Electric vehicle controller with built-in torque feedback mechanism

Abstract

The utility model relates to electric motor car control field, concretely relates to a kind of electric motor car controller of built-in torque feedback mechanism, including shell, main control module and feedback acquisition module, the shell is the box body made of flame-retardant grade engineering plastics;The main control module is set in the shell interior, and the shell is provided with heat dissipation component, and the main control module includes circuit board, main control chip, motor drive signal output line and sensor signal receiving line, the main control chip is welded on circuit board, and one end of motor drive signal output line is electrically connected with circuit board acquisition interface end.The change of rider pedaling torque can be accurately captured by using torque sensor, and the received electrical signal is analyzed and processed by feedback acquisition module, so that appropriate motor torque can be provided according to the actual needs of the rider, whether uphill or flat road can maintain good riding experience, reduce pedaling burden.

Description

Technical Field

[0001] This utility model relates to the field of electric vehicle control, specifically to an electric vehicle controller with a built-in torque feedback mechanism. Background Technology

[0002] The electric vehicle controller is a core control device used to control the starting, running, forward and backward movement, speed, and stopping of the electric vehicle motor, as well as other electronic components of the electric vehicle. It is like the brain of the electric vehicle and is an important component. Today's high-power controllers on the market mainly include a base plate, a bracket, a circuit board, and a top cover. The bracket is fixed to the base plate. The circuit board of the controller generally integrates a variety of electronic components to meet multiple functions.

[0003] However, traditional electric vehicle controllers are often designed to output fixed power based on throttle signals or preset gears, which cannot match the rider's pedaling force in real time. For example, when climbing hills or under heavy loads, riders need to apply more pedaling force to overcome gravity and resistance. Traditional controllers, lacking the ability to sense changes in pedaling force in real time, cannot dynamically adjust the motor's output power, resulting in a poor riding experience. At the same time, when riding on flat roads, if the rider lightly presses the pedals, traditional controllers may provide excessive power output, leading to unnecessary energy consumption and reducing the battery's range.

[0004] Therefore, it is necessary to invent an electric vehicle controller with a built-in torque feedback mechanism to solve the above problems. Utility Model Content

[0005] The purpose of this invention is to provide an electric vehicle controller with a built-in torque feedback mechanism. By using a torque sensor in conjunction with a feedback acquisition module, the problem of high effort consumption when climbing hills and high energy consumption when on flat roads can be solved in the prior art.

[0006] To achieve the above objectives, this utility model provides the following technical solution: an electric vehicle controller with a built-in torque feedback mechanism, comprising a housing, a main control module, and a feedback acquisition module, wherein the housing is a box made of flame-retardant engineering plastic; The main control module is located inside the outer casing, which contains a heat dissipation assembly. The main control module includes a circuit board, a main control chip, a motor drive signal output line, and a sensor signal receiving line. The main control chip is soldered onto the circuit board. One end of the motor drive signal output line is electrically connected to the circuit board's acquisition interface, and the other end of the motor drive signal output line has a terminal connector. One end of the sensor signal receiving line is electrically connected to the circuit board's acquisition interface, and the other end of the sensor signal receiving line is connected to a feedback acquisition module. The feedback acquisition module is mounted on the electric vehicle's central shaft or crankshaft using a mounting bracket. The feedback acquisition module includes a torque sensor, which is electrically connected to the circuit board via a sensor signal receiving line. The torque sensor is attached to the stress concentration area of ​​the central shaft or crankshaft.

[0007] Preferably, the outer shell is fixedly connected to two integrally formed mounting ears.

[0008] Preferably, the heat dissipation component includes a metal heat dissipation substrate and a thermally conductive silicone pad. The metal heat dissipation substrate is fixed to the bottom of the outer casing, and the thermally conductive silicone pad is disposed between the metal heat dissipation substrate and the inner wall of the outer casing.

[0009] Preferably, the torque sensor adopts a Wheatstone bridge structure composed of strain gauges and is integrated into the deformation-sensitive area of ​​the central shaft or crank.

[0010] Preferably, the main control chip has a built-in signal conditioning unit, including a low-noise operational amplifier and an active filter circuit.

[0011] Preferably, both the motor drive signal output line and the sensor signal receiving line adopt a double-shielded cable structure.

[0012] The technical effects and advantages provided by this utility model in the above technical solution are as follows: This invention uses a torque sensor to accurately capture changes in the rider's pedaling torque, and the feedback acquisition module analyzes and processes the received electrical signals to provide appropriate motor torque according to the rider's actual needs. Low torque is output when pedaling lightly on flat roads to avoid energy waste, and high torque is output when pedaling heavily uphill. Whether going uphill or on flat roads, it can maintain a good riding experience and reduce pedaling burden. Attached Figure Description

[0013] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in this invention. For those skilled in the art, other drawings can be obtained based on these drawings.

[0014] Figure 1This is a three-dimensional structural diagram of the overall device in this utility model; Figure 2 This is a three-dimensional structural schematic diagram of the overall device from another perspective in this utility model; Figure 3 This is a three-dimensional structural diagram of the outer shell, main control module, and feedback acquisition module in this utility model; Figure 4 This is a three-dimensional structural disassembly diagram of the circuit board and heat dissipation assembly in this utility model; Figure 5 This is a schematic diagram showing the structural breakdown of the outer shell, main control module, and feedback acquisition module in this utility model.

[0015] Legend: 10. Housing; 11. Mounting ear; 12. Fastener; 100. Heat dissipation assembly; 101. Metal heat dissipation substrate; 102. Thermally conductive silicone pad; 20. Main control module; 21. Circuit board; 211. Support column; 22. Main control chip; 23. Motor drive signal output line; 231. Terminal connector; 24. Sensor signal receiving line; 30. Feedback acquisition module; 31. Torque sensor. Detailed Implementation

[0016] To enable those skilled in the art to better understand the technical solution of this utility model, the present utility model will be further described in detail below with reference to the accompanying drawings.

[0017] This utility model provides, for example Figure 1 - Figure 3 The electric vehicle controller with a built-in torque feedback mechanism shown includes a housing 10, a main control module 20 and a feedback acquisition module 30. The housing 10 is a box made of flame-retardant engineering plastic, which is used to encapsulate the internal electronic components and provide structural support and heat dissipation. The main control module 20 is located inside the housing 10 and is used to receive analog electrical signals from the feedback acquisition module 30, and to process and control the signals. A heat dissipation component 100 is provided inside the housing 10 to dissipate the heat generated by the main control module 20 during operation. The main control module 20 includes a circuit board 21, a main control chip 22, a motor drive signal output line 23, and a sensor signal receiving line 24. The circuit board 21 is fixedly connected to the inside of the housing 10 by screws, and is lifted a certain distance away from the inner wall of the housing 10 by a support column 211. This design creates a gap between the circuit board 21 and the housing 10. The main control chip 22 is soldered onto the circuit board 21. The main control chip 22 receives analog electrical signals from the feedback acquisition module 30. The main control chip 22 amplifies, filters, and performs analog-to-digital conversion on the signals, processing them into recognizable digital signals. It then calculates the required output torque of the motor based on a preset power assist control algorithm. One end of the motor drive signal output line 23 is electrically connected to the acquisition interface of the circuit board 21, and the other end of the motor drive signal output line 23 is equipped with a terminal connector 231 for connecting the main control chip 22 to the housing 10. The power command generated by chip 22 is transmitted to an external motor driver to adjust the current and voltage supplied to the motor, thereby achieving precise control of the motor torque. One end of the sensor signal receiving line 24 is electrically connected to the acquisition interface of the circuit board 21, and the other end of the sensor signal receiving line 24 is connected to the feedback acquisition module 30 for electrical connection and to receive the raw analog signal output by the torque sensor 31. The feedback acquisition module 30 is installed on the bottom bracket or crank position of the electric vehicle through a mounting bracket to detect the force square deformation generated when the rider pedals and output the corresponding electrical signal. The feedback acquisition module 30 includes a torque sensor 31, which is electrically connected to the circuit board 21 through the sensor signal receiving line 24. The torque sensor 31 is attached to the stress concentration area of ​​the bottom bracket or crank. When the rider pedals, the torque sensor 31 detects the small elastic deformation of the bottom bracket or crank due to the force and converts the deformation into an analog electrical signal in the form of voltage or current change. The amplitude of the signal is proportional to the applied pedaling torque and is then transmitted to the main control module 20 for processing through the sensor signal receiving line 24.

[0018] like Figure 1 - Figure 3 As shown, the outer shell 10 is fixedly connected to two integrally formed mounting ears 11. The mounting ears 11 fix the controller to the predetermined installation position of the electric vehicle frame through fasteners 12 to achieve a stable mechanical connection. The fasteners 12 are stainless steel bolts. After the bolts pass through the mounting ears 11, they are threadedly connected to the preset mounting holes of the electric vehicle frame to fix the controller to the predetermined position of the electric vehicle frame.

[0019] like Figure 1 - Figure 3As shown, the heat dissipation assembly 100 includes a metal heat dissipation substrate 101 and a thermally conductive silicone pad 102. The metal heat dissipation substrate 101 is fixed to the bottom of the outer casing 10 and is attached to the high-heat-generating components on the circuit board 21. The metal heat dissipation substrate 101 is made of aluminum alloy and has heat dissipation fins on its surface. The thermally conductive silicone pad 102 is disposed between the metal heat dissipation substrate 101 and the inner wall of the outer casing 10 to fill the gap between the two, improve the heat conduction efficiency, and quickly conduct the heat generated by the main control module 20 during operation to the external environment.

[0020] like Figure 1 - Figure 3 As shown, the torque sensor 31 adopts a Wheatstone bridge structure composed of strain gauges, integrated into the deformation-sensitive area of ​​the central shaft or crank, which can accurately sense micro-strain under multi-directional composite stress and output analog voltage signals. The main control chip 22 has a built-in signal conditioning unit, including a low-noise operational amplifier and an active filter circuit, which is used to amplify the weak millivolt-level signal from the torque sensor 31 and filter out high-frequency electromagnetic interference and mechanical vibration noise to ensure the stability and accuracy of torque signal acquisition. The motor drive signal output line 23 and the sensor signal receiving line 24 both adopt a double-layer shielded cable structure. The inner layer of the double-layer shielded cable structure is an insulated polyethylene sheath, and the outer layer is a tinned copper wire braided shielding layer, which is used to suppress electromagnetic interference generated by high-power components such as motors and batteries during the operation of electric vehicles and ensure the reliability of control signal transmission.

[0021] The working principle of this utility model is as follows: When the rider pedals, the power is transmitted to the bottom bracket through the crank, causing the bottom bracket or crank to undergo a slight elastic deformation under the action of torque. The torque sensor 31, which is attached to the stress concentration area, uses its internal strain gauge structure to convert the mechanical deformation into an analog voltage signal in real time. The amplitude of the signal is highly linearly related to the pedaling torque. The original signal is transmitted to the circuit board 21 of the main control module 20 through the double-shielded sensor signal receiving line 24.

[0022] After receiving the analog signal, the main control chip 22 first amplifies the gain through its built-in low-noise operational amplifier, then filters out high-frequency electromagnetic interference and mechanical vibration noise through an active filter circuit. Subsequently, the analog signal is converted into a digital quantity through a high-precision analog-to-digital converter. The main control chip 22 calls the nonlinear assist curve algorithm and, in combination with the current torque value, vehicle speed and other parameters, calculates the required motor assist torque in real time and generates a PWM control signal with a variable duty cycle. This PWM signal is transmitted to the external motor driver through the motor drive signal output line 23. The driver adjusts the phase current supplied to the motor accordingly, thereby achieving a precise and dynamic response of the motor output torque.

[0023] Meanwhile, the heat generated during the operation of the main control module 20 is conducted to the metal heat sink substrate 101 through the thermally conductive silicone pad 102, and then dissipated into the air through convection and radiation via the heat sink fins, ensuring that the controller can still operate stably under high temperature or continuous climbing conditions. Through shielded cables, integrated housing and reliable installation design, the system’s anti-interference ability, environmental adaptability and long-term reliability are improved, making it suitable for a variety of complex application scenarios such as urban commuting and mountain biking.

[0024] The foregoing description only illustrates certain exemplary embodiments of the present invention. Undoubtedly, those skilled in the art can modify the described embodiments in various ways without departing from the spirit and scope of the present invention. Therefore, the above drawings and descriptions are illustrative in nature and should not be construed as limiting the scope of protection of the claims of the present invention.

Claims

1. An electric vehicle controller with a built-in torque feedback mechanism, characterized in that, It includes an outer shell (10), a main control module (20) and a feedback acquisition module (30), wherein the outer shell (10) is a box made of flame-retardant engineering plastic; The main control module (20) is located inside the outer casing (10), and a heat dissipation assembly (100) is provided inside the outer casing (10). The main control module (20) includes a circuit board (21), a main control chip (22), a motor drive signal output line (23), and a sensor signal receiving line (24). The main control chip (22) is soldered onto the circuit board (21). One end of the motor drive signal output line (23) is electrically connected to the acquisition interface of the circuit board (21), and the other end of the motor drive signal output line (23) is provided with a terminal connector (23). 1) One end of the sensor signal receiving line (24) is electrically connected to the acquisition interface of the circuit board (21), and the other end of the sensor signal receiving line (24) is connected to the feedback acquisition module (30). The feedback acquisition module (30) is installed on the central shaft or crank position of the electric vehicle through the mounting bracket. The feedback acquisition module (30) includes a torque sensor (31). The torque sensor (31) is electrically connected to the circuit board (21) through the sensor signal receiving line (24). The torque sensor (31) is attached to the stress concentration area of ​​the central shaft or crank.

2. The electric vehicle controller with a built-in torque feedback mechanism according to claim 1, characterized in that: The outer shell (10) is fixedly connected to two integrally formed mounting ears (11) on both sides. The mounting ears (11) fix the controller to the predetermined installation position of the electric vehicle frame by fasteners (12).

3. The electric vehicle controller with a built-in torque feedback mechanism according to claim 1, characterized in that: The torque sensor (31) adopts a Wheatstone bridge structure composed of strain gauges and is integrated into the deformation-sensitive area of ​​the central shaft or crank.

4. The electric vehicle controller with a built-in torque feedback mechanism according to claim 1, characterized in that: The main control chip (22) has a built-in signal conditioning unit, including a low-noise operational amplifier and an active filter circuit.

5. An electric vehicle controller with a built-in torque feedback mechanism according to claim 1, characterized in that: The heat dissipation component (100) includes a metal heat dissipation substrate (101) and a thermally conductive silicone pad (102). The metal heat dissipation substrate (101) is fixed to the bottom of the outer shell (10), and the thermally conductive silicone pad (102) is disposed between the metal heat dissipation substrate (101) and the inner wall of the outer shell (10).

6. An electric vehicle controller with a built-in torque feedback mechanism according to claim 1, characterized in that: The motor drive signal output line (23) and the sensor signal receiving line (24) both adopt a double-shielded cable structure.

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