A two-wheeled electric vehicle and its energy management device

Abstract

This utility model relates to the field of electric motorcycle technology, specifically disclosing a two-wheeled electric vehicle and its energy management device, including a housing and a control circuit disposed therein. The interior of the housing is divided into an upper control cavity and a lower power cavity by a metal heat-conducting partition. A DC-DC boost converter circuit is disposed in the lower power cavity. A microprocessor unit (MCU) is disposed in the upper control cavity. The input terminal of the DC-DC boost converter circuit is used to connect to the generator output terminal of the main drive motor, and its output terminal is used to connect to the power battery. The microprocessor unit (MCU) is connected to the control terminal of the DC-DC boost converter circuit and is configured to automatically trigger the DC-DC boost converter circuit to enter the working state when the generator voltage is detected to be lower than a preset charging start threshold. The boost circuit solves the problem of insufficient voltage for low-speed generator charging, significantly improving the energy recovery efficiency and driving range in urban road conditions.

Description

Technical Field

[0001] This utility model relates to the field of electric motorcycle technology, specifically a two-wheeled electric vehicle and its energy management device. Background Technology

[0002] Two-wheeled electric vehicles are widely used due to their environmental friendliness and convenience. The main technological means to extend their range is the kinetic energy recovery system, but it has inherent drawbacks: during low-speed braking, the voltage generated by the motor is lower than the battery pack voltage, resulting in ineffective energy recovery, and low energy recovery efficiency in urban road conditions. In addition, adding solar panels is another range-extending method, but existing installation methods have prominent problems: external solar panels affect the vehicle's appearance, are easily scratched and damaged, and are easily covered by mud and dirt, causing a sharp drop in power generation efficiency.

[0003] The purpose of this invention is to provide a two-wheeled electric vehicle and its energy management device to solve the problems mentioned in the background art. Utility Model Content

[0004] To achieve the above objectives, this utility model provides an energy management device for a two-wheeled electric vehicle, including a housing and a control circuit disposed therein.

[0005] The interior of the housing is divided into an upper control cavity and a lower power cavity by a metal thermally conductive partition.

[0006] A DC-DC boost converter circuit is installed in the lower power cavity;

[0007] The upper control cavity is equipped with a microprocessor unit (MCU);

[0008] The input terminal of the DC-DC boost converter circuit is used to connect to the generator output terminal of the main drive motor, and its output terminal is used to connect to the power battery.

[0009] The microprocessor unit (MCU) is connected to the control terminal of the DC-DC boost converter circuit and is configured to automatically trigger the DC-DC boost converter circuit to enter the working state when the generated voltage is detected to be lower than the preset charging start threshold.

[0010] By using a boost circuit, the problem of insufficient voltage during low-speed power generation and inability to charge is solved, significantly improving energy recovery efficiency and driving range in urban road conditions.

[0011] As a further improvement of this utility model, heat dissipation fins are provided at the bottom of the shell corresponding to the area of ​​the lower power cavity. The heat dissipation fins enhance the heat dissipation capacity of the device, ensuring that the system will not reduce frequency or fail due to overheating during high-intensity kinetic energy recovery, thus ensuring the continuity and reliability of the recovery process.

[0012] As a further improvement of this utility model, it also includes an MPPT charging control circuit and a dual-output switching circuit.

[0013] The MPPT charging control circuit is located in the lower power cavity, and its input terminal is used to connect to the flexible solar panel.

[0014] The dual-output switching circuit is located in the upper control cavity. Its input terminal is connected to the output terminal of the MPPT charging control circuit. Its first output terminal is used to connect to a backup battery, and its second output terminal is used to connect to the power battery.

[0015] The control terminal of the dual-output switching circuit is connected to the microprocessor unit (MCU).

[0016] It integrates solar charging management functions to form a composite energy system, further utilizing solar energy to improve range, and avoids mutual thermal interference through a zoned heat dissipation design.

[0017] As a further improvement of this utility model, the microprocessor unit (MCU) is configured to control the dual-output switching circuit to prioritize the conduction of power to the first output terminal, intelligently allocate solar power, and prioritize the uninterrupted power supply of the vehicle security system, which greatly improves the safety of the vehicle when it is parked.

[0018] As a further improvement of this utility model, the housing is provided with an integrated multi-functional interface module; the interface module integrates a first input terminal for connecting the main drive motor, a second input terminal for connecting the flexible solar panel, and a first output terminal for connecting the power battery. The integrated interface module simplifies the wiring harness connection, enables quick installation and maintenance, and improves the reliability and waterproofness of the connection.

[0019] A two-wheeled electric vehicle includes a frame, a main drive motor, a power battery, and an energy management device; the energy management device is installed inside the seat compartment of the two-wheeled electric vehicle.

[0020] The top cover of the tail box of the two-wheeled electric vehicle has a composite layered structure, which includes a lower substrate, an upper light-transmitting panel, and a flexible solar chip laminated between the two.

[0021] The upper light-transmitting panel and the lower substrate are sealed and encapsulated on all four sides.

[0022] The output of the flexible solar cell is connected to the corresponding input of the energy management device.

[0023] As a further improvement of this utility model, the lower substrate is made of ABS plastic and the upper light-transmitting panel is made of PMMA organic glass. The PMMA panel has good light transmittance and strong weather resistance, while the ABS substrate has high structural strength and low cost, which together ensure the durability and economy of the power generation functional components.

[0024] As a further improvement of this utility model, flexible solar panels are provided on both sides of the front windshield and the rear seat of the two-wheeled electric vehicle, and the output end of the flexible solar panel is connected to the corresponding input end of the energy management device.

[0025] As a further improvement of this utility model, the bottom heat dissipation fins of the housing of the composite energy management device are thermally coupled to the metal parts of the vehicle frame through a heat-conducting medium, so that the heat generated by the device is efficiently conducted to the vehicle frame through the heat-conducting medium. The huge surface area of ​​the vehicle frame is used for heat dissipation, which greatly improves the overall heat dissipation efficiency and working stability of the system.

[0026] Compared with the prior art, the beneficial effects of this utility model are as follows:

[0027] 1. This utility model uses a unique dual-channel heat dissipation shell structure to physically isolate the high-heat power circuit from the precision control circuit. By utilizing the efficient heat dissipation at the bottom of the shell, it effectively solves the problem of system overheating and frequency reduction under high-intensity kinetic energy recovery, ensuring the continuity and reliability of kinetic energy recovery and significantly improving the driving range under urban low-speed conditions.

[0028] 2. This utility model reconstructs the tailgate top cover into a dual-function power generation structure that is both concealed and load-bearing, deeply integrating the power generation function into the original vehicle components. Without compromising the overall appearance and aesthetics of the vehicle, it achieves efficient solar energy recovery and solves the problems of easy damage and contamination of external solar panels. Attached Figure Description

[0029] Figure 1 This is a schematic diagram of the overall structure of this utility model;

[0030] Figure 2 This is a schematic diagram of the housing of this utility model;

[0031] Figure 3 This is a diagram showing the internal structure of the energy management device of this utility model;

[0032] Figure 4 This is a schematic diagram of the internal structure of the tailgate top cover of this utility model;

[0033] Figure 5 This is a system connection block diagram of the present invention.

[0034] In the diagram: 1. Energy management device; 2. Housing; 3. Metal thermally conductive partition; 4. Upper control cavity; 5. Lower power cavity; 6. Heat sink fins; 7. Interface module; 8. DC-DC boost converter circuit; 9. Microprocessor unit (MCU); 10. MPPT charging control circuit; 11. Dual-output switching circuit; 12. Main drive motor; 13. Power battery; 14. Flexible solar panel; 15. Lower substrate; 16. Upper light-transmitting panel; 17. Flexible solar chip; 18. Backup battery; 19. Frame; 20. Tail box; 21. Top cover; 22. Seat bucket. Detailed Implementation

[0035] To facilitate understanding of this utility model, a more comprehensive description of it will be given below with reference to the accompanying drawings, which show several embodiments of the utility model. However, the utility model can be implemented in different forms and is not limited to the embodiments described in the text. On the contrary, these embodiments are provided to make the disclosure of this utility model more thorough and comprehensive.

[0036] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains; the terminology used herein in the description of this invention is for the purpose of describing particular embodiments only and is not intended to limit the invention; the term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0037] The present invention will be further described in detail below with reference to the accompanying drawings.

[0038] Example 1:

[0039] Please see Figure 1 , Figure 2 , Figure 3 , Figure 5 This utility model provides a two-wheeled electric vehicle and its energy management device 1, including a housing 2 and a control circuit disposed therein.

[0040] The interior of the housing 2 is divided into an upper control cavity 4 and a lower power cavity 5 by a metal heat-conducting partition 3;

[0041] A DC-DC boost converter circuit 8 is installed in the lower power cavity 5;

[0042] The upper control cavity 4 is equipped with a microprocessor unit MCU9;

[0043] The input terminal of the DC-DC boost converter circuit 8 is used to connect to the power output terminal of the main drive motor 12, and its output terminal is used to connect to the power battery 13.

[0044] The microprocessor unit MCU9 is connected to the control terminal of the DC-DC boost converter circuit 8 and is configured to automatically trigger the DC-DC boost converter circuit 8 to enter the working state when the generated voltage is detected to be lower than the preset charging start threshold.

[0045] By using a boost circuit, the problem of insufficient voltage during low-speed power generation and inability to charge is solved, significantly improving energy recovery efficiency and driving range in urban road conditions.

[0046] The bottom of the housing 2 is provided with heat dissipation fins 6 corresponding to the area of ​​the lower power cavity 5. The heat dissipation fins 6 enhance the heat dissipation capacity of the device, ensuring that the system will not reduce frequency or fail due to overheating during high-intensity kinetic energy recovery, thus ensuring the continuity and reliability of the recovery process.

[0047] The housing 2 is equipped with an integrated multi-functional interface module 7; the interface module 7 integrates a first input terminal for connecting the main drive motor 12, a second input terminal for connecting the flexible solar panel 14, and a first output terminal for connecting the power battery 13. The integrated interface module 7 simplifies the wiring harness connection, enables quick installation and maintenance, and improves the reliability and waterproofness of the connection.

[0048] The bottom heat dissipation fins 6 of the housing 2 of the composite energy management device 1 are thermally coupled to the metal parts of the frame 19 through a heat-conducting medium. The heat generated by the device is efficiently conducted to the frame 19 through the heat-conducting medium. The huge surface area of ​​the frame 19 is used for heat dissipation, which greatly improves the overall heat dissipation efficiency and working stability of the system.

[0049] In use, the microprocessor unit MCU9 continuously monitors the voltage signal transmitted from the generator output terminal of the main drive motor 12 through its signal detection terminal. This signal is input through the first input terminal of the multi-function interface module 7. The microprocessor unit MCU9 has a pre-set control algorithm that compares the monitored real-time generator voltage with a preset charging start threshold. This threshold is not a fixed value, but is dynamically calculated and generated by the microprocessor unit MCU9 based on the current voltage state of the power battery 13. This ensures the scientific and efficient nature of the charging conditions. When it is determined that the generator voltage is lower than the charging start threshold (this situation often occurs during low-speed braking or coasting conditions), the microprocessor unit MCU9 immediately sends a start signal to the DC-DC boost converter circuit 8 through its control terminal. Once the signal is triggered, the DC-DC boost converter circuit 8 (using the BOOST boost topology in this example) starts working, efficiently converting the low-voltage, high-current electrical energy generated by the main drive motor 12 into high-voltage electrical energy that meets the charging requirements of the power battery 13. During this process, the DC-DC boost converter circuit 8 acts as the main heat source, and the heat it generates is quickly absorbed by the aluminum alloy housing 2 below it. The heat dissipation fins 6 at the bottom of the housing 2 greatly increase the contact area with the air, accelerating heat dissipation. Furthermore, during installation, thermal grease is applied between the bottom of the housing 2 and the metal parts of the frame 19, allowing the entire metal frame 19 of the vehicle to be used as a giant heat sink to efficiently conduct heat away, ensuring that the circuit can continuously operate within the optimal temperature range.

[0050] This embodiment provides an effective solution (DC-DC boost) to address the problem of insufficient generator voltage causing energy recovery failure during low-speed braking. It significantly improves energy recovery efficiency and vehicle range in urban congestion. The unique lower power cavity 5 layout and active heat dissipation design (heat dissipation fins 6, thermally coupled with the frame 19) solve the problem of accumulated heat generation caused by high-power energy recovery, prevent the system from degrading or being damaged due to overheating, and ensure the continuity and reliability of the function.

[0051] Example 2:

[0052] Please see Figure 1 , Figure 4 , Figure 5 It also includes an MPPT charging control circuit 10 and a dual-output switching circuit 11;

[0053] MPPT charging control circuit 10 is located in the lower power cavity 5, and its input terminal is used to connect to flexible solar panel 14.

[0054] The dual-output switching circuit 11 is located in the upper control cavity 4. Its input terminal is connected to the output terminal of the MPPT charging control circuit 10. Its first output terminal is used to connect to a backup battery 18, and its second output terminal is used to connect to the power battery 13.

[0055] The control terminal of the dual-output switching circuit 11 is connected to the microprocessor unit MCU9;

[0056] It integrates solar charging management functions to form a composite energy system, further utilizing solar energy to improve range, and avoids mutual thermal interference through a zoned heat dissipation design.

[0057] The microprocessor unit MCU9 is configured to control the dual-output switching circuit 11 to prioritize the conduction of power to the first output terminal, intelligently allocate solar power, and prioritize the uninterrupted power supply of the vehicle security system, which greatly improves the safety of the vehicle when it is parked.

[0058] A two-wheeled electric vehicle includes a frame 19, a main drive motor 12, a power battery 13, and an energy management device 1; the energy management device 1 is installed in the seat bucket 22 of the two-wheeled electric vehicle.

[0059] The top cover 21 of the tail box 20 of the two-wheeled electric vehicle is a composite layered structure, which includes a lower substrate 15, an upper light-transmitting panel 16, and a flexible solar chip 17 laminated between the two.

[0060] The upper light-transmitting panel 16 and the lower substrate 15 are sealed and encapsulated on all four sides.

[0061] The output terminal of the flexible solar cell 17 is connected to the corresponding input terminal of the energy management device 1.

[0062] The lower substrate 15 is made of ABS plastic, and the upper light-transmitting panel 16 is made of PMMA organic glass. The PMMA panel has good light transmittance and strong weather resistance, while the ABS substrate has high structural strength and low cost, which together ensure the durability and economy of the power generation functional components.

[0063] Flexible solar panels 14 are provided on both sides of the front windshield and the rear seat of the two-wheeled electric vehicle. The output end of the flexible solar panel 14 is connected to the corresponding input end of the energy management device 1.

[0064] In use, sunlight penetrates the upper panel of the tail box 20 made of PMMA material and the flexible solar panels 14 installed on both sides of the front windshield and rear seat of the two-wheeled electric vehicle, illuminating the flexible solar chip 17. The light energy is converted into DC power, and the generated power is connected to the second input terminal of the multi-function interface module 7 through a wiring harness. It is first sent to the MPPT charging control circuit 10, which tracks the maximum power point of the solar chip in real time to ensure the highest energy conversion efficiency under any lighting conditions. The optimized power is then sent to the dual-output switching circuit 11, and the microprocessor unit MCU9 strictly controls this switching circuit according to the preset priority logic. Priority is given to directing electrical energy through the first output terminal to the backup battery 18 to power independent security systems such as GPS anti-theft devices and 4G remote communication modules. Only when the backup battery 18 is fully charged does the microprocessor unit MCU9 control the switching circuit to direct electrical energy through the second output terminal to the power battery 13 to replenish its power. The kinetic energy recovery and solar charging systems share the dual-channel heat dissipation housing 2. The power devices in the MPPT circuit are also placed in the lower power cavity 5, and their heat is also discharged through the efficient heat dissipation structure, avoiding mutual thermal interference with the microprocessor unit MCU9. In this embodiment, the core of the dual-output switching circuit 11 is a priority charging tube. The chip (such as the commonly used chip BQ24610 from TI) and its peripheral circuits have the highest priority for its first output. When the MPPT charging control circuit 10 has power output, the chip first charges the backup battery 18 through the first output. The chip internally monitors the voltage of the backup battery 18 in real time to determine its power status. When the voltage of the backup battery 18 reaches its full charge voltage threshold, the chip's internal logic automatically determines that the backup battery 18 is fully charged. At this time, the chip automatically shuts off the first output and immediately turns on the second output to direct power to the power battery 13. If, in subsequent processes, the backup battery is damaged due to power consumption by the security system... When the voltage of battery 18 drops to the recharge threshold, the chip will automatically switch back to the first output to prioritize charging the backup battery 18. In this embodiment, the tailgate 20 cover is reconstructed into a three-layer composite structure, which effectively solves the problem of external solar panels affecting the vehicle's appearance and being easily scratched and damaged. The energy distribution strategy that prioritizes power supply to the security system ensures that the anti-theft system can work uninterrupted while the vehicle is parked, greatly improving vehicle security. The introduction of MPPT technology ensures that solar energy recovery is always at its highest efficiency. Together with the kinetic energy recovery system, it forms an all-weather, multi-source composite energy management system, further extending the vehicle's total driving range.

[0065] Example 3:

[0066] This embodiment is an auxiliary solution, independent of the composite energy management systems described in Embodiments 1 and 2. It can be used selectively or in combination. A 150W DC generator is added to the front fork or front wheel hub of the two-wheeled electric vehicle described in this invention. During vehicle operation, the rolling of the front wheel drives the DC generator to rotate and generate three-phase AC power. The generated AC power first passes through a rectifier bridge circuit to be converted into DC power. Subsequently, the DC power is sent to the third input terminal of the multi-functional interface module 7 of the composite energy management device 1. The DC power entering the device, along with the energy recovered by the main drive motor 12 and the energy generated by the solar panel, is finally processed by the DC-DC boost converter circuit 8 to charge the power battery 13. This embodiment, as an auxiliary solution, is intended to:

[0067] In situations where the main drive motor 12 does not need to brake and therefore cannot recover kinetic energy, such as when the vehicle is cruising at a constant speed, the front wheel generator can serve as an auxiliary energy source, continuously converting the mechanical energy of the wheel's rolling motion into electrical energy. Theoretically, this solution can increase the total power generation of the vehicle and provide additional power to the power battery 13 under specific conditions (such as long-distance downhill driving).

[0068] This embodiment provides another energy recovery path option. In practical applications, those skilled in the art can weigh and optimize various technical solutions, including this embodiment, based on considerations of the different weighting requirements between vehicle range and driving resistance.

[0069] The present invention has been described above by way of example in conjunction with the accompanying drawings. Obviously, the specific implementation of the present invention is not limited to the above-described manner. Any non-substantial improvement made by adopting the inventive concept and technical solution of the present invention, or the direct application of the inventive concept and technical solution of the present invention to other occasions without modification, shall be within the protection scope of the present invention.

Claims

1. An energy management device for a two-wheeled electric vehicle, comprising a housing (2) and a control circuit disposed therein, characterized in that: The interior of the housing (2) is divided into an upper control cavity (4) and a lower power cavity (5) by a metal heat-conducting partition (3); A DC-DC boost converter circuit (8) is provided in the lower power cavity (5); The upper control cavity (4) is equipped with a microprocessor unit (MCU) (9); The input terminal of the DC-DC boost converter circuit (8) is used to connect to the power output terminal of the main drive motor (12), and its output terminal is used to connect to the power battery (13). The microprocessor unit (MCU) (9) is connected to the control terminal of the DC-DC boost converter circuit (8) and is configured to automatically trigger the DC-DC boost converter circuit (8) to enter the working state when the generated voltage is detected to be lower than the preset charging start threshold.

2. The energy management device for a two-wheeled electric vehicle of claim 1, wherein: Heat dissipation fins (6) are provided at the bottom of the housing (2) in the area corresponding to the lower power cavity (5).

3. The energy management device for a two-wheeled electric vehicle of claim 1, wherein: It also includes an MPPT charging control circuit (10) and a dual-output switching circuit (11). The MPPT charging control circuit (10) is located in the lower power cavity (5), and its input terminal is used to connect to the flexible solar panel (14). The dual-output switching circuit (11) is located in the upper control cavity (4). Its input terminal is connected to the output terminal of the MPPT charging control circuit (10). Its first output terminal is used to connect a backup battery (18), and its second output terminal is used to connect a power battery (13). The control terminal of the dual-output switching circuit (11) is connected to the microprocessor unit (MCU) (9).

4. The energy management device for a two-wheeled electric vehicle of claim 3, wherein: The microprocessor unit (MCU) (9) is configured to control the dual-output switching circuit (11) to prioritize power supply to the first output terminal.

5. The energy management device for a two-wheeled electric vehicle of claim 1, wherein: The housing (2) is provided with an integrated multi-functional interface module (7); the interface module (7) integrates a first input terminal for connecting the main drive motor (12), a second input terminal for connecting the flexible solar panel (14), and a first output terminal for connecting the power battery (13).

6. A two-wheeled electric vehicle, comprising a frame (19), a main drive motor (12), and a power battery (13), characterized in that: It also includes an energy management device (1) as claimed in any one of claims 1-5; the energy management device (1) is installed in the seat bucket (22) of the two-wheeled electric vehicle; The top cover (21) of the tail box (20) of the two-wheeled electric vehicle is a composite layered structure, which includes a lower substrate (15), an upper light-transmitting panel (16), and a flexible solar chip (17) laminated between the two. The upper light-transmitting panel (16) and the lower substrate (15) are sealed and encapsulated around their perimeter; The output of the flexible solar cell (17) is connected to the corresponding input of the energy management device (1).

7. The two-wheeled electric vehicle of claim 6, wherein: The lower substrate (15) is made of ABS plastic, and the upper light-transmitting panel (16) is made of PMMA organic glass.

8. The two-wheeled electric vehicle of claim 6, wherein: The bottom heat dissipation fins (6) of the housing (2) of the composite energy management device (1) are thermally coupled to the metal parts of the frame (19) through a heat-conducting medium.

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