Power steering system and vehicle

Abstract

This application provides a power assist system and a vehicle. The power assist system is suitable for use in a vehicle and includes a pedaling power assembly, an auxiliary motor, a speed sensor, and a controller. The pedaling power assembly is mounted on the vehicle body and is used to apply the rider's pedaling force to the vehicle's wheels. The auxiliary motor is connected to the pedaling power assembly and includes a resistance mode. The controller is electrically connected to both the auxiliary motor and the speed sensor. The controller is configured to, when the vehicle's speed exceeds a preset speed, control the auxiliary motor to enter the resistance mode and generate a reverse electromagnetic torque, thereby keeping the rider's cadence within a preset cadence range. This application addresses the issue of missing pedal strokes caused by high-frequency pedaling during high-speed riding, improving both riding efficiency and comfort.

Description

Technical Field

[0001] This application relates to the field of energy storage technology, and in particular to a power assist system and a vehicle. Background Technology

[0002] With the gradual development of hybrid vehicles, such as electric bicycles (Ebikes), they have become an important tool for urban transportation and leisure riding. The design of their power assist system directly affects riding comfort and energy efficiency.

[0003] In related technologies, the transmission assist system of an electric-assist bicycle typically includes a pedal chain wheel, a flywheel, a drive chain, and a drive motor. The pedal chain wheel is connected to the flywheel via the drive chain, and the output end of the drive motor is connected to the wheel hub of the electric bicycle to achieve dual drive of mechanical drive and motor drive.

[0004] However, high-frequency pedaling during high-speed cycling can easily lead to missteps, which not only reduces cycling efficiency but also causes leg muscle fatigue, seriously affecting cycling comfort. Utility Model Content

[0005] In view of the above problems, this application provides a transmission assist system and vehicle that can avoid the phenomenon of stepping off the track caused by high-frequency pedaling during high-speed riding, thereby improving riding efficiency and riding comfort.

[0006] To achieve the above objectives, the embodiments of this application provide the following technical solutions:

[0007] In a first aspect, embodiments of this application provide a power steering system suitable for use in vehicles, the power steering system comprising:

[0008] A pedaling power assembly, which is mounted on the vehicle body, is used to apply the rider's pedaling force to the vehicle's wheels.

[0009] An auxiliary motor is connected to the pedaling power assembly, wherein the auxiliary motor includes a resistance mode;

[0010] Speed ​​sensor, used to obtain the vehicle's speed;

[0011] The controller is electrically connected to both the auxiliary motor and the speed sensor; wherein the controller is configured to control the auxiliary motor to enter the resistance mode and generate a reverse electromagnetic torque when the vehicle's speed is greater than a preset speed, so that the rider's cadence is within a preset cadence range.

[0012] In one possible implementation, the drive assist system further includes a cadence sensor for acquiring the rider's cadence.

[0013] The controller is also configured to control the auxiliary motor to enter resistance mode based on the cadence and a preset cadence range.

[0014] In one possible implementation, the controller further controls the auxiliary motor to enter a stop mode when the vehicle's speed is less than the preset speed.

[0015] In one possible implementation, the vehicle further includes a battery, and both the auxiliary motor and the controller are electrically connected to the battery;

[0016] When the auxiliary motor is in the resistance mode, the auxiliary motor is also used to charge the battery.

[0017] In one possible implementation, when the vehicle's speed is less than the preset speed, the controller controls the battery to disconnect from the auxiliary motor, so that the auxiliary motor is in a shutdown mode.

[0018] In one possible implementation, the pedaling power component includes:

[0019] Foot pedal;

[0020] A crank, one end of which is connected to the foot pedal, and the other end of which is rotatably connected to the vehicle body via a pivot.

[0021] A sprocket drive assembly, comprising a pedal sprocket, a flywheel, and a chain connected to the pedal sprocket and the flywheel; the pedal sprocket is connected to the other end of the shaft opposite to the crank.

[0022] The auxiliary motor is connected to at least one of the chain and the shaft.

[0023] In one possible implementation, when the auxiliary motor is connected to the chain, the output shaft of the auxiliary motor engages with the chain via a transmission gear.

[0024] In one possible implementation, the power steering system further includes a bracket, through which the auxiliary motor is fixedly connected to the vehicle body.

[0025] In one possible implementation, when the auxiliary motor is connected to the rotating shaft, the rotating shaft includes a protruding section extending out of the crank, and the output shaft of the auxiliary motor has a hollow cavity; the protruding section is fixedly connected to the hollow cavity.

[0026] Secondly, embodiments of this application provide a vehicle that includes the power steering system described in the first aspect.

[0027] In the transmission power assist system and vehicle provided in this application embodiment, an auxiliary motor and a controller are set up. The auxiliary motor is connected to the vehicle's pedaling power component and has a resistance mode. When the vehicle's speed exceeds a preset speed, the controller can cause the auxiliary motor to enter the resistance mode and generate a reverse electromagnetic torque to provide resistance to the pedaling power component that matches the rider's cadence. This keeps the rider's cadence within a preset range, effectively preventing the rider from slipping out of control at high cadences and improving the vehicle's riding efficiency and comfort.

[0028] In addition to the technical problems solved by the embodiments of this application, the technical features constituting the technical solutions, and the beneficial effects brought about by the technical features of these technical solutions described above, other technical problems that the transmission power assist system and vehicle provided by the embodiments of this application can solve, other technical features included in the technical solutions, and the beneficial effects brought about by these technical features will be further explained in detail in the specific implementation. Attached Figure Description

[0029] To more clearly illustrate the technical solutions in the embodiments of this application 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 some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0030] Figure 1 A perspective view of the vehicle provided in the embodiments of this application;

[0031] Figure 2 A front view of a vehicle provided in an embodiment of this application;

[0032] Figure 3 A rear view of a vehicle provided for an embodiment of this application;

[0033] Figure 4 The control logic diagram of the vehicle provided in the embodiments of this application.

[0034] Explanation of reference numerals in the attached figures:

[0035] 1000: Vehicles;

[0036] 100: Power steering system;

[0037] 110: Pedal power unit; 111: Pedal; 112: Crank; 113: Shaft; 114: Pedal sprocket; 115: Freewheel; 116: Chain; 117: Drive gear;

[0038] 120: Auxiliary motor;

[0039] 130: Speed ​​sensor;

[0040] 140: Controller;

[0041] 150: Civic frequency sensor;

[0042] 160: Bracket;

[0043] 200: Vehicle body;

[0044] 210: Vehicle body;

[0045] 220: Front wheel assembly;

[0046] 230: Rear wheel assembly;

[0047] 300: Drive motor;

[0048] 400: Battery. Detailed Implementation

[0049] To facilitate starting the vehicle with minimal pedaling effort, the technology typically employs a low acceleration ratio, allowing riders to easily initiate the ride. However, as the ride progresses, especially at higher speeds, the motor's output speed far exceeds the rider's pedaling frequency, causing frequent slippage and reducing riding efficiency. This not only decreases riding efficiency but also leads to leg muscle fatigue, severely impacting riding comfort.

[0050] To address the aforementioned technical problems, embodiments of this application provide a power steering system and a vehicle, which...

[0051] To make the above-mentioned objectives, features, and advantages of the embodiments of this application more apparent and understandable, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.

[0052] Please refer to Figures 1 to 3 This application provides a vehicle 1000, which includes a vehicle body 200, a drive motor 300, and a transmission assist system 100. The vehicle 1000 can be an electric-assisted bicycle or an electric-assisted motorcycle.

[0053] The vehicle body 200 may include a vehicle body 210, a front wheel assembly 220, and a rear wheel assembly 230. The front wheel assembly 220 and the rear wheel assembly 230 are disposed on both sides of the vehicle body 210 along the longitudinal direction of the vehicle 1000 (i.e., the direction of travel of the vehicle 1000) and are rotatably connected to the vehicle body 210. The direction of travel of the vehicle 1000 is... Figure 1 In the M direction.

[0054] The drive motor 300 is mounted on the vehicle body 200 and interacts with the pedal power assembly 110 to drive the vehicle 1000 normally. It should be noted that the drive motor 300 can be a hub motor, directly integrated into the hub of the front wheel assembly 220 or directly integrated into the hub of the rear wheel assembly 230. The drive motor 300 can also be a mid-mounted motor, in which case it is mounted on the bottom of the vehicle body and connected to the rear wheel of the rear wheel assembly 230 via a transmission component.

[0055] Please continue to refer to this. Figure 1 The power transmission system 100 includes a pedaling power component 110, which is mounted on the vehicle body of the vehicle 1000 and is used to apply the rider's pedaling force to the wheels of the vehicle 1000. It works in conjunction with the drive motor 300 to enable the vehicle 1000 to operate normally.

[0056] It's important to understand that in the initial stage, the rider first pedals the power unit 110 to provide initial power to the vehicle 1000, putting it into start-up mode. Then, once the pedaling torque of the power unit 110 reaches a certain value, the drive motor 300 is triggered to start, providing assistance to the power unit 110 and increasing the vehicle 1000's speed. To allow the rider to start the vehicle 1000 relatively easily in the initial stage, a relatively small acceleration ratio is typically used.

[0057] However, when the vehicle 1000 enters high-speed riding, the output speed of the drive motor 300 is much higher than the rider's pedaling frequency, causing the rider to frequently experience the feeling of stepping into the air. This not only reduces riding efficiency but also causes leg muscle fatigue, seriously affecting riding comfort. If the rider's pedaling frequency is forcibly reduced at this time, the output speed of the drive motor 300 will also decrease, thereby reducing the overall speed of the vehicle 1000.

[0058] Based on this, the transmission assist system 100 provided in this application embodiment further includes an auxiliary motor 120, which is connected to the pedaling power assembly 110. The auxiliary motor 120 includes a resistance mode. It should be understood that the auxiliary motor 120 only needs to be located on the transmission path of the pedaling power assembly 110.

[0059] The transmission assist system 100 provided in this application embodiment also includes an auxiliary motor 120. The auxiliary motor 120 is located on the transmission path of the pedal power assembly 110 and is connected to any component in the pedal power assembly 110 to ensure that the output shaft of the auxiliary motor 120 can rotate with the pedal power assembly 110. The auxiliary motor 120 provides a certain resistance to the pedal power assembly 110 during high-speed riding.

[0060] Please refer to Figure 4 The transmission assist system 100 provided in this application embodiment also includes a speed sensor 130 and a controller 140, with the controller 140 electrically connected to both the auxiliary motor 120 and the speed sensor 130.

[0061] The speed sensor 130 is used to obtain the driving speed of the vehicle 1000. It should be noted that the speed sensor 130 can be set at any location in the vehicle 1000 that can detect the driving speed of the vehicle 1000.

[0062] Controller 140 is also configured to perform the following steps:

[0063] The controller 140 can receive the vehicle 1000's speed from the speed sensor 130 and control the auxiliary motor 120's operating mode based on the relationship between the vehicle 1000's speed and a preset speed. For example, if the vehicle 1000's speed is greater than the preset speed, the controller 140 can control the auxiliary motor 120 to enter a resistance mode. In this mode, the auxiliary motor 120 generates a reverse electromagnetic torque, keeping the rider's cadence within a preset range. This effectively avoids the phenomenon of missing pedal strokes at high cadences, significantly improving the riding efficiency and comfort of the vehicle 1000 and reducing rider fatigue.

[0064] It should be noted that the preset speed mentioned in this embodiment can be the speed matched when the vehicle reaches high-speed driving conditions. For example, the preset speed can be 25km / h to 35km / h. The preset cadence range is the cadence that the rider feels most comfortable with. The value can be set according to the rider's own condition and preferences. For example, the preset cadence range can be 68rpm to 72rpm. For heavier riders, the preset cadence range can be smaller. Specifically, it can be set freely according to actual needs.

[0065] In some embodiments, the power assist system 100 further includes a cadence sensor 150, which is used to acquire the rider's cadence. The cadence sensor 150 can be installed at a location that can directly or indirectly sense the rotational movement of the crank or pedals of the pedaling power assembly. The spring-loaded cadence sensor 150 can be a Hall effect cadence sensor; the detection process can be found in related technologies, and will not be elaborated further in this embodiment.

[0066] Controller 140 is also configured to perform:

[0067] The controller 140 controls the auxiliary motor 120 to enter resistance mode based on the cadence detected by the cadence sensor 150 and the preset cadence range. For example, when the cadence detected by the cadence sensor 150 is within the preset cadence range, it indicates that the current cadence is the most comfortable, and the speed of the drive motor 300 is the optimal speed. Accordingly, the controller 140 can control the auxiliary motor 120 to enter resistance mode based on the detection results. When the cadence detected by the cadence sensor 150 is outside the preset cadence range, it indicates that the current cadence is not the most comfortable. In this case, the controller 140 does not issue a command to enter resistance mode, and the auxiliary motor 120 remains in its current mode.

[0068] This embodiment of the application uses the linkage between the cadence sensor 150 and the controller 140, and cooperates with the speed sensor 130. For example, if one of the speed sensor 130 and the cadence sensor 150 malfunctions, the other of the speed sensor 130 and the cadence sensor 150 can still work normally, avoiding the occurrence of a single parameter malfunction, thereby preventing the controller 140 from failing to give the correct control command. In this way, it can provide dual protection to avoid the rider from frequently experiencing the feeling of missing the pedal, and improve riding efficiency and riding comfort.

[0069] It should be noted that the auxiliary motor 120 can also have other modes. For example, the auxiliary motor 120 has a stop mode.

[0070] For example, the controller 140 also controls the auxiliary motor 120 to be in a stop mode when the vehicle 1000's speed is less than a preset speed. When the vehicle 1000's speed is less than the preset speed, the vehicle 1000 is in the starting phase, that is, the vehicle 1000's speed is low. In this phase, there is no need to provide resistance to the vehicle 1000. At this time, the controller 140 can control the auxiliary motor 120 to be in a stop mode. In this way, the rotor of the auxiliary motor 120 is in a free-spinning state, without generating resistance or consuming electrical energy, ensuring that the rider is not affected by the auxiliary motor 120 when starting and riding at low speeds, and has a relaxed and smooth riding experience.

[0071] For example, the vehicle 1000 also includes a battery 400, and the auxiliary motor 120 and the controller 140 are all electrically connected to the battery 400; the battery 400 can be used to provide power to the auxiliary motor 120 and the controller 140.

[0072] When the auxiliary motor 120 is in resistance mode, it also charges the battery 400. When the vehicle 1000's speed increases to a preset speed (adjustable based on riding experience) or higher, the controller 140 sends a start command to the auxiliary motor 120, activating its operating mode and putting it into resistance mode. The rotor of the auxiliary motor 120 rotates at high speed. At this time, the generator winding inside the auxiliary motor 120 cuts magnetic lines of force to generate an induced electromotive force. After rectification and voltage regulation, the alternating current is converted to direct current to charge the vehicle 1000's battery 400.

[0073] In this way, the auxiliary motor 120 can provide resistance during high-speed riding, so that the output speed of the drive motor 300 matches the rider's cadence, effectively eliminating the phenomenon of missing the target, significantly improving the continuity and comfort of riding, reducing rider fatigue, and converting the kinetic energy generated by the rider's pedaling into electrical energy to charge the battery of the vehicle 1000, realizing energy recovery and reuse, improving the energy utilization efficiency of the vehicle 1000, and extending the range.

[0074] It should be noted that the shutdown mode of the auxiliary motor 120 can be achieved by cutting off the power supply to the auxiliary motor 120. For example, when the vehicle 1000's driving speed is less than a preset speed, the controller 140 controls the battery 400 to disconnect from the auxiliary motor 120, so that the auxiliary motor 120 is in shutdown mode.

[0075] In some embodiments, the pedal power assembly 110 includes: a foot pedal 111, a crank 112, and a sprocket drive assembly.

[0076] One end of the crank 112 is connected to the foot pedal 111, and the other end of the crank 112 is rotatably connected to the body 210 of the vehicle 1000 via a pivot 113. For example, the body 210 has a mounting hole that extends through the body 210 in the lateral direction of the vehicle 1000. The mounting hole allows the pivot 113 to pass through, and both ends of the pivot 113 protrude from the body 210.

[0077] The sprocket drive assembly includes a pedal sprocket 114, a freewheel 115, and a chain 116 that is connected to the pedal sprocket 114 and the freewheel 115. The pedal sprocket 114 is connected to the other end of the shaft 113 away from the crank 112. Thus, when the rider pedals 111, the crank 112 drives the shaft 113 to rotate, which in turn drives the pedal sprocket 114 to rotate, and the chain 116 drives the freewheel 115 to rotate, thereby driving the vehicle 1000 to travel normally.

[0078] The auxiliary motor 120 can be positioned on the transmission path of the sprocket drive assembly. For example, the auxiliary motor 120 can be connected to at least one of the chain 116 and the shaft 113. That is, there can be one auxiliary motor 120, connected to either the chain 116 or the shaft 113. Alternatively, there can be two auxiliary motors 120, with one connected to the chain 116 and the other connected to the shaft 113.

[0079] The auxiliary motor 120 can be positioned on the transmission path of the sprocket drive assembly. This allows the auxiliary motor 120 to better provide resistance to the sprocket drive assembly during high-speed operation of the vehicle 1000, effectively eliminating the phenomenon of slipping off the track, significantly improving riding continuity and comfort, and reducing rider fatigue. Simultaneously, it can also rotate at high speed driven by the sprocket drive assembly, generating electricity to charge the vehicle 1000's battery 400, thus achieving energy recovery.

[0080] In one possible implementation, when the auxiliary motor 120 is connected to the chain 116, the output shaft of the auxiliary motor 120 engages with the chain 116 via a transmission gear 117. This allows for transmission via gear engagement, achieving both high efficiency and reliability in power transmission.

[0081] In addition, the transmission gear 117 can support the chain 116, thereby increasing the chain tension. When the auxiliary motor 120 is in resistance mode, it prevents the chain 116 from loosening due to the tension fluctuation caused by the reverse rotation of the auxiliary motor 120, thus improving the stability of the transmission assist system 100.

[0082] The auxiliary motor 120 can be directly connected to the vehicle body 210 or indirectly connected. For example, the power steering system 100 also includes a bracket 160, through which the auxiliary motor 120 is fixedly connected to the vehicle body 210 of the vehicle 1000. This improves the stability of the auxiliary motor 120.

[0083] In another possible implementation, when the auxiliary motor 120 is connected to the shaft 113, the shaft 113 includes a protruding section protruding from the crank 112, and the output shaft of the auxiliary motor 120 has a hollow cavity (not shown in the figure).

[0084] The protruding section of the rotating shaft 113 is fixedly connected to the hollow cavity. For example, the protruding section can be fixedly connected to the hollow cavity by snap-fit ​​or by welding to the hollow cavity of the output shaft of the auxiliary motor 120.

[0085] In this way, when the auxiliary motor 120 is in resistance mode, it can provide reverse resistance to the shaft 113, thereby keeping the rider's cadence within the preset cadence range, effectively avoiding the phenomenon of missing the pedal stroke at high cadence, significantly improving the riding efficiency and comfort of the vehicle 1000, and reducing the rider's fatigue.

[0086] The various embodiments or implementation methods described in this specification are presented in a progressive manner. Each embodiment focuses on the differences from other embodiments, and the same or similar parts between the embodiments can be referred to each other.

[0087] It should be noted that the terms "one embodiment," "embodiment," "exemplary embodiment," "some embodiments," etc., mentioned in the specification indicate that the described embodiment may include a specific feature, structure, or characteristic, but not every embodiment necessarily includes that specific feature, structure, or characteristic. Furthermore, such phrases do not necessarily refer to the same embodiment. Moreover, when a specific feature, structure, or characteristic is described in connection with an embodiment, implementing such a feature, structure, or characteristic in conjunction with other embodiments, whether explicitly described or not, is within the knowledge scope of those skilled in the art.

[0088] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A power assist system adapted for application to a vehicle, characterised in that, The power assist system includes: A pedaling power assembly, which is mounted on the vehicle body, is used to apply the rider's pedaling force to the vehicle's wheels. An auxiliary motor is connected to the pedaling power assembly, wherein the auxiliary motor includes a resistance mode; Speed ​​sensor, used to obtain the vehicle's speed; The controller is electrically connected to both the auxiliary motor and the speed sensor; wherein the controller is configured to control the auxiliary motor to enter the resistance mode and generate a reverse electromagnetic torque when the vehicle's speed is greater than a preset speed, so that the rider's cadence is within a preset cadence range.

2. A power assist system according to claim 1, characterised in that, The power assist system also includes a cadence sensor, which is used to acquire the rider's cadence. The controller is also configured to control the auxiliary motor to enter a resistance mode based on the cadence and a preset cadence range.

3. A power assist system according to claim 2, wherein The controller also controls the auxiliary motor to stop when the vehicle's speed is less than the preset speed.

4. A power assist system according to any one of claims 1 to 3, wherein The vehicle also includes a battery, and the auxiliary motor and the controller are electrically connected to the battery respectively; When the auxiliary motor is in the resistance mode, the auxiliary motor is also used to charge the battery.

5. A power assist system according to claim 4, wherein When the vehicle's speed is less than the preset speed, the controller controls the battery to disconnect from the auxiliary motor, so that the auxiliary motor is in a shutdown mode.

6. A power assist system according to any one of claims 1 to 3, wherein The pedaling power component includes: Foot pedal; A crank, one end of which is connected to the foot pedal, and the other end of which is rotatably connected to the vehicle body via a pivot. A sprocket drive assembly, comprising a pedal sprocket, a flywheel, and a chain connected to the pedal sprocket and the flywheel; the pedal sprocket is connected to the other end of the shaft opposite to the crank. The auxiliary motor is connected to at least one of the chain and the shaft.

7. A power assist system according to claim 6, wherein When the auxiliary motor is connected to the chain, the output shaft of the auxiliary motor engages with the chain through a transmission gear.

8. A power assist system according to claim 7, wherein The power steering system also includes a bracket, through which the auxiliary motor is fixedly connected to the vehicle body.

9. The power assist system of claim 6, wherein, When the auxiliary motor is connected to the rotating shaft, the rotating shaft includes a protruding section that protrudes from the crank, and the output shaft of the auxiliary motor has a hollow cavity; The protruding section is fixedly connected to the hollow cavity.

10. A vehicle characterized by comprising: Includes the transmission assist system as described in any one of claims 1-9.

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