Uphill power control system of electric bicycle
By integrating Hall effect throttle, gyroscope, and attitude sensing module into electric bicycles, and combining them with quaternion algorithms, torque-type control of the electronic system was achieved, solving the problem of insufficient power when electric bicycles are climbing hills and improving the riding experience.
Patent Information
- Application Number
- CN202520412157.9
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-03-11
- Publication Date
- 2026-01-09
- Estimated Expiration
- 2035-03-11
AI Technical Summary
The torque control mode of existing electric bicycles cannot sense the user's and the vehicle's riding posture, resulting in insufficient power when climbing hills, especially when carrying a passenger uphill, where a feeling of powerlessness frequently occurs, and they cannot adapt to different road conditions.
By employing a Hall effect throttle, gyroscope, Hall effect throttle sensing module, vehicle operating condition attitude sensing module, and motor control module, combined with quaternion algorithm and rotation vector calculation, torque-type control of the electronic system is achieved. The gyroscope senses the vehicle's attitude and enhances the motor's torque output.
It improves the power response speed and precision of electric bicycles under different working conditions, avoids insufficient power when climbing hills, and enhances the riding experience.
Smart Images
Figure CN223778503U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of electric bicycle power control technology, and in particular to an electric bicycle uphill power control system. Background Technology
[0002] The torque control mode of electric bicycles under current standard technical conditions is adjusted by the output information of the Hall effect throttle rotation angle, which is a linear power output. The existing power control mode is a mechanical control mode, which cannot sense the riding posture of the user and the vehicle. Once climbing or starting from zero on an incline, insufficient power will occur, especially when carrying a passenger uphill, the vehicle will frequently feel powerless, which is not conducive to use in various road conditions. To solve the above problems, an uphill power control system for electric bicycles is proposed. Utility Model Content
[0003] To address the aforementioned technical problems, this utility model provides an electric bicycle uphill power control system. The system comprises a bicycle frame, characterized in that it is equipped with a Hall effect throttle, a gyroscope, a Hall effect throttle sensing module, a vehicle operating condition attitude sensing module, a motor control module, and a DC brushless permanent magnet motor. The Hall effect throttle is connected to the Hall effect throttle sensing module, the gyroscope is connected to the vehicle operating condition attitude sensing module, and both the Hall effect throttle sensing module and the vehicle operating condition attitude sensing module are connected to the motor control module. The motor control module controls the operation of the DC brushless permanent magnet motor.
[0004] Furthermore, the Hall effect throttle sensing module senses the rotation angle of the Hall effect throttle as rotation angle α;
[0005] Furthermore, the vehicle's attitude sensing uses a quaternion algorithm to obtain the longitudinal forward and backward tilt angles β of the vehicle body;
[0006] Furthermore, the vehicle attitude sensing obtains the longitudinal forward and backward tilt angles β of the vehicle body through rotation vector calculation and vehicle attitude matrix calculation;
[0007] Furthermore, the motor control module adopts a DC brushless controller PMW and a FOC motor controller;
[0008] Furthermore, the gyroscope and vehicle operating condition attitude sensing module are built into the motor control module;
[0009] Furthermore, the gyroscope and vehicle condition attitude sensing module are located outside the motor control module and connected by wires. The gyroscope and vehicle condition attitude sensing module can be installed on the vehicle body.
[0010] Furthermore, the gyroscope and vehicle operating condition attitude sensing module are located outside the motor control module and are connected wirelessly.
[0011] The beneficial effects of this utility model are:
[0012] This invention employs a gyroscope, balancing cost and sensing accuracy to improve the applicability of electric bicycles. It utilizes quaternion algorithms, rotation vector calculations, and attitude matrix calculations to acquire the longitudinal forward and backward tilt angles β of the vehicle faster and with lower errors. This enables a torque-type control mode for the electronic system, avoiding shortcomings such as insufficient power when climbing hills or bridges, and linear constant torque controlled solely by a Hall effect throttle. This improves the riding experience of electric bicycles, addresses the need for reasonable power distribution under different operating conditions, and further enhances the rider's timely response to power effects, resulting in a superior riding experience. Attached Figure Description
[0013] Figure 1 This is a schematic diagram of the overall structure of an electric bicycle uphill power control system according to the present invention.
[0014] Figure 2 This is a schematic diagram of the specific structural modules of an electric bicycle uphill power control system according to the present invention;
[0015] As shown in the figure: 1. Hall effect throttle; 2. Gyroscope; 3. Hall effect throttle sensing module; 4. Vehicle operating condition and attitude sensing module; 5. Motor control module; 6. DC brushless permanent magnet motor. Detailed Implementation
[0016] The technical solution of this utility model will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this utility model. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this utility model.
[0017] In the description of this utility model, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience of describing this utility model and simplifying the description, and do not 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 this utility model. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.
[0018] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances. Furthermore, the technical features involved in the different embodiments of this utility model described below can be combined with each other as long as they do not conflict with each other.
[0019] Example 1
[0020] This utility model provides an uphill power control system for an electric bicycle, including a frame. The frame is characterized by having a Hall effect throttle 1, a gyroscope 2, a Hall effect throttle sensing module 3, a vehicle working condition attitude sensing module 4, a motor control module 5, and a DC brushless permanent magnet motor 6. The Hall effect throttle 1 is connected to the Hall effect throttle sensing module 3, the gyroscope 2 is connected to the vehicle working condition attitude sensing module 4, and both the Hall effect throttle sensing module 3 and the vehicle working condition attitude sensing module 4 are connected to the motor control module 5. The motor control module 5 controls the operation of the DC brushless permanent magnet motor 6.
[0021] Furthermore, the Hall effect throttle sensing module 3 senses the rotation angle of the Hall effect throttle 1 as the rotation angle α;
[0022] Furthermore, the vehicle's attitude sensing uses a quaternion algorithm to obtain the longitudinal forward and backward tilt angles β of the vehicle body;
[0023] Furthermore, the vehicle's attitude sensing obtains the longitudinal forward and backward tilt angles β of the vehicle body through rotation vector calculation and vehicle attitude matrix calculation;
[0024] Furthermore, the motor control module 5 adopts a DC brushless controller PMW and a FOC motor controller;
[0025] Furthermore, the gyroscope 2 and the vehicle operating condition attitude sensing module 4 are built into the motor control module 5;
[0026] Furthermore, the gyroscope 2 and the vehicle condition attitude sensing module 4 are located outside the motor control module 5 and are connected by wires. The gyroscope 2 and the vehicle condition attitude sensing module 4 can be installed on the vehicle body.
[0027] Furthermore, the gyroscope 2 and the vehicle operating condition attitude sensing module 4 are located outside the motor control module 5 and are connected wirelessly.
[0028] Example 2
[0029] During use, the Hall effect throttle sensing module 3 obtains the rotation angle α of the Hall effect throttle 1, and the vehicle working condition attitude sensing module 4 obtains the longitudinal forward and backward tilt angles β of the vehicle body through the gyroscope 2. When the vehicle body moves horizontally forward, the overall vehicle direction takes a zero value. When the vehicle body is going downhill and the front of the vehicle is down, the signal from the vehicle working condition attitude sensing module 4 is obtained. When the vehicle body is tilted forward longitudinally, the tilt angle β takes a negative value. When the vehicle body is going uphill and the front of the vehicle is up, the signal from the vehicle working condition attitude sensing module 4 is obtained. When the vehicle body is tilted backward longitudinally, the tilt angle β takes a positive value.
[0030] If the rotation angle α is equal to 0°, the electric drive of the motor control module 5 and the gyroscope 2 will stop outputting power.
[0031] If the rotation angle α is greater than 0° and the tilt angle β is less than 0°, it indicates that the vehicle body is on a flat road with no slope or downhill. Then, the DC brushless controller PMW and FOC motor controller of the motor control module 5 control the torque output of the DC brushless permanent magnet motor 6 according to the size of the rotation angle α of the Hall throttle 1.
[0032] If the rotation angle α is greater than 0° and the tilt angle β is greater than 0°, the uphill mode is entered. The DC brushless controller PMW and FOC motor controller of the motor control module 5 increase the torque output of the DC brushless permanent magnet motor 6 according to the size of the rotation angle α and the tilt angle β of the Hall throttle 1, so that the vehicle body increases the power output, which is conducive to the vehicle climbing uphill and bridge smoothly and powerfully under the load.
[0033] Based on the actual operation of the vehicle, when the vehicle body tilt angle β is greater than 3°, the gyroscope 2 outputs a power response, which significantly increases the torque of the vehicle body.
[0034] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. The various components mentioned in this utility model are common technologies in the existing field. Those skilled in the art should understand that this utility model is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of this utility model. Various changes and modifications can be made to this utility model without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claims. The scope of protection of this utility model is defined by the appended claims and their equivalents.
Claims
1. An uphill power control system for an electric bicycle, comprising a frame, characterized in that, The vehicle body is equipped with a Hall effect throttle, a gyroscope, a Hall effect throttle sensing module, a vehicle operating condition and attitude sensing module, a motor control module, and a DC brushless permanent magnet motor. The Hall effect throttle is connected to the Hall effect throttle sensing module, the gyroscope is connected to the vehicle operating condition and attitude sensing module, and both the Hall effect throttle sensing module and the vehicle operating condition and attitude sensing module are connected to the motor control module. The motor control module controls the operation of the DC brushless permanent magnet motor.
2. The uphill power control system for an electric bicycle according to claim 1, characterized in that, The Hall effect throttle sensing module senses the rotation angle of the Hall effect throttle as rotation angle α.
3. The uphill power control system for an electric bicycle according to claim 2, characterized in that, The motor control module uses a DC brushless controller PMW and a FOC motor controller.
4. The uphill power control system for an electric bicycle according to claim 3, characterized in that, The vehicle attitude sensing module obtains the longitudinal forward and backward tilt angles β of the vehicle body through a quaternion algorithm.
5. The uphill power control system for an electric bicycle according to claim 3, characterized in that, The vehicle operating condition attitude sensing module obtains the longitudinal forward and backward tilt angles β of the vehicle body through rotation vector calculation and vehicle operating condition attitude matrix calculation.
6. An electric bicycle uphill power control system according to any one of claims 4 or 5, characterized in that, The gyroscope and vehicle operating condition attitude sensing module are built into the motor control module.
7. An electric bicycle uphill power control system according to any one of claims 4 or 5, characterized in that, The gyroscope and vehicle attitude sensing module are located outside the motor control module and are connected by wires.
8. An electric bicycle uphill power control system according to any one of claims 4 or 5, characterized in that, The gyroscope and vehicle operating condition attitude sensing module are located outside the motor control module and are connected wirelessly.