A hybrid electric vehicle

Abstract

This utility model discloses a hybrid electric vehicle (HEV) device, including a motorcycle engine, an engine controller electrically connected to one side of the motorcycle engine, a motor controller electrically connected to one side of the engine controller, a motorcycle motor electrically connected to one side of the motor controller, and a motorcycle rear wheel located on one side of the motorcycle motor. This utility model improves upon existing technology and can be applied to two-wheeled and three-wheeled motorcycles in practical use. At low speeds or during initial acceleration, it uses an electric motor to drive the vehicle. Once a certain speed is reached, it automatically switches to engine power. Depending on the road conditions, it can also use pure electric driving or a combination of electric and engine power to increase vehicle torque.

Description

Technical Field

[0001] This utility model relates to the field of hybrid electric vehicles, and more specifically, to a hybrid electric vehicle. Background Technology

[0002] Motorcycles are powered directly by their engines, resulting in high fuel consumption in urban areas due to frequent starting and braking. Electric vehicles, on the other hand, require batteries to power a motor controller to drive the vehicle. However, due to battery limitations, their range is relatively short. Range-extended electric vehicles, which add an engine to a regular electric vehicle to charge the battery, can increase the range, but the energy consumption from switching from gasoline to electricity is too high, and they cannot achieve an ideal state. Summary of the Invention

[0003] In view of the problems in the related technologies, this utility model proposes a hybrid electric power generation device to overcome the above-mentioned technical problems existing in the existing related technologies.

[0004] Therefore, the specific technical solution adopted by this utility model is as follows:

[0005] A hybrid electric vehicle includes a motorcycle engine, an engine controller electrically connected to one side of the motorcycle engine, a motor controller electrically connected to one side of the engine controller, a motorcycle motor electrically connected to one side of the motor controller, and a motorcycle rear wheel located on one side of the motorcycle motor.

[0006] Furthermore, an electronic fuel injection system is installed on the side of the motorcycle engine.

[0007] Furthermore, the motor controller includes a main control chip, a power module on one side of the main control chip, and a power output and energy recovery module on the other side of the power module.

[0008] Furthermore, the main control chip and the power module are electrically connected, as are the power module and the power output and energy recovery module.

[0009] Furthermore, a Hall-less driver is provided on one side of the engine controller, and the engine controller uses the Hall-less driver to drive the magneto to start the motorcycle engine.

[0010] Furthermore, a three-phase brushless motor is installed on one side of the motorcycle engine, and the motorcycle engine is started using a three-phase brushless motor.

[0011] The beneficial effects of this utility model are as follows:

[0012] This utility model improves upon existing technology and can be applied to two-wheeled and three-wheeled motorcycles in practical use. At low speeds or when starting, it uses an electric motor to drive the vehicle. Once a certain speed is reached, it automatically switches to the engine to drive the vehicle. Depending on the road conditions, it can also use pure electric driving or a combination of electric and engine drive to increase vehicle torque. Attached Figure Description

[0013] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0014] Figure 1 This is a schematic diagram of the main structure of a hybrid electric vehicle according to an embodiment of the present utility model;

[0015] Figure 2 This is a block diagram of a motor controller in a hybrid electric vehicle according to an embodiment of the present utility model;

[0016] In the picture:

[0017] 1. Motorcycle engine; 101. Three-phase brushless motor; 2. Engine controller; 201. Hall-less driver; 3. Motor controller; 301. Main control chip; 302. Power module; 303. Power output and energy recovery module; 4. Motorcycle motor; 5. Motorcycle rear wheel; 6. Electronic fuel injection system. Detailed Implementation

[0018] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0019] According to an embodiment of the present invention, a hybrid electric vehicle (HEV) device is provided, as shown in the attached figure. Figure 1-2As shown, the motorcycle engine 1 is electrically connected to an engine controller 2 on one side, a motor controller 3 on one side, a motorcycle motor 4 on one side, a motorcycle rear wheel 5 on one side of the motorcycle motor 4, an electronic fuel injection system 6 on one side of the motorcycle engine 1, a Hall-less driver 201 on one side of the engine controller 2, the engine controller 2 uses the Hall-less driver to drive a magneto to start the motorcycle engine 1, and a three-phase brushless motor 101 on one side of the motorcycle engine 1, the motorcycle engine 1 is started by the three-phase brushless motor 101.

[0020] Through the above technical solution, the motorcycle engine 1 is the main power source of the motorcycle. It can output a continuous power source at medium and high speeds. We have eliminated the original motor starter on the engine and adopted a three-phase brushless motor 101 starter, which reduces the mechanical wear of the original motor and reduces the starting noise. At the same time, the three-phase brushless motor 101 can also be used as the engine to charge the battery.

[0021] A motorcycle motor (4) is an electromagnetic device that converts or transmits electrical energy based on the law of electromagnetic induction. In circuits, a motor is represented by the letter M (formerly D). Its main function is to generate driving torque, serving as a power source for electrical appliances or various machines.

[0022] The engine controller 2 uses a Hall-less driver 201 to drive a magneto to start the engine. This starting method eliminates mechanical wear and produces extremely low noise. The rectification and voltage regulation uses an electronic AC switching voltage regulation scheme to reduce motorcycle fuel consumption. The control switching section can easily switch between automatic, pure electric, hybrid, and automatic switching modes. The rectification and voltage regulation uses a switching voltage regulation scheme with an AC electronic switch to control the charging voltage. During charging, it detects and limits the voltage and current supplied to the battery. This switching charging method can reduce motorcycle fuel consumption and improve engine power. The control port on the main control chip can easily switch between pure electric, hybrid, and automatic switching modes.

[0023] The main function of the electronic fuel injection system is to ensure the normal operation of the engine and to meet the required power and emission standards. In addition, when switching from pure electric mode to engine mode, the engine speed needs to be limited and then smoothly transitioned to the required speed. This minimizes the switching jolt and provides the driver with a very smooth electric-to-gasoline switching experience.

[0024] like Figure 1-2As shown, in the hybrid electric vehicle device according to an embodiment of the present invention, the motor controller 3 includes a main control chip 301, a power module 302 is provided on one side of the main control chip 301, and a power output and energy recovery module 303 is provided on one side of the power module 302. The main control chip 301 and the power module 302 are electrically connected, and the power module 302 and the power output and energy recovery module 303 are connected.

[0025] Through the above technical solution, the main functions of the motor controller 3 are as follows: It includes a main control chip 301, which is electrically connected to a power module 302. The power module 302 is connected to a power output and energy recovery module 303. The working principle and usage process are as follows: After processing, the power module 302 sends the signal to the main control chip 301 and the power output and energy recovery module 303. When the main control chip 301 is powered on, it is controlled by the motor speed control module (the motor speed signal and the throttle position signal of the motor engine are the same signal). The main control chip 301 controls the power output and AC electronic switch to drive the motor. At this time, the Hall signal inside the motor can accurately control the output phase angle to ensure smooth motor operation. Furthermore, the motor's running speed is calculated by the Hall signal collector and processor. When the motor is stationary, a motor reversing signal is input. At this time, the motor is controlled to reverse at a relatively low safe speed. The reversing signal input module transmits the signal to the main control chip 301 to realize the reversing function. When a braking signal is detected during operation, the drive to the motor stops. At this time, the running motor acts as a generator. The battery in the power module 302 is charged through the AC electronic switch and the MOSFET and freewheeling diode in the power output and energy recovery module 303 to achieve partial energy recovery. The resistance generated also slows down the motor speed. When the motor speed reaches a certain value, the speed signal output module sends a signal to the main control chip 301 to control the engine to start. After the engine starts, the engine start signal input module outputs a signal to the main control chip 301. At this time, the main control chip controls the AC electronic switch to disconnect, disconnecting the motor from operation and the load generated by the motor. At this time, the engine drives the motor to run. The Hall signal acquisition device and processor are only responsible for collecting the motor's running speed. When the motor speed returns to a certain position (representing that the throttle position has returned to the idle state), if the motor is still running at a certain speed, it means that it is going downhill or coasting. At this time, the AC electronic switch is turned on to realize the motor energy recovery.

[0026] To facilitate understanding of the above-mentioned technical solutions of this utility model, the working principle or operation method of this utility model in actual process will be described in detail below.

[0027] In summary, with the help of the above-mentioned technical solution of this utility model, this hybrid motorcycle device has three driving modes: First, pure electric mode, in which the electric drive mode is always in use, equivalent to an electric vehicle, limiting the start of the motorcycle engine. This mode is suitable for urban roads, quiet and energy-saving, reducing emissions; when the battery voltage is lower than the set voltage and the battery is close to being depleted, the engine automatically starts to ensure normal driving; Second, hybrid mode, in which both hydraulic and electric drive are used simultaneously, which has great advantages in rapid acceleration and overtaking and steep uphill driving. It can easily climb slopes that are difficult for ordinary motorcycles to climb, making it suitable for mountain roads, with great power and strong climbing ability; Third, automatic mode, in which the normal driving mode of this vehicle is used. At low speeds, electric drive is used. When the speed reaches the set value, the engine automatically starts and switches to hydraulic drive mode. At this time, the connection between the motor and the motor controller is disconnected. When braking and decelerating or going downhill, the usable electrical energy generated by the rear wheel motor is effectively recovered through the controller. When the speed is reduced to a certain value and the vehicle is about to stop at a traffic light or stop, the engine is shut off. If the vehicle resumes driving, the above actions are repeated.

[0028] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A hybrid electric vehicle powertrain characterized by, The motorcycle includes a motorcycle engine (1), an engine controller (2) is electrically connected to one side of the motorcycle engine (1), a motor controller (3) is electrically connected to one side of the engine controller (2), a motorcycle motor (4) is electrically connected to one side of the motor controller (3), and a motorcycle rear wheel (5) is provided on one side of the motorcycle motor (4).

2. The hybrid electric device of claim 1, wherein, The motorcycle engine (1) is equipped with an electronic fuel injection system (6) on one side.

3. The hybrid electric device of claim 2, wherein, The motor controller (3) includes a main control chip (301), a power module (302) is provided on one side of the main control chip (301), and a power output and energy recovery module (303) is provided on one side of the power module (302).

4. The hybrid electric device of claim 3, wherein, The main control chip (301) and the power module (302) are electrically connected, and the power module (302) and the power output and energy recovery module (303) are connected.

5. The hybrid electric device of claim 4, wherein, The engine controller (2) is provided with a Hallless driver (201) on one side, and the engine controller (2) uses the Hallless driver to drive the magneto to start the motorcycle engine (1).

6. The hybrid electric device of claim 5, wherein, The motorcycle engine (1) is equipped with a three-phase brushless motor (101) on one side, and the motorcycle engine (1) is started by a three-phase brushless motor.

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