A high-voltage integrated motor hybrid two-wheeler with full-working-condition energy recovery

Abstract

The application provides a high-pressure integrated motor hybrid two-wheeled vehicle with full-working-condition energy recovery, and relates to the field of hybrid two-wheeled vehicles.The high-pressure integrated motor hybrid two-wheeled vehicle with full-working-condition energy recovery comprises a two-wheeled vehicle body, an engine, a power battery and a VCU whole vehicle controller, a rear wheel hub motor is arranged at the rear wheel of the two-wheeled vehicle body, and a P1 high-pressure integrated motor is coaxially arranged at the crankshaft end of the engine.The high-pressure integrated motor hybrid two-wheeled vehicle with full-working-condition energy recovery is composed of a double-motor energy recovery architecture through the P1 high-pressure integrated motor and the rear wheel hub motor, energy recovery can be carried out under braking, coasting and downhill working conditions, the working conditions are fully covered, and the problem that energy can only be recovered during braking in the prior art and energy is wasted under the working conditions of coasting and downhill is solved.The total power of the double-motor collaborative recovery is much greater than that of a single motor scheme, full-load recovery can be carried out at the same time under high-energy recovery demand working conditions such as emergency braking or long downhill, and kinetic energy is maximally converted into electric energy.

Description

Technical Field

[0001] This invention relates to the field of two-wheeled vehicle technology, specifically to a high-voltage integrated motor hybrid two-wheeled vehicle with full-condition energy recovery. Background Technology

[0002] Traditional gasoline-powered two-wheelers suffer from high fuel consumption and emissions, while pure electric two-wheelers are limited by battery capacity, resulting in insufficient range and long charging times. To balance power and economy, hybrid technology is gradually gaining attention in the two-wheeler sector.

[0003] In existing hybrid two-wheeler solutions, some adopt a dual-axle structure where the engine and in-wheel motors drive the front and rear wheels respectively. However, this approach increases the overall vehicle weight and cost, and front-wheel drive negatively impacts steering stability. Other solutions place the motor on the rear wheel, with the engine acting only as a range extender to generate electricity and not directly driving the vehicle, resulting in low mechanical transmission efficiency. More importantly, the power output of the engine and motor in existing systems largely relies on the driver's manual switching of modes, lacking a unified energy management strategy. This makes it difficult to intelligently distribute torque based on real-time operating conditions (such as throttle opening, vehicle speed, and battery charge), thus failing to fully realize the energy-saving potential of the hybrid system.

[0004] To address the aforementioned issues, this invention provides a hybrid two-wheeled vehicle transmission device based on VCU control. This device couples engine power to the rear wheel hub motor shaft via a clutch, multi-stage gear transmission chamber, and chain transmission mechanism. The VCU vehicle control unit collects various signals, calculates and distributes target torques between the engine and motor in real time, and automatically switches between multiple operating modes, including pure electric, engine, hybrid, and energy recovery modes. This aims to improve overall vehicle power performance, fuel economy, and driving smoothness. Summary of the Invention

[0005] Technical problems to be solved To address the shortcomings of existing technologies, this invention provides a high-voltage integrated motor hybrid two-wheeled vehicle with full-condition energy recovery, solving the problems mentioned in the background section.

[0006] Technical solution To achieve the above objectives, the present invention provides the following technical solution: a high-voltage integrated motor hybrid two-wheeled vehicle with full-condition energy recovery, comprising a two-wheeled vehicle body, an engine, a power battery, and a VCU vehicle controller. A rear wheel hub motor is installed at the rear wheel of the two-wheeled vehicle body. A P1 high-voltage integrated motor is coaxially mounted on the crankshaft end of the engine, and the P1 high-voltage integrated motor is mechanically coupled to the engine. A transmission mechanism is externally mounted on the engine, and a clutch is installed at the power output end of the engine. The engine's power is sequentially transmitted to the rear wheel hub motor via the P1 high-voltage integrated motor, the clutch, and the transmission mechanism. A motor control module is externally electrically connected to the P1 high-voltage integrated motor and the rear wheel hub motor. A battery management module is externally electrically connected to the power battery. The VCU vehicle controller is electrically connected to the engine, the motor control module, and the battery management module. The P1 high-voltage integrated motor and the rear wheel hub motor together constitute a dual-motor energy recovery architecture. The VCU vehicle controller controls at least one of the P1 high-voltage integrated motor and the rear wheel hub motor to operate in power generation mode during vehicle braking, coasting, and downhill conditions.

[0007] By adopting the above technical solution, the P1 high-voltage integrated motor and the rear wheel hub motor form a dual-motor energy recovery architecture, which can recover energy under braking, coasting and downhill conditions, with comprehensive operating conditions, large recovery power and high efficiency; at the same time, the engine power is transmitted to the rear wheel hub motor through the P1 high-voltage integrated motor, clutch (210) and transmission mechanism, realizing the power coupling between the engine and the P1 motor, and providing a hardware foundation for automatic switching of various working modes such as pure electric, range extended and hybrid.

[0008] Preferably, the VCU vehicle controller includes: The signal acquisition module is used to acquire throttle opening signal, brake pedal position signal, vehicle speed signal, P1 high-voltage integrated motor speed signal, rear wheel hub motor speed signal, engine speed signal and battery SOC signal; The working condition judgment module is used to determine whether the vehicle is currently in braking, coasting, or downhill condition based on the collected signals. The regenerative torque calculation module is used to calculate the maximum regenerative torque of the P1 high-voltage integrated motor and the rear wheel hub motor at the current speed, and compare it with the torque value corresponding to the maximum allowable charging power of the power battery, and take the minimum value as the target regenerative torque. A torque distribution module is used to distribute the recovered torque to the P1 high-voltage integrated motor and the rear wheel hub motor.

[0009] By adopting the above technical solution, the VCU vehicle controller can automatically identify the current operating condition of the vehicle based on various signals collected in real time, calculate the optimal recovery torque, and execute differentiated torque distribution strategies according to different recovery modes. In braking recovery mode, the torque is preferentially allocated to the hub motor; in coasting recovery mode, the torque is preferentially allocated to the P1 high-voltage integrated motor; and in downhill recovery mode, the torque is allocated according to the optimal efficiency ratio, thus realizing intelligent recovery control under all operating conditions.

[0010] Preferably, the two-wheeled vehicle body also includes a brake signal acquisition module for collecting brake pedal position signals and brake pressure signals. The brake signal acquisition module is electrically connected to the VCU vehicle controller. The VCU vehicle controller prioritizes the allocation of motor power according to the total braking force requirement, and the insufficient motor braking is supplemented by mechanical braking.

[0011] By adopting the above technical solution, the VCU vehicle controller prioritizes the allocation of electric braking power according to the total braking force demand, and the insufficient part is supplemented by mechanical braking, realizing intelligent coordination between electric braking and mechanical braking. This maximizes the recovery of braking energy, prevents excessive electric braking from causing wheel lock-up, or insufficient electric braking from causing excessive wear of mechanical brakes, thus ensuring braking safety.

[0012] Preferably, the power battery is a high-voltage lithium-ion battery pack with a rated voltage of 72V-96V, and the P1 high-voltage integrated motor and the rear wheel hub motor charge the power battery in a high-voltage, low-current manner during energy recovery.

[0013] By adopting the above technical solution, compared with the traditional 12V or 48V low-voltage system, the current is lower, the line loss and heat generation are significantly reduced, and the energy recovery efficiency is significantly improved under the same recovery power.

[0014] Preferably, the VCU vehicle controller is a vehicle controller developed based on the STM32 electronic control platform. The VCU vehicle controller communicates in real time with the motor control module and battery management module of the P1 high-voltage integrated motor and the rear wheel hub motor via the CAN bus.

[0015] By adopting the above technical solutions, CAN bus communication has the advantages of strong real-time performance and high anti-interference capability, ensuring the accuracy and timeliness of signal transmission between modules.

[0016] Preferably, the transmission mechanism includes a gear reduction chamber and a chain drive chamber, the gear reduction chamber being located outside the engine, and the chain drive chamber being located on the transmission path between the engine and the rear wheel hub motor.

[0017] By adopting the above technical solution, the gear reduction chamber reduces the high-speed power of the engine and increases the torque, while the chain drive chamber transmits the power to the rear wheel.

[0018] Beneficial effects This invention provides a high-voltage integrated motor hybrid two-wheeled vehicle with full-condition energy recovery. It has the following beneficial effects: 1. This hybrid two-wheeled vehicle with high-voltage integrated motor and full-condition energy recovery utilizes a dual-motor energy recovery architecture consisting of a P1 high-voltage integrated motor and a rear wheel hub motor. Energy recovery is possible during braking, coasting, and downhill driving, providing comprehensive coverage and solving the problem of existing technologies that can only recover energy during braking and waste energy during coasting and downhill driving. The total power of the dual-motor coordinated energy recovery is far greater than that of a single-motor solution. It can simultaneously recover energy at full load under high-energy-recovery demands such as emergency braking or long downhill driving, maximizing the conversion of kinetic energy into electrical energy.

[0019] 2. This high-voltage integrated motor hybrid two-wheeler with full-condition energy recovery uses the VCU vehicle controller's signal acquisition module, condition judgment module, recovery torque calculation module, and torque distribution module to dynamically calculate the target recovery torque in real time based on vehicle speed, battery SOC, braking demand, etc., and executes differentiated torque distribution strategies according to different recovery modes. In braking recovery mode, it prioritizes the allocation to the hub motor; in coasting recovery mode, it prioritizes the allocation to the P1 motor; and in downhill recovery mode, it allocates the torque according to the most efficient ratio. The recovery process is smooth and shock-free. At the same time, the brake pedal position signal and brake pressure signal are collected by the brake signal acquisition module. The VCU prioritizes the allocation of electric motor power according to the total braking force demand, and the insufficient part is supplemented by mechanical braking. This achieves intelligent coordination between electric braking and mechanical braking, which maximizes the recovery of braking energy and prevents excessive electric braking from causing wheel lock-up or insufficient electric braking from causing excessive wear of mechanical brakes.

[0020] 3. This hybrid two-wheeled vehicle with full-condition energy recovery and a high-voltage integrated motor uses a P1 high-voltage integrated motor coaxially mounted on the engine crankshaft. Engine power is sequentially transmitted to the rear wheel hub motor via the P1 high-voltage integrated motor, clutch, and transmission mechanism, achieving power coupling between the engine and the P1 motor. The P1 high-voltage integrated motor integrates four functions: starting, power generation, power assist, and energy recovery. It replaces the traditional independent starter motor and generator with a single motor, simultaneously undertaking energy recovery, significantly reducing the number of parts, simplifying the system structure, and lowering overall vehicle manufacturing and maintenance costs. Attached Figure Description

[0021] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0022] Figure 1This is a schematic diagram of the overall external structure of the present invention; Figure 2 This is a schematic diagram of the signal connection structure between the VCU vehicle controller and its components according to the present invention; Figure 3 This is a schematic diagram of the half-section external structure of the engine of the present invention; Figure 4 This is a top sectional view of the connection between the engine and the transmission mechanism of the present invention.

[0023] In the diagram: 1. Two-wheeled vehicle body; 2. Engine; 201. P1 high-voltage integrated motor; 210. Clutch; 3. Rear wheel hub motor; 4. Transmission mechanism; 401. Gear reduction chamber; 410. Chain drive chamber; 5. Power battery; 501. Battery management module; 6. VCU vehicle controller; 7. Motor control module; 8. Braking signal acquisition module. Detailed Implementation

[0024] The present invention will be further described in detail below with reference to the accompanying drawings and embodiments.

[0025] Reference Figures 1 to 4This invention provides a hybrid two-wheeled vehicle with full-condition energy recovery via a high-voltage integrated motor, comprising a two-wheeled vehicle body 1, an engine 2, a power battery 5, and a VCU vehicle controller 6. A rear wheel hub motor 3 is installed at the rear wheel of the two-wheeled vehicle body 1. A P1 high-voltage integrated motor 201 is coaxially mounted on the crankshaft end of the engine 2, and the P1 high-voltage integrated motor 201 is mechanically coupled to the engine 2. A transmission mechanism 4 is externally mounted on the engine 2, and a clutch 210 is installed at the power output end of the engine 2. The power of the engine 2 is sequentially transmitted to the rear wheel hub motor 3 via the P1 high-voltage integrated motor 201, the clutch 210, and the transmission mechanism 4. A motor control module 7 is externally electrically connected to the P1 high-voltage integrated motor 201 and the rear wheel hub motor 3. The power battery 5 is externally mounted on the rear wheel hub motor 3. The device is electrically connected to the battery management module 501. The VCU vehicle controller 6 is electrically connected to the engine 2, the motor control module 7, and the battery management module 501. The P1 high-voltage integrated motor 201 and the rear wheel hub motor 3 together form a dual-motor energy recovery architecture. Under vehicle braking, coasting, and downhill conditions, the VCU vehicle controller 6 controls at least one of the P1 high-voltage integrated motor 201 and the rear wheel hub motor 3 to operate in power generation mode. The P1 high-voltage integrated motor 201 is coaxially coupled to the crankshaft of the engine 2 and has bidirectional power transmission capability. When this device is used, the P1 high-voltage integrated motor 201 serves as the starter motor of the engine 2. Under starting conditions, it is powered by the power battery 5 to drive the crankshaft of the engine 2 to rotate, thereby igniting and starting the engine 2. After engine 2 starts, the VCU vehicle controller 6 automatically switches the corresponding working mode according to different driving conditions. In fuel drive or hybrid mode, the power output from the crankshaft of engine 2 is transmitted to clutch 210 via the rotor of the coaxially mounted P1 high-voltage integrated motor 201. After the clutch 210 engages, the power is transmitted to the gear reduction chamber 401 of the transmission mechanism 4 for speed reduction and torque amplification, and then transmitted to the rear wheel hub motor 3 via the chain drive chamber 410, ultimately driving the rear wheels to rotate. In pure electric mode, clutch 210 disengages, engine 2 stops, and the rear wheel hub motor 3 drives the vehicle alone. In range extender mode, clutch 210 disengages, engine 2 runs and drives P1 high-voltage integrated motor 201 to generate electricity, which charges the power battery 5 or directly supplies the rear wheel hub motor 3 to drive the vehicle. In energy recovery mode, at least one of P1 high-voltage integrated motor 201 and rear wheel hub motor 3 switches to the power generation state, converting the vehicle's kinetic energy into electrical energy to recharge the power battery 5. Throughout the driving process, the VCU vehicle controller 6 communicates in real time with the engine 2, motor control module 7 and battery management module 501, and intelligently distributes the torque of each power source according to various signals to achieve automatic switching of multiple working modes.

[0026] Reference Figure 2 In one aspect of this embodiment, the VCU vehicle controller 6 includes: The signal acquisition module is used to acquire throttle opening signal, brake pedal position signal, vehicle speed signal, P1 high-voltage integrated motor 201 speed signal, rear wheel hub motor 3 speed signal, engine 2 speed signal and battery SOC signal. The operating condition judgment module is used to determine whether the vehicle is currently in braking, coasting, or downhill condition based on the collected signals. The recovery torque calculation module is used to calculate the maximum recoverable torque of P1 high-voltage integrated motor 201 and rear wheel hub motor 3 at the current speed, and compare it with the torque value corresponding to the maximum allowable charging power of power battery 5, and take the minimum value as the target recovery torque. The torque distribution module distributes the recovered torque to the P1 high-voltage integrated motor 201 and the rear wheel hub motor 3. When this device is in use, the signal acquisition module continuously collects various sensor signals at a set interval, sending the collected throttle opening signal, brake pedal position signal, vehicle speed signal, P1 high-voltage integrated motor 201 speed signal, rear wheel hub motor 3 speed signal, engine 2 speed signal, and battery SOC signal to the operating condition judgment module. The operating condition judgment module comprehensively judges the received signals: when the brake pedal is detected to be depressed, it determines to enter the brake recovery mode; when the throttle opening is detected to be zero and the vehicle speed is higher than a set threshold, it determines to enter the coasting recovery mode; when a continuous downhill slope is detected, it determines to enter the downhill recovery mode. After determining the recovery mode, the recovery torque calculation module calculates the maximum recoverable torque of the P1 high-voltage integrated motor 201 and the rear wheel hub motor 3 at the current speed, and obtains the torque limit corresponding to the maximum allowable charging power of the power battery 5 fed back by the battery management module 501, taking the minimum value as the target recovery torque. Subsequently, the torque distribution module executes a differentiated torque distribution strategy based on the current recovery mode: In braking recovery mode, recovery torque is preferentially allocated to the rear wheel hub motor 3, with the P1 high-voltage integrated motor 201 participating in coordinated recovery based on the state of the clutch 210; in coasting recovery mode, recovery torque is preferentially allocated to the P1 high-voltage integrated motor 201, utilizing the drag resistance of the engine 2 to achieve energy recovery, with the rear wheel hub motor 3 assisting in recovery; in downhill recovery mode, recovery torque is distributed to the P1 high-voltage integrated motor 201 and the rear wheel hub motor 3 in the most efficient ratio, keeping the vehicle speed stable within the set range. Through the above intelligent control strategy, optimal energy recovery is achieved under all operating conditions, with a smooth and shock-free recovery process and excellent riding comfort.

[0027] Reference Figures 2 to 4In one aspect of this embodiment, the two-wheeled vehicle body 1 also includes a brake signal acquisition module 8 for acquiring brake pedal position signals and brake pressure signals. The brake signal acquisition module 8 is electrically connected to the VCU vehicle controller 6. The VCU vehicle controller 6 prioritizes the allocation of motor power according to the total braking force requirement, and the insufficient part of motor braking is supplemented by mechanical braking.

[0028] The power battery 5 is a high-voltage lithium-ion battery pack with a rated voltage of 72V-96V. The P1 high-voltage integrated motor 201 and the rear wheel hub motor 3 charge the power battery 5 in a high-voltage, low-current manner during energy recovery.

[0029] The VCU vehicle controller 6 is a vehicle controller developed based on the STM32 electronic control platform. The VCU vehicle controller 6 communicates in real-time with the motor control module 7 of the P1 high-voltage integrated motor 201 and the rear wheel hub motor 3, as well as the battery management module 501, via the CAN bus. When this device is in use, the brake signal acquisition module 8 collects the brake pedal position signal and brake pressure signal in real time and sends them to the VCU vehicle controller 6. The VCU vehicle controller 6 calculates the total braking force required by the vehicle based on the brake pedal position and brake pressure, and simultaneously calculates the maximum braking force that the electric motor braking can provide based on the current target recovery torque. If the maximum braking force that the electric motor braking can provide is greater than or equal to the total braking force required by the vehicle, then all braking force is provided by the electric motor braking, and the mechanical braking does not intervene; if the maximum braking force that the electric motor braking can provide is less than the total braking force required by the vehicle, then the electric motor braking recovers energy at its maximum capacity, and the insufficient portion is supplemented by the mechanical braking. Through the above-mentioned electromechanical braking coordinated control, the recovery of braking energy is maximized, while preventing excessive electric braking from causing wheel lock-up or insufficient electric braking from causing excessive wear of the mechanical brakes, ensuring braking safety. Meanwhile, CAN bus communication has the advantages of strong real-time performance and high anti-interference capability, ensuring the accuracy of signal transmission and real-time response of energy recovery control. The power battery 5 is a high-voltage lithium-ion battery pack with a rated voltage of 72V-96V. The P1 high-voltage integrated motor 201 and the rear wheel hub motor 3 charge the power battery 5 in a high-voltage low-current mode during energy recovery. Compared with the traditional 12V or 48V low-voltage system, the charging current is lower, the line loss and heat generation are significantly reduced, and the energy recovery efficiency is significantly improved under the same recovery power.

[0030] Reference Figure 3 and Figure 4In one aspect of this embodiment, the transmission mechanism 4 includes a gear reduction chamber 401 and a chain drive chamber 410. The gear reduction chamber 401 is located outside the engine 2, and the chain drive chamber 410 is located on the transmission path between the engine 2 and the rear wheel hub motor 3. The gear reduction chamber 401 has a multi-stage gear reduction mechanism built in, which reduces and increases the torque of the high-speed power output from the engine 2 or the P1 high-voltage integrated motor 201 before outputting it to the chain drive chamber 410. The chain drive chamber 410 has a drive sprocket, a driven sprocket, and a drive chain built in. The drive sprocket is fixedly connected to the output end of the gear reduction chamber 401, and the driven sprocket is fixedly connected to the shaft of the rear wheel hub motor 3. The drive chain is sleeved between the drive sprocket and the driven sprocket, transmitting power to the rear wheel hub motor 3 and the rear wheel. This transmission structure is simple and efficient, and facilitates the overall vehicle space layout.

[0031] Working principle: When this high-voltage integrated motor hybrid two-wheeler with full-condition energy recovery is in use, the VCU vehicle controller 6 acquires the throttle opening signal, brake pedal position signal, vehicle speed signal, motor speed signal and battery SOC signal in real time through the signal acquisition module, judges the current vehicle driving status and driver power demand, and automatically switches the corresponding working mode.

[0032] Start-up and Drive Modes: Upon startup, the VCU vehicle controller 6 controls the P1 high-voltage integrated motor 201 to drive the crankshaft of engine 2, igniting and starting engine 2. After engine 2 starts, when the battery SOC is sufficient and the power demand is low, it enters pure electric mode, clutch 210 disengages, engine 2 stops, and the rear wheel hub motor 3 drives independently; when the battery SOC is below the threshold, it enters range-extending mode, clutch 210 disengages, engine 2 drives the P1 high-voltage integrated motor 201 to generate electricity, charging the power battery 5 or supplying power to the rear wheel hub motor 3; when high torque output is required, it enters hybrid mode, clutch 210 engages, engine 2 and P1 high-voltage integrated motor 201 work together to output torque, which is transmitted to the rear wheel hub motor 3 via the transmission mechanism 4 for joint drive.

[0033] Regenerative Braking Mode: When the brake pedal is depressed, the brake signal acquisition module 8 sends a signal to the VCU vehicle controller 6. The regenerative torque calculation module calculates the maximum regenerative torque based on the current vehicle speed and the speed of each motor, and compares it with the torque limit corresponding to the maximum allowable charging power of the power battery 5, taking the minimum value as the target regenerative torque. The torque distribution module prioritizes distribution to the rear wheel hub motors 3, and at the same time determines whether the P1 high-voltage integrated motor 201 participates in coordinated regeneration based on the state of the clutch 210 (when the clutch 210 is engaged, the inertial kinetic energy of the rear wheels is transmitted in reverse to the crankshaft of the engine 2 via the transmission mechanism 4, driving the P1 high-voltage integrated motor 201 to rotate and generate electricity). Both operate in power generation mode, converting braking energy into electrical energy stored in the power battery 5, with insufficient braking force supplemented by mechanical braking.

[0034] Coasting recovery mode: When the throttle opening is zero and the vehicle speed is higher than the set threshold, the torque distribution module prioritizes the distribution of the recovered torque to the P1 high-voltage integrated motor 201. The engine 2 generates electricity to recover power when the clutch 210 is engaged. The rear wheel hub motor 3 assists in the recovery. The recovery is discontinued when the vehicle speed drops below the threshold.

[0035] Downhill Recovery Mode: When a continuous downhill slope is detected, the torque distribution module allocates the recovered torque to the P1 high-voltage integrated motor 201 and the rear wheel hub motor 3 in the most efficient ratio. The recovered torque is adjusted in real time to keep the vehicle speed stable within the set range, achieving efficient recovery while minimizing mechanical braking intervention. Throughout the recovery process, the VCU vehicle controller 6 monitors the battery SOC in real time. When the SOC exceeds the upper limit, the recovered torque is gradually reduced until it stops to prevent overcharging. When the vehicle stops, engine 2 shuts down, and the vehicle enters standby mode.

[0036] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "include," "contain," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus.

[0037] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A high-voltage integrated electric motor hybrid two-wheeled vehicle with full-condition energy recovery, comprising a two-wheeled vehicle body (1), an engine (2), a power battery (5), and a VCU vehicle controller (6), wherein a rear wheel hub motor (3) is provided at the rear wheel of the two-wheeled vehicle body (1), characterized in that: A P1 high-voltage integrated motor (201) is coaxially mounted on the crankshaft end of the engine (2). The P1 high-voltage integrated motor (201) is mechanically coupled to the engine (2). A transmission mechanism (4) is installed outside the engine (2). A clutch (210) is installed at the power output end of the engine (2). The power of the engine (2) is transmitted to the rear wheel hub motor (3) in sequence through the P1 high-voltage integrated motor (201), the clutch (210) and the transmission mechanism (4). The P1 high-voltage integrated motor (201) and the rear wheel hub motor (3) are externally electrically connected. There is a motor control module (7), and the power battery (5) is electrically connected to a battery management module (501). The VCU vehicle controller (6) is electrically connected to the engine (2), the motor control module (7) and the battery management module (501) respectively. The P1 high-voltage integrated motor (201) and the rear wheel hub motor (3) together form a dual-motor energy recovery architecture. The VCU vehicle controller (6) controls at least one of the P1 high-voltage integrated motor (201) and the rear wheel hub motor (3) to operate in power generation mode under vehicle braking, coasting and downhill conditions.

2. The high-voltage integrated motor hybrid two-wheeled vehicle with full-condition energy recovery as described in claim 1, characterized in that: The VCU vehicle controller (6) includes: The signal acquisition module is used to acquire throttle opening signal, brake pedal position signal, vehicle speed signal, P1 high-voltage integrated motor (201) speed signal, rear wheel hub motor (3) speed signal, engine (2) speed signal and battery SOC signal; The working condition judgment module is used to determine whether the vehicle is currently in braking, coasting, or downhill condition based on the collected signals. The recyclable torque calculation module is used to calculate the maximum recyclable torque of the P1 high-voltage integrated motor (201) and the rear wheel hub motor (3) at the current speed, and compare it with the torque value corresponding to the maximum allowable charging power of the power battery (5), and take the minimum value as the target recyclable torque. A torque distribution module is provided for distributing the recovered torque to the P1 high-voltage integrated motor (201) and the rear wheel hub motor (3).

3. The high-voltage integrated motor hybrid two-wheeled vehicle with full-condition energy recovery as described in claim 1, characterized in that: The two-wheeled vehicle body (1) also includes a brake signal acquisition module (8) for acquiring brake pedal position signals and brake pressure signals. The brake signal acquisition module (8) is electrically connected to the VCU vehicle controller (6). The VCU vehicle controller (6) prioritizes the allocation of motor power according to the total braking force demand, and the insufficient motor braking is supplemented by mechanical braking.

4. The high-voltage integrated motor hybrid two-wheeled vehicle with full-condition energy recovery as described in claim 1, characterized in that: The power battery (5) is a high-voltage lithium-ion battery pack with a rated voltage of 72V-96V. The P1 high-voltage integrated motor (201) and the rear wheel hub motor (3) charge the power battery (5) in a high-voltage, low-current manner during energy recovery.

5. A high-voltage integrated motor hybrid two-wheeled vehicle with full-condition energy recovery as described in claim 1, characterized in that: The VCU vehicle controller (6) is a vehicle controller developed based on the STM32 electronic control platform. The VCU vehicle controller (6) communicates in real time with the motor control module (7) of the P1 high-voltage integrated motor (201) and the rear wheel hub motor (3) and the battery management module (501) via the CAN bus.

6. The high-voltage integrated motor hybrid two-wheeled vehicle with full-condition energy recovery as described in claim 1, characterized in that: The transmission mechanism (4) includes a gear reduction chamber (401) and a chain drive chamber (410). The gear reduction chamber (401) is located outside the engine (2), and the chain drive chamber (410) is located on the transmission path between the engine (2) and the rear wheel hub motor (3).

Images