Long-endurance electric control system and electric two-wheeled vehicle

Abstract

The utility model discloses a long-endurance electric control system and an electric two-wheeled vehicle, and relates to the technical field of electric vehicles, the system comprises a storage battery, a control module and a low rolling resistance tire, a battery voltage processing circuit is used for receiving real-time battery voltage and comparing the real-time battery voltage with a set voltage threshold; the PWM generation circuit is used for generating a corresponding PWM waveform according to a comparison result of the two battery voltage processing circuits, so that the rotating speed and the output current of the motor are reduced; the low-rolling-resistance tire is prepared from a mixed material, and specified patterns are engraved on the tread, so that the friction force between the tire and the ground is reduced. By designing each circuit of the control module, the vehicle speed and current change in the vehicle running process can be simultaneously controlled within different set threshold ranges based on the real-time battery voltage, and by designing a preparation material and tire patterns of the low-rolling-resistance tire, the wear resistance and the road holding performance of the tire can be improved while the rolling resistance is reduced, and the service life of the tire is prolonged. And the control module is matched with the low-rolling-resistance tire to improve the endurance mileage of the whole vehicle.

Description

Technical Field

[0001] This utility model relates to the field of electric vehicle technology, and in particular to a long-range electric control system and an electric two-wheeler. Background Technology

[0002] With the widespread use of electric two-wheelers, the vehicle's range has become a key factor affecting travel. Traditional electronic control systems typically rely on battery capacity, but due to limitations in battery capacity and low energy management efficiency, they struggle to meet the demands for long-range travel.

[0003] Currently, the energy density of domestic battery raw materials is limited. To achieve a longer driving range, the battery capacity needs to be increased. However, the size of the battery is limited by the space available for battery installation in the vehicle, making it difficult to increase the overall driving range. Therefore, there is an urgent need for electric two-wheelers that can significantly increase the driving range of the vehicle without changing the existing battery energy density. Utility Model Content

[0004] To address the anxiety of electric vehicle users regarding short driving range, this invention proposes a long-range electric control system and an electric two-wheeler. The technical solution of this utility model is as follows:

[0005] In a first aspect, this application provides a long-range electric control system, comprising:

[0006] The battery is used to provide operating voltage and energy output to the vehicle.

[0007] The control module includes two battery voltage processing circuits and a PWM generation circuit, wherein:

[0008] The battery voltage processing circuit is used to receive the real-time battery voltage and compare it with a set voltage threshold.

[0009] The PWM generation circuit is used to generate a corresponding PWM waveform based on the comparison results of the two battery voltage processing circuits, so as to reduce the motor speed and output current.

[0010] Low rolling resistance tires are made of a blend of materials and have a specific tread pattern on the tire surface to reduce friction between the tire and the ground.

[0011] The further technical solution is that the battery voltage processing circuit includes a three-way signal operational amplifier circuit and a dual threshold comparator;

[0012] The first signal operational amplifier circuit is used to amplify and condition the received real-time battery voltage signal;

[0013] The second signal operational amplifier circuit is used to condition the operating voltage to the lower voltage threshold, and the lower voltage thresholds of the two battery voltage processing circuits are different.

[0014] The third signal operational amplifier circuit is used to condition the operating voltage to an undervoltage value;

[0015] The first set of input ports of the dual threshold comparator is connected to the outputs of the first signal operational amplifier circuit and the second signal operational amplifier circuit, respectively. The second set of input ports of the dual threshold comparator is connected to the outputs of the first signal operational amplifier circuit and the third signal operational amplifier circuit, respectively. The first set of output ports and the second set of output ports of the dual threshold comparator are connected to the input of the PWM generation circuit.

[0016] A further technical solution is that the control module also includes:

[0017] The speed processing circuit is used to receive the real-time motor speed and compare it with the set speed threshold.

[0018] The PWM generation circuit is also used to generate a corresponding PWM waveform based on the comparison result of the speed processing circuit, so that the motor output current is reduced to the set current value.

[0019] A further technical solution is that the speed processing circuit includes two signal operational amplifier circuits and a single threshold comparator;

[0020] The fourth signal operational amplifier circuit is used to amplify and condition the received real-time motor speed signal;

[0021] The fifth signal operational amplifier circuit is used to generate the lower limit threshold of the rotational speed;

[0022] The input ports of the single threshold comparator are connected to the outputs of the fourth and fifth signal operational amplifier circuits, respectively, and the output port of the single threshold comparator is connected to the input of the PWM generation circuit.

[0023] The further technical solution is that the operational amplifier circuits of each signal have the same structure, including: operational amplifier, first to third resistors, diodes and filter capacitors;

[0024] The non-inverting input of the operational amplifier is connected to one end of the first resistor, the other end of the first resistor is connected to the external input, the cathode of the diode and one end of the filter capacitor are connected between the external input and the other end of the first resistor, and the anode of the diode and the other end of the filter capacitor are grounded.

[0025] The inverting input of the operational amplifier is grounded through a second resistor and connected to the output of the operational amplifier through a third resistor. The output of the operational amplifier serves as the output of the corresponding signal operational amplifier circuit.

[0026] A further technical solution is that the PWM generation circuit includes a PWM controller and a PWM drive circuit, wherein:

[0027] The input I / O pins of the PWM controller serve as inputs to the PWM generation circuit, receiving the comparison results from the battery voltage processing circuit and the speed processing circuit.

[0028] The output I / O pins of the PWM controller are connected to the various control terminals of the PWM drive circuit. The PWM drive circuit is used to adjust the duty cycle of the PWM waveform according to the control signal output by the PWM controller.

[0029] A further technical solution involves using a mixture of modified solution-polymerized styrene-butadiene rubber and carbon nanotubes in a certain proportion to form a rubber compound.

[0030] A further technical solution is to have axisymmetric guide grooves engraved near the centerline of the tire tread. The guide grooves are recessed inward to reduce the contact area between the tire tread and the ground.

[0031] The tire tread features an axisymmetric diamond pattern on the shoulder area, which surrounds the directional grooves. The diamond pattern forms raised granules on the tread to provide additional grip when the vehicle is cornering.

[0032] The further technical solution is that the end of the guiding pattern groove is an acute-angled tip to pierce the water film, and the area of ​​the acute-angled tip is 255mm²±3%.

[0033] Secondly, this application also provides an electric two-wheeled vehicle, including an electric two-wheeled vehicle body and a long-range electric control system as described in the first aspect, wherein:

[0034] The battery is installed in the vehicle's battery compartment, the control module is installed on the vehicle controller mounting plate, and low rolling resistance tires are installed on the front wheel hub and the rear motor hub. The control module and low rolling resistance tires work together to improve the vehicle's driving range.

[0035] The beneficial technical effects of this utility model are:

[0036] By designing the various circuits of the control module, the vehicle speed and current during driving can be controlled simultaneously based on the real-time battery voltage within different set threshold ranges, and gradually reduced when it is necessary to extend the driving range. In addition, based on the comparison between the real-time motor speed and the set speed threshold, the current can be reduced when the vehicle is driving on flat roads, while the current is not limited when climbing hills.

[0037] By optimizing the materials used in the manufacture of low rolling resistance tires and their tread patterns, it is possible to improve tire wear resistance and grip while reducing rolling resistance. The combination of a control module and low rolling resistance tires enhances the overall vehicle range.

[0038] Electric two-wheelers using the aforementioned long-range electric control system achieve a range increase of over 20%, improving the user experience and enhancing the performance and competitiveness of electric two-wheelers, whether for medium- to long-distance or short-distance travel. Attached Figure Description

[0039] Figure 1 This is a schematic diagram illustrating the composition principle of the control module provided in this application.

[0040] Figure 2-1 and Figure 2-2 This is a schematic diagram of the battery voltage processing circuit provided in this application.

[0041] Figure 3 This is a schematic diagram of the speed processing circuit provided in this application.

[0042] Figure 4 This is a pin diagram of the PWM controller provided in this application.

[0043] Figure 5 This is a schematic diagram of the PWM drive circuit provided in this application.

[0044] Figure 6-1 This is a schematic diagram of a low rolling resistance tire provided in this application.

[0045] Figure 6-2 This is a diagram showing the inflated dimensions of the low rolling resistance tire provided in this application.

[0046] Figure 6-3 This is a schematic diagram of the tread pattern of the low rolling resistance tire provided in this application. Detailed Implementation

[0047] The specific embodiments of this utility model will be further described below with reference to the accompanying drawings.

[0048] One embodiment of this application provides an electric two-wheeled vehicle, including a vehicle body and a long-range electric control system. The long-range electric control system includes a battery, a control module, and low rolling resistance tires. The battery is installed in the vehicle's battery compartment and provides operating voltage and energy output to the vehicle. The control module is installed on the vehicle's controller mounting plate and is used to drive the vehicle and control parameters such as speed and current during driving. The low rolling resistance tires are installed on the front wheel hub and rear motor hub of the vehicle, are made of a hybrid material, and have a specific tread pattern to reduce friction between the tire and the ground. The combination of the control module and the low rolling resistance tires can improve the vehicle's range. These two parts are described in detail below.

[0049] like Figure 1As shown, the control module includes two battery voltage processing circuits, a speed processing circuit, and a PWM generation circuit. Each battery voltage processing circuit receives the real-time battery voltage and compares it with different set voltage thresholds. The speed processing circuit receives the real-time motor speed and compares it with a set speed threshold. The PWM generation circuit generates a corresponding PWM waveform based on the comparison results of the two battery voltage processing circuits, thereby reducing the motor speed and output current. The PWM generation circuit also generates a corresponding PWM waveform based on the comparison results of the speed processing circuit, thereby reducing the motor output current to a set current value, thus achieving two-stage current limiting. In one embodiment, the real-time battery voltage can be obtained using an existing voltage sampling circuit, and the real-time motor speed can be obtained using existing measurement methods such as Hall effect sensors or encoders.

[0050] like Figure 2-1 and Figure 2-2 As shown, each battery voltage processing circuit includes three signal operational amplifier circuits and a dual threshold comparator. The first signal operational amplifier circuit is used to amplify, suppress noise, and condition the received real-time battery voltage Vi. The second signal operational amplifier circuit is used to condition the operating voltage VCC1 to the lower voltage threshold. The third signal operational amplifier circuit is used to condition the operating voltage VCC1 to the undervoltage value Vmax, which is determined according to the specific battery size and model. In one embodiment, the lower voltage thresholds of the two battery voltage processing circuits are different; for example, one is set to the battery rated voltage plus 6V, denoted as Vmin1, and the other is set to the battery rated voltage plus 3V, denoted as Vmin2.

[0051] The first set of input ports of the dual threshold comparator is connected to the outputs of the first and second signal operational amplifier circuits, respectively. The second set of input ports of the dual threshold comparator is connected to the outputs of the first and third signal operational amplifier circuits, respectively. The first and second set of output ports of the dual threshold comparator are connected to the input of the PWM generation circuit. In one embodiment, the dual threshold comparator is used to detect whether the real-time battery voltage Vi is between a set lower voltage threshold and an undervoltage value, and outputs two valid level signals to the input of the PWM generation circuit if this range is met. Optionally, the valid level signals can be active high.

[0052] like Figure 3 As shown, the speed processing circuit includes two signal operational amplifier circuits and a single threshold comparator. The fourth signal operational amplifier circuit is used to amplify, suppress noise, and condition the received real-time motor speed. The fifth signal operational amplifier circuit is used to condition the initial speed value to a lower speed threshold. In one embodiment, the purpose of the speed processing circuit is to distinguish whether the electric two-wheeled vehicle is climbing a hill; therefore, the lower speed threshold is generally between 200-250 rpm, corresponding to a vehicle speed of 15 to 20 km / h.

[0053] The input ports of the single threshold comparator are connected to the outputs of the fourth and fifth signal operational amplifier circuits, respectively, and the output port of the single threshold comparator is connected to the input of the PWM generation circuit. In one embodiment, the single threshold comparator is used to detect whether the real-time motor speed is not less than a set lower speed threshold. If so, it is considered that the electric two-wheeler is traveling on a flat road; otherwise, it is in a climbing state. Under this condition, a valid level signal is output to the input of the PWM generation circuit.

[0054] Combination Figure 2-1 , Figure 2-2 , Figure 3 As shown, the operational amplifier circuits for each signal have the same structure, including an operational amplifier, first to third resistors, diodes, and filter capacitors. The non-inverting input of the operational amplifier is connected to one end of the first resistor, and the other end of the first resistor is connected to the external input. The cathode of the diode and one end of the filter capacitor are connected between the external input and the other end of the first resistor, while the anode of the diode and the other end of the filter capacitor are grounded. The inverting input of the operational amplifier is grounded through the second resistor and also connected to the output of the operational amplifier through the third resistor. The output of the operational amplifier serves as the output of the corresponding signal operational amplifier circuit. In this embodiment, the external input of the signal operational amplifier circuit for the battery voltage processing circuit is the operating voltage VCC1. By setting different amplification factors, the corresponding operational amplifier outputs different lower voltage thresholds and undervoltage values. The external input of the signal operational amplifier circuit for the speed processing circuit is the initial speed value.

[0055] The PWM generation circuit includes a PWM controller and a PWM drive circuit. This embodiment provides a schematic diagram of the chip pins and peripheral circuitry of a PWM controller, as shown below. Figure 4 As shown, the input I / O pins of the PWM controller (such as PB5~PB9) serve as inputs to the PWM generation circuit, receiving the comparison results (i.e., level signals) from the two battery voltage processing circuits and the speed processing circuit. The output I / O pins of the PWM controller (such as PA4~PA9) are connected to the various control terminals of the PWM drive circuit. The PWM drive circuit is used to adjust the duty cycle of the PWM waveform according to the control signals output by the PWM controller. In one embodiment, the PWM drive circuit is implemented based on a three-phase bridge inverter circuit, and the specific circuit structure is as follows. Figure 5 As shown, the circuit consists of six switching devices (such as MOSFETs). The upper and lower MOSFETs form a group to form three half-bridge circuits. The upper and lower bridge arms of the same half-bridge cannot be turned on or off at the same time. Therefore, each control terminal of the PWM drive circuit is the gate of the MOSFET on each bridge arm.

[0056] Referring to Figure 2 to Figure 4As shown, the overall working principle of the control module is as follows: The real-time acquired battery voltage Vi and motor speed values ​​are input to the battery voltage processing circuit and speed processing circuit, and the corresponding comparison results are output to the PWM controller. When the PWM controller's PB6 and PB7 pins receive valid level signals (Vmin1≤Vi≤Vmax), the PWM controller controls the gate voltage of the MOSFET in the PWM drive circuit through PA4~PA9 pins, thereby reducing the output current and adjusting the current. Simultaneously, when the PWM controller's PB8 and PB9 pins receive valid level signals (Vmin2≤Vi≤Vmax), the PWM controller controls the MOSFET in the PWM drive circuit to be in a continuous switching state and controls its on / off time through PA4~PA9 pins, thereby reducing the motor speed and adjusting the vehicle speed. When the PWM controller's PB5 pin receives a valid level signal (the real-time speed is not less than the set lower speed threshold), the PWM controller controls the gate voltage of the MOSFET in the PWM drive circuit through PA4~PA9 pins, thereby reducing the output current and adjusting the current.

[0057] In one embodiment, based on different level states of the input I / O pins of the PWM controller, corresponding control signals for the on / off duration and gate voltage of the control MOSFET are pre-stored to adjust the amplitude and duty cycle of the PWM waveform. In practical applications, the PWM controller directly outputs the corresponding control signal based on the received current level state, thereby generating the required PWM waveform. For example, when Vmin1≤Vi≤Vmax, the PWM waveform generated based on the corresponding control signal, when applied to the motor, reduces the output current to one-quarter of the maximum bus current. When Vmin2≤Vi≤Vmax, the PWM waveform generated based on the corresponding control signal, when applied to the motor, reduces the vehicle speed to 40% of the maximum speed. When Vi simultaneously meets both conditions, current reduction and speed reduction can occur simultaneously. When the real-time speed is not less than the set lower speed threshold, the PWM waveform generated based on the corresponding control signal, when applied to the motor, reduces the output current to 70% of the maximum bus current. It should be noted that the pre-storage of multiple control signals by the PWM controller can be achieved by burning known control signals into or importing them into an existing PWM controller, without involving any improvement to the computer program.

[0058] To further improve driving range, this application optimizes the low rolling resistance tire in terms of materials, profile, and structural weight. The composite material used to prepare the low rolling resistance tire is a rubber compound made by mixing modified solution-polymerized styrene-butadiene rubber (SBR) and carbon nanotubes in a certain proportion. Adding carbon nanotubes has the following advantages: 1) It can effectively reduce rolling resistance; 2) Its excellent thermal conductivity significantly reduces the surface temperature of the tire crown, thereby extending tire life; 3) Carbon nanotube tires have a more flexible tread, better conform to the road surface, have stronger grip, and shorter dry braking distance; 4) The good electrical conductivity of carbon nanotube tires can promptly dissipate generated static electricity, enhancing driving safety. Experiments have shown that tires made from the mixture of modified solution-polymerized SBR and carbon nanotubes have a 25% reduction in rolling resistance, a 10% increase in wear resistance, and a 5% increase in wet skid resistance.

[0059] Combination Figure 6-1 , Figure 6-2 , Figure 6-3 As shown, axisymmetric guide grooves are engraved near the centerline of the tire tread, and axisymmetric diamond patterns are engraved on the shoulder of the tire tread, with the diamond patterns surrounding the guide grooves. The guide grooves are concave to reduce the contact area between the tire tread and the ground, and the ends of the guide grooves are sharp-angled points, making it easier to puncture the water film. In one embodiment, the area of ​​the sharp-angled points ranges from 255 mm² ± 3%.

[0060] After the above contour adjustments, the directional tread grooves reduce the tire's contact patch, lowering rolling resistance during straight-line driving. When the vehicle is turning, the contact patch is more than 10% larger than that of conventional products, providing better grip and reducing the chance of a crash. Meanwhile, the diamond pattern forms raised particles on the tread, which can provide additional grip when the vehicle is turning.

[0061] Low rolling resistance tires, through a balanced profile design, achieve a more uniform material distribution, reduce internal stress, and improve tire durability, handling, and fuel efficiency. They fully utilize material properties, resulting in a 5-10% weight reduction compared to conventional products.

[0062] To verify the performance of the aforementioned long-range electric control system, laboratory mileage tests and real-world road mileage tests were conducted on the same model of electric two-wheeler, both with the original configuration and after the long-range electric control system was installed. Laboratory mileage test data: ① Original configuration: 75.47 km with a single 72V 23Ah battery carrying a 75kg load on a fully charged battery; ② With the long-range electric control system installed: 102.45 km with a single 72V 23Ah battery carrying a 75kg load on a fully charged battery. Real-world road mileage test data: ① Original configuration: 64.17 km with a single 72V 23Ah battery carrying a 75kg load on a fully charged battery; ② With the long-range electric control system installed: 86.97 km with a single 72V 23Ah battery carrying a 75kg load on a fully charged battery. The above tests demonstrate that the long-range electric control system proposed in this application increases the overall driving range by 20%-35% (actual data) and reduces energy consumption by 10%-20% by adjusting the duty cycle of the PWM waveform in real time and reducing the friction between the tires and the ground.

[0063] The above descriptions are merely preferred embodiments of this application, and the present invention is not limited to the above embodiments. It is understood that other improvements and variations that can be directly derived or conceived by those skilled in the art without departing from the spirit and concept of the present invention should be considered to be included within the protection scope of the present invention.

Claims

1. A long endurance electrically controlled system, characterized in that, include: The battery is used to provide operating voltage and energy output to the vehicle. The control module includes two battery voltage processing circuits and a PWM generation circuit, wherein: The battery voltage processing circuit is used to receive the real-time battery voltage and compare it with a set voltage threshold. The PWM generation circuit is used to generate a corresponding PWM waveform based on the comparison results of the two battery voltage processing circuits, so as to reduce the motor speed and output current. Low rolling resistance tires are made of a blend of materials and have a specific tread pattern on the tire surface to reduce friction between the tire and the ground.

2. The long endurance electric control system of claim 1, wherein, The battery voltage processing circuit includes a three-channel signal operational amplifier circuit and a dual threshold comparator; The first signal operational amplifier circuit is used to amplify and condition the received real-time battery voltage signal; The second signal operational amplifier circuit is used to condition the operating voltage to the lower voltage threshold, and the lower voltage thresholds of the two battery voltage processing circuits are different. The third signal operational amplifier circuit is used to condition the operating voltage to an undervoltage value; The first set of input ports of the dual threshold comparator is connected to the outputs of the first signal operational amplifier circuit and the second signal operational amplifier circuit, respectively. The second set of input ports of the dual threshold comparator is connected to the outputs of the first signal operational amplifier circuit and the third signal operational amplifier circuit, respectively. The first set of output ports and the second set of output ports of the dual threshold comparator are connected to the input of the PWM generation circuit.

3. The long endurance electric control system of claim 1, wherein, The control module also includes: The speed processing circuit is used to receive the real-time motor speed and compare it with the set speed threshold. The PWM generation circuit is also used to generate a corresponding PWM waveform based on the comparison result of the speed processing circuit, so that the motor output current is reduced to a set current value.

4. The long endurance electric control system of claim 3, wherein, The speed processing circuit includes two signal operational amplifier circuits and a single threshold comparator; The fourth signal operational amplifier circuit is used to amplify and condition the received real-time motor speed signal; The fifth signal operational amplifier circuit is used to generate the lower limit threshold of the rotational speed; The input port of the single threshold comparator is connected to the outputs of the fourth signal operational amplifier circuit and the fifth signal operational amplifier circuit, respectively, and the output port of the single threshold comparator is connected to the input of the PWM generation circuit.

5. The long endurance electric control system of claim 2, wherein, The operational amplifier circuits for each signal have the same structure, including: operational amplifier, first to third resistors, diodes and filter capacitors; The non-inverting input terminal of the operational amplifier is connected to one end of the first resistor, the other end of the first resistor is connected to the external input, the cathode of the diode and one end of the filter capacitor are connected between the external input and the other end of the first resistor, and the anode of the diode and the other end of the filter capacitor are grounded. The inverting input terminal of the operational amplifier is grounded through a second resistor and connected to the output terminal of the operational amplifier through a third resistor. The output terminal of the operational amplifier serves as the output of the corresponding signal operational amplifier circuit.

6. The long endurance electric control system of claim 3, wherein, The PWM generation circuit includes a PWM controller and a PWM drive circuit, wherein: The input I / O pin of the PWM controller serves as the input to the PWM generation circuit, receiving the comparison results from the battery voltage processing circuit and the speed processing circuit. The output IO pin of the PWM controller is connected to each control end of the PWM drive circuit, which is used to adjust the duty cycle of the PWM waveform according to the control signal output by the PWM controller.

7. The long endurance electric control system of claim 1, wherein, An axially symmetrical guide groove is engraved near the central axis of the tire tread, and the guide groove is recessed inward. A diamond pattern is engraved in the shoulder part of the tire tread, and the diamond pattern surrounds the guide groove, and the diamond pattern forms a protruding particle on the tread.

8. The long endurance electric control system of claim 7, wherein, The end of the guide groove is an acute angle tip, and the area range of the acute angle tip is 255mm²±3%.

9. An electric two-wheeled vehicle characterized by comprising: The application relates to a long-endurance electric control system and an electric two-wheeled vehicle. The battery is assembled in the whole vehicle battery compartment, the control module is assembled on the whole vehicle controller mounting plate, the low-rolling-resistance tire is assembled on the whole vehicle front wheel hub and rear motor wheel hub, and the control module and the low-rolling-resistance tire are matched to improve the endurance mileage of the whole vehicle.

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