] Connection relationships:

[0448] Its command input terminal is connected to the command output terminal of module number 12: graded braking control module (12 → 23).

[0449] Its self-locking output terminal is connected to the corresponding input terminal of module number 24: double insurance parking lock state module (23 → 24).

[0450] 23. Item 24: Dual-safe parking lock status module

[0451] Function: Summarizes and verifies the locking status from mechanical braking and magnetic reluctance self-locking, and outputs the final parking lock confirmation signal. Connection: Input: Receives status signals from module 14 (mechanical braking coordination control module) and module 23 (magnetic reluctance self-locking control module), performs verification and logic synthesis.

[0452] Output 1 (Status Summary Output): Sends the summarized status to module 15 (Brake Status Feedback Module) for status indication (24 → 15). Output 2 (Final Lock-up Command Output): Feeds back the confirmed final lock-up command to upstream control core module 1 (Control Circuit Core Module) and module 12 (Graded Braking Control Module) to complete the control closed loop (24 → 1, 12).

[0453] II. Assembly Architecture and Numbering Plan

[0454] This single-phase permanent magnet reluctance brushless motor staged brake driver assembly adopts a standardized and modular design. Its instruction manual and attached drawings uniformly use numbering 1 to 25 as the system's identification and positioning system, with a total of 25 numbering positions, as follows:

[0455] Of these, 23 are the core functional modules of the driver body, distributed in the intervals numbered 1-16 and 18-24, which together constitute the main control architecture of the driver body;

[0456] Number 17 is used for signal input to the external motor Hall sensor to achieve accurate detection and closed-loop feedback of the rotor position;

[0457] Number 25 is independently assigned to the stator excitation coil and is identified as an external load electrical component of the assembly.

[0458] The aforementioned 23 core modules construct the complete logic and independent circuit topology of the driver body; while external related components (numbered 17 and 25) are set up independently to ensure a clear system structure and ease of expansion and maintenance.

[0459] III. Overall Working Principle

[0460] The driver uses the control circuit core module as its central control unit, coordinating the collaborative operation of all core modules. Internally, it is functionally divided into three independent signal and power links: drive and braking, energy recovery, and parking control. An external motor Hall sensor collects rotor position and speed signals and transmits them to the magnetic trigger module, providing the system with basic operating parameters. An external stator excitation coil acts as the actuator, connected to the H-bridge drive module, receiving drive and braking control current. Signal interaction and power transfer between modules are achieved through preset logic. Combined with vehicle speed detection, threshold judgment, graded braking, and energy recovery control logic, it completes the motor drive, graded reluctance braking, energy recovery, and dual-safety parking functions. The overall architecture is specifically optimized for the structural characteristics and operating conditions of a single-phase permanent magnet reluctance brushless motor, ensuring the stability and control accuracy of the driver assembly.

[0461] IV. Hardware Composition and Control Principle

[0462] This actuator achieves all its functions through two basic control components: an acceleration control unit (throttle / accelerator pedal) and a braking control unit (handbrake / brake pedal). No additional switching components are required. The core hardware consists of mature industry-standard components, resulting in low production costs and mass production capability. This actuator achieves closed-loop logic control and power output by acquiring rotor position signals. The overall control logic relies on rotor position signals for precise regulation, ensuring seamless switching between operating conditions and fault-free operation.

[0463] (1) Acceleration control components (accelerator lever / car accelerator pedal)

[0464] A linear Hall potentiometer is used to output a continuous linear voltage signal of 0.8V to 4.2V to the acceleration control signal module. This voltage signal corresponds to the acceleration opening degree of 0% to 100%, which directly determines the drive power output and excitation current of the driver, enabling precise control of driving, coasting, and weak magnetic reluctance braking.

[0465] The linkage logic in normal drive mode (linear Hall effect voltage range of 0.8V to 4.2V) is as follows:

[0466] The larger the acceleration opening, the higher the linear Hall voltage, the greater the driving power, the greater the excitation current, the greater the driving torque, the stronger the suppression of rotor magnetic reluctance torque, and the smaller the braking torque.

[0467] The smaller the acceleration opening, the lower the linear Hall voltage, the smaller the drive power, the smaller the excitation current, the smaller the drive torque, the rotor magnetic reluctance torque gradually recovers, and the braking torque gradually increases.

[0468] Acceleration opening 100%: The controller outputs the maximum drive power, the excitation current reaches its maximum value, the rotor magnetic reluctance torque is suppressed to the maximum extent, and the braking torque is minimized.

[0469] Acceleration opening 0% (fully release the accelerator throttle or pedal to zero): No drive power output, the controller outputs a weak excitation current, suppressing most of the rotor's inherent magnetic resistance torque. At this time, the rotor can rotate easily and the vehicle can be pushed, while achieving smooth gliding with weak magnetic resistance braking.

[0470] (2) Braking control components (dedicated linear Hall sensor + handbrake / car brake pedal)

[0471] The core of the braking control component uses a linear Hall sensor, which has a dual output mode of switch signal + linear opening signal. It can output a brake on / off signal and a continuous opening signal of 0.5V to 3V, which corresponds to 0% to 100% brake opening. It can clearly distinguish between light braking, normal braking, heavy braking, emergency braking, parking and other conditions. The linear Hall sensor can accurately capture the subtle changes in the braking operation and output a voltage signal that corresponds linearly to the brake opening. It provides accurate data support for the graded control of braking conditions and ensures the smoothness and reliability of braking control.

[0472] Service brake opening 0%: No braking control command, the system maintains a weak excitation coasting state;

[0473] When the service brake opening is ≥1% and ≤10%, the controller immediately cuts off the excitation current output, forces the excitation current to be equal to 0, and the motor instantly enters the pure magnetic reluctance braking state to achieve smooth deceleration.

[0474] Service brake opening > 10%: Regardless of the current vehicle speed, the mechanical brakes immediately intervene and work in conjunction with the pure magnetic reluctance brakes to form a dual-force braking system, improving braking efficiency and system safety;

[0475] When the handbrake opening is 100% and the vehicle speed is ≤5km / h, the parking lock is triggered, achieving dual locking of excitation cut-off, magnetic reluctance self-locking, and mechanical braking.

[0476] (3) Vehicle speed detection module and vehicle speed threshold setting module

[0477] Vehicle speed detection module: Real-time acquisition of motor speed and vehicle speed data, accurate determination of whether the vehicle speed has reached the preset high-speed energy recovery threshold, and real-time output of the vehicle speed signal to the core module of the control circuit and the vehicle speed threshold determination module, providing data support for the logic determination of various working conditions.

[0478] Vehicle speed and rotational speed calculation: The system collects rotational speed signals through wheel axle sensors. The motor output shaft rotational speed directly corresponds to the wheel axle rotational speed, so the motor output shaft rotational speed can be calculated using the formula n = 60f / p (where n is the rotational speed in r / min; f is the pulse frequency in Hz; and p is the number of pole pairs). This is further converted to obtain the vehicle speed, specifically: v = \frac{\pi dn}{3.6 i} (where v is the vehicle speed in km / h; d is the wheel diameter in m; and i is the transmission ratio), accurately achieving real-time calculation and feedback of the vehicle speed.

[0479] Vehicle speed threshold setting module: In this embodiment, the driver is specifically configured with a vehicle speed threshold setting module, which is used to uniformly preset, store, calibrate, and output two types of key vehicle speed thresholds: low speed threshold and high speed threshold. This module integrates the functions of storing, reading, modifying, and outputting threshold parameters, and can be flexibly configured through software programs or external interfaces. It is the core parameter configuration unit of the entire driver.

[0480] Low speed threshold: Used to determine whether the vehicle has entered low-speed parking, low-speed pure magnetic reluctance braking, etc. It is set to ≤5km / h and handbrake opening = 100%. It is only applicable to car parking / parking conditions and is not triggered during driving. It is invalid for tricycles.

[0481] High-speed threshold: Used to determine whether the conditions for energy recovery to be activated are met, set to greater than or equal to 30km / h; Energy recovery high-speed threshold (default ≥30km / h, can be calibrated through the vehicle speed threshold setting module program number 10).

[0482] High-speed threshold and low-speed threshold can be uniformly configured and calibrated through the same threshold parameter setting module, realizing centralized management and unified configuration of threshold parameters, simplifying system structure, and improving the maintainability and scalability of control parameters.

[0483] Vehicle speed threshold determination module: The real-time vehicle speed output by the vehicle speed detection module is compared and analyzed with the low speed threshold and high speed threshold in the vehicle speed threshold setting module, providing accurate judgment basis for working conditions such as pure magnetic reluctance braking, energy recovery, dual forced braking and parking lock.

[0484] (4) Core circuit workflow

[0485] The control magnet inside the motor rotates synchronously with the rotor, triggering the Hall sensor to output a precise rotor position signal in real time. This position signal is transmitted to the magnetic trigger module, and after being latched and shaped by the bistable module logic, it further regulates the H-bridge drive circuit to provide a stable and controllable alternating pulse current to the motor stator excitation coil. This not only precisely drives the rotor to rotate in an orderly manner, but also realizes the on / off state and magnitude adjustment of the excitation current, thereby completing the seamless switching between driving, reluctance braking, and energy recovery modes, ensuring smooth system operation.

[0486] (5) Wide voltage architecture expansion and adaptation

[0487] This driver adopts a wide-voltage modular architecture for expansion design. Different power supply unit modules, high-voltage power devices, and H-bridge drive circuits are customized for different voltage levels (from 12V low-voltage platform to 800V high-voltage application platform). Through differentiated hardware topology and parameter configuration, a series of drive products covering multiple voltage and power levels are formed. It can be extended to electric vehicles, medium and large-sized heavy engineering vehicles, fill the gap in the existing technology of graded braking-energy recovery-parking control linkage control and special control for micro tricycles, and improve the safety, stability and energy saving of motor operation.

[0488] If the architecture of this driver is simplified, retaining only the core power supply unit module, control circuit core module, magnetic trigger module, bistable module, H-bridge drive module, and acceleration control signal module, then thanks to the inherent power-off self-locking characteristic of the motor, this driver can meet the application needs of industrial and other fields with only basic drive functions.

[0489] (6) Core principles and technical solutions

[0490] This invention is based on the core principle of reluctance braking in all operating conditions. Smooth gliding is essentially the weakest level of graded braking, namely weak reluctance braking, which is determined by the inherent reluctance characteristics of the single-phase permanent magnet brushless reluctance motor. The core control rules are as follows: the larger the excitation current, the stronger the suppression of the rotor's inherent magnetic reluctance torque, the greater the driving torque, and the weaker the braking torque; when the excitation current is equal to 0, the rotor's inherent magnetic reluctance torque is fully restored, the braking torque is at its maximum, and the motor enters the pure reluctance braking state; when the handbrake is lightly pulled / the brake pedal is lightly pressed (brake opening ≥1% and ≤10%), the excitation current instantly returns to zero, triggering pure reluctance braking; energy recovery is initiated only when the dual necessary conditions of excitation current equal to 0 plus vehicle speed ≥30km / h preset high-speed threshold (which can be calibrated by software) are met simultaneously.

[0491] When this invention works in conjunction with the compatible motor, it strictly adheres to the control logic of braking before power generation. Relying on the motor's inherent strong reluctance characteristics, the braking process takes precedence over power generation: upon triggering the braking command, the driver immediately cuts off the excitation current, and the motor, utilizing its inherent reluctance characteristics, achieves power-off self-locking, rapidly generating pure reluctance braking torque to prioritize vehicle deceleration and braking. Energy recovery and power generation are only initiated when the braking process is stable and meets preset operating conditions; essentially, braking is prioritized and power generation is secondary. This logic is fundamentally different from the existing three-phase permanent magnet synchronous motor control logic of generating power before braking (relying on the power generation process to generate braking torque, with power generation prioritizing and braking as secondary). It is fully adapted to the inherent characteristics of a single-phase permanent magnet reluctance brushless motor, possessing exclusive adaptability and technological innovation.

[0492] Five-condition core control logic

[0493] 1. After the motor enters the start-up ready state, when the throttle or accelerator pedal is in the zero position, a weak current is passed through the excitation coil. At this time, the motor rotor can rotate easily and the vehicle can be pushed. In the coasting state, the weak excitation current supports the vehicle, retaining a linear and gentle weak magnetic resistance torque to ensure driving stability.

[0494] Normal drive mode: When the throttle is turned or the accelerator pedal is pressed, the controller synchronously outputs the corresponding drive power and excitation current according to the acceleration opening signal. The motor outputs drive force normally, and the excitation current is kept in a non-zero state. There is no braking action or energy recovery, ensuring normal vehicle operation.

[0495] (1) Weak magnetic resistance coasting (accelerator throttle / pedal completely zero, no braking operation): After the acceleration operation is completely released, the controller outputs a weak excitation current (set to 5% of the motor's rated excitation current), suppressing most of the rotor's inherent magnetic resistance torque, and the excitation current remains non-zero; at this time, the rotor can rotate easily and the vehicle can be pushed. Relying on the driving inertia to drive the rotor to rotate, a weak magnetic resistance braking smooth coasting is formed based on the motor's inherent magnetic resistance characteristics, retaining linear and gentle weak magnetic resistance, without forced braking action or energy recovery, which can effectively avoid the risk of loss of control caused by coasting without resistance. This excitation current setting principle is uniformly applicable to both automobile and tricycle operating conditions, and can maintain stable and consistent weak magnetic resistance coasting characteristics within a wide voltage range of different power levels from 48V to 800V.

[0496] (2) Pure reluctance braking mode (lightly pull the handbrake / lightly press the brake pedal, brake opening ≥1% and ≤10%): After triggering the braking operation, the controller instantly cuts off the excitation current output, forcing the excitation current = 0, the rotor's inherent magnetic resistance torque is fully restored, and the motor stably enters the pure reluctance braking state; at this time, mechanical braking is not involved, and smooth deceleration is achieved solely through pure reluctance braking. There is no lock-up, no fishtailing, and no sideslip during the braking process, ensuring smooth braking. The vehicle only initiates energy recovery through pure reluctance braking when the excitation current = 0 and the vehicle speed ≥30km / h preset high-speed threshold; when the vehicle speed is less than the preset high-speed threshold, only pure reluctance braking is performed, and energy recovery is not initiated to avoid low-speed recovery affecting the braking effect.

[0497] (3) Dual Forced Braking with Magnetic Reluctance and Mechanical Braking (Heavy Pulling of Handbrake / Heavy Depression of Brake Pedal, Brake Opening Greater Than 10%): When the brake opening exceeds 10%, regardless of vehicle speed, mechanical braking immediately intervenes, and the braking torque increases linearly with the operating stroke. This, combined with pure magnetic reluctance braking, forms dual forced braking. Within the mechanical braking range (10% < brake opening ≤ 100%), the braking force is directly controlled by the driver's depressing of the brake pedal or operating of the handbrake. The electronic control system only performs excitation current cutoff and does not actively participate in brake force adjustment and brake intervention control, ensuring braking safety. The mechanical braking device is linked with the graded braking control module, and its intervention conditions are strictly bound to the brake opening signal, ensuring precise and controllable intervention timing. The force of mechanical braking is controlled by the driver's operating stroke through the handbrake or brake pedal, not automatically adjusted by the drive unit. This effectively avoids vehicle jerking and instability caused by frequent mechanical braking intervention, ensuring a smooth driving experience under light braking conditions.

[0498] It effectively improves braking performance and driving safety. At high speeds, it simultaneously maintains energy recovery and dual forced braking to recover braking energy to the maximum extent while ensuring braking safety. At low speeds, it only performs dual forced braking. Since the vehicle speed is below the preset high-speed recovery threshold, energy recovery is not activated to ensure smooth low-speed braking.

[0499] 2. Strictly defined logic for energy recovery and vehicle classification strategy

[0500] (1) General rules for energy recovery

[0501] In both driving and smooth coasting conditions with weak magnetic reluctance braking, the excitation current of this drive remains non-zero, and energy recovery is not activated. Energy recovery is only activated when the excitation current is 0 (pure magnetic reluctance braking / dual forced braking) and the vehicle speed is ≥30km / h (preset high-speed threshold). Activation is prohibited if either condition is not met. All vehicle models adhere to the principle of prioritizing braking safety, and energy recovery is only performed under high-speed, stable braking conditions. Recovery is prohibited at low speeds to avoid interfering with braking smoothness and ensure driving safety.

[0502] Energy recovery deactivation conditions: When either the excitation current returns to a non-zero state or the vehicle speed is less than the high-speed threshold, the controller will immediately shut down the energy recovery function to ensure braking smoothness and driving safety; the energy recovery function will be automatically locked when the vehicle is parked.

[0503] (2) Vehicle type classification adaptation strategy

[0504] Miniature tricycles: When the throttle is brought to zero, a weak excitation current is output, and the vehicle can be easily pushed; when dual judgment conditions are met, energy recovery is allowed to be activated.

[0505] Electric vehicles: Energy recovery is permitted to be initiated when both conditions are met;

[0506] Medium and large heavy-duty engineering vehicles: When the dual judgment conditions are met, energy recovery is enforced to improve the energy utilization rate of large vehicles and reduce energy consumption.

[0507] 3. Coordination Logic of Magnetic Reluctance Braking and Mechanical Braking

[0508] Weak magnetic resistance coasting condition: Excitation current ≠ 0, only weak magnetic resistance braking is performed, maintaining linear and gentle weak magnetic resistance, and mechanical braking is not involved at all; after the acceleration throttle is returned to zero, the vehicle can be easily pushed, which is suitable for daily mobility needs.

[0509] When the service brake opening is ≥1% and ≤10% (light braking): the excitation current is equal to 0, pure magnetic reluctance braking is initiated, mechanical braking does not intervene, and smooth deceleration is achieved solely by magnetic reluctance braking to ensure braking smoothness.

[0510] When the service brake opening is greater than 10% (heavy braking): Regardless of vehicle speed, while maintaining pure magnetic reluctance braking with zero excitation current, the mechanical brake immediately engages in coordination. The braking torque increases linearly with the operating stroke, forming a highly efficient dual-force braking system to ensure braking safety. The mechanical braking device is linked to the graded braking control module, and its intervention conditions are strictly bound to the brake opening signal, ensuring precise and controllable intervention timing. The force of the mechanical brake is controlled by the driver through the operating stroke of the handbrake or brake pedal, not automatically adjusted by the drive unit. This effectively avoids vehicle jerking and instability caused by frequent mechanical brake intervention, ensuring a smooth driving experience under light braking conditions.

[0511] 4. Parking and starting control logic

[0512] This braking system is divided into two main modules: the service brake mechanism and the parking brake mechanism. The two are linked in control path and operate in coordination, respectively realizing the vehicle deceleration function and the static parking lock function, and are suitable for various types of vehicles such as three-wheeled electric vehicles and four-wheeled electric vehicles.

[0513] (1) Service braking mechanism

[0514] It includes two types of control units: a brake pedal and a handbrake. These are directly controlled by the driver through manual or pedal actions, used for dynamic deceleration, regular braking, and emergency braking during vehicle operation. The service brake opening ranges from 0% to 100%, corresponding to all operating conditions and graded braking control. Both the brake pedal and handbrake employ a dual-output mode of switch signal plus linear opening signal. The linear Hall effect signal output voltage ranges from 0.5V to 3V, corresponding to 0% to 100% brake opening, accurately identifying light braking, regular braking, heavy braking, and emergency braking conditions. The control logic is consistent with the graded braking logic described above.

[0515] (2) Parking brake mechanism:

[0516] This is a static locking system linked to the service brake, used for safe parking after the vehicle has come to a stop. The control logic is configured differently depending on the vehicle model.

[0517] Parking and starting logic for three-wheeled electric vehicles:

[0518] The tricycle parking system employs a linkage control method between the handbrake and the excitation switch. When the handbrake is pulled up to the parking position (corresponding to a 100% handbrake opening), the linkage mechanism simultaneously cuts off the motor's excitation current, eliminating electromagnetic torque output from the motor. Simultaneously, the handbrake mechanically locks the wheels, achieving dual parking protection through both electrical excitation cutoff and mechanical braking. Upon release of the handbrake, the excitation switch resets synchronously. It should also be noted that the working principle of this reluctance motor dictates that it will never reverse on its own without active commutation by the controller. Even if the handbrake cable breaks unexpectedly, the remaining weak excitation will still generate a unidirectional holding force, preventing the vehicle from rolling backwards and providing dual safety protection. Handbrake reset determination: When the handbrake is released to an opening of ≤ 20%, the system determines that the parking state is released (similar to the reset logic of automobiles), and the excitation switch resets synchronously. It is not necessary to force the opening to be completely zero to avoid accidental locking due to mechanical clearance.

[0519] The tricycle's starting mechanism employs a safety interlock logic: after the main power is turned on, three conditions must be met simultaneously: the accelerator throttle is in the zero position, the handbrake is fully released, and the excitation switch resets in conjunction with the handbrake. Only then can the excitation current conduct, allowing the motor to enter a working state and the vehicle to be pushed and driven normally. If any condition is not met, the excitation remains cut off, ensuring safety during starting and pushing. The tricycle automatically resets after the parking operation is released (handbrake opening < 100%), and the tricycle's parking lock is not limited by low-speed threshold conditions.

[0520] Electric vehicle parking and starting logic:

[0521] The vehicle employs a linkage mode between electronically controlled magnetic reluctance self-locking and mechanical parking brake. When the driver performs a parking operation (handbrake opening = 100%), the system will verify the vehicle speed safety condition: subsequent locking can only be performed when the vehicle speed is ≤5km / h.

[0522] Once this condition is met, the system simultaneously issues commands to cut off motor excitation and execute mechanical braking. After the excitation current is cut off and returns to zero, the motor will automatically enter a self-locking state due to its inherent physical characteristic of generating a strong reluctance self-locking torque in a zero-excitation state. Thus, the reluctance self-locking on the electrical side and the forced braking on the mechanical side together constitute dual-redundant parking protection. This low-speed threshold check is specifically designed to prevent the risk of vehicle rollover caused by the vehicle not coming to a complete stop when parking on a slope, and is the core interlock design to ensure absolute safety when parking on a slope. The switch / travel signals generated during parking operations are transmitted to the graded braking control module through a preset interface for parking status identification and linkage protection.

[0523] The vehicle starts using a power-on excitation and self-locking reset safety mode: After power is connected, provided that safety conditions are met (such as pressing the brake pedal), the excitation current is immediately turned on, and the motor enters the drive-ready state; the system has an automatic power-on reset function. The reluctance self-locking state previously triggered by the driver's parking command will be automatically reset after the driver releases the parking operation (handbrake opening <100%).

[0524] Note: Electric vehicle parking system (including fail-safe protection)

[0525] Normal mode: When the handbrake opening is 100% and the vehicle speed signal is valid, the excitation cut-off and mechanical braking double lock will be triggered only when the vehicle speed is ≤5km / h.

[0526] Failure Mode: When the vehicle speed signal fails, the system will only apply mechanical braking and illuminate the malfunction indicator lamp; simultaneously, it will limit the vehicle's starting torque (the torque limit value can be preset according to the vehicle parameters), prohibit high-speed driving (it is recommended to limit the maximum speed to ≤10km / h), and only retain the low-speed maneuvering function to facilitate the driver in parking the vehicle in a safe area. The driver must use the mechanical handbrake in conjunction with the P gear to ensure safety.

[0527] Startup logic: After the power-on self-test passes, if the vehicle speed signal returns to normal, the system will automatically restore the electronically controlled magnetic reluctance self-locking function.

[0528] The parking lock control of this actuator forms a complete closed loop centered on driver operation: a handbrake opening of 100% and a vehicle speed ≤ 5 km / h are the only permissible conditions for entering the parking lock state, while a handbrake opening < 100% is the only release command for exiting the parking lock state. The system only activates upon receiving a valid entry command and meeting the safety conditions, and immediately resets upon receiving a valid exit command. This design fundamentally ensures the system's absolute responsiveness to driver intentions, eliminating the risk of automatic locking or inability to release the lock due to misjudgment of the status, and guaranteeing absolute safety and reliability of the control.

[0529] (3) System design advantages

[0530] This braking system achieves full coverage of driving conditions and static parking by linking the service brake and parking brake in stages. At the same time, it adopts differentiated parking strategies for tricycles and electric vehicles. Tricycles are mainly controlled by manual operation, while electric vehicles have added a low-speed automatic magnetic reluctance self-locking function. This not only meets the usage habits of different vehicle models, but also greatly improves parking safety and effectively solves the technical pain point of traditional vehicles rolling away due to improper parking operation.

[0531] This embodiment provides a tiered reluctance brake driver for single-phase permanent magnet brushless motors, adaptable to a wide voltage platform of 48V–800V, supporting simplified expansion of core functions, and designed for various scenarios. Based on a complete system architecture built from 23 core modules, it also supports a simplified deployment version. It fully utilizes the inherent power-off self-locking characteristic of single-phase permanent magnet brushless motors to achieve smooth driving, precise braking, reliable parking, and efficient energy recovery. This driver is only compatible with single-phase permanent magnet brushless motors and is not compatible with any three-phase motors (including three-phase brushless motors and three-phase permanent magnet synchronous motors). The following describes the specific hardware configuration, module connection relationships, and implementation modes for both the complete and simplified versions.

[0532] Unified Logic for System-Level Braking and Operating Condition Triggering

[0533] The system's graded braking and operating condition triggering logic is unified as follows, and fully corresponds to the key parameters in the instruction manual and attached diagrams:

[0534] 1. Brake opening degree classification

[0535] Light braking: 1% ≤ service brake opening ≤ 10%, excitation current = 0, pure magnetic reluctance braking;

[0536] Heavy braking: 10% < service brake opening ≤ 100%, excitation current = 0, mechanical braking intervenes; within the mechanical braking range (10% < service brake opening ≤ 100%), the braking force is directly controlled by the driver pressing the brake pedal or operating the handbrake. The electronic control system only executes the excitation current cut-off and does not actively participate in the adjustment of braking force and braking intervention control.

[0537] Full parking brake: Handbrake opening = 100%, simultaneously executing excitation cut-off, magnetic reluctance self-locking and mechanical locking.

[0538] 2. Energy Recovery Triggering Conditions

[0539] Energy recovery can only be initiated when both conditions are met simultaneously: excitation current = 0 and vehicle speed ≥ high-speed threshold (not less than 30km / h, programmable). Heavy braking: 10% < service brake opening ≤ 100%, excitation current = 0, vehicle speed ≥ 30km / h.

[0540] 3. Weak magnetic resistance gliding

[0541] With acceleration opening at 0%, the stator maintains a weak non-zero excitation current of 5% of the rated excitation current and not exceeding 5% of the rated current of the motor.

[0542] 4. Acceleration Control

[0543] When the acceleration opening is 100%, the driver outputs maximum power.

[0544] 5. Parking conditions for automobiles

[0545] When the vehicle speed is ≤5km / h, the low-speed parking threshold (≤5km / h, applicable only to automobiles) will activate the parking lock.

[0546] I. Full-version driver implementation mode (full-featured architecture, vehicle-specific)

[0547] This complete driver is designed specifically for vehicles equipped with single-phase permanent magnet reluctance brushless motors, covering electric tricycles, electric cars, and other models. It operates within a voltage range of 48V–800V (Note: tricycles are compatible with 48V–220V medium-voltage platforms, and electric cars with 220V–800V high-voltage platforms). It integrates acceleration drive, weak reluctance coasting, graded braking, energy recovery, parking lock, and multiple safety protection functions for all operating conditions. It is only compatible with single-phase permanent magnet reluctance brushless motors and is not compatible with three-phase motors.

[0548] (I) Core hardware composition and module connection relationship (23 core modules, numbered 1-16, 18-24, excluding 17 and 25)

[0549] In this embodiment, the complete driver core hardware includes 23 core modules, numbered from 1 to 16 and 18 to 24 (excluding 17 and 25). The motor Hall sensor (number 17) and stator excitation coil (number 25) are external related components (see attached diagram) and are not included in the 23 core modules. This covers the 48V–800V vehicle wide voltage platform adaptation logic, as detailed below:

[0550] 1. Overview of Core Module Hardware Architecture and Connections

[0551] The 23 core modules form a three-tiered architecture of central control, sub-control, and execution, with the control circuit core module (number 1) serving as the central control hub. Peripheral devices, such as the motor Hall sensor (number 17) and stator excitation coil (number 25), only establish signal or electrical connections with the core modules. The specific hierarchical structure is as follows:

[0552] (1) Central Control Unit: The core module of the control circuit, No. 1, adopts a dual-core architecture microcontroller, and is composed of a wide-voltage power supply chip, a signal interaction interface circuit, and a logic operation unit. This module establishes direct electrical connection and signal interaction with all core modules No. 2 to No. 16 and No. 18 to No. 24, and provides control and power supply support for the signal link of the peripheral No. 17 motor Hall sensor. The peripheral No. 17 motor Hall sensor is connected in sequence to the No. 4 magnetic trigger module, the No. 5 bistable module, and the No. 6 H-bridge drive module to form a continuous signal transmission link. The peripheral No. 25 stator excitation coil is directly driven and controlled by the No. 6 H-bridge drive module to realize the on / off and magnitude adjustment of the excitation current. The module integrates a wide-voltage regulator circuit, which can be adapted to the 5V / 12V / 24V system power supply after the input voltage of 48V-800V is converted by the power supply. The power circuit device has a withstand voltage rating of ≥1000V and has the signal isolation transmission capability of high-voltage platform, realizing the overall system scheduling.

[0553] (2) Sub-control modules: These include four main categories of sub-control modules: power supply, drive braking, energy recovery, and parking control. All of them are directly connected to the core control circuit module No. 1, receive commands from the main control unit, execute corresponding functions, and simultaneously provide status signals.

[0554] (3) Power supply sub-control modules: No. 2 power supply unit module, No. 3 charger module, and No. 16 energy storage unit module form a power supply closed loop to provide stable power supply and energy storage and recycling for the whole system;

[0555] (4) Drive and braking sub-control modules: No. 4 magnetic trigger module, No. 5 bistable module, No. 6 H-bridge drive module, No. 7 acceleration control signal module, No. 8 braking control signal module, No. 9 vehicle speed detection module, No. 12 graded braking control module, No. 18 weak magnetic reluctance coasting control module, No. 19 excitation cut-off control module, No. 20 pure magnetic reluctance braking state module, to realize the core functions of drive, graded braking, weak coasting;

[0556] (5) Energy recovery sub-control modules: No. 10 vehicle speed threshold setting module, No. 11 vehicle model recognition module, No. 13 energy recovery control module, No. 21 vehicle speed threshold determination module, and No. 22 energy recovery enable control module, to realize precise triggering and control of energy recovery;

[0557] (6) Parking control sub-control modules: No. 14 Mechanical brake coordination control module, No. 15 Braking status feedback module, No. 23 Magnetic reluctance self-locking control module, No. 24 Double insurance parking lock status module, to realize double insurance parking lock and status feedback.

[0558] (7) Execution module: No. 6 H-bridge drive module and No. 14 mechanical brake coordination control module, as core execution components, respectively execute excitation current output and mechanical brake coordination action, receive instructions from sub-control modules and complete corresponding operations, and at the same time provide feedback on execution status.

[0559] 2. Key Peripheral Connections 1) External Related Components: No. 17: Motor Hall Sensor

[0560] Connection Relationship: The output terminal of the motor Hall sensor (No. 17) establishes a unidirectional signal connection with the input terminal of the magnetic trigger module (No. 4) of the driver body. The original rotor position and speed pulse signals output by this sensor are uniquely and directly transmitted to the magnetic trigger module (No. 4). After conditioning and processing the original signal, the resulting status signal containing precise speed information will serve as the basis for subsequent vehicle speed calculations and will be unidirectionally output to the vehicle speed detection module (No. 9). Therefore, the signal provided by No. 17, relayed and processed by No. 4, provides a unique and reliable data source for subsequent drive commutation, real-time vehicle speed calculation, and synchronous rectification for energy recovery.

[0561] Number 25: Stator Excitation Coil Connection: The two power terminals of the stator excitation coil (number 25) are connected bidirectionally to the power output terminal of the number 6 H-bridge drive module of the driver body. The switching and regulation of the excitation state (on / off), current amplitude, current direction, and operating mode (drive / generate) of this coil are solely controlled and executed by the number 6 H-bridge drive module.

[0562] (II) Implementation mode for 48V–800V vehicle wide voltage platform adaptation

[0563] This embodiment achieves seamless adaptation to a wide voltage platform for vehicles ranging from 48V to 800V through hardware modularization and software adaptive algorithms. The core adaptation strategy is as follows:

[0564] 1. Power supply and energy storage adaptation

[0565] The No. 2 power supply unit module has a built-in wide-voltage DC-DC conversion architecture: when the input voltage is 800V, it is stepped down to 48V / 24V / 12V / 5V by the high-voltage DC-DC module to power each core module; when the input voltage is 48V medium voltage, the voltage is directly output through the voltage regulator circuit to adapt the voltage without the need for additional conversion.

[0566] The No. 16 energy storage unit module supports 48V–800V high-voltage series and parallel connection schemes, and can be used with a vehicle-specific BMS system to achieve vehicle energy storage compatibility.

[0567] The No. 3 charger module has a built-in multi-segment constant current and constant voltage charging algorithm, which is adapted to the charging needs of 48V-800V vehicle energy storage units and supports fast charging and slow charging dual-mode switching.

[0568] 2. Power drive adapter

[0569] The H-bridge driver module number 6 adopts a hierarchical MOSFET combination scheme:

[0570] (1) 48V–220V medium voltage platform (suitable for electric tricycles): adopts medium voltage MOS transistor array, suitable for medium power vehicle drive, current sampling accuracy ±1%, to achieve precise control of excitation current;

[0571] (2) 220V–800V high voltage platform (suitable for electric vehicles): adopts high voltage MOSFET with a withstand voltage of ≥1000V + series topology, suitable for high power vehicle drive, and equipped with high voltage isolation chip to realize the isolation of control signal and high voltage power circuit to avoid crosstalk.

[0572] Both schemes achieve precise current control across the entire platform from 48V to 800V through a current sampling circuit, ensuring consistent driving and braking effects under different voltages.

[0573] 3. Control logic adaptation

[0574] The core module of control circuit No. 1 incorporates a voltage adaptive algorithm to detect the system input voltage in real time and dynamically adjust it.

[0575] (1) Power supply for core control circuit: Regardless of whether the input voltage is 48V or 800V, the core module of control circuit No. 1 and all logic and signal modules are powered by low voltage (5V / 12V / 24V) provided by power supply unit module No. 2. They are not directly connected to the high voltage bus voltage to ensure the safe, anti-interference and stable operation of the control chip.

[0576] (2) Excitation current parameters: The excitation current range is matched according to the 48V–800V voltage platform. The high voltage platform reduces the energy recovery current to avoid overcurrent damage; the low voltage platform improves the recovery efficiency and maximizes the vehicle's range.

[0577] (3) Threshold parameter adaptation: The vehicle speed threshold setting module No. 10 reads the vehicle parameters through the vehicle model identification module No. 11 and automatically matches the threshold (energy recovery threshold ≥ 30km / h, vehicle parking threshold ≤ 5km / h and brake opening = 100%).

[0578] (III) Complete Full-Condition Operation Flow

[0579] 1. Power-on initialization

[0580] After the system is powered on, module 2 (power supply unit) converts the 48V–800V input voltage into the regulated power supply required by each module. Module 1 (control circuit core module) completes system self-test and parameter initialization. Module 11 (vehicle model recognition module) reads the vehicle adaptation parameters and transmits them to module 10 (vehicle speed threshold setting module) to complete threshold presets (energy recovery threshold ≥ 30km / h, vehicle parking threshold ≤ 5km / h). Module 17 (motor Hall sensor) begins collecting rotor position and speed signals, and the entire unit enters standby mode.

[0581] 2. Acceleration driving conditions

[0582] The acceleration control signal module No. 7 collects acceleration signals (0.8V–4.2V continuous linear voltage, corresponding to 0%–100% acceleration opening) through a linear Hall sensor and transmits them to the core module of the control circuit No. 1. No. 1 outputs an excitation adjustment signal according to the acceleration opening. At the same time, the magnetic trigger module No. 4 collects the rotor position signal from the motor Hall sensor No. 17, which is shaped by the bistable module No. 5 and sent to the H-bridge drive module No. 6. No. 6 outputs a corresponding alternating pulse current to the stator excitation coil No. 25. When the acceleration opening is 100%, the motor outputs its maximum power, realizing smooth vehicle start-up, speed adjustment, and forward and reverse driving. The excitation current is always kept in a non-zero state, with no braking and no energy recovery.

[0583] 3. Weak magnetic reluctance coasting condition

[0584] After the acceleration command is reset to zero (acceleration opening = 0%), the acceleration control signal module No. 7 triggers the weak magnetic reluctance coasting control module No. 18, which outputs control commands to No. 1 and No. 6. The H-bridge drive module No. 6 outputs a weak excitation current (5% of the rated excitation current) matching the rated power of the motor to the stator excitation coil No. 25 (non-zero), suppressing most of the inherent magnetic reluctance torque of the rotor. The motor continues to run by inertia, using the residual magnetic reluctance to achieve smooth coasting without jerking. The pure magnetic reluctance braking state module No. 20 provides feedback on the weak coasting state, without initiating energy recovery or triggering braking throughout the entire process.

[0585] 4. Definition of weak excitation current and wide voltage adaptive control

[0586] In this embodiment, the weak excitation current is a low-level excitation current specifically designed for weak reluctance coasting. Its magnitude is defined as follows: First, functionally, this weak excitation current is only used to maintain the motor's air gap basic magnetic flux and provide weak reluctance damping; it does not generate effective driving torque, nor does it participate in active braking or energy recovery. Second, numerically, within the full voltage operating range of 48V to 800V, the magnitude of the weak excitation current is uniformly set to 5% of the motor's rated excitation current, and does not exceed 5% of the motor's rated current, to ensure consistent weak reluctance effects across different voltage platforms. The controller uses the motor's rated current or rated excitation current as a reference and adaptively adjusts the PWM duty cycle in real time according to the bus voltage, ensuring that the output excitation current remains within the aforementioned proportional range. This achieves a stable and smooth weak reluctance coasting state, avoiding both excessive excitation current causing additional torque and insufficient damping and operational jitter due to insufficient excitation current, thus meeting the unified control requirements for wide voltage and wide power application scenarios.

[0587] 5. Graded braking conditions

[0588] The brake control signal module (module 8) detects the brake opening degree (0.5V–3V corresponds to 0%–100% brake opening degree) via a dual-line linear Hall sensor and transmits it to the graded brake control module (module 12). Module 12 then executes the braking strategy according to the graded opening degree.

[0589] (1) Light braking (driving brake opening ≥1% and ≤10%): Module 12 triggers module 19, the excitation cut-off control module 6 cuts off the current of module 25 (excitation current = 0), the motor enters pure reluctance braking state, and module 20 (pure reluctance braking state) feeds back pure reluctance braking signal; when the vehicle speed is ≥30km / h, module 21 (vehicle speed threshold determination module) triggers module 22 (energy recovery enable control module), module 13 (energy recovery control module) starts, and the braking kinetic energy is recovered to module 16 (energy storage unit module);

[0590] (2) Heavy braking (service brake opening > 10% and ≤ 100%): No. 12 synchronously triggers No. 19 excitation cut-off control module and No. 14 mechanical braking coordination control module, No. 6 cuts off the excitation current, No. 14 drives the mechanical braking actuator to intervene, forming magnetic reluctance + mechanical dual forced braking; when the vehicle speed is ≥ 30km / h, energy recovery is started synchronously, and when the vehicle speed is < 30km / h, only dual forced braking is performed and energy recovery is not started;

[0591] (3) Full parking brake (handbrake opening = 100% and vehicle speed ≤ 5km / h): Module 12 synchronously triggers module 19 (excitation cut-off), module 14 (mechanical braking), and module 23 (magnetic reluctance self-locking control). Module 6 cuts off the excitation current, the mechanical braking actuator performs mechanical locking, and module 23 performs rotor self-locking, forming double protection (excitation = 0 + mechanical locking + rotor self-locking). Module 24 (double-insurance parking lock status module) provides feedback on the full parking signal, ensuring the vehicle is fully locked and will not roll on slopes. For tricycle applications, when the handbrake lever is pulled up to 100%, the linkage switch immediately cuts off the excitation current, and the motor enters a pure magnetic reluctance braking state. This method is simple in structure and not limited by vehicle speed. For automobile applications, the parking lock trigger logic is: when the brake opening reaches 100%, the magnetic reluctance self-locking and mechanical braking are activated simultaneously, forming a double redundant parking protection. To match vehicle operating conditions, a low-speed trigger constraint is added: parking lock can only be executed when the vehicle speed is ≤5km / h and the brake opening is 100%; the system is prohibited from triggering while driving, thereby eliminating the risk of rolling back on slopes.

[0592] 6. Energy recovery operating conditions

[0593] The unified definition of the energy recovery trigger condition is: excitation current = 0 (pure magnetic reluctance braking or dual forced braking state) and vehicle speed ≥ 30km / h (preset threshold number 10), neither of which can be omitted;

[0594] When the triggering conditions are met, the energy recovery enable control module No. 22 triggers the energy recovery control module No. 13. No. 13 recovers the induced electrical energy generated during braking to the energy storage unit module No. 16 through the energy feedback interface of the H-bridge drive module No. 6. No. 16 feeds back the energy storage status to No. 1. When the energy storage reaches saturation, No. 1 instructs No. 13 to stop energy recovery to avoid overcharging damage. When the vehicle speed is <30km / h or the excitation current returns to a non-zero state, No. 13 immediately stops recovery to ensure braking smoothness.

[0595] 7. Parking release and start-up procedure

[0596] (1) Fully release the parking brake: When the handbrake opening drops from 100% to less than 100%, the brake control signal module (No. 8) sends a parking release signal to the core module of the control circuit (No. 1); No. 1 issues a reset command in sequence to release the excitation cut-off state of No. 19, the reluctance rotor self-locking state of No. 23, and the mechanical brake lock-up state of No. 14; the H-bridge drive module (No. 6) restores the normal excitation current of the stator excitation coil, and the double-insurance parking lock-up state module (No. 24) sends a lock-up release completion signal. The system exits the parking lock and enters the standby start-up state.

[0597] (2) Release of heavy braking (service brake opening > 10% and ≤ 100%): Release the handbrake or brake pedal, number 8 provides feedback release signal, number 1 instructs number 19 to release excitation cut-off, number 14 to release mechanical braking, number 6 to restore excitation current, brake release, vehicle can coast or accelerate normally;

[0598] (3) Light braking (driving brake opening ≥1% and ≤10%) release: Release the handbrake or brake pedal, number 8 provides feedback release signal, number 19 releases excitation cutoff, number 6 restores excitation current, brake release, energy recovery stops synchronously (if in recovery state).

[0599] II. Simplified Driver Implementation Mode

[0600] This simplified driver is designed specifically for industrial and tool applications involving the assembly of single-phase permanent magnet reluctance brushless motors. It supports an ultra-wide voltage range of 12V–800V, retains only the core functions of basic power supply, drive, and speed control, and does not include extended functions such as braking, energy recovery, or parking. It is only compatible with single-phase permanent magnet reluctance brushless motors and is not compatible with three-phase motors.

[0601] 1. Simplified Module Retention List

[0602] The following modules are retained: No. 2 power supply unit module, No. 1 control circuit core module, No. 4 magnetic trigger module, No. 5 bistable module, No. 6 H-bridge drive module, and No. 7 acceleration control signal module. All other modules are removed. Peripherals No. 17 motor Hall sensor and No. 25 stator excitation coil are retained and connected to the core module.

[0603] 2. Simplified connection relationships and wide voltage compatibility

[0604] (1) Core connection relationship: The core module of the control circuit No. 1 is the central control hub, which is directly connected to the reserved modules No. 2, 4, 5, 6, and 7; the motor Hall sensor No. 17 is connected to the magnetic trigger module No. 4; the stator excitation coil No. 25 is connected to the H-bridge drive module No. 6; the power supply unit module No. 2 provides stable power supply for all reserved modules, forming the basic drive link: 17 → 4 → 5 → 6 → 25, realizing motor drive and speed regulation.

[0605] (2) Wide voltage compatibility strategy (12V–800V): The No. 2 power supply unit module has a built-in wide voltage DC-DC conversion circuit, which can adapt to the full voltage input of 12V–800V. Regardless of whether the input voltage is low voltage 12V or high voltage 800V, it can be converted to 5V / 12V low voltage power supply to power the No. 1 control circuit core module and other reserved modules, ensuring the safety and stability of the control circuit; the No. 6 H-bridge drive module adopts a graded MOSFET combination to adapt to the power drive requirements of different voltage platforms of 12V–800V. No hardware structure needs to be modified, and full voltage compatibility can be achieved only through software parameter adaptation.

[0606] 3. Simplified operating procedure

[0607] (1) Power-on initialization: After the system is powered on, the No. 2 power supply unit module completes the voltage conversion and supplies power to each reserved module; the No. 1 control circuit core module completes the self-test and parameter initialization, the No. 17 motor Hall sensor starts to collect rotor position and speed signals and transmits them to the No. 4 magnetic trigger module, and the whole machine enters the standby state.

[0608] (2) Acceleration drive: The acceleration control signal module No. 7 collects the acceleration signal (0.8V–4.2V corresponds to 0%–100% acceleration opening) and transmits it to No. 1; No. 1 instructs modules No. 4 and No. 5 to work together. No. 4 conditions the position signal of No. 17, and after being shaped by the bistable module No. 5, it is transmitted to the H-bridge drive module No. 6; No. 6 outputs the corresponding current to the stator excitation coil No. 25 to realize the smooth start, speed regulation and forward and reverse rotation of the motor.

[0609] (3) Stop positioning: Release the accelerator throttle, the acceleration opening returns to 0%, number 7 provides feedback zero signal, number 1 instructs number 6 to cut off the excitation current (excitation = 0), the motor achieves stop positioning by relying on its own power-off self-locking characteristic, without the need for additional braking or parking operations, thus meeting the basic positioning requirements of industrial tools.

[0610] III. Summary of Overall Application Areas

[0611] This complete driver is designed specifically for vehicles equipped with single-phase permanent magnet reluctance brushless motors. It operates at 48V–800V and is only compatible with this type of dedicated motor. It is not compatible with conventional three-phase motors. It can meet the acceleration drive, weak magnetic reluctance coasting, graded braking, energy recovery and parking safety control needs of electric tricycles, electric vehicles and other vehicles.

[0612] This simplified driver is designed for industrial and power tool applications that use single-phase permanent magnet brushless reluctance motors. It supports a wide voltage range of 12V–800V and is only compatible with this type of dedicated motor. It is not compatible with three-phase motors and can meet the basic drive control requirements of high safety and high positioning accuracy.

[0613] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any modifications, equivalent substitutions, and improvements made by those skilled in the art within the scope of the technology disclosed in the present invention, and within the spirit and principles of the present invention, should be covered within the scope of protection of the present invention.

Claims

1. A single phase permanent magnet reluctance brushless motor drive characterized by, It includes a core control circuit module, a power supply unit module, an energy storage unit module, a magnetic trigger module, a bistable module, an H-bridge drive module, an acceleration control signal module, a braking control signal module, a vehicle speed detection module, a vehicle speed threshold setting module, a vehicle type recognition module, a graded braking control module, an excitation cut-off control module, a pure reluctance braking state module, a reluctance self-locking control module, a mechanical braking coordination control module, a braking state feedback module, and a dual-insurance parking lock state module. The acceleration control signal module is used to collect the driver's acceleration command and output the acceleration opening signal to the core module of the control circuit. The braking control signal module is used to collect the driver's braking command and braking opening, the braking opening including the service brake opening and the handbrake opening, and outputs the service brake opening signal and the handbrake opening signal to the core module of the control circuit and the graded braking control module respectively; the service brake opening corresponds to the brake pedal / service brake handbrake operation, and the handbrake opening corresponds to the parking handbrake operation. The magnetic trigger module is used to connect to an external motor Hall sensor to receive rotor position signals, and output the rotor position signals to the bistable module and the vehicle speed detection module respectively. The vehicle speed detection module is used to calculate the real-time vehicle speed based on the received rotor position signal, and output the vehicle speed signal to the core module of the control circuit and the graded braking control module. The bistable module is used to generate a commutation signal based on the received rotor position signal and output it to the H-bridge drive module. The H-bridge drive module is connected to the core module of the control circuit to receive speed regulation commands, and is used to output excitation current to the external motor stator excitation coil according to the commutation signal and the speed regulation commands. The graded braking control module, communicatively connected to the core module of the control circuit, is used to execute multi-level braking control logic based on the service brake opening signal, the handbrake opening signal, and the vehicle speed signal. Specifically, it is configured as follows: When the service brake opening signal indicates that the service brake opening is ≥1% and ≤10%, the excitation cut-off control module is triggered to control the H-bridge drive module to cut off the excitation current, and the pure reluctance braking state module confirms that the system has entered the pure reluctance braking state. When the service brake opening signal indicates that the service brake opening is >10% and ≤100%, at the same time as triggering the excitation cut-off control module, a request is sent to the core module of the control circuit to control the mechanical brake coordination control module to start working. When the service brake opening signal indicates that the service brake opening is 100%, only the excitation cut-off control module and the mechanical brake coordination control module are triggered to execute the maximum force dual forced braking, without triggering the parking lock function. When the handbrake opening signal indicates that the handbrake opening is 100% and the vehicle speed is ≤5km / h, a parking lock request is sent to the core module of the control circuit to simultaneously trigger the excitation cut-off control module, the mechanical braking coordination control module and the magnetic reluctance self-locking control module. The braking status feedback module is used to collect the working status signals of the mechanical braking coordination control module, the excitation cut-off control module and the pure reluctance braking status module, and to feed back each status signal to the core module of the control circuit. The dual-insurance parking lock status module is used to summarize the working status of each parking execution module and feed it back to the core module of the control circuit through the brake status feedback module in a closed loop. The vehicle speed threshold setting module is used to store and match vehicle speed threshold parameters corresponding to different vehicle models; The vehicle model recognition module is used to identify the vehicle type and output a vehicle model identification signal to the core module of the control circuit; The core module of the control circuit is used to receive and process signals from the acceleration control signal module, the braking control signal module, the vehicle speed detection module, the vehicle type recognition module, and the braking status feedback module, and output corresponding control commands to the graded braking control module, the H-bridge drive module, the mechanical braking coordination control module, and the vehicle speed threshold setting module to achieve closed-loop control; wherein the braking control signal module includes the service brake opening signal and the handbrake opening signal.

2. The single-phase permanent magnet reluctance brushless motor drive of claim 1, wherein, It also includes an energy recovery enabling control module and an energy recovery control module; The energy recovery enabling control module is connected to the core control circuit module, the H-bridge drive module, and the vehicle speed detection module. Its enabling logic is configured to output an enabling signal to the energy recovery control module only when it is confirmed that the excitation current output by the H-bridge drive module is zero, the vehicle speed signal is not lower than a preset high-speed threshold, and the system is not in a parking lock state. The energy recovery control module is activated upon receiving the enable signal to feed back braking energy to the energy storage unit module.

3. The single-phase permanent magnet reluctance brushless motor drive of claim 2, wherein, The core module of the control circuit and the energy recovery enable control module are configured to collaboratively execute dual braking and energy recovery control, wherein: When the vehicle speed signal is greater than the first preset vehicle speed threshold and the service brake opening signal indicates that the service brake opening is ≥1%, the core module of the control circuit controls the H-bridge drive module to enter the reluctance braking state and controls the mechanical brake coordination control module to work to provide superimposed dual braking force. Under the premise that the dual braking is working and the excitation current of the H-bridge drive module is zero, the energy recovery enable control module outputs the enable signal to start the energy recovery control module; When the vehicle speed signal drops below the preset high-speed threshold, or the vehicle braking opening signal exits the effective braking range, or any of the following conditions are triggered (the system releases braking), the core module of the control circuit controls the energy recovery control module to stop working.

4. The single-phase permanent magnet reluctance brushless motor drive of claim 1, wherein, The graded braking control module is configured such that when the handbrake opening signal indicates that the handbrake opening is 100%, the driving braking logic is not executed, but the parking braking mode is entered, and the excitation cut-off control module, the mechanical braking coordination control module and the magnetic reluctance self-locking control module are triggered to operate simultaneously. For automotive applications, the core module of the control circuit is configured to respond to the parking lock request only when both conditions are met simultaneously: the handbrake opening signal is 100% and the vehicle speed signal is ≤5km / h. For three-wheeled vehicles, the vehicle speed threshold check is not performed.

5. The single-phase permanent magnet reluctance brushless motor drive of claim 1, wherein, The core module of the control circuit is configured to: when the acceleration opening signal is zero and the braking opening signal is zero, control the H-bridge drive module to output a weak excitation current with an amplitude not exceeding 5% of the rated excitation current of the motor, so that the motor is in a weak magnetic resistance coasting condition.

6. The single-phase permanent magnet reluctance brushless motor driver of claim 1, wherein, The core module of the control circuit is configured to generate a single-phase PWM drive signal; the topology of the H-bridge drive module is a single-phase full bridge, used to drive the single-phase excitation coil of the single-phase permanent magnet reluctance brushless motor.

7. A method of controlling a single-phase permanent magnet reluctance brushless motor, characterized by, The implementation based on the single-phase permanent magnet reluctance brushless motor driver of claim 1 includes the following steps: Signal acquisition steps: The acceleration control signal module acquires the acceleration opening signal, the braking control signal module acquires the service brake opening signal and the handbrake opening signal, the magnetic trigger module receives the rotor position signal from the external motor Hall sensor, and the vehicle speed detection module calculates the real-time vehicle speed signal based on the rotor position signal. Coasting control steps: When the acceleration opening signal is zero and both the service brake opening signal and the handbrake opening signal are zero, the core module of the control circuit controls the H-bridge drive module to output a weak excitation current with an amplitude not exceeding 5% of the motor's rated excitation current to the motor stator excitation coil, so that the motor is in a weak magnetic resistance coasting condition. The graded braking control module executes multi-level braking control based on the service brake opening signal, handbrake opening signal, and real-time vehicle speed signal, specifically as follows: When the service brake opening signal meets the condition of 1%≤service brake opening≤10%, the excitation cut-off control module is triggered to control the H-bridge drive module to cut off the excitation current, and the pure reluctance braking state module confirms that the system has entered the pure reluctance braking state. When the service brake opening signal meets the condition of 10% < service brake opening ≤ 100%, the excitation cut-off control module is synchronously triggered to cut off the excitation current, and the mechanical brake coordination control module is controlled to work through the core module of the control circuit to form a dual forced braking of magnetic resistance and mechanical coordination. When the handbrake opening signal indicates that the handbrake opening is 100% and the vehicle speed is ≤5km / h, a parking lock request is sent to the core module of the control circuit, which simultaneously triggers the excitation cut-off control module, the mechanical brake coordination control module and the magnetic reluctance self-locking control module to execute the parking lock.

8. A method for controlling regenerative braking energy recovery in a single-phase permanent magnet reluctance brushless motor, characterized in that, The implementation based on the single-phase permanent magnet reluctance brushless motor driver according to claim 2 includes the following steps: Pre-condition verification steps: The energy recovery enable control module verifies three pre-conditions in real time: the excitation current output by the H-bridge drive module is zero, the vehicle speed signal output by the vehicle speed detection module is not lower than the preset high-speed threshold, and the system is not in the parking lock state. Energy recovery enabling step: Only when all three prerequisites are met simultaneously, the energy recovery enabling control module outputs an enable signal to the energy recovery control module to start the energy recovery control module; Energy recovery steps: After the energy recovery control module is started, the braking induced electrical energy generated by the motor stator excitation coil is fed back to the energy storage unit module through the H-bridge drive module; Recovery Exit Procedure: When any of the following conditions are triggered: the excitation current returns to a non-zero state, the vehicle speed signal is lower than the preset high-speed threshold, or the system enters the parking lock state, the core module of the control circuit controls the energy recovery control module to stop working.

9. A parking safety control method for a single-phase permanent magnet reluctance brushless motor, characterized in that, The implementation based on the single-phase permanent magnet reluctance brushless motor driver of claim 4 includes the following steps: Parking trigger signal acquisition steps: The brake control signal module acquires the parking lock request signal when the handbrake opening is 100%, and transmits it to the control circuit core module and the graded braking control module. Vehicle model compatibility verification steps: The core module of the control circuit obtains the vehicle type through the vehicle model recognition module. For automobile applications, it verifies whether the real-time vehicle speed signal is ≤5km / h; for three-wheeled vehicles, the vehicle speed threshold verification is not performed. Parking execution steps: When the verification conditions of the corresponding vehicle model are met, the graded braking control module synchronously triggers the excitation cut-off control module to cut off the excitation current, the magnetic reluctance self-locking control module to execute rotor magnetic reluctance self-locking, and the mechanical braking coordination control module to execute mechanical locking, forming multiple parking protections; Parking status closed-loop steps: The dual-insurance parking lock status module summarizes the working status of each execution module and transmits it to the core module of the control circuit through the braking status feedback module to complete the closed-loop confirmation of the parking lock status.

10. A method for full-condition coordinated control of a single-phase permanent magnet reluctance brushless motor, characterized in that, The single-phase permanent magnet reluctance brushless motor driver based on any one of claims 1-6 includes the following steps: Initialization steps: After the system is powered on, the core module of the control circuit completes self-test, obtains vehicle type parameters through the vehicle model recognition module, matches the vehicle speed threshold setting module with the corresponding vehicle speed threshold parameters, the motor Hall sensor collects rotor position signals in real time, and the system enters standby mode. Drive condition control steps: When the acceleration opening signal > 0, the core module of the control circuit outputs a PWM speed regulation command to the H-bridge drive module according to the acceleration opening signal. The magnetic trigger module generates a commutation signal through the bistable module according to the rotor position signal. The H-bridge drive module outputs excitation current to the stator excitation coil according to the commutation signal and the speed regulation command, thereby driving the motor to run. Coasting control steps: When the acceleration opening signal is zero and both the service brake opening signal and the handbrake opening signal are zero, weak magnetic reluctance coasting control is executed, and a weak excitation current not exceeding 5% of the motor's rated excitation current is output to the stator excitation coil. The coordinated control steps for graded braking and energy recovery are as follows: When the service brake opening signal is ≥1%, the excitation current is cut off first. Pure magnetic reluctance braking or magnetic reluctance-mechanical dual forced braking is performed according to the graded service brake opening. At the same time, the dual conditions of zero excitation current and vehicle speed ≥ preset high speed threshold are checked. If the conditions are met, energy recovery is started synchronously. Otherwise, energy recovery is not started. Parking lock control steps: When the handbrake opening signal is 100% and the vehicle speed is ≤5km / h, the parking trigger conditions for the corresponding vehicle model are met. Then, the coordinated parking control of excitation cut-off, magnetic reluctance self-locking and mechanical locking is executed to complete the closed-loop confirmation of the parking lock status.

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