A vehicle wheel hub electroluminescent system and control method and electroluminescent wheel

Abstract

An electroluminescent system and control method for vehicle wheel hubs, as well as an electroluminescent wheel, are disclosed. The system includes a generator unit, a main control unit, a battery pack, and an electroluminescent management unit. The generator unit includes a generator and a counterweight. A rotor is fixedly mounted on the wheel and rotates synchronously with the wheel, forming the moving end of the generator. The counterweight is fixed to the housing, forming the stationary end of the generator. The main control unit includes a dynamic charging management module, comprising a signal acquisition terminal and a control output terminal. The signal acquisition terminal is used to acquire the generator output voltage signal and the wheel speed feedback signal in real time. The control output terminal outputs a PWM pulse control signal and is electrically connected to a power MOS switch. By changing the duty cycle, the average power taken from the charging circuit is adjusted, changing the generator output load, thereby regulating the electromagnetic torque on the counterweight and stabilizing the deflection attitude of the counterweight. This allows the counterweight to continuously maintain an optimal safe working posture.

Description

Technical Field

[0001] This invention relates to electroluminescence technology, and in particular to a vehicle wheel hub electroluminescence system and control method, as well as an electroluminescent wheel. Background Technology

[0002] With the increasing demand for personalized and intelligent vehicles, exterior decoration and functional innovation have become new market trends. As a crucial component of a vehicle, the design of automotive wheels has attracted significant attention. Electroluminescent technology, with its advantages of high-efficiency cold light and low energy consumption, offers a new direction for upgrading the appearance of automotive wheels. Summary of the Invention

[0003] To address the aforementioned problems, the present invention aims to provide a vehicle wheel hub electroluminescent system.

[0004] According to one aspect of the present invention, a vehicle wheel hub electroluminescent system is provided, comprising: a generator unit, a main control unit, a battery assembly, and an electroluminescent management unit for driving the electroluminescent assembly to emit light, wherein,

[0005] The generator unit includes a generator and a counterweight. The generator includes a rotor and a housing. The rotor is fixedly mounted on the wheel and rotates synchronously with the wheel to form the moving end of the generator. The counterweight is fixed to the housing to form the stationary end of the generator.

[0006] The main control unit includes a dynamic charging management module for managing the charging process of the battery pack's charging circuit.

[0007] The dynamic charging management module includes a signal acquisition terminal and a control output terminal. The signal acquisition terminal is used to acquire the generator output voltage signal and the wheel speed feedback signal in real time. The control output terminal outputs a PWM pulse control signal and is electrically connected to a power MOS switch. The power MOS switch acts as a controllable power switch for the charging circuit. It responds to the PWM pulse signal and adjusts the average power taken from the charging circuit by changing the duty cycle, thereby changing the generator output load and regulating the electromagnetic torque on the counterweight to stabilize the deflection attitude of the counterweight.

[0008] According to another aspect of the present invention, a method for controlling electroluminescence of a vehicle wheel hub is provided, which is implemented using the vehicle wheel hub electroluminescence system according to the above, and includes the following steps:

[0009] The generator's current average output power is calculated in real time based on the voltage and speed signals acquired by the signal acquisition terminal.

[0010] The actual deflection angle of the counterweight under the corresponding power is compared with the preset 0°~70° safe tilt angle threshold for judgment.

[0011] The on-time of the power MOS switch is adaptively adjusted based on the comparison results to change the duty cycle of the PWM pulse.

[0012] By changing the equivalent load power on the generator side, the electromagnetic torque of the generator acting on the counterweight changes synchronously, ultimately maintaining the angle between the arc-shaped end plane of the counterweight and the horizontal plane at the optimal working posture of 70° to 80°.

[0013] According to another aspect of the present invention, an electroluminescent wheel is provided, which is provided with the vehicle wheel hub electroluminescent system according to the above description, wherein the rotor of the generator is fixedly installed at the center of the wheel hub, the electroluminescent component is disposed on the surface of the wheel and connected to the output end of the electroluminescent drive module, and the electrical energy from the generator is converted into visible light.

[0014] According to the present invention, the following beneficial effects are achieved: the input power is clamped and constrained in real time, and the average power generation of the generator is adjusted by limiting the output power of the generator, thereby stabilizing the angle between the plane at both ends of the counterweight and the horizontal plane within the range of 70°~80°, so that the counterweight can continuously maintain the optimal safe working posture. Attached Figure Description

[0015] Figure 1 A schematic diagram of the structure of a vehicle wheel hub electroluminescent system according to an embodiment of the present invention is shown.

[0016] Figure 2 A schematic diagram of the generator structure is shown.

[0017] Figure 3 A schematic diagram of the generator and counterweight assembly is shown.

[0018] Figure 4 The typical poses of the counterweight are shown, where (A) shows the intermediate pose, (B) shows the vertical pose, and (C) shows the horizontal pose.

[0019] Figure 5 A schematic diagram showing the linear relationship between vehicle speed and power output is provided.

[0020] Figure 6 The circuit design diagram of the DPM management module is shown.

[0021] Figure 7 The information flow of the electroluminescent management unit is shown.

[0022] Figure 8 A schematic diagram showing the exploded structure of an electroluminescent wheel is provided.

[0023] Figure 9 A three-dimensional structural diagram of the generator and the weight block is shown. Detailed Implementation

[0024] Exemplary embodiments of the present invention will now be described in detail with reference to the accompanying drawings. The exemplary embodiments described below and illustrated in the drawings are intended to teach the principles of the invention, enabling those skilled in the art to implement and use the invention in various environments and for various applications. Therefore, the scope of protection of the present invention is defined by the appended claims, and the exemplary embodiments are not intended, and should not be considered, a limiting description of the scope of protection of the present invention. Furthermore, for ease of description, the dimensions of the various parts shown in the drawings are not necessarily drawn to actual scale. Orientation descriptions, such as the longitudinal direction corresponding to the length of the main body, and the orientations or positional relationships indicated by up, down, left, right, top, bottom, etc., are based on the orientations or positional relationships shown in the drawings and are only for the purpose of facilitating the description of the present invention and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the present invention. Unless otherwise specifically stated, the order and numerical values ​​of the components and assembly steps described in the embodiments do not limit the scope of the present invention. Moreover, any numerical range stated herein is intended to include all sub-ranges contained therein, and a numerical range expressed as "numerical value A to numerical value B" refers to a range including endpoints numerical values ​​A and B. Those skilled in the art will understand that the terms "nth" and "Sn" in this invention are used only to distinguish different steps, devices, or modules, and do not represent any specific technical meaning, nor do they indicate a necessary logical order between them. For example, steps two and three can be interchanged or performed in parallel.

[0025] This application discloses a vehicle wheel hub electroluminescent system, applicable to electroluminescent wheels, mainly comprising: a generator unit, a main control unit, a battery pack, an electroluminescent management unit, and an electroluminescent component. Please refer to [link to relevant documentation]. Figure 1 The term "electroluminescence" is abbreviated as "EL." The system comprises several components: a generator unit converts the mechanical energy of the vehicle's wheel hub rotation into electrical energy; a main control unit rectifies, detects, and manages the charging of the generator unit's output; a battery pack stores the generator's output and provides power input to the electroluminescence management unit, ultimately powering the electroluminescence components; and the electroluminescence management unit adjusts and controls the operating state of the electroluminescence components, such as turning them on and off and adjusting their brightness based on ambient light and vehicle status. These components work together to achieve the system's functions.

[0026] <Generator Unit>

[0027] According to the principle of electromagnetic induction power generation, the motion that cuts magnetic field lines must be based on the relative motion between the "moving end" and the "stationary end." That is, for electromagnetic induction to generate an induced current, a necessary condition is the existence of relative cutting motion between the conductor and the magnetic field. Typically, power generation structures distinguish between two components: the moving end, which is a conductor that rotates / reciprocates to cut the magnetic field; and the stationary end, which is a fixed magnetic steel assembly that provides a stable magnetic field. The relative displacement between the two components, one stationary and one moving, allows the conductor to continuously cut magnetic field lines and generate electrical energy.

[0028] The generator unit includes a generator 21 having a rotor 5 and a housing 2, and a counterweight 22 fixed to the housing 2. Here, the rotor 5 is the "moving end" and the counterweight 22 is the "stationary end".

[0029] More specifically, generator 21 adopts an internal rotor three-phase AC power generation system, featuring high efficiency and stable operation. For detailed structure, please refer to [link to specific details]. Figure 2 A schematic diagram of the generator structure shows that the main functional units of the generator 21 include: housing 2, main shaft 3, magnetic ring 4, rotor 5 (usually made of silicon steel sheets), insulating coating 6, enameled wire 7, bearing 8, gasket 9, retaining ring 10, and lead wire 11. The coil of the enameled wire 7, the magnetic ring 4, and the bearing 8 generate three-phase alternating current by cutting magnetic lines of force.

[0030] Combination Figure 2 , 8 As shown, the rotor 5 of the generator 21 is mounted on the center of the wheel hub of the wheel 30 via a base plate 1, and rotates synchronously with the wheel hub to generate electricity. The rotor 5 of the generator 21 is fixedly connected to the base plate 1 via a bearing 8. The other side of the base plate 1 (…) Figure 8 The upper side of the rotor 21 is fixedly connected to the front shell 31 by screws. The probe bracket 32, probe waterproof silicone 33, main board 34, lithium battery 35 (e.g., 18650 type), and capacitor 36 are sandwiched and accommodated in the space between the base plate 1 and the front shell 31. The front shell 31, together with the base plate 1 and the rear shell 39, are fastened and fixed to the wheel 30. At this time, the generator 21 is located in the space between the base plate 1 and the rear shell 39. The rotor 5 is fixed relative to the base plate 1 and the wheel 30, that is, it rotates synchronously with the wheel 30, forming the "moving end". The counterweight 22 is in a free suspension state relative to the base plate 1 and the wheel 30, forming the "fixed end".

[0031] In the application scenario of this invention, the generator 21 is integrated into the hub of the wheel 30 via the rotor 5 and rotates at high speed along with the hub, with the entire power generation mechanism in a continuous rotational state. When the generator 21 rotates with the hub, the fixed end, which is traditionally used to generate a magnetic field, is difficult to physically fix directly in the rotating hub environment.

[0032] In other words, the magnetic field stationary end of a traditional generator needs to be securely fixed to a stationary base to generate relative motion with the moving end. However, the hub itself is constantly rotating, and there is no stationary mounting reference inside that does not rotate with the hub. If a conventional structure is used, the magnetic field component cannot find a reliable fixing point, making physical locking impossible. Addressing the industry pain point of the inability to fix the stationary end under full hub rotation, this invention abandons the traditional method of fixing the magnetic field with an external base and innovatively uses a counterweight block 22 as the bearing and fixing structure for the magnetic field stationary end. Utilizing the centrifugal inertia and gravity reset torque brought about by the mass of the counterweight block 22 itself, the magnetic field component is constrained by its own weight and inertia during the high-speed rotation of the hub, keeping it stationary relative to the rotating hub body, thus acting as a virtual stationary end for the entire generator 21. In this way, relative motion between the magnetic field (stationary end) and the conductor (moving end) driven by the hub is artificially created, satisfying the basic conditions for electromagnetic induction to cut magnetic field lines, and realizing stable self-generation inside the rotating hub. This fundamentally solves the defects of the rotating hub lacking a fixed reference and the inability to install the magnetic field stationary end.

[0033] like Figure 8 As shown, for example, in the case where the generator 21 is an internal rotor three-phase AC generator, five pre-set M3 screw holes are distributed on the end face of the bearing 8 on the rotor 5 side, which is equivalent to a self-powered module; the corresponding base plate 1 has five pre-set M3 screw hole positions. By installing M3 screws into the five M3 screw hole positions on the base plate 1, the bearing 8 can be directly installed in the five M3 screw holes to achieve the purpose of fixation. The base plate 1 is fixedly installed to the wheel 30 via the rear shell 39. Since the counterweight 22 is fixedly installed on the stator side housing 2, the generator 21 together with the counterweight 22 is arranged in the space between the base plate 1 and the rear shell 39.

[0034] like Figure 3 , 9 As shown, a counterweight 22 is fixed to one axial end of the housing 2 of the generator 21 via a fixing plate 23, thus constituting the counterweight 22 as the suspending and fixed end of the generator 21. The counterweight 22 is generally configured as an arc-shaped plate with a certain curvature, such as a semi-cylinder with a semicircular angle of 180 degrees, whose radius of curvature is larger than the outer diameter of the housing 2, leaving a gap between the inner circumferential surface of the counterweight 22 and the outer circumferential surface of the housing 2, and extending substantially parallel to surround the outer circumferential side of the housing 2. Here, the counterweight 22 is not limited to a single radius of curvature, and can also be configured, for example, as a stepped arc-shaped plate containing multiple large and small radii of curvature, such as... Figure 9As shown. The fixing plate 23 is correspondingly shaped as a fan-shaped plate, such as a semi-circular plate, and has a radius corresponding to the radius of curvature of the corresponding connection part of the counterweight 22, so that the outer periphery of the fixing plate 23 can overlap with the circumferential end face of the counterweight 22, and the two are fastened together by the threaded part 24 to form a weighting assembly. The central flange 26 of the fixing plate 23 of the weighting assembly is fastened to the housing 2 with screws 25. In this way, a counterweight assembly, especially the counterweight 22, is formed that can swing together with the housing 2 of the motor 21. In some embodiments, the counterweight 22 and the fixing plate 23 are integrally formed, and from the perspective of mechanical calculation, it can also be understood that the counterweight 22 includes the fixing plate 23. For ease of explanation, the following explanation mainly uses the concept of the counterweight 22.

[0035] Based on the control method described below, according to the present invention, utilizing the constant directional characteristic of gravity, the counterweight 22 can always maintain a relatively stationary posture relative to the ground during the rotation of the hub, thereby forming a stable relative "fixed end". The dynamic balance between the counterweight 22 and the rotating hub provides a reliable basis for the relative motion of the generator cutting magnetic lines of force, ensuring a stable and efficient power generation process.

[0036] In one embodiment, due to space constraints in the vehicle wheel hub structure, the outer diameter of the generator 21 is controlled within 55mm; the outer diameter of the matching counterweight 22 is designed to be 88mm, and its weight is set to approximately 400g. Meanwhile, due to the stringent constraints of installation space, precious metal materials, such as tungsten steel or other suitable materials with high density properties, are prioritized in material selection to meet the counterweight requirements within a limited volume and ensure the dynamic stability of the system under rotational conditions.

[0037] Main Control Unit

[0038] The main control unit mainly includes: a three-phase rectifier circuit, a protection circuit, and a DPM charging management module (Dynamic Power Management).

[0039] The three-phase rectifier circuit is used to rectify the three-phase AC power output by the generator 21, converting the AC power into stable DC power, providing basic power conversion for subsequent power supply links, and adapting to the power supply needs of each unit module of the system and the DC demand for charging the battery pack.

[0040] The protection circuit provides voltage detection and overvoltage protection. Under high-speed operation of the generator 21, to prevent its open-circuit voltage from exceeding the maximum withstand voltage threshold of the DPM charging management module, a protection circuit is provided to provide voltage detection and overvoltage protection. When the voltage is detected to exceed the safe range (this typically occurs when the battery is fully charged, in trickle charging mode, and the vehicle speed exceeds 80 km / h), the protection circuit immediately activates and shuts down the DPM charging management module to prevent equipment damage due to overvoltage.

[0041] The DPM charging management module is used to manage the battery charging process in a unified manner. The charging submodule works in conjunction with the management submodule to ensure safe and efficient charging of the battery based on the battery status, charging stage, and other battery conditions, in conjunction with the protection circuit.

[0042] Since the system uses counterweight 22 as the suspending and fixed end of generator 21, the deflection angle of counterweight 22 changes with the generator's output power during power generation; the greater the output power, the greater the deflection angle. If in an uncontrolled state, counterweight 22 may flip, causing the system to lose control. Therefore, in this invention, a DPM charging management module is provided to adjust the deflection angle of counterweight 22 in real time, ensuring that, while maintaining charging efficiency, counterweight 22 is always at its maximum deflection angle and does not flip.

[0043] First, several typical postures of the counterweight 22 will be described. For example... Figure 4 As shown, to facilitate the representation of the position of the counterweight 22, the angle of the arc-shaped end plane 20 of the counterweight 22 (within the first quadrant with the axis as the origin) relative to the horizontal direction is used for differentiation. Here, the arc-shaped end plane 20 refers to the wall surface where the arc-shaped ends of the counterweight 22 are located, which extends parallel to the central axis of the arc and is preferably flush with the chordal edge surface 27 of the fixing plate 23. The chordal edge surface 27 refers to the plane where the chord line corresponding to the arc-shaped end edge of the fixing plate 23 is located, preferably corresponding to the diameter of the semi-circular fixing plate 23.

[0044] like Figure 4 As shown in (C), the counterweight is in its initial state at an angle of 0°, as follows: Figure 4 As shown in (B), an angle of 90° represents full deflection (ideal attitude), while as... Figure 4 As shown in (A), an angle of 70°~80° is set as the optimal safe posture. Taking into account the uncertainty that the counterweight 22 may experience varying degrees of swaying and shaking in the actual operating environment due to factors such as road conditions and acceleration changes, a safety angle of 10°~20° is reserved, so 70°~80° is selected as the optimal safe posture.

[0045] Figure 5A schematic diagram illustrating the linear relationship between vehicle speed (wheel hub speed) and power output is provided, where the vertical axis uses output current as an equivalent representation. Under stable system voltage conditions, the output current and output power are approximately linearly positively correlated, intuitively reflecting the change in generator power with vehicle speed. When the counterweight 22 maintains its maximum deflection angle (corresponding to the maximum value of 80° within the range of the optimal safe posture mentioned above) at different speeds, the corresponding output power is defined as the maximum output power at that moment. The core function of the DPM charging management module is to ensure that the counterweight 22 maintains its optimal safe posture at different speeds through dynamic adjustment, thereby achieving efficient and stable charging power management. One circuit design of the DPM charging management module is shown below. Figure 6 As illustrated, the hardware control circuit includes a voltage clamping protection branch, a power MOS switch, and a DPM main control chip. The main control chip acquires generator voltage and hub speed signals, outputs PWM pulses to drive the power MOS switch to adjust the duty cycle of the charging circuit, thereby dynamically constraining the generator output power and stabilizing the deflection attitude of the counterweight.

[0046] The DPM charging management module is equipped with multiple signal acquisition terminals and control output terminals. The acquisition terminals are connected to the generator voltage sampling circuit and the wheel hub speed Hall effect sensor circuit to collect the generator output voltage signal and wheel speed feedback signal in real time. The output terminals output PWM pulse control signals and are electrically connected to the power MOS switch to drive the power MOS switch to turn on and off. Thus, the power MOS switch can act as a controllable power switch in the charging circuit, responding to the PWM pulse signals issued by the DPM charging management module. By changing the duty cycle, it adjusts the average power taken from the circuit, changes the generator output load, and thereby regulates the electromagnetic torque on the counterweight, stabilizing the counterweight's deflection attitude.

[0047] This module has built-in closed-loop control logic, and the execution steps are as follows:

[0048] S1, the solution steps, calculate the current average output power of the generator in real time based on the collected voltage and speed signals;

[0049] S2, the comparison step, compares the actual deflection angle of the counterweight under the corresponding power with the preset 0°~70° safety tilt angle threshold for judgment;

[0050] S3, the control step, adaptively adjusts the conduction time of the power MOS switch according to the comparison result to change the duty cycle of the PWM pulse. Through the above closed-loop control, the equivalent load power on the generator side is changed, and the electromagnetic torque of the generator acting on the counterweight changes synchronously. Finally, the angle between the arc end plane of the counterweight and the horizontal plane is stably maintained at 70° to 80°, which is the optimal working posture.

[0051] The actual deflection angle mentioned above can be obtained, for example, by the DPM charging management module acquiring generator voltage and hub Hall speed signals, calculating and solving based on the pre-stored correspondence between speed, power, and deflection angle, and indirectly obtaining the real-time actual deflection angle of the counterweight.

[0052] During power generation, the sway angle of the counterweight 22 increases with the increase of the generator's output power. When it exceeds 90 degrees, it will rotate. Specifically, the greater the generator's output power, the stronger the internal electromagnetic force, and the torque acting on the counterweight 22 increases synchronously, directly pushing the counterweight 22 to sway outward. The sway angle increases synchronously with the increase of output power. When the sway angle is <90°: the counterweight 22 only sways statically, maintaining its position in place and not rotating synchronously with the wheel 30 or the generator rotor 5. The position of cutting the magnetic field lines is stable, and the power generation state is controllable. When the sway angle is ≥90°: the torque imbalance critical point is reached, and it enters the rotating state.

[0053] In order to balance charging efficiency and ensure that the counterweight 22 does not rotate throughout the process, the counterweight 22 should ideally maintain an optimal deflection angle of 70 to 80 degrees at different speeds, at which point the output power is the maximum output power; the role of the DPM charging management module is to dynamically adjust the counterweight 22 to maintain the optimal deflection angle at different speeds.

[0054] More specifically, 0° represents the initial static horizontal posture, and the entire range from 0° to 70° falls within the safe, risk-free zone. 70° corresponds to the upper limit threshold for safety control (the protection red line), which is the hardware protection judgment threshold of the DPM charging management module and the trigger boundary for system active intervention. As long as the calculated actual deflection angle of the counterweight is greater than 70°, the module immediately shortens the MOS conduction duty cycle, reduces the generator load power, decreases the electromagnetic torque, and forcibly pulls the deflection angle back below 70°, preventing the counterweight from rotating and the generator from failing due to the deflection angle continuing to rise and approaching 90°. Furthermore, 70°–80° corresponds to the optimal design target range (the optimal efficiency operating point), representing the ideal operating condition pursued by the system, balancing power generation and safety margin. That is, 70° is the safety red line, and 80° is the theoretical maximum deflection angle; the module control logic will try to keep the deflection angle in the 70°~80° range close to 70° in order to obtain the maximum power generation at the current vehicle speed; at the same time, a 10° margin is reserved to buffer the angle fluctuation caused by road bumps and acceleration and deceleration. Even if there is a small instantaneous fluctuation close to 80°, as long as it does not exceed the 70° protection trigger logic, the power reduction intervention will not be initiated.

[0055] In an embodiment of the present invention, the DPM charging management module manages the counterweight 22 to maintain the optimal deflection angle at different rotational speeds by adjusting the power generation duty cycle. The DPM charging management module refers to a dynamic charging management system, in which the counterweight 22 serves as the fixed end for the generator to cut magnetic field lines.

[0056] As mentioned above, when the wheel speed changes, the centrifugal force and electromagnetic attraction force on the counterweight 22 change synchronously. If the power supply output is fixed, the counterweight deflection angle will shift with the speed and cannot be stabilized at the optimal design position.

[0057] According to the present invention, the DPM charging management module does not adopt a constant continuous power supply mode, but outputs a periodic pulse power supply signal. By adjusting the proportion of the pulse energizing duration, the average output power of the generator 21 is changed, that is, the power output, referring to the above regarding... Figure 5 As can be seen, when the power output is adjusted to the maximum output power, it corresponds to the working condition where the counterweight 22 maintains the maximum deflection angle (i.e., the optimal safe posture) at different speeds. Such adjustment can precisely match the electromagnetic force required by the counterweight at different speeds, counteract the force changes caused by speed fluctuations, and allow the counterweight 22 to maintain the optimal deflection angle throughout the entire process.

[0058] Duty cycle refers to the proportion of the on-time relative to the total time within a pulse cycle. The larger the duty cycle, the longer the on-time. In other words, a pulse signal cycles back and forth for a fixed duration, and a complete cycle is called one period; the duty cycle is the percentage of the circuit's on-time (effective operation) within a single period, relative to the total duration of the entire period, used to quantify the average output power of pulse power supply.

[0059] The duty cycle is calculated as follows: Duty Cycle = (Effective Time / Cycle Time) × 100%. Here, effective time refers to the duration of the effective portion of a periodic signal, and cycle time refers to the duration of one complete cycle in the periodic signal. Specifically, effective time refers to the duration during which the DPM charging management module outputs power, the circuit is active, and the electromagnetic mechanism generates magnetic force within a single pulse cycle; this is the effective working period for driving the counterweight 22. Cycle time refers to the total duration of a complete cycle consisting of a set of "power-on and power-off" actions. This cycle duration remains constant during the operation of the corresponding module; the duty cycle can be adjusted by changing only the effective power-on duration.

[0060] <Electroluminescence Management Unit>

[0061] An electroluminescent management unit typically includes a photosensing module, a status detection module, an electroluminescent control module, and an electroluminescent driving module. Please refer to [reference needed] for the information flow of the electroluminescent management unit. Figure 7 .

[0062] The light-sensing module is used to detect the brightness of the external environment in real time (such as day / night, tunnel / strong light, etc.) and outputs an electrical signal to the electroluminescent control module, which serves as the core basis for adjusting the brightness of the electroluminescent component.

[0063] The status detection module is used to monitor the system's operating status, such as whether the vehicle is stationary or whether the battery power supply is stable, providing control signals for the electroluminescence control module.

[0064] The electroluminescence control module receives signals from the light sensing module and the status detection module, as well as signals from the Hall sensor circuit in the generator unit. It integrates these signals and sends precise commands to the electroluminescence component through the electroluminescence drive module. For example, it reduces the brightness of the electroluminescence component when the ambient light is bright, or turns off the electroluminescence component when the vehicle is stationary for an extended period of time. This enables dynamic energy-saving electroluminescence control that adapts to different scenarios.

[0065] The electroluminescent driving module is used to convert the low-voltage DC power provided by the battery module into the high-voltage AC power required by the electroluminescent module, providing a stable energy supply for electroluminescence. At the same time, the module also reserves a flexible control interface, which is easy to expand and connect with the electroluminescent control module, and facilitates precise control of the luminescence state of the electroluminescent module through digital commands, further improving the intelligent control level of the system.

[0066] <Electrified Wheel>

[0067] The above embodiments constitute a vehicle wheel hub electroluminescent system, wherein the electroluminescent component is disposed on the surface of the wheel and can be an electroluminescent coating or an electroluminescent device. The electroluminescent component is connected to the output terminal of the electroluminescent driving module, converting electrical energy into visible light to achieve functions such as decoration and warning. Such an electroluminescent system can be installed in the vehicle wheel hub, thus constituting an electroluminescent wheel.

[0068] In the description of this application, "a plurality of" means two or more, unless otherwise expressly specified. Unless otherwise expressly specified and limited, the terms "installed," "connected," "linked," "fixed," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; a mechanical connection or an electrical connection; a direct connection or an indirect connection through an intermediate medium; or the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances. Although the invention has been described with reference to various specific embodiments, it should be understood that modifications can be made within the spirit and scope of the described inventive concept. Therefore, it is intended that the invention be limited to the described embodiments but will have the full scope defined by the language of the appended claims.

Claims

1. A vehicle wheel hub electroluminescent system, characterized in that, include: The generator unit, main control unit, battery pack, and electroluminescent management unit for driving the electroluminescent components to emit light, wherein, The generator unit includes a generator (21) and a counterweight (22). The generator (21) includes a rotor (5) and a housing (2). The rotor (5) is fixedly mounted on the wheel (30) so that it rotates synchronously with the wheel and constitutes the moving end of the generator (21). The counterweight (22) is fixed to the housing (2) and constitutes the stationary end of the generator (21). The main control unit includes a dynamic charging management module for managing the charging process of the battery pack's charging circuit. The dynamic charging management module includes a signal acquisition terminal and a control output terminal. The signal acquisition terminal is used to acquire the generator output voltage signal and the wheel speed feedback signal in real time. The control output terminal outputs a PWM pulse control signal and is electrically connected to a power MOS switch. The power MOS switch acts as a controllable power switch for the charging circuit. It responds to the PWM pulse signal and adjusts the average power taken from the charging circuit by changing the duty cycle, thereby changing the generator output load and regulating the electromagnetic torque on the counterweight to stabilize the deflection attitude of the counterweight.

2. The vehicle wheel hub electroluminescent system according to claim 1, characterized in that, The counterweight (22) is fixed to the housing (2) via the fixing plate (23). The counterweight (22) and the fixing plate (23) respectively form an arc plate and a fan plate structure with a curvature radius greater than that of the housing (2). The outer periphery of the fixing plate (23) is integrally connected with the circumferential end face of the counterweight (22).

3. The vehicle wheel hub electroluminescent system according to claim 2, characterized in that, The central flange (26) of the fixing plate (23) is fastened to one axial end of the housing (2), and the counterweight (22) is composed of multiple stepped arc plates with different radii of curvature.

4. The vehicle wheel hub electroluminescent system according to claim 2 or 3, characterized in that, The deflection attitude of the arc-shaped end plane (20) of the counterweight (22) relative to the horizontal direction when the angle is 0°~80° is set as a safe and risk-free range. Among them, 0°~70° is the safe tilt angle threshold and 80° is the maximum deflection angle.

5. The vehicle wheel hub electroluminescent system according to claim 4, characterized in that, The dynamic charging management module performs real-time control by keeping the counterweight (22) in a deflection posture at an angle of 70°~80°.

6. The vehicle wheel hub electroluminescent system according to claim 1, characterized in that, The main control unit also includes: a three-phase rectifier circuit and a protection circuit. The three-phase rectifier circuit is used to rectify the three-phase AC power output from the generator (21) to output DC power. The protection circuit is used to provide voltage detection and overvoltage protection for the dynamic charging management module. The electroluminescent management unit includes: a light sensor module, a status detection module, an electroluminescent control module, and an electroluminescent drive module. The light sensor module is used to detect the brightness of the external environment in real time. The status detection module is used to monitor the working status of the system. The electroluminescent control module is used to receive the ambient brightness signal and the system status signal provided by the light sensor module and the status detection module, respectively. According to the preset control logic, the DC power input from the battery component is converted and regulated to generate a control signal as a drive command and sent to the electroluminescent drive module. The electroluminescent drive module is used to convert the electrical energy provided by the DC power supply into the high-voltage AC power required by the electroluminescent component and drive the electroluminescent component to emit light.

7. The vehicle wheel hub electroluminescent system according to claim 1, characterized in that, The generator (21) is an internal rotor three-phase AC generator. The rotor (5) is located on the inner side and the casing (2) is located on the outer side. The generator (21) is fixed to the base plate (1) at the rotor (5) via the bearing (8). The acquisition terminal of the dynamic charging management module is connected to the generator voltage sampling circuit and the wheel hub speed Hall sensor circuit respectively to collect the generator output voltage signal and the wheel speed feedback signal in real time.

8. A method for controlling electroluminescence in vehicle wheel hubs, characterized in that, The method of implementing the vehicle wheel hub electroluminescent system according to any one of claims 1 to 7 includes the following steps: S1, the solution steps, calculate the current average output power of the generator in real time based on the voltage and speed signals acquired by the signal acquisition terminal; S2, the comparison step, compares the actual deflection angle of the counterweight under the current average output power of the generator with the preset 0°~70° safe tilt angle threshold for judgment; S3, the control step, adaptively adjusts the conduction time of the power MOS switch according to the comparison result to change the duty cycle of the PWM pulse. By changing the equivalent load power on the generator side, the electromagnetic torque of the generator acting on the counterweight changes synchronously, and finally stabilizes the angle between the arc end plane of the counterweight and the horizontal plane at 70° to 80°, which is the optimal working posture.

9. The vehicle wheel hub electroluminescence control method according to claim 8, characterized in that, The control step is triggered when the actual deflection angle of the counterweight is greater than 70°.

10. An electroluminescent wheel, characterized in that, The vehicle wheel hub electroluminescent system according to any one of claims 1 to 8 is provided, wherein the rotor (5) of the generator (21) is fixedly installed at the center of the wheel hub (30), the electroluminescent component is disposed on the surface of the wheel and connected to the output end of the electroluminescent drive module, and the electrical energy from the generator (21) is converted into visible light.

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