An electric control auxiliary device for a two-wheel electric vehicle

Abstract

The application relates to an electric control auxiliary device of a two-wheel electric vehicle, which is applied to the active safety control technical field of a two-wheel electric vehicle and comprises the following: a sensing module which collects lane image data, vehicle body posture data, real-time vehicle speed data and front obstacle data and transmits the data to a control module; a fusion algorithm built in the control module, which calculates actual effective lateral deviation, a dynamic early warning threshold, a lane keeping auxiliary torque and an obstacle risk level based on the sensing data, and generates a control instruction, and sends the generated control instruction to an execution module and a prompt module; the execution module and the prompt module are used for outputting the lane keeping auxiliary torque and executing a pre-warning action according to the control instruction; the application is designed based on the dynamic balance characteristics of a two-wheel electric vehicle, the control logic and the lane keeping auxiliary torque are completely different from a four-wheel vehicle scheme, the early warning precision is improved, and the riding safety is improved.

Description

Technical Field

[0001] This invention relates to the field of active safety control technology for electric vehicles, and specifically to an electronic control auxiliary device for two-wheeled electric vehicles. Background Technology

[0002] To improve the riding safety of two-wheeled electric vehicles, existing technologies directly transplant the lane keeping algorithm of four-wheeled vehicles to avoid lane departure, and detect the distance between the vehicle and obstacles and issue risk warnings when the distance is too small, and adopt the control logic of the electric power steering system (EPS) of four-wheeled vehicles to avoid scraping and collision accidents.

[0003] However, existing technologies have the following drawbacks:

[0004] Directly transplanting the lane keeping algorithm of four-wheeled vehicles results in abrupt auxiliary torque that is prone to grabbing the handlebars and causing imbalance and rollover. The control strategy follows the control logic of the electric power steering (EPS) system for four-wheeled vehicles. Its torque is relatively large and it is not suitable for the control principle of two-wheeled vehicles, which is based on "driver priority and small torque assistance". Summary of the Invention

[0005] In view of this, the purpose of the present invention is to provide an electronic control auxiliary device for two-wheeled electric vehicles, which aims to solve the problems of simple warning logic and low riding safety of existing two-wheeled electric vehicles.

[0006] According to an embodiment of the present invention, an electronic control auxiliary device for a two-wheeled electric vehicle is provided, the device comprising: The module includes a sensing module, a control module, an execution module, a prompting module, and a power supply module. The sensing module is used to collect riding environment data and riding status data of the two-wheeled electric vehicle and transmit them to the control module; the riding environment data includes lane image data and obstacle data in front, and the riding status data includes vehicle posture data and real-time vehicle speed data. The control module is used to calculate the actual effective lateral deviation of the two-wheeled electric vehicle based on the lane image data and the vehicle posture data, calculate the dynamic warning threshold based on the vehicle posture data and the real-time vehicle speed data, analyze the actual effective lateral deviation and the dynamic warning threshold, and execute a first operation and a second operation when the analysis results show that an effective lane departure event has occurred. The first operation includes sending a first control command to the execution module and / or sending a second control command to the prompting module. The second operation includes calculating the lane keeping assist torque based on the actual effective lateral deviation and the vehicle posture data, and sending a third control command carrying the lane keeping assist torque to the execution module when it is determined that the driver has not actively steered. The execution module is configured to execute a first warning action in response to the first control command, and to output lane keeping assist torque in response to the third control command; The prompting module is used to respond to the second control command and execute a second warning action; The power module is used to supply power to the sensing module, the control module, the execution module and the prompting module.

[0007] Preferably, The control module is also configured to calculate the obstacle risk level based on the obstacle data ahead, and send a fourth control command to the execution module and / or a fifth control command to the prompting module based on the obstacle risk level. The execution module is also configured to execute a third warning action in response to the fourth control command; The prompting module is also used to execute a fourth warning action in response to the fifth control command.

[0008] Preferably, The control module is specifically used for: The risk level coefficient is calculated using the following formula. :

[0009] in,

[0010] In the formula, Indicates the collision time; Indicates the longitudinal distance between the obstacle and the vehicle; Indicates the relative speed between the vehicle and the obstacle; Indicates the horizontal overlap coefficient; Will A comparative analysis was conducted with the preset first and second risk thresholds; When the risk level is less than the first risk threshold, the obstacle risk level is determined to be low risk; If the risk level is greater than or equal to the first risk threshold and less than the second risk threshold, the obstacle risk level is determined to be medium risk. When the risk level is greater than the second risk threshold, the obstacle risk level is determined to be high risk; wherein the second risk threshold is greater than the first risk threshold.

[0011] Preferably, The execution module includes: a miniature torque motor integrated at the handlebar pivot and an eccentric wheel vibration motor embedded in the left and right handlebar covers; The notification module includes: dedicated LED beads for the dashboard and a waterproof buzzer.

[0012] Preferably, The first warning action includes: When the control module determines that a valid lane departure event has occurred, it sends a drive command to the eccentric wheel vibration motor. The eccentric wheel type vibration motor vibrates according to the drive command; The second warning action includes: When the control module determines that a valid lane departure event has occurred, it also sends a drive command to the dedicated LED beads of the instrument panel; The dedicated LED beads for the instrument panel light up according to the drive command.

[0013] Preferably, The control module is further configured to calculate the obstacle risk level based on the obstacle data ahead, and based on the obstacle risk level, send a fourth control command to the execution module, and / or send a fifth control command to the prompting module, including: When the control module determines that the risk level is low, it sends a fifth control command to the dedicated LED beads of the instrument panel, and the dedicated LED beads of the instrument panel light up according to the fifth control command. When the control module determines that the risk level is medium risk, it sends a fifth control command to the waterproof buzzer, and the waterproof buzzer sounds an alarm according to the fifth control command. When the control module determines that the risk level is high, it sends a fourth control command to the eccentric wheel vibration motor and a fifth control command to the instrument panel LED beads and the waterproof buzzer. The eccentric wheel vibration motor vibrates according to the fourth control command, the instrument panel LED beads light up according to the fifth control command, and the waterproof buzzer sounds an alarm according to the fifth control command.

[0014] Preferably, The execution module is specifically used for: Determine whether there is a situation where the absolute value of the actual effective lateral deviation is greater than the dynamic warning threshold and the duration exceeds a preset time; If the absolute value of the actual effective lateral deviation is greater than the dynamic warning threshold and the duration exceeds a preset time, then a valid lane departure event is determined to have occurred.

[0015] Preferably, The formula for calculating the actual effective lateral deviation is as follows:

[0016] In the formula, This indicates the actual effective lateral deviation distance after tilt compensation; Indicates the vehicle's current lateral position; Indicates the position of the lane centerline; This indicates the real-time tilt angle of the vehicle body.

[0017] Preferably, The formula for calculating the dynamic early warning threshold is as follows:

[0018] In the formula, Indicates the dynamic early warning threshold; The preset base threshold; This is the preset vehicle speed gain coefficient; This indicates real-time vehicle speed data; This is the preset tilt gain coefficient.

[0019] Preferably, The formula for calculating the lane keeping assist torque is as follows:

[0020] In the formula, This indicates the auxiliary torque applied to the handlebars; positive and negative indicate direction. This is the preset deviation ratio coefficient; The preset handlebar steering angular velocity damping coefficient; The angular velocity of the handlebars; The auxiliary torque The constraints are:

[0021] In the formula, This is the upper limit of the maximum auxiliary torque.

[0022] The technical solutions provided by the embodiments of the present invention may include the following beneficial effects: This application includes a perception module, a control module, an execution module, a prompting module, and a power module. The perception module collects lane image data, vehicle posture data, real-time vehicle speed data, and obstacle data ahead, and transmits them to the control module. The control module has a built-in fusion algorithm that calculates the actual effective lateral deviation, dynamic warning threshold, lane keeping assist torque, and obstacle risk level based on the perception data transmitted by the perception module, and generates control commands, which are then sent to the execution module and the prompting module for warning. This application is designed based on the dynamic balance characteristics of two-wheeled electric vehicles, and its control logic and lane keeping assist torque are completely different from those of four-wheeled vehicles, ensuring riding safety and comfort. The device has a modular design, does not modify the original vehicle structure, and can be directly installed on various mainstream two-wheeled electric vehicles, possessing extremely high market promotion value. The obstacle risk level provides riders with a more scientific and intuitive risk classification prompt, assisting them in making correct decisions, improving warning accuracy, and thus improving riding safety.

[0023] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit the invention. Attached Figure Description

[0024] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with the invention and, together with the description, serve to explain the principles of the invention.

[0025] Figure 1 This is a schematic diagram of the device structure of an electronic control auxiliary device for a two-wheeled electric vehicle according to an exemplary embodiment; Figure 2 This is a schematic diagram of the logic framework of a lane keeping and departure warning and obstacle indication electronic control auxiliary device for a two-wheeled electric vehicle, according to another exemplary embodiment. In the attached diagram: 1-Control module, 2-Sensing module, 3-Execution module, 4-Prompt module, 5-Power module. Detailed Implementation

[0026] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numerals in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present invention. Rather, they are merely examples of apparatuses and methods consistent with some aspects of the invention as detailed in the appended claims.

[0027] Example 1 Figure 1 This is a schematic diagram of the device structure of an electronic control auxiliary device for a two-wheeled electric vehicle according to an exemplary embodiment, such as... Figure 1As shown, the device includes: Control Module 1: Employs a 32-bit high-performance VCU with communication interfaces such as CAN / CAN-FD and UART, and an IP65 protection rating. It is installed under the battery box or the vehicle seat. Control Module 1 has a built-in fusion algorithm that calculates the actual effective lateral deviation, dynamic warning threshold, lane keeping assist torque, and obstacle risk level based on the perception data transmitted by Perception Module 2. It then generates corresponding control commands and sends the generated control commands to Execution Module 3 and Prompt Module 4. Perception Module 2 includes a monocular camera for acquiring lane image data, a six-axis IMU for detecting vehicle attitude data, a Hall sensor for acquiring real-time vehicle speed data, and a millimeter-wave radar for detecting obstacles ahead. Among them, a monocular high-definition camera is used to collect the vehicle's current lateral position and the position of the lane center line; a six-axis inertial measurement unit is used to obtain the real-time tilt angle of the vehicle body and the steering angular velocity of the handlebars; and millimeter-wave radar is used to collect the longitudinal distance between obstacles and the vehicle and the relative speed between the vehicle and obstacles. Execution module 3 includes a miniature torque assist motor integrated into the handlebars, used to output a weak return torque according to the control command of control module 1; and a handlebar vibration motor, used to provide tactile warning according to the control command of control module 1. Warning module 4: Includes LED indicator lights on the dashboard and a waterproof buzzer, used to provide visual and auditory warnings according to the control commands of control module 1; Power module 5: High-efficiency synchronous rectification DC-DC module, input voltage range 48V-72V, output 12V (for motors, radar, etc.) and 5V (for VCU, IMU, cameras, etc.). As attached Figure 2 As shown, the algorithm logic in this embodiment is as follows: The fusion algorithms built into control module 1 include: Lateral deviation determination based on tilt compensation: Considering that electric two-wheelers tilt when cornering, the lateral deviation directly measured by the camera cannot truly reflect the degree of danger of the vehicle relative to the lane line. This embodiment introduces tilt angle compensation to calculate the actual effective lateral deviation.

[0028] Actual effective lateral deviation The calculation formula is as follows:

[0029] In the formula: : Actual effective lateral deviation distance (m) after tilt compensation; The vehicle's current lateral position as identified by a monocular camera; The position of the lane centerline as identified by a monocular camera; The real-time tilt angle of the vehicle body is collected by the IMU. When the vehicle body tilts, The revised It is smaller than the original visual deviation, thus avoiding the system misjudging deviation when cornering normally.

[0030] Dynamic warning threshold based on vehicle speed and tilt angle: To adapt to safety boundaries under different vehicle speeds and vehicle posture data, this embodiment uses a dynamic threshold to determine whether a warning is triggered: Dynamic early warning threshold The calculation formula is as follows:

[0031] Base threshold (calibrated value, e.g., 0.25m); Vehicle speed gain coefficient (calibrated value): the higher the vehicle speed, the larger the safety boundary, and the threshold increases dynamically. Real-time vehicle speed data (km / h) is acquired by a Hall sensor; : Tilt gain coefficient (calibrated value, e.g., 0.008m / °). The larger the vehicle tilt angle, the more the vehicle is in a non-linear state, the lower the tolerance for lateral deviation, and the threshold decreases dynamically (the absolute value is used to ensure that the threshold is non-negative). Real-time vehicle tilt angle.

[0032] Decision logic: When > If the duration exceeds a preset time (e.g., 300ms), it is determined to be a valid lane departure event, triggering the corresponding level of warning or assistance; Based on deviation-damping soft lane keeping assist torque: This invention employs a micro-torque assisted self-alignment strategy, aiming to provide a "hinting" gentle correction rather than a "forced" mechanical self-alignment.

[0033] Auxiliary torque The calculation formula is as follows:

[0034] Constraints: (in =1.2 N·m) in: : The auxiliary torque (N·m) applied to the handlebars, positive and negative indicate direction; Deviation proportionality coefficient (calibrated value, e.g., 0.4 N·m / m), which generates a corresponding corrective torque based on the magnitude of the deviation; Actual effective lateral deviation (m); : Handlebar steering angular velocity damping coefficient (calibrated value). This item is used to generate a damping force opposite to the direction of the driver's steering, to suppress the violent swaying of the vehicle caused by road bumps or the driver's unconscious small movements, and to improve driving stability, without interfering with the driver's conscious steering. : Handlebar steering angular velocity (° / s), obtained from IMU; The maximum auxiliary torque limit (1.2 N·m) is the core safety constraint of this embodiment, ensuring that the auxiliary torque is gentle and controllable and will never cause "handle grabbing" or cause the rider to panic and lose balance. For a lane departure event deemed valid, control module 1 executes a first operation and a second operation. The first operation involves sending a first control command to an eccentric wheel vibration motor, which then provides a vibration alert (i.e., the aforementioned first warning action). The second operation involves sending a second control command to the instrument panel LED lights, which then provide a light warning (i.e., the aforementioned second warning action). Furthermore, control module 1 also executes a second operation, including: if the driver does not actively steer within a preset time threshold (this reaction time is very short, typically within 1 second), control module 1 applies a calculated auxiliary torque. A third control command carrying lane-keeping assist torque is sent to the miniature torque motor, and the miniature torque motor outputs assist torque according to the third control command; if the driver is within a preset time threshold or the assist torque is applied... During the output, if the driver has engaged active steering, the assist torque will be applied. Reset to zero; The driver's active steering detection includes: To ensure that vehicle control is prioritized for the driver at all times, this embodiment employs a multi-redundant detection mechanism to accurately identify the driver's active steering intentions in real time, specifically including: (1) Handlebar angle sensor detection: A non-contact Hall angle sensor is installed on the steering column to monitor the handlebar angle in real time. θ h and its rate of change dθ h / dt When | dθ h / dt |Exceeding the preset active steering angular velocity threshold (e.g., 30° / s) or| θ h If the angle exceeds a preset active steering angle threshold (e.g., 5°) and continues for more than 50ms, it is determined to be active steering by the driver. (2) Handlebar torque sensor detection: A thin-film torque sensor is integrated between the handlebar and the steering column to directly measure the torque applied to the handlebar by the driver. Tr When | Tr When the active steering torque exceeds the preset threshold (e.g., 0.3 N·m), it is determined that the driver actively steers. This threshold is much lower than the maximum auxiliary torque of 1.2 N·m mentioned above, ensuring that the auxiliary torque immediately retracts when the driver applies slight force. (3) Motor current / back EMF monitoring: When the driver actively steers, the handlebar auxiliary motor will be dragged in the opposite direction, generating an induced EMF or current change opposite to the direction of motor drive. The control module 1 monitors the current closed-loop feedback of the motor driver in real time. If the deviation between the actual current and the target control current exceeds the preset threshold (e.g. 0.2A) and lasts for more than 20ms, it is determined to be driver intervention. It is worth emphasizing that the above three driver active steering detection methods can coexist. When any one of the detection methods detects driver active steering, control module 1 will control the lane keeping assist torque. Reset to zero; Obstacle classification risk warning based on TTC-overlap: To provide cyclists with more intuitive and effective risk warnings, this embodiment combines time to collision (TTC) and lateral overlap for risk level assessment: Risk level coefficient The calculation formula is as follows:

[0035]

[0036] in: Collision time (s); Longitudinal distance between the obstacle and the vehicle (m); : Relative speed of the vehicle to the obstacle (m / s); Lateral overlap coefficient (0~1) is determined by the degree of intersection between the lateral position of the obstacle detected by radar and the vehicle's predicted driving trajectory. 0 indicates no risk of overlap, and 1 indicates complete overlap. Risk classification and alert strategies: Low risk <0.2): Obstacles are far away or have low overlap; Warning method: Dashboard LEDs remain constantly lit.

[0037] Medium risk (0.2≤ <0.5): Potential collision risk exists; Warning method: intermittent buzzer sound; High risk ≥0.5): High risk of collision, driver needs to take immediate action; Warning method: flashing LED on the dashboard + continuous buzzer + strong vibration from the handlebar vibration motor; Wherein, 0.2 corresponds to the first risk threshold mentioned above, and 0.5 corresponds to the second risk threshold mentioned above; In simple terms, when the control module 1 determines that the risk level is low, it sends a fifth control command to the dedicated LED beads on the instrument panel, and the dedicated LED beads on the instrument panel light up according to the fifth control command (i.e., the fourth warning action mentioned above). When the control module 1 determines that the risk level is medium risk, it sends a fifth control command to the waterproof buzzer, and the waterproof buzzer sounds a buzzer alarm according to the fifth control command (fourth warning action). When control module 1 determines the risk level to be high, it sends a fourth control command to the eccentric wheel vibration motor and a fifth control command to the instrument panel LED and the waterproof buzzer. The eccentric wheel vibration motor vibrates according to the fourth control command (third warning action). The instrument panel LED lights up according to the fifth control command, and the waterproof buzzer sounds an alarm according to the fifth control command (fourth warning action). This embodiment uses a dynamic warning threshold that can be automatically adjusted according to vehicle speed and body tilt angle, effectively solving the problems of false alarms at low speeds and missed alarms at high speeds. It integrates the obstacle risk model of TTC and lateral overlap, providing riders with more scientific and intuitive risk classification prompts to help them make correct decisions.

[0038] It is understood that the same or similar parts in the above embodiments can be referred to each other, and the contents not described in detail in some embodiments can be referred to the same or similar contents in other embodiments.

[0039] It should be noted that in the description of this invention, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance. Furthermore, in the description of this invention, unless otherwise stated, "a plurality of" means at least two.

[0040] Any process or method description in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or more executable instructions for implementing a particular logical function or process, and the scope of the preferred embodiments of the invention includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as will be understood by those skilled in the art to which embodiments of the invention pertain.

[0041] It should be understood that various parts of the present invention can be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0042] Those skilled in the art will understand that all or part of the steps of the methods in the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.

[0043] Furthermore, the functional units in the various embodiments of the present invention can be integrated into a processing module, or each unit can exist physically separately, or two or more units can be integrated into a module. The integrated module can be implemented in hardware or as a software functional module. If the integrated module is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium.

[0044] The storage media mentioned above can be read-only memory, disk, or optical disk, etc.

[0045] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0046] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.

Claims

1. An electronic control auxiliary device for a two-wheeled electric vehicle, characterized in that, The device includes: The module includes a sensing module, a control module, an execution module, a prompting module, and a power supply module. The sensing module is used to collect riding environment data and riding status data of the two-wheeled electric vehicle and transmit them to the control module; the riding environment data includes lane image data and obstacle data in front, and the riding status data includes vehicle posture data and real-time vehicle speed data. The control module is used to calculate the actual effective lateral deviation of the two-wheeled electric vehicle based on the lane image data and the vehicle posture data, calculate the dynamic warning threshold based on the vehicle posture data and the real-time vehicle speed data, analyze the actual effective lateral deviation and the dynamic warning threshold, and execute a first operation and a second operation when the analysis results show that an effective lane departure event has occurred. The first operation includes sending a first control command to the execution module and / or sending a second control command to the prompting module. The second operation includes calculating the lane keeping assist torque based on the actual effective lateral deviation and the vehicle posture data, and sending a third control command carrying the lane keeping assist torque to the execution module when it is determined that the driver has not actively steered. The execution module is configured to execute a first warning action in response to the first control command, and to output lane keeping assist torque in response to the third control command; The prompting module is used to respond to the second control command and execute a second warning action; The power module is used to supply power to the sensing module, the control module, the execution module and the prompting module.

2. The electronic control auxiliary device for a two-wheeled electric vehicle according to claim 1, characterized in that, The control module is also configured to calculate the obstacle risk level based on the obstacle data ahead, and send a fourth control command to the execution module and / or a fifth control command to the prompting module based on the obstacle risk level. The execution module is also configured to execute a third warning action in response to the fourth control command; The prompting module is also used to execute a fourth warning action in response to the fifth control command.

3. The two-wheeled electric vehicle electronic control auxiliary device according to claim 2, characterized in that, The control module is specifically used for: The risk level coefficient is calculated using the following formula. : in, In the formula, Indicates the collision time; Indicates the longitudinal distance between the obstacle and the vehicle; Indicates the relative speed between the vehicle and the obstacle; Indicates the horizontal overlap coefficient; Will A comparative analysis was conducted with the preset first and second risk thresholds; When the risk level is less than the first risk threshold, the obstacle risk level is determined to be low risk; If the risk level is greater than or equal to the first risk threshold and less than the second risk threshold, the obstacle risk level is determined to be medium risk. When the risk level is greater than the second risk threshold, the obstacle risk level is determined to be high risk; wherein the second risk threshold is greater than the first risk threshold.

4. The two-wheeled electric vehicle electronic control auxiliary device according to claim 2, characterized in that, The execution module includes: a miniature torque motor integrated at the handlebar pivot and an eccentric wheel vibration motor embedded in the left and right handlebar covers; The notification module includes: dedicated LED beads for the dashboard and a waterproof buzzer.

5. The two-wheeled electric vehicle electronic control auxiliary device according to claim 4, characterized in that, The first warning action includes: When the control module determines that a valid lane departure event has occurred, it sends a drive command to the eccentric wheel vibration motor. The eccentric wheel type vibration motor vibrates according to the drive command; The second warning action includes: When the control module determines that a valid lane departure event has occurred, it also sends a drive command to the dedicated LED beads of the instrument panel; The dedicated LED beads for the instrument panel light up according to the drive command.

6. The two-wheeled electric vehicle electronic control auxiliary device according to claim 4, characterized in that, The control module is further configured to calculate the obstacle risk level based on the obstacle data ahead, and based on the obstacle risk level, send a fourth control command to the execution module, and / or send a fifth control command to the prompting module, including: When the control module determines that the risk level is low, it sends a fifth control command to the dedicated LED beads of the instrument panel, and the dedicated LED beads of the instrument panel light up according to the fifth control command. When the control module determines that the risk level is medium risk, it sends a fifth control command to the waterproof buzzer, and the waterproof buzzer sounds an alarm according to the fifth control command. When the control module determines that the risk level is high, it sends a fourth control command to the eccentric wheel vibration motor and a fifth control command to the instrument panel LED beads and the waterproof buzzer. The eccentric wheel vibration motor vibrates according to the fourth control command, the instrument panel LED beads light up according to the fifth control command, and the waterproof buzzer sounds an alarm according to the fifth control command.

7. The electronic control auxiliary device for a two-wheeled electric vehicle according to claim 1, characterized in that, The execution module is specifically used for: Determine whether there is a situation where the absolute value of the actual effective lateral deviation is greater than the dynamic warning threshold and the duration exceeds a preset time; If the absolute value of the actual effective lateral deviation is greater than the dynamic warning threshold and the duration exceeds a preset time, then a valid lane departure event is determined to have occurred.

8. The electronic control auxiliary device for a two-wheeled electric vehicle according to claim 1, characterized in that, The formula for calculating the actual effective lateral deviation is as follows: In the formula, This indicates the actual effective lateral deviation distance after tilt compensation; Indicates the vehicle's current lateral position; Indicates the position of the lane centerline; This indicates the real-time tilt angle of the vehicle body.

9. The electronic control auxiliary device for a two-wheeled electric vehicle according to claim 1, characterized in that, The formula for calculating the dynamic early warning threshold is as follows: In the formula, Indicates the dynamic early warning threshold; The preset base threshold; This is the preset vehicle speed gain coefficient; This indicates real-time vehicle speed data; This is the preset tilt gain coefficient.

10. The electronic control auxiliary device for a two-wheeled electric vehicle according to claim 9, characterized in that, The formula for calculating the lane keeping assist torque is as follows: In the formula, This indicates the auxiliary torque applied to the handlebars; positive and negative indicate direction. This is the preset deviation ratio coefficient; The preset handlebar steering angular velocity damping coefficient; The angular velocity of the handlebars; The auxiliary torque The constraints are: In the formula, This is the upper limit of the maximum auxiliary torque.

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