An automatic start-stop control mechanism for electric motorcycles and an electric motorcycle controller thereof
Patent Information
- Application Number
- CN202611315417.6
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2026-08-27
- Publication Date
- 2026-09-25
AI Technical Summary
[0003]电动摩托车停在坡道上时，车辆依靠制动力保持静止，驾驶人员松开制动手柄后，制动力随制动手柄的回位逐渐减小，控制器需要等待制动信号解除才会恢复电机供电，电机恢复供电后，驱动电流还需要经过一定的上升过程，才能形成足以推动车辆起步的转矩，制动力减小与驱动力建立之间存在一段动力衔接不足的过程，车辆会沿坡面向后移动，驾驶人员为阻止车辆后移，通常会加大调速转把的转动幅度，当电机转矩建立后，较大的调速信号又会使车辆向前冲出，影响坡道起步的平稳性，并增加驾驶人员对制动手柄和调速转把的操作负担，车辆突然前冲还会造成不必要的电能消耗，不利于发挥电动摩托车节能、环保的绿色出行优势，现有技术通常通过坡度传感器、车速传感器判断车辆是否处于坡道停车状态，该方式需要增加传感器、检测线路和控制程序，结构及控制过程较为复杂，并增加电动摩托车的制造成本及损坏风险，附加电子元件和检测环节也会增加整车的用电负担
一、本发明中，通过制动操作与电机控制之间的联动，使电摩制动时及时停止电机输出，并在制动操作解除过程中暂时保留部分制动力，在制动力保持期间，控制器先接收预驱动信号，并根据调速信号控制电机输出受限制的起步电流，使电机提前建立起步转矩，待驱动力形成后，保留的制动力逐渐解除，控制器再接收正常驱动信号，使电机恢复正常输出，使制动力与驱动力连续衔接，缩短坡道起步过程中车辆失去约束的时间，减少车辆后移和突然前冲，提高电摩自动启停及坡道起步的平稳性，避免因反复加大调速转把而产生不必要的电能消耗，有利于提高电能利用效率；
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Figure CN122808872A_ABST
Abstract
Description
Technical Field
[0001] This invention belongs to the field of electric motorcycle control technology, specifically an automatic start-stop control mechanism for electric motorcycles and its controller. Background Technology
[0002] As a green mode of transportation powered by electricity, electric motorcycles frequently require stopping and restarting when driving on urban roads. When the driver stops, he grips the brake lever tightly. When preparing to start, the driver releases the brake lever and turns the throttle. After the braking signal is released, the controller restores power to the motor, enabling the motor to generate the torque to drive the vehicle. Electric motorcycles are powered by electricity, which helps reduce fuel consumption and exhaust emissions, and meets the development requirements of energy conservation, environmental protection and green electricity utilization.
[0003] When an electric motorcycle is parked on a slope, it relies on braking force to remain stationary. After the driver releases the brake lever, the braking force gradually decreases as the lever returns to its original position. The controller needs to wait for the braking signal to be released before restoring power to the motor. After the motor is powered back on, the drive current still needs to rise for a certain period before generating enough torque to start the vehicle. There is a period of insufficient power connection between the decrease in braking force and the establishment of driving force, causing the vehicle to move backward along the slope. To prevent the vehicle from moving backward, the driver usually increases the rotation of the throttle. Once the motor torque is established, the larger speed control signal will cause the vehicle to lurch forward, affecting the smoothness of starting on the slope and increasing the driver's workload on the brake lever and throttle. The sudden forward lurch also causes unnecessary energy consumption, which is detrimental to the energy-saving and environmentally friendly advantages of electric motorcycles. Existing technology usually uses slope sensors and speed sensors to determine whether the vehicle is parked on a slope. This method requires additional sensors, detection circuits, and control programs, making the structure and control process more complex and increasing the manufacturing cost and risk of damage to electric motorcycles. The additional electronic components and detection links also increase the overall power consumption of the vehicle. Summary of the Invention
[0004] In view of the problems existing in the prior art, the purpose of this invention is to provide an automatic start-stop control mechanism for electric motorcycles and its controller.
[0005] To achieve the above objectives, the present invention adopts the following technical solution: An automatic start-stop control mechanism for an electric motorcycle includes a mounting base, a support assembly disposed within the mounting base, a braking assembly disposed on the mounting base, a pressure-holding assembly disposed within the mounting base, a linkage assembly, a control assembly, and a controller body. The braking assembly includes a braking element, and a first rod that abuts against the braking element is slidably disposed within the mounting base. The pressure-holding assembly includes a first block that is slidably disposed on the mounting base; The linkage component includes an eccentric component connected to the braking component, and a third block that abuts against the eccentric component is slidably disposed in the mounting base; The control component includes a first switch and a second switch, both of which are electrically connected to the controller body. When the brake is gripped, the first rod and the third block move, the pressure on the second switch is released, the controller body stops the motor output, and when the brake is reset, the first block restricts the first rod from resetting, and the third block resets, so that the first switch is pressed first, and the second switch is pressed subsequently.
[0006] Preferably, the support assembly includes a shaft disposed on the mounting base, the brake is rotatably sleeved on the shaft, the mounting base has a first groove for sliding the first rod, a second groove for sliding the first block and a third groove for sliding the third block, and a fourth groove is provided between the second groove and the third groove.
[0007] Preferably, the first rod body has a fifth groove for the first block to enter. When the first rod body moves with the brake, the fifth groove causes the first block to exit. When the first rod body is reset, the fifth groove abuts against the first block.
[0008] Preferably, a first elastic element is provided between the first block and the mounting base. The first elastic element is used to push the first block closer to the first rod. The first block has a holding state that restricts the first rod from resetting and a yielding state that releases the restriction on the first rod.
[0009] Preferably, the first block is provided with a column, the third block is provided with a sixth groove for the column to extend into, and a third elastic member is provided between the third block and the mounting base. The third elastic member is used to push the third block to reset. When the third block is reset, the sixth groove first maintains the position of the column, and then the column drives the first block to release the restriction on the first rod.
[0010] Preferably, a fourth block that rotatably engages with the first switch is provided on the third block, and a fourth elastic member is provided between the fourth block and the third block. When the third block moves with the brake member, the fourth block rotates relative to the third block and passes over the first switch. When the third block is reset, the fourth block remains extended and presses against the first switch.
[0011] Preferably, the third block is provided with a fifth block that cooperates with the second switch. When the third block moves with the brake, the fifth block releases the pressure on the second switch. After the third block resets and the first block releases the restriction on the first rod, the fifth block presses the second switch.
[0012] Preferably, the first block is provided with a second block, and the second block is provided with a second elastic element. The control component further includes a third switch element electrically connected to the brake light control circuit. When the first block restricts the first rod from resetting, the second block drives the second elastic element to press the third switch element. When the first block releases the restriction on the first rod, the second elastic element releases the pressure on the third switch element.
[0013] Preferably, the controller body is also electrically connected to the speed control signal terminal and the motor drive terminal of the electric motorcycle. When both the first switch and the second switch are released, the controller body stops the motor output. When the second switch is released and the first switch is pressed, the controller body controls the motor output with a limited starting current according to the speed control signal. When the second switch is pressed, the controller body controls the motor to output normally according to the speed control signal.
[0014] This invention also proposes an electric motorcycle controller, including a controller body, a first switch, and a second switch. Both the first and second switches are electrically connected to the controller body. The controller body is electrically connected to the speed control signal terminal and the motor drive terminal of the electric motorcycle. The first switch generates a pre-drive signal when the electric motorcycle maintains partial braking force. The second switch generates a normal drive signal after the partial braking force is released. When both the first and second switches are released, the controller body stops the motor output. When the second switch is released and the first switch is pressed, the controller body controls the motor output with a limited starting current according to the speed control signal. When the second switch is pressed, the controller body controls the motor to output normally according to the speed control signal.
[0015] The beneficial effects of this invention are as follows: I. In this invention, through the linkage between braking operation and motor control, the motor output is stopped in time when the electric motorcycle brakes, and a portion of the braking force is temporarily retained during the braking operation release process. During the period of brake force retention, the controller first receives a pre-drive signal and controls the motor output to a limited starting current according to the speed regulation signal, so that the motor can establish starting torque in advance. After the driving force is formed, the retained braking force is gradually released, and the controller then receives a normal drive signal to restore the motor to normal output, so that the braking force and driving force are continuously connected, shortening the time when the vehicle loses restraint during the hill start process, reducing the vehicle's backward movement and sudden forward surge, improving the smoothness of the electric motorcycle's automatic start-stop and hill start, avoiding unnecessary energy consumption caused by repeatedly increasing the speed regulation throttle, and helping to improve energy utilization efficiency. Second, in this invention, the pre-drive signal is generated only during the brake component reset process. The pre-drive signal will not be triggered when the brake component is gripped, thereby avoiding the motor from re-outputting during braking, reducing the consumption of ineffective electrical energy, and keeping the brake light on when some braking force is retained. After the remaining braking force is released, the brake light continuation signal is released, so that the display state of the brake light is consistent with the actual braking state of the vehicle, making it easier for vehicles behind to judge the braking and starting status of the electric motorcycle. Attached Figure Description
[0016] Figure 1 This is a three-dimensional schematic diagram of the overall structure of the present invention; Figure 2 This is a three-dimensional schematic diagram of the overall structure of the present invention. Figure 3 This is a three-dimensional schematic diagram of the internal structure of the mounting base of the present invention; Figure 4 This is a three-dimensional schematic diagram of the first rod structure of the present invention; Figure 5 This is a three-dimensional schematic diagram of the first block structure of the present invention; Figure 6 This is a three-dimensional schematic diagram of the column structure of the present invention; Figure 7 This is a three-dimensional schematic diagram of the third block structure of the present invention; Figure 8 This is a three-dimensional schematic diagram of the fourth block structure of the present invention; Figure 9 This is a three-dimensional schematic diagram of the structure of the first switching element of the present invention; Figure 10 This is a three-dimensional schematic diagram of the structure of the second switching element of the present invention.
[0017] In the diagram: 1. Mounting base; 2. Support assembly; 21. Shaft; 22. First groove; 23. Second groove; 24. Third groove; 25. Fourth groove; 3. Braking assembly; 31. Braking element; 32. First rod; 321. Fifth groove; 4. Pressure holding assembly; 41. First block; 42. First elastic element; 43. Column; 44. Second block; 45. Second elastic element; 5. Linkage assembly; 51. Eccentric element; 52. Third block; 53. Sixth groove; 54. Third elastic element; 55. Fourth block; 551. Fourth elastic element; 56. Fifth block; 6. Control assembly; 61. First switch; 62. Second switch; 63. Third switch. Detailed Implementation
[0018] The present invention will now be further described in conjunction with the accompanying drawings and specific embodiments.
[0019] Please see Figure 1 An automatic start-stop control mechanism for an electric motorcycle and its controller include a mounting base 1, a support component 2, a braking component 3, a pressure holding component 4, a linkage component 5, and a control component 6. The support component 2 is disposed on the mounting base 1, the braking component 3 is disposed on one end of the mounting base 1 near the handlebars of the electric motorcycle, the pressure holding component 4 is disposed inside the mounting base 1, the linkage component 5 is disposed between the braking component 3 and the control component 6, and the control component 6 is disposed on the mounting base 1 near the linkage component 5.
[0020] It should be noted that, in combination Figure 1 The mounting base 1 is fixedly installed on the handlebars of the electric motorcycle near the brake component 31. The brake assembly 3 is connected to the original brake pump of the electric motorcycle. The control assembly 6 is electrically connected to the controller body. The controller body is also electrically connected to the speed control signal terminal and the motor drive terminal of the electric motorcycle. The brake assembly 3 is used to receive the braking operation of the driver and transmit the braking operation to the original brake pump of the electric motorcycle. The pressure holding assembly 4 is used to restrict the movement of the first lever 32 during the return of the brake component 31, so that the brake pump retains some braking force. The linkage assembly 5 is used to receive the swing of the brake component 31 and sequentially trigger the control assembly 6 and release the pressure holding assembly 4. The control assembly 6 is used to send stop drive, pre drive and normal drive signals to the controller body. The controller body controls the motor output according to the signal generated by the control assembly 6. The original brake pump, speed control signal terminal and motor drive terminal of the electric motorcycle are common structures in electric motorcycles, and will not be described in detail here.
[0021] like Figure 2 As shown, the shaft 21 has a cylindrical structure and is fixedly mounted on the mounting base 1 at one end near the brake member 31. The axis of the shaft 21 is perpendicular to the axis of the first rod 32. One end of the shaft 21 extends out of the mounting base 1 and is used to support the swing of the brake member 31.
[0022] like Figure 3As shown, the first groove 22 is a circular through groove, which is formed in the mounting base 1 and is used to accommodate the first rod 32. The second groove 23 is a rectangular groove, which is formed in the mounting base 1. The extension direction of the second groove 23 is perpendicular to the extension direction of the first groove 22. The second groove 23 communicates with the first groove 22 and is used to accommodate the first block 41, the first elastic element 42, the second block 44, and the second elastic element 45. The third groove 24 is a rectangular groove, which is formed in the mounting base 1. The extension direction is consistent with the extension direction of the first groove 22. The third groove 24 is spaced apart from the first groove 22. The third groove 24 is used to accommodate the third block 52 and the third elastic member 54. The fourth groove 25 is a long strip through groove. The fourth groove 25 is opened on the mounting base 1. The fourth groove 25 is located between the second groove 23 and the third groove 24. One end of the fourth groove 25 is connected to the second groove 23, and the other end of the fourth groove 25 is connected to the third groove 24. The fourth groove 25 is used for the column 43 to pass through and provides space for the column 43 to move with the first block 41.
[0023] like Figure 2 As shown, the brake element 31 in the brake assembly 3 is a slender, curved rod-shaped structure. One end of the brake element 31 is rotatably sleeved on the shaft 21, and the other end of the brake element 31 extends toward the gripping area of the electric motorcycle handlebars. The brake element 31 can swing around the shaft 21. The side of the brake element 31 near the first rod 32 has an arc-shaped abutment surface, which is used to push the first rod 32, such as... Figure 1 and Figure 4 As shown, the first rod 32 is a round rod structure. The first rod 32 is slidably disposed in the first groove 22. The end of the first rod 32 near the brake member 31 is hemispherical, and the hemispherical end is in contact with the arc-shaped pressing surface of the brake member 31.
[0024] When using, combine Figures 1 to 4 When the driver grips the brake element 31, the brake element 31 swings around the shaft 21. The arc-shaped pressure surface of the brake element 31 pushes the first rod 32 closer to the brake pump. The first rod 32 slides along the first groove 22 and pushes the piston of the brake pump. The brake pump then generates braking force. After the driver releases the brake element 31, the return action in the brake pump pushes the first rod 32 away from the brake pump.
[0025] like Figure 4 and Figure 5As shown, a fifth groove 321 is provided on the first rod 32. The fifth groove 321 is an annular groove surrounding the outer circumference of the first rod 32. The fifth groove 321 is located in the middle of the first rod 32. A baffle is formed on the side of the fifth groove 321 near the brake pump, and an inclined surface is formed on the side of the fifth groove 321 near the brake element 31. When the first rod 32 approaches the brake pump, the fifth groove 321 passes through the first block 41. The inclined surface of the fifth groove 321 near the brake element 31 can push the first block 41 away from the first rod 32, allowing the first rod 32 to continue approaching the brake pump. When the first rod 32 moves away from the brake pump, the first block 41 can enter the fifth groove 321 and contact the baffle on the side of the fifth groove 321 near the brake pump. This baffle is used to limit the first rod 32 from moving further away from the brake pump.
[0026] like Figure 4 and Figure 5 As shown, the first block 41 in the pressure-holding assembly 4 is a block structure. The first block 41 is slidably disposed in the second groove 23. The moving direction of the first block 41 is perpendicular to the moving direction of the first rod 32. The end of the first block 41 near the first rod 32 is wedge-shaped. This wedge-shaped end can enter the fifth groove 321. The side of the wedge-shaped end of the first block 41 near the brake pump forms an inclined surface. After the first block 41 enters the fifth groove 321, the first block 41 contacts the stop surface of the fifth groove 321. The first block 41 can restrict the first rod 32 from moving away from the brake pump. When the first block 41 moves away from the first rod 32, the stop surface of the fifth groove 321 moves along the inclined surface of the wedge-shaped end of the first block 41. The first rod 32 can gradually move away from the brake pump as the first block 41 exits the fifth groove 321. This cooperation makes the braking force retained by the brake pump gradually decrease.
[0027] like Figure 6 As shown, the first elastic element 42 is preferably a compression spring. The first elastic element 42 is disposed in the second groove 23. The first elastic element 42 is located on the side of the first block 41 away from the first rod 32. One end of the first elastic element 42 abuts against the first block 41, and the other end of the first elastic element 42 abuts against the groove wall of the second groove 23. The first elastic element 42 is used to push the first block 41 closer to the first rod 32, so that the first block 41 continuously abuts against the outer peripheral surface of the first rod 32.
[0028] like Figure 5 and Figure 6As shown, column 43 is a cylindrical structure. One end of column 43 is fixedly set in the first block 41, and the other end of column 43 passes through the fourth groove 25 and extends into the third groove 24. Column 43 can move synchronously with the first block 41, allowing column 43 to move closer to and further away from the first rod 32. The second block 44 is a right-angled plate structure, set in the second groove 23. One end of the second block 44 is fixedly connected to the side of the first block 41 away from column 43. The second elastic element 45 is a slender, thin sheet structure. One end of the second elastic element 45 is fixedly connected to the end of the second block 44 away from the first block 41, and the other end of the second elastic element 45 is a free end. Figure 9 As shown, the free end of the second elastic member 45 extends toward the third switch member 63. The second elastic member 45 can move synchronously with the second block 44. When the second elastic member 45 is blocked by the third switch member 63, it can bend, thereby reducing the pressing force on the third switch member 63.
[0029] When using, combine Figures 4 to 6 The first rod 32 approaches the brake pump, the fifth groove 321 passes the first block 41, the first elastic member 42 first pushes the first block 41 a short distance into the fifth groove 321, the first rod 32 continues to move, the inclined surface of the fifth groove 321 near the brake member 31 pushes the first block 41 away from the first rod 32, the first rod 32 passes the first block 41, the first block 41 does not restrict the first rod 32 from continuing to approach the brake pump, when the first rod 32 moves away from the brake pump, the first elastic member 42 makes the first block 41 continue to stick to the first rod 32, after the fifth groove 321 moves to the position of the first block 41, the first elastic member 42 pushes the first block 41 into the fifth groove 321, the first block 41 abuts against the stop surface of the fifth groove 321, the first rod 32 stops moving, and the brake pump retains part of the braking force.
[0030] like Figure 2 As shown, the eccentric component 51 in the linkage assembly 5 is a fan-shaped plate structure. The eccentric component 51 is fixedly set at the position of the brake component 31 near the shaft 21. The eccentric component 51 and the brake component 31 rotate synchronously around the shaft 21. When the brake component 31 is gripped, the eccentric component 51 gradually pushes the third block 52 away from the eccentric component 51. When the brake component 31 returns to its original position, the eccentric component 51 gradually releases the push on the third block 52.
[0031] like Figure 7As shown, the third block 52 is a long strip-shaped block structure. The third block 52 is slidably disposed in the third groove 24. The end of the third block 52 near the eccentric member 51 is arc-shaped. The arc-shaped end contacts the outer edge of the eccentric member 51. When the eccentric member 51 rotates with the brake member 31, the eccentric member 51 pushes the third block 52 away from the eccentric member 51. When the third block 52 is close to the eccentric member 51, the third block 52 pushes the eccentric member 51 to rotate. The eccentric member 51 drives the brake member 31 to return to its original position. The sixth groove 53 is opened on the side of the third block 52 near the column 43. The column 43 passes through the fourth groove 25 and extends into the sixth groove 53.
[0032] like Figure 7 As shown, the sixth groove 53 has a straight groove section and an inclined groove section on one side edge near the column 43. The extension direction of the straight groove section is consistent with the moving direction of the third block 52. The inclined groove section is connected to the straight groove section. The inclined groove section gradually moves away from the first rod 32 along the reset direction of the third block 52. In the initial stage when the third block 52 approaches the eccentric member 51, the straight groove section will not push the column 43 away from the first rod 32. The first elastic member 42 keeps the first block 41 in the fifth groove 321. Subsequently, the third block 52 continues to approach the eccentric member 51, and the inclined groove section gradually pushes the column 43 away from the first rod 32. The column 43 drives the first block 41 out of the fifth groove 321.
[0033] like Figure 7 As shown, the third elastic element 54 is preferably a compression spring. The third elastic element 54 is disposed in the third groove 24. The third elastic element 54 is located at the end of the third block 52 away from the eccentric member 51. One end of the third elastic element 54 abuts against the third block 52, and the other end of the third elastic element 54 abuts against the groove wall of the third groove 24. When the third block 52 moves away from the eccentric member 51, the third elastic element 54 is compressed. The third elastic element 54 stores the elastic force that pushes the third block 52 closer to the eccentric member 51. After the driver releases the brake 31, the third elastic element 54 pushes the third block 52 closer to the eccentric member 51. The third block 52 pushes the eccentric member 51 to rotate, and the eccentric member 51 drives the brake 31 to return to its original position.
[0034] like Figure 8 As shown, the fourth block 55 is a rectangular thin sheet structure. The fourth block 55 is rotatably mounted on the side of the third block 52 near the first switch member 61. The end of the fourth block 55 near the eccentric member 51 is rotatably connected to the third block 52, as shown. Figure 10 As shown, one end of the fourth block 55 extends toward the first switch member 61. When the third block 52 approaches the eccentric member 51, the fourth block 55 is blocked by the first switch member 61. The third block 52 restricts the rotation of the fourth block 55. The fourth block 55 remains extended and presses the first switch member 61. When the third block 52 moves away from the eccentric member 51, the fourth block 55 will not press the first switch member 61 during the process of the brake member 31 being gripped.
[0035] like Figure 8 As shown, the fourth elastic element 551 is preferably a torsion spring. The fourth elastic element 551 is located at the connection position between the fourth block 55 and the third block 52. One end of the fourth elastic element 551 abuts against the third block 52, and the other end of the fourth elastic element 551 abuts against the fourth block 55. When the fourth block 55 rotates toward the third block 52, the fourth elastic element 551 undergoes elastic deformation. After the fourth block 55 passes the first switch 61, the fourth elastic element 551 pushes the fourth block 55 back to the extended state.
[0036] like Figure 8 As shown, the fifth block 56 is a short strip-shaped block structure. The fifth block 56 is fixedly installed on the side of the third block 52 near the control component 6. The fifth block 56 is located on the side of the fourth block 55 away from the eccentric member 51. The end of the fifth block 56 near the eccentric member 51 forms an inclined surface, as shown... Figure 10 As shown, the inclined surface gradually protrudes towards the second switch 62 in the direction away from the eccentric member 51. The section of the fifth block 56 away from the eccentric member 51 forms a flat surface. When the third block 52 approaches the eccentric member 51, the inclined surface of the fifth block 56 gradually presses the second switch 62. The flat surface of the fifth block 56 then keeps the second switch 62 in a pressed state. When the third block 52 moves away from the eccentric member 51, the fifth block 56 moves away from the second switch 62.
[0037] When using, combine Figure 2 , Figures 8 to 10 When the brake 31 is gripped, the eccentric member 51 pushes the third block 52 away from the eccentric member 51. The third block 52 compresses the third elastic member 54. After the driver releases the brake 31, the third elastic member 54 pushes the third block 52 closer to the eccentric member 51. The third block 52 drives the brake 31 to continue returning to its original position through the eccentric member 51. In the initial stage when the third block 52 is close to the eccentric member 51, the column 43 is located at the position corresponding to the straight groove section of the sixth groove 53. The first block 41 remains in the fifth groove 321. The third block 52 continues to approach the eccentric member 51. The column 43 enters the position corresponding to the inclined groove section. The inclined groove section pushes the column 43 away from the first rod 32. The column 43 drives the first block 41 to exit the fifth groove 321.
[0038] like Figure 9 and Figure 10 As shown, the control component 6 includes a first switch 61, a second switch 62, and a third switch 63, all of which are push-button switches.
[0039] It should be noted that, in combination Figure 2 , Figure 9 and Figure 10The controller body does not have any attached reference numerals. It is fixedly installed in the original controller mounting position on the electric motorcycle. The controller body is electrically connected to the first switch 61 and the second switch 62. It is also electrically connected to the speed control signal terminal and the motor drive terminal of the electric motorcycle. When the second switch 62 is pressed, the controller body controls the motor to output normally according to the speed control signal. When the second switch 62 is released and the first switch 61 is pressed, the controller body outputs a limited starting current to the motor according to the speed control signal. When the driver does not turn the throttle, the controller body does not output a starting current to the motor. When both the first and second switches 62 are in the released state, the controller body stops the motor output. The controller body uses the signal of the second switch 62 as the normal drive signal and the signal of the first switch 61 as the pre-drive signal. The third switch 63 is connected to the original brake light control circuit of the electric motorcycle. The third switch 63 is connected in parallel with the original brake light switch. When the third switch 63 is pressed, the brake light remains lit. The pressing action of the third switch 63 is earlier than the opening action of the original brake light switch. The releasing action of the third switch 63 corresponds to the release action of the remaining braking force. The brake light will not go out before the remaining braking force is released.
[0040] The following is the working principle of this embodiment: When preparing to use, combine Figure 1 , Figure 2 as well as Figures 7 to 10 The brake element 31 is in the fully returned position, the first rod 32 is in a position away from the brake pump, the fifth groove 321 is offset from the first block 41, the first block 41 is pushed against the outer peripheral surface of the first rod 32 by the first elastic element 42, the third elastic element 54 pushes the third block 52 closer to the eccentric element 51, the flat surface of the fifth block 56 presses the second switch element 62, the fourth block 55 separates from the first switch element 61, the second elastic element 45 separates from the third switch element 63, the controller body receives the normal drive signal generated by the second switch element 62, and controls the motor output according to the speed regulation signal; During braking, combine Figure 1 , Figure 2 as well as Figures 4 to 8When the driver grips the brake element 31, the brake element 31 swings around the shaft 21. The arc-shaped pressing surface of the brake element 31 pushes the first rod 32 closer to the brake pump. The first rod 32 slides along the first groove 22 and pushes the piston of the brake pump. The brake pump then generates braking force. When the brake element 31 swings, it drives the eccentric element 51 to rotate synchronously. The eccentric element 51 pushes the third block 52 away from the eccentric element 51. The third block 52 compresses the third elastic element 54 and drives the fifth block 56 away from the second switch element 62. After the second switch element 62 is released, the controller body stops the normal output of the motor to avoid ineffective drive power consumption during vehicle braking. When the third block 52 is far away from the eccentric part 51, it combines Figures 8 to 10 The fourth block 55 passes the first switch member 61, and the first switch member 61 pushes the fourth block 55 to rotate, so that the fourth block 55 is close to the third block 52. The fourth block 55 passes by one side of the first switch member 61 without pressing the first switch member 61. After the fourth block 55 passes the first switch member 61, the fourth elastic member 551 pushes the fourth block 55 back to the extended state. This cooperation ensures that the first switch member 61 is only pressed during the return of the brake member 31. As the first lever 32 continues to approach the brake pump, it engages... Figures 4 to 6 The fifth groove 321 passes the first block 41. The first elastic member 42 first pushes the first block 41 a short distance into the fifth groove 321. The first rod 32 continues to move. The inclined surface of the fifth groove 321 near the brake member 31 pushes the first block 41 away from the first rod 32, causing the first block 41 to exit the fifth groove 321. The first rod 32 passes the first block 41 and continues to push the brake pump. The first block 41 will not block the first rod 32 from increasing the braking force. The column 43 moves along the fourth groove 25 with the first block 41 and enters the open area of the sixth groove 53. The sixth groove 53 will not restrict the column 43 from moving away from the first rod 32. While maintaining braking, combine Figure 1 , Figure 4 and Figure 5 The driver keeps the brake element 31 in position, the first lever 32 continues to push the brake pump piston, the brake pump continuously generates braking force, the fifth block 56 separates from the second switch element 62, the fourth block 55 separates from the first switch element 61, the first switch element 61 and the second switch element 62 are both in the released state, the controller body stops the motor output, thereby avoiding the waste of electrical energy during braking; When the brake element 31 is released, the combination Figures 4 to 7The return action inside the brake pump pushes the first rod 32 away from the brake pump. The first elastic element 42 keeps the first block 41 in contact with the first rod 32. After the fifth groove 321 moves to the position of the first block 41, the first elastic element 42 pushes the first block 41 into the fifth groove 321. The first block 41 contacts the stop surface of the fifth groove 321 and restricts the first rod 32 from moving away from the brake pump. The first rod 32 is kept in the position of being partially pressed into the brake pump, and the brake pump retains part of the braking force. When the first block 41 enters the fifth slot 321, it combines Figures 5 to 7 The column 43 moves along the fourth groove 25 with the first block 41 and enters the position corresponding to the straight groove section from the open area of the sixth groove 53. The straight groove section will not push the column 43 away from the first rod 32. The first elastic member 42 keeps the first block 41 in the fifth groove 321. The stop surface of the fifth groove 321 keeps the first rod 32 in the position of being partially pressed into the brake pump. When the first block 41 approaches the first rod 32, it combines Figure 5 , Figure 6 and Figure 9 The second block 44 moves synchronously with the first block 41. The second block 44 drives the second elastic element 45 to press the third switch 63. The third switch 63 is connected in parallel with the original brake light switch of the electric motorcycle. After the third switch 63 is pressed, the brake light remains lit. After the original brake light switch releases the control of the brake light, the third switch 63 continues to keep the brake light lit, so that the lighting state of the brake light corresponds to the braking force retained by the brake pump. After the first rod 32 is restricted by the first block 41, combined with Figure 2 , Figure 7 and Figure 8 The first rod 32 no longer pushes the brake 31, the third elastic member 54 releases its elastic force and pushes the third block 52 closer to the eccentric member 51. The third block 52 pushes the eccentric member 51 to rotate, and the eccentric member 51 drives the brake 31 to continue to return to its original position. The arc-shaped pressing surface of the brake 31 gradually moves away from the hemispherical end of the first rod 32. The return action of the brake 31 will not release the restriction of the first block 41 on the first rod 32. In the initial stage where the third block 52 is close to the eccentric part 51, combined with Figures 7 to 10The column 43 is still located at the position corresponding to the straight groove section of the sixth groove 53, the first block 41 is still located in the fifth groove 321, the fourth block 55 moves with the third block 52 and presses the first switch 61. At this time, the second switch 62 is in the released state. The controller body receives the pre-drive signal generated by the first switch 61. When the driver has turned the speed control throttle, the controller body outputs a limited starting current to the motor so that the motor can establish starting torque before the remaining braking force is released. When the driver has not turned the speed control throttle, the controller body does not output a starting current to the motor. The limited starting current can avoid the motor outputting too large a drive current when the vehicle starts, reducing unnecessary power consumption. When releasing the remaining braking force, combined with Figures 5 to 8 As the third block 52 continues to approach the eccentric part 51, the inclined section of the sixth groove 53 gradually contacts the column 43 and pushes the column 43 away from the first rod 32 along the fourth groove 25. The column 43 drives the first block 41 to exit the fifth groove 321. The stop surface of the fifth groove 321 moves along the inclined surface of the wedge end of the first block 41. As the first block 41 exits the fifth groove 321, the first rod 32 gradually moves away from the brake pump. The braking force retained by the brake pump gradually decreases. The motor has generated starting torque, and the driving force of the motor can replace the gradually decreasing braking force. After the first block 41 completely exits the fifth slot 321, it combines Figure 5 , Figure 6 and Figure 9 The first lever 32 returns to the position of releasing the brake, and the second block 44 moves away from the first lever 32 along with the first block 41. The second block 44 drives the second elastic element 45 away from the third switch 63, and the third switch 63 releases the conduction holding of the brake light control circuit. At this time, the first lever 32 has released the push on the brake pump piston, and the extinguishing action of the brake light is consistent with the release action of the remaining braking force. When restoring normal drivers, combine Figures 7 to 10 When column 43 reaches the end of the inclined section of the sixth groove 53, the first block 41 has exited the fifth groove 321. The fifth block 56 moves with the third block 52 and gradually presses the second switch 62. After the second switch 62 is pressed, the controller body controls the motor to output normally according to the speed regulation signal. The fourth block 55 still presses the first switch 61 for a short time during this stage. The controller body prioritizes the normal drive signal generated by the second switch 62, so that the restricted starting current is continuously connected with the normal drive current. After the vehicle starts stably, the motor output is restored, which is conducive to improving the efficiency of power utilization. After the third block 52 moves to the end position near the eccentric part 51, it combines... Figures 8 to 10The fourth block 55 moves away from the first switch 61, the flat surface of the fifth block 56 presses down on the second switch 62, the third elastic member 54 keeps the third block 52 in contact with the eccentric member 51, at this time the brake member 31 returns to its original position, the first rod 32 releases the push on the brake pump, and the controller body resumes normal output control of the motor according to the speed regulation signal. When braking again during the pre-drive process, combined Figure 2 as well as Figures 7 to 10 The driver grips the brake 31 again, which drives the eccentric component 51 to push the third block 52 away from the eccentric component 51. The fourth block 55 rotates and comes close to the third block 52 after being blocked by the first switch component 61. The fourth block 55 releases the pressure on the first switch component 61, and the controller body stops the restricted starting current. The first lever 32 approaches the brake pump, and the inclined surface of the fifth groove 321 pushes the first block 41 away from the first lever 32. The first block 41 exits the fifth groove 321, and the first lever 32 can continue to push the brake pump. The pressure holding component 4 will not prevent the driver from increasing the braking force again, thus avoiding the motor from continuously outputting and generating ineffective power consumption when braking again. Through the above coordination, when the brake element 31 is gripped, the eccentric element 51 and the third block 52 release the second switch 62, and the controller body stops the motor output. When the brake element 31 returns to its original position, the first block 41 first enters the fifth slot 321, allowing the brake pump to retain some braking force. The fourth block 55 then presses the first switch 61, allowing the motor to establish starting torque in advance. The sixth slot 53 then drives the first block 41 out of the fifth slot 321 through the column 43, gradually releasing the remaining braking force. After the first block 41 has exited, the fifth block 56 presses the second switch 62, allowing the controller body to resume normal drive. The second block 44 and the second elastic element 45 keep the third switch 63 pressed during the period of retained braking force, so that the display status of the brake light is consistent with the actual braking status of the vehicle. This coordination ensures the smoothness of starting on a slope while reducing the ineffective energy consumption during braking and starting, which is conducive to the energy-saving, environmentally friendly and efficient use of green electricity in electric motorcycles.
[0041] The above description is merely an embodiment of the present invention and does not limit the patent scope of the present invention. Any equivalent structural or procedural transformations made based on the content of the present invention's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of the present invention.
Claims
1. An automatic start-stop control mechanism for an electric motorcycle, comprising a mounting base (1), a support assembly (2) disposed within the mounting base (1), a braking assembly (3) disposed on the mounting base (1), a pressure-holding assembly (4) disposed within the mounting base (1), a linkage assembly (5), a control assembly (6), and a controller body, characterized in that: The braking assembly (3) includes a braking element (31), and a first rod (32) that abuts against the braking element (31) is slidably provided in the mounting base (1). The pressure holding assembly (4) includes a first block (41) that is slidably disposed on the mounting base (1); The linkage component (5) includes an eccentric component (51) connected to the brake component (31), and a third block (52) that abuts against the eccentric component (51) is slidably provided in the mounting base (1). The control component (6) includes a first switch (61) and a second switch (62), both of which are electrically connected to the controller body. When the brake (31) is gripped, the first rod (32) and the third block (52) move, the pressure on the second switch (62) is released, the controller body stops the motor output, and when the brake (31) is reset, the first block (41) restricts the first rod (32) from resetting, and the third block (52) resets, so that the first switch (61) is pressed first, and the second switch (62) is pressed subsequently.
2. The automatic start-stop control mechanism for electric motorcycles according to claim 1, characterized in that, The support assembly (2) includes a shaft (21) disposed on the mounting base (1), the brake (31) is rotatably sleeved on the shaft (21), the mounting base (1) is provided with a first groove (22) for sliding the first rod (32), a second groove (23) for sliding the first block (41) and a third groove (24) for sliding the third block (52), and a fourth groove (25) is provided between the second groove (23) and the third groove (24).
3. The automatic start / stop control mechanism for electric motorcycles according to claim 1, characterized in that, The first rod (32) has a fifth groove (321) for the first block (41) to enter. When the first rod (32) moves with the brake (31), the fifth groove (321) causes the first block (41) to exit. When the first rod (32) is reset, the fifth groove (321) abuts against the first block (41).
4. The automatic start / stop control mechanism for electric motorcycles according to claim 1, characterized in that, A first elastic element (42) is provided between the first block (41) and the mounting base (1). The first elastic element (42) is used to push the first block (41) closer to the first rod (32). The first block (41) has a holding state that restricts the first rod (32) from resetting and a yielding state that releases the restriction of the first rod (32).
5. The automatic start-stop control mechanism for electric motorcycles according to claim 1, characterized in that, The first block (41) is provided with a column (43), and the third block (52) is provided with a sixth groove (53) for the column (43) to extend into. A third elastic element (54) is provided between the third block (52) and the mounting base (1). The third elastic element (54) is used to push the third block (52) to reset. When the third block (52) is reset, the sixth groove (53) first maintains the position of the column (43), and then the column (43) drives the first block (41) to release the restriction on the first rod (32).
6. The automatic start-stop control mechanism for electric motorcycles according to claim 1, characterized in that, The third block (52) is rotatably provided with a fourth block (55) that cooperates with the first switch (61). A fourth elastic member (551) is provided between the fourth block (55) and the third block (52). When the third block (52) moves with the brake member (31), the fourth block (55) rotates relative to the third block (52) and passes over the first switch (61). When the third block (52) is reset, the fourth block (55) remains extended and presses the first switch (61).
7. The automatic start-stop control mechanism for electric motorcycles according to claim 1, characterized in that, The third block (52) is provided with a fifth block (56) that cooperates with the second switch (62). When the third block (52) moves with the brake (31), the fifth block (56) releases the pressure on the second switch (62). After the third block (52) is reset and the first block (41) releases the restriction on the first rod (32), the fifth block (56) presses the second switch (62).
8. The automatic start-stop control mechanism for electric motorcycles according to claim 1, characterized in that, The first block (41) is provided with a second block (44), and the second block (44) is provided with a second elastic member (45). The control component (6) also includes a third switch (63) electrically connected to the brake lamp control circuit. When the first block (41) restricts the first rod (32) from resetting, the second block (44) drives the second elastic member (45) to press the third switch (63). When the first block (41) releases the restriction on the first rod (32), the second elastic member (45) releases the pressure on the third switch (63).
9. The automatic start-stop control mechanism for electric motorcycles according to claim 1, characterized in that, The controller body is also electrically connected to the speed control signal terminal and the motor drive terminal of the electric motorcycle. When both the first switch (61) and the second switch (62) are released, the controller body stops the motor output. When the second switch (62) is released and the first switch (61) is pressed, the controller body controls the motor output to a limited starting current according to the speed control signal. When the second switch (62) is pressed, the controller body controls the motor to output normally according to the speed control signal.
10. An electric motorcycle controller, applied to the electric motorcycle automatic start-stop control mechanism according to any one of claims 1-9, comprising a controller body, a first switch (61) and a second switch (62), wherein the first switch (61) and the second switch (62) are both electrically connected to the controller body, and the controller body is electrically connected to the speed control signal terminal and the motor drive terminal of the electric motorcycle, characterized in that: The first switch (61) is used to generate a pre-drive signal when the electric motorcycle maintains partial braking force, and the second switch (62) is used to generate a normal drive signal after the partial braking force is released. When both the first switch (61) and the second switch (62) are released, the controller body stops the motor output. When the second switch (62) is released and the first switch (61) is pressed, the controller body controls the motor output to a limited starting current according to the speed regulation signal. When the second switch (62) is pressed, the controller body controls the motor to output normally according to the speed regulation signal.