Motorcycle

Abstract

The embodiment of the application provides a motorcycle, which comprises a power assembly, a brake switch and a control unit, the control unit is connected with the power assembly and the brake switch respectively; the motorcycle further comprises a detection module connected with the control unit, the detection module is used for detecting a current posture parameter of the motorcycle; in the case that the brake switch is triggered, if the current posture parameter of the motorcycle matches a preset parameter, the control unit controls the power assembly to continue to provide driving force for the motorcycle; in the case that the brake switch is triggered, if the current posture parameter of the motorcycle does not match the preset parameter, the control unit controls the power assembly to stop providing driving force for the motorcycle, which facilitates the user to drive the motorcycle and reduces the safety hazard when the user uses the motorcycle.

Description

[Technical Field]

[0001] This invention relates to the field of vehicle technology, and more particularly to a motorcycle. [Background Technology]

[0002] If a vehicle falls over unexpectedly due to braking, and the power to the vehicle is not cut off, the user may experience unexpected driving force when trying to pick up the vehicle, causing a second fall and posing a safety hazard. However, if the power to the vehicle is suddenly cut off when braking while the vehicle is cornering at an angle or starting on a slope, the vehicle may roll over or slide, posing a safety hazard to the user. [Summary of the Invention]

[0003] In view of this, this embodiment of the solution provides a motorcycle to facilitate users' driving of the vehicle while reducing safety hazards when users use the vehicle.

[0004] In a first aspect, embodiments of the present invention provide a motorcycle, the motorcycle including a power component, a brake switch and a control unit, the control unit being connected to the power component and the brake switch respectively; the motorcycle also includes a detection module connected to the control unit, the detection module being used to detect the current attitude parameters of the motorcycle;

[0005] When the brake switch is triggered, if the current attitude parameters of the motorcycle match the preset parameters, the control unit controls the power assembly to continue to provide driving force to the motorcycle.

[0006] If the current attitude parameters of the motorcycle do not match the preset parameters when the brake switch is triggered, the control unit controls the power assembly to stop providing driving force to the motorcycle.

[0007] In one possible implementation, the current attitude parameters include at least one of the vehicle body tilt angle and the vehicle front tilt angle.

[0008] In one possible implementation, the current attitude parameter is the vehicle body's left and right tilt angles;

[0009] When the brake switch is triggered, if the current attitude parameters of the motorcycle match preset parameters, the control unit controls the power assembly to continue providing driving force to the motorcycle, including:

[0010] If the control unit determines that the left and right tilt angles of the vehicle body are greater than or equal to the first tilt angle threshold and less than or equal to the second tilt angle threshold, it controls the power assembly to continue to provide driving force to the motorcycle.

[0011] When the brake switch is triggered, if the current attitude parameters of the motorcycle do not match the preset parameters, the control unit controls the power assembly to stop providing driving force to the motorcycle, including:

[0012] If the control unit determines that the left and right tilt angles of the vehicle body are greater than the second tilt angle threshold, it controls the power assembly to stop providing driving force to the motorcycle.

[0013] In one possible implementation, the current attitude parameter is the vehicle's nose pitch angle;

[0014] When the brake switch is triggered, if the current attitude parameters of the motorcycle match preset parameters, the control unit controls the power assembly to continue providing driving force to the motorcycle, including:

[0015] If the control unit determines that the front elevation angle is greater than or equal to the first elevation angle threshold, it controls the power unit to continue to provide driving force to the motorcycle.

[0016] In one possible implementation, the motorcycle is an electric motorcycle, and the power unit includes a motor controller and a motor;

[0017] When the motorcycle is an electric motorcycle, the control unit controls the power assembly to continue providing driving force to the motorcycle, including:

[0018] The control unit controls the motor controller to control the motor to continue providing driving force to the motorcycle;

[0019] When the brake switch is triggered, if the current attitude parameters of the motorcycle do not match the preset parameters, the control unit controls the power assembly to stop providing driving force to the motorcycle, including:

[0020] The control unit controls the motor controller to stop the motor from outputting driving force to the motorcycle.

[0021] In one possible implementation, the motorcycle further includes a throttle handle that is capable of sending a throttle angle signal to the power unit in response to a user-inputted speed adjustment operation, and the power unit is capable of controlling the operation of the motorcycle in response to the throttle angle signal.

[0022] When the brake switch is triggered, if the current attitude parameters of the motorcycle do not match the preset parameters, the power unit will block the throttle angle signal.

[0023] In one possible implementation, the detection module includes at least one six-axis sensor.

[0024] In one possible implementation, the motorcycle includes multiple power output modes, and the acceleration parameters corresponding to the motorcycle are different among the multiple power output modes.

[0025] The control unit is capable of responding to user input to switch power output modes and controlling the power unit to switch the motorcycle's power output mode among the multiple power output modes.

[0026] In one possible implementation, the motorcycle is an electric motorcycle, and the power unit includes a battery pack;

[0027] When the current charge of the battery pack is lower than a preset threshold charge, the control unit can control the power component to switch to the first power output mode. Each of the multiple power output modes has a corresponding speed limit for the motorcycle, and the speed limit under the first power output mode is the minimum speed limit among the multiple power output modes.

[0028] In one possible implementation, the motorcycle also includes a throttle grip;

[0029] The motorcycle also includes a throttle, which is capable of sending a throttle angle signal to the power unit in response to a user input to adjust the speed. The power unit is capable of controlling the torque of the power unit according to the throttle angle signal and the current power output mode of the motorcycle, so that the operation of the motorcycle matches the current power output mode of the motorcycle and the throttle angle signal.

[0030] In the technical solution provided by this invention, the motorcycle includes a power component, a brake switch, and a control unit, with the control unit connected to both the power component and the brake switch. The motorcycle also includes a detection module connected to the control unit, which detects the motorcycle's current attitude parameters. When the brake switch is triggered, if the motorcycle's current attitude parameters match preset parameters, the control unit controls the power component to continue providing driving force to the motorcycle. If the brake switch is triggered and the motorcycle's current attitude parameters do not match preset parameters, the control unit controls the power component to stop providing driving force to the motorcycle. This facilitates motorcycle operation for the user and reduces safety hazards when using the motorcycle. [Attached Image Description]

[0031] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0032] Figure 1 This is a schematic diagram of the structure of a motorcycle provided in an embodiment of the present invention;

[0033] Figure 2 These are schematic diagrams of a front view and a side view of a motorcycle provided in an embodiment of the present invention;

[0034] Figure 3 This is a schematic diagram of another motorcycle structure provided in an embodiment of the present invention;

[0035] Figure 4 This is a schematic diagram of vehicle speed changes under multiple power output modes provided in an embodiment of the present invention.

Detailed Implementation Methods

[0036] To better understand the technical solution of the present invention, the embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

[0037] It should be understood that the described embodiments are merely some, not all, of the embodiments of the present invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without inventive effort are within the scope of protection of the present invention.

[0038] The terminology used in the embodiments of this invention is for the purpose of describing particular embodiments only and is not intended to limit the invention. The singular forms “a,” “the,” and “the” as used in the embodiments of this invention and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise.

[0039] It should be understood that the term "and / or" used in this article is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / " in this article generally indicates that the preceding and following related objects have an "or" relationship.

[0040] Depending on the context, the word "if" as used here can be interpreted as "when," "when," "in response to determination," or "in response to detection." Similarly, depending on the context, the phrase "if determination" or "if detection (of the stated condition or event)" can be interpreted as "when determination," "in response to determination," "when detection (of the stated condition or event)," or "in response to detection (of the stated condition or event)."

[0041] Figure 1 This is a schematic diagram of the structure of a motorcycle provided in an embodiment of the present invention, such as... Figure 1As shown, the motorcycle includes a power unit 3, a brake switch 1, and a control unit 2. The control unit 2 is connected to the power unit 3 and the brake switch 1 respectively. The motorcycle also includes a detection module 4 connected to the control unit 2. The detection module 4 is used to detect the current attitude parameters of the motorcycle.

[0042] In this embodiment of the invention, the motorcycle includes an electric motorcycle or a gasoline-powered motorcycle. The detection module 4 detects the current attitude parameters of the motorcycle in real time. The detection module 4 may include at least one six-axis sensor. The current attitude parameters include at least one of the left and right tilt angles of the motorcycle body and the front tilt angle. The six-axis sensor can detect the left and right tilt angles of the motorcycle body and / or the front tilt angle. Figure 2 A schematic diagram of a front view and a side view of a motorcycle provided for an embodiment of the present invention, as shown below. Figure 2 As shown, point a is the contact point between the front wheel and the ground, point b is the contact point between the rear wheel and the ground, point c is the midpoint of the instrument panel, the straight line between points a and b is the x-axis, the plane defined by points a, b, and c is the perpendicular bisector plane, the z-axis is any straight line perpendicular to the x-axis on the perpendicular bisector plane, and the y-axis is any straight line perpendicular to the perpendicular bisector plane. The left and right tilt angles of the motorcycle body are the angles between the perpendicular bisector plane and the vertical line, and the front tilt angle is the angle between the x-axis and the horizontal plane.

[0043] In one possible implementation, the control unit 2 includes a detection module 4 for detecting the current attitude parameters of the motorcycle.

[0044] When the brake switch 1 is triggered, if the current attitude parameters of the motorcycle match the preset parameters, the control unit 2 controls the power unit 3 to continue to provide driving force to the motorcycle according to the driver's intention.

[0045] In this embodiment of the invention, the user triggers the brake switch 1 to perform a braking operation. The control unit 2 determines whether the current posture parameters of the motorcycle match the preset parameters. If the control unit 2 determines that the current posture parameters of the motorcycle match the preset parameters, it will control the power component 3 to continue to provide driving force to the motorcycle according to the driver's intention. The driver's intention is the angle of the motorcycle throttle 7.

[0046] In one possible implementation, the current attitude parameter of the motorcycle is the left and right tilt angle of the motorcycle body. When the brake switch 1 is triggered, if the control unit 2 determines that the left and right tilt angle of the motorcycle body is greater than or equal to the first tilt angle threshold and less than or equal to the second tilt angle threshold, it controls the power component 3 to continue to provide driving force to the motorcycle in response to the angle of the motorcycle throttle 7.

[0047] In this embodiment of the invention, the control unit 2 determines whether the left and right tilt angles of the vehicle body match preset parameters. The preset parameters are parameters greater than or equal to a first tilt angle threshold and less than or equal to a second tilt angle threshold. When the left and right tilt angles of the vehicle body are greater than or equal to the first tilt angle threshold and less than or equal to the second tilt angle threshold, the vehicle body is noticeably tilted, and the motorcycle is typically in a curve. If the power to the motorcycle is cut off when the brake switch 1 is triggered, the motorcycle will fall to the tilted side, potentially threatening the user's safety and reducing the user's safety while using the motorcycle. Therefore, when the brake switch 1 is triggered, if the control unit 2 determines that the left and right tilt angles of the vehicle body are greater than or equal to the first tilt angle threshold and less than or equal to the second tilt angle threshold, it will control the power assembly 3 to continue providing driving force to the motorcycle in response to the angle of the motorcycle throttle 7, thereby improving the user's safety while using the motorcycle. Since the left and right tilt angles of the motorcycle gradually increase from 0 to the first tilt angle threshold, and then gradually increase from the first tilt angle threshold to the second tilt angle threshold, when the brake switch 1 is triggered, if the left and right tilt angles of the motorcycle are less than the first tilt angle threshold, the control unit 2 controls the power assembly 3 to stop providing driving force to the motorcycle; when the left and right tilt angles of the motorcycle are equal to the first tilt angle threshold, the control unit 2 controls the power assembly 3 to continue providing driving force to the motorcycle in response to the angle of the motorcycle throttle 7; when the left and right tilt angles of the motorcycle are greater than or equal to the first tilt angle threshold and less than or equal to the second tilt angle threshold, the control unit 2 controls the power assembly 3 to continue providing driving force to the motorcycle in response to the angle of the motorcycle throttle 7.

[0048] For example, the first tilt angle threshold is 10°, the second tilt angle threshold is 50°, and the control unit 2 obtains a left and right tilt angle of 25°. Since the left and right tilt angle of the vehicle body gradually increases from 0° to 25°, the left and right tilt angle of the vehicle body is divided into two ranges: one is a left and right tilt angle greater than or equal to 0 degrees and less than 10 degrees, that is, the left and right tilt angle of the vehicle body is less than the first tilt angle threshold; the other is a left and right tilt angle greater than or equal to 10 degrees and less than or equal to 25°, that is, the left and right tilt angle of the vehicle body is greater than or equal to the first tilt angle threshold and less than or equal to the second tilt angle threshold. When the left and right tilt angle of the vehicle body is greater than or equal to 0° and less than 10°, the control unit 2 determines that the left and right tilt angle of the vehicle body is less than the first tilt angle threshold. At this time, if the brake switch 1 is triggered, the control unit 2 will control the power assembly 3 to stop providing driving force to the motorcycle. When the left and right tilt angle of the vehicle body is 10°, the control unit 2 determines that the left and right tilt angle of the vehicle body is equal to the first tilt angle threshold. Even if the motorcycle brake switch 1 is triggered at this time, the control unit 2 will still control the power assembly 3 to continue to provide driving force to the motorcycle in response to the angle of the motorcycle throttle 7. When the left and right tilt angle of the vehicle body gradually increases from 10° to 25°, the control unit 2 determines that the left and right tilt angle of the vehicle body is greater than or equal to the first tilt angle threshold and less than or equal to the second tilt angle threshold. Even if the motorcycle brake switch 1 is triggered at this time, the control unit 3 will still control the power assembly 3 to continue to provide driving force to the motorcycle in response to the angle of the motorcycle throttle 7.

[0049] In one possible implementation, the motorcycle's current attitude parameter is the nose pitch angle. If the control unit 2 determines that the nose pitch angle is greater than or equal to a first pitch angle threshold, even if the motorcycle brake switch 1 is triggered at this time, the control power assembly 3 continues to provide driving force to the motorcycle in response to the angle of the motorcycle throttle 7.

[0050] In this embodiment of the invention, the control unit 2 determines whether the vehicle's nose-up angle matches a preset parameter, which is a parameter greater than or equal to a first nose-up angle threshold. When the nose-up angle is greater than or equal to the first nose-up angle threshold, the vehicle is usually in an uphill driving state. To prevent the vehicle from rolling backward, if the control unit 2 determines that the nose-up angle is greater than or equal to the first nose-up angle threshold, even if the motorcycle brake switch 1 is triggered at this time, the control power component 3 will continue to provide driving force to the motorcycle in response to the angle of the motorcycle throttle 7, so as to avoid the rolling backward caused by insufficient power and improve the safety of the user when using the motorcycle. For example, if the first nose-up angle threshold is 10°, and the control unit 2 obtains a nose-up angle of 25°, it determines that the nose-up angle is greater than the first nose-up angle threshold, that is, 25° is greater than 10°; even if the motorcycle brake switch 1 is triggered at this time, the control unit 2 controls the power component 3 to continue to provide driving force to the motorcycle in response to the angle of the motorcycle throttle 7.

[0051] In one possible implementation, the motorcycle's current attitude parameters are the left and right tilt angles and the front tilt angle. If the control unit 2 determines that the left and right tilt angle is greater than or equal to a first tilt angle threshold and less than or equal to a second tilt angle threshold, the control power assembly 3 will continue to provide driving force to the motorcycle in response to the angle of the motorcycle throttle 7, even if the motorcycle brake switch 1 is triggered at this time. Alternatively, if the control unit 2 determines that the left and right tilt angle is less than the first tilt angle threshold and determines that the front tilt angle is greater than or equal to the first tilt angle threshold, then the control power assembly 3 will continue to provide driving force to the motorcycle in response to the angle of the motorcycle throttle 7.

[0052] The motorcycle is an electric motorcycle, and the power assembly 3 includes a motor controller 5 and a motor 6. When the motorcycle is an electric motorcycle, the control unit 2 controls the power assembly 3 to continue to provide driving force to the motorcycle in response to the angle of the motorcycle throttle 7, including: the control unit 2 controls the motor controller 5 to control the motor 6 to continue to provide driving force to the motorcycle in response to the angle of the motorcycle throttle 7.

[0053] In this embodiment of the invention, the motorcycle includes an electric motorcycle. The control unit 2 determines that the current posture parameters of the motorcycle match the preset parameters, and the motor controller 5 controls the output power of the motor 6 in response to the angle of the motorcycle throttle 7, so that the motor 6 continues to provide driving force to the motorcycle.

[0054] If the current attitude parameters of the motorcycle do not match the preset parameters when the brake switch 1 is triggered, the control unit 2 controls the power unit 3 to stop providing driving force to the motorcycle.

[0055] In this embodiment of the invention, the user triggers the brake switch 1 to perform a braking operation. The control unit 2 determines whether the current posture parameters of the motorcycle match the preset parameters. If the control unit 2 determines that the current posture parameters of the motorcycle do not match the preset parameters, it will control the power component 3 to stop providing driving force to the motorcycle.

[0056] In one possible implementation, the motorcycle's current posture parameter is the left and right tilt angle. When the motorcycle brake switch 1 is triggered, if the control unit 2 determines that the left and right tilt angle is less than a first tilt angle threshold or greater than a second tilt angle threshold, it controls the power unit 3 to stop providing driving force to the motorcycle. When the left and right tilt angle is less than the first tilt angle threshold, the motorcycle is slightly tilted, but not significantly. If the motorcycle brake switch 1 is triggered and the power unit 3 stops providing driving force, the user will not fall to the side. This also effectively prevents the user from turning the throttle 7 while braking, which would reduce the safe distance between the motorcycle and the vehicle in front. Therefore, if the motorcycle brake switch 1 is triggered and the control unit 2 determines that the left and right tilt angle is less than the first tilt angle threshold, it will control the power unit 3 to stop providing driving force to the motorcycle, thereby improving the user's safety when using the motorcycle. When the left and right tilt angle is greater than the second tilt angle threshold, the vehicle is usually in a state of accidental fall. To ensure that the user does not experience unexpected power when picking up the motorcycle, it is necessary to cut off the vehicle's power, thereby improving the user's safety when using the motorcycle. For example, if the first tilt angle threshold is 10° and the second tilt angle threshold is 50°, and the control unit 2 obtains a left and right tilt angle of 5°, it determines that the left and right tilt angle is less than the first tilt angle threshold, i.e., 5° is less than 10°. If the motorcycle brake switch 1 is triggered at this time, the control unit 2 controls the power assembly 3 to stop providing driving force to the motorcycle. If the control unit 2 obtains a left and right tilt angle of 70°, it determines that the left and right tilt angle is greater than the second tilt angle threshold, i.e., 70° is greater than 50°. If the motorcycle brake switch 1 is triggered at this time, the control unit 2 controls the power assembly 3 to stop providing driving force to the motorcycle.

[0057] In one possible implementation, the motorcycle's current attitude parameter is the nose-up angle. If the control unit 2 determines that the nose-up angle is less than a first nose-up angle threshold, and the motorcycle brake switch 1 is triggered at this time, the control unit 2 controls the power assembly 3 to stop providing driving force to the motorcycle. For example, if the first nose-up angle threshold is 10°, and the control unit 2 obtains a nose-up angle of 5°, it determines that the nose-up angle is less than the first nose-up angle threshold, i.e., 5° is less than 10°; at this time, if the motorcycle brake switch 1 is triggered, the control unit 2 controls the power assembly 3 to stop providing driving force to the motorcycle.

[0058] In one possible implementation, the motorcycle's current attitude parameters are the left and right tilt angles and the front tilt angle. If the control unit 2 determines that the left and right tilt angle is greater than a second tilt angle threshold, it controls the power unit 3 to stop providing driving force to the motorcycle. Alternatively, if the control unit 2 determines that the left and right tilt angle is less than a first tilt angle threshold, and also determines that the front tilt angle is less than a first tilt angle threshold, it controls the power unit 3 to stop providing driving force to the motorcycle.

[0059] The motorcycle is an electric motorcycle, and the power assembly 3 includes a motor controller 5 and a motor 6. When the brake switch 1 is triggered, if the current attitude parameters of the motorcycle do not match the preset parameters, the control unit 2 controls the power assembly 3 to stop providing driving force to the motorcycle, including: the control unit 2 controls the motor controller 5 to control the motor 6 to stop outputting driving force to the motorcycle.

[0060] In this embodiment of the invention, the motorcycle includes an electric motorcycle. The control unit 2 determines that the current posture parameters of the motorcycle do not match the preset parameters; the control unit 2 controls the motor controller 5 to stop providing driving force to the motorcycle; the motor controller 5 controls the output power of the motor 6 to stop providing driving force to the motorcycle; the motor 6 stops providing driving force to the motorcycle.

[0061] The motorcycle also includes a throttle 7, which is connected to the power unit 3. The throttle 7 can respond to user input of speed adjustment operations by sending a throttle angle signal to the power unit 3, and the power unit 3 can control the operation of the motorcycle in response to the throttle angle signal.

[0062] When brake switch 1 is triggered, if the current attitude parameters of the motorcycle do not match the preset parameters, the power unit 3 will block the throttle angle signal.

[0063] In this embodiment of the invention, the control unit 2 determines that the current posture parameters of the motorcycle do not match the preset parameters. The user inputs an adjustment speed operation to the motorcycle through the throttle 7, for example, the user twists the throttle 7. In response to the user's input adjustment speed operation, the throttle 7 sends a throttle angle signal to the motor controller 5. The motor controller 5, based on the determination by the control unit 2 that the current posture parameters of the motorcycle do not match the preset parameters, blocks the throttle angle signal.

[0064] Figure 3 This is a schematic diagram of another motorcycle structure provided in an embodiment of the present invention, such as... Figure 3 As shown, the motorcycle includes multiple power output modes, and the acceleration parameters corresponding to the motorcycle are different between the multiple power output modes; the control unit 2 can respond to the user's input to switch the power output mode and control the power component 3 to switch the motorcycle's power output mode between the multiple power output modes.

[0065] In this embodiment of the invention, the power component 3 includes a motor controller 5 and a motor 6. The motorcycle has multiple power output modes to meet the driving habits of different drivers and the riding needs of different scenarios. The acceleration parameters of the motorcycle differ under different power output modes, improving the vehicle's agility. The user inputs an operation to switch the power output mode on the motorcycle. The control unit 2 responds to the user's input by switching the power output mode, switching the motorcycle's power output mode among the multiple power output modes, thereby controlling the motor controller 5 to switch the motorcycle's power output mode.

[0066] Multiple power output modes include a first power output mode, a second power output mode, and a third power output mode. The first power output mode is the Ecology, Conservation, Optimization (ECO) mode; the second power output mode is the Street mode; and the third power output mode is the Sport mode. The first power output mode is suitable for driving on narrow roads, in residential areas, or for novice drivers. When the vehicle is in the first power output mode, the electromagnetic braking force is greater than that in the second power output mode but less than that in the third power output mode; the acceleration parameters corresponding to the first power output mode are the lowest; the motor 6 control system is in its rated operating range, the power system efficiency is the highest, the heat generation power and heat dissipation power are balanced, the vehicle temperature no longer rises, and it is in a state of thermal equilibrium, which can support the vehicle's continuous long-term operation. The second power output mode is suitable for normal urban road driving. The acceleration parameters corresponding to the second power output mode are greater than those corresponding to the first power output mode but less than those corresponding to the third power output mode; the electromagnetic braking force in the second power output mode is the weakest. The third power output mode is suitable for normal urban driving. The acceleration parameters corresponding to the third power output mode are the largest, and the electromagnetic braking force of the third power output mode is the strongest, which can give users the most exciting driving experience.

[0067] The motorcycle is an electric motorcycle, and the power unit 3 includes a battery pack 8, which is connected to the control unit 2. When the current charge of the battery pack 8 is lower than a preset threshold, the control unit 2 can control the power unit 3 to switch to a first power output mode. Each of the multiple power output modes has a corresponding speed limit for the motorcycle, and the speed limit in the first power output mode is the minimum speed limit among the multiple power output modes.

[0068] In this embodiment of the invention, the electric motorcycle includes a battery pack 8. The battery pack 8 sends the motorcycle's power level to the control unit 2 in real time. If the control unit 2 determines that the current power level of the battery pack 8 is lower than a preset threshold, it switches the motorcycle's power output mode to a first power output mode, thereby effectively reducing power loss.

[0069] Figure 4 This is a schematic diagram illustrating the speed variation of a vehicle under multiple power output modes, as provided in an embodiment of the present invention. Figure 4 As shown, the horizontal axis represents time in seconds, and the vertical axis represents speed in kilometers per hour. The graph illustrates the speed changes over time in the first, second, and third power output modes. In the first power output mode, the motorcycle reaches its first speed, with a maximum value of 60 km / h. This mode is relatively slow and suitable for driving on narrow roads, in residential areas, or for novice drivers. In the second power output mode, the motorcycle reaches its second speed, with a maximum value of 120 km / h. However, because the torque in the second power output mode is lower than in the third mode, it requires a longer acceleration time to reach 120 km / h, thus the speed rarely reaches this level. This mode is suitable for normal urban driving. In the third power output mode, the motorcycle reaches its third speed, with a maximum value of 120 km / h. This mode offers high speed and the strongest electromagnetic braking force, making it suitable for normal urban driving.

[0070] The motorcycle also includes a throttle 7; the throttle 7 is connected to the power unit 3. The throttle 7 is capable of sending a throttle angle signal to the power unit 3 in response to user input of speed adjustment. The power unit 3 can control the torque of the power unit 3 according to the throttle angle signal and the current power output mode of the motorcycle, so that the operation of the motorcycle matches the current power output mode of the motorcycle and the throttle angle signal.

[0071] In this embodiment of the invention, the user inputs a speed adjustment operation to the motorcycle via the throttle 7. For example, the user twists the throttle 7 to adjust the vehicle's speed. In response to the user's input speed adjustment operation, the throttle 7 sends a throttle angle signal to the motor controller 5. The motor controller 5 generates torque based on the throttle angle signal and the motorcycle's current power output mode, thereby controlling the motor 6 to adjust the motorcycle's speed based on the output torque.

[0072] The motor controller 5 generates a first torque based on the first power output mode and the throttle angle signal. The first torque increases linearly with the throttle angle until it reaches its maximum value, which is the first maximum torque, for example, 26 Nm. The throttle angle is divided into 100 equal parts, and the first maximum torque is also divided into 100 equal parts. When the throttle angle increases by 1%, the first torque increases by 1% synchronously.

[0073] The motor controller 5 generates a second torque based on the second power output mode and the throttle angle signal. The second torque increases linearly with the throttle angle until it reaches its maximum value, which is the second maximum torque. For example, the second maximum torque is 45 Nm. The throttle angle is divided into 100 equal parts, and the second maximum torque is also divided into 100 equal parts. When the throttle angle increases by 1%, the second torque increases by 1% synchronously.

[0074] The motor controller 5 generates a third torque based on the third power output mode and the throttle angle signal. This third torque increases linearly with the throttle angle until it reaches its maximum value, which is the third maximum torque. The vehicle can maintain this maximum torque throughout its operation. For example, the third maximum torque is 58 Nm. Dividing the throttle angle and the third maximum torque into 100 equal parts, each 1% increase in throttle angle corresponds to a 1% increase in the third torque.

[0075] The technical solution for a motorcycle provided in this embodiment of the invention includes a power component, a brake switch, and a control unit, with the control unit connected to both the power component and the brake switch. The motorcycle also includes a detection module connected to the control unit, used to detect the motorcycle's current attitude parameters. When the brake switch is triggered, if the motorcycle's current attitude parameters match preset parameters, the control unit controls the power component to continue providing driving force to the motorcycle. If the motorcycle's current attitude parameters do not match preset parameters when the brake switch is triggered, the control unit controls the power component to stop providing driving force to the motorcycle. This facilitates motorcycle operation for the user and reduces safety hazards while using the motorcycle.

[0076] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A motorcycle, the motorcycle comprising a power unit, a brake switch and a control unit, the control unit being connected to the power unit and the brake switch respectively; Its features are, The motorcycle also includes a detection module connected to the control unit, the detection module being used to detect the current attitude parameters of the motorcycle; When the brake switch is triggered, if the current attitude parameters of the motorcycle match the preset parameters, the control unit controls the power assembly to continue to provide driving force to the motorcycle. When the brake switch is triggered, if the current attitude parameters of the motorcycle do not match the preset parameters, the control unit controls the power assembly to stop providing driving force to the motorcycle; the current attitude parameters include at least one of the left and right tilt angles of the vehicle body and the front tilt angle. When the current attitude parameters include the vehicle body's left and right tilt angles, When the brake switch is triggered, if the current posture parameters of the motorcycle match the preset parameters, the control unit controls the power assembly to continue to provide driving force to the motorcycle, including: if the control unit determines that the left and right tilt angles of the vehicle body are greater than or equal to a first tilt angle threshold and less than or equal to a second tilt angle threshold, the control unit controls the power assembly to continue to provide driving force to the motorcycle.

2. The motorcycle according to claim 1, characterized in that: Also includes: When the brake switch is triggered, if the current posture parameters of the motorcycle do not match the preset parameters, the control unit controls the power component to stop providing driving force to the motorcycle, including: if the control unit determines that the left and right tilt angles of the vehicle body are greater than the second tilt angle threshold, it controls the power component to stop providing driving force to the motorcycle.

3. The motorcycle according to claim 1, characterized in that: The current attitude parameter is the vehicle front elevation angle; When the brake switch is triggered, if the current attitude parameters of the motorcycle match the preset parameters, the control unit controls the power assembly to continue to provide driving force to the motorcycle, including: if the control unit determines that the front tilt angle is greater than or equal to the first tilt angle threshold, it controls the power assembly to continue to provide driving force to the motorcycle.

4. The motorcycle according to claim 1, characterized in that: The motorcycle is an electric motorcycle, and the power unit includes a motor controller and a motor. When the motorcycle is an electric motorcycle, the control unit controls the power assembly to continue providing driving force to the motorcycle by controlling the motor controller to control the motor to continue providing driving force to the motorcycle; When the brake switch is triggered, if the current attitude parameters of the motorcycle do not match the preset parameters, the control unit controls the power assembly to stop providing driving force to the motorcycle, including: The control unit controls the motor controller to stop the motor from outputting driving force to the motorcycle.

5. The motorcycle according to claim 1, characterized in that: The motorcycle also includes a throttle, which is capable of sending a throttle angle signal to the power unit in response to a user input of a speed adjustment operation. The power unit is capable of controlling the operation of the motorcycle in response to the throttle angle signal. When the brake switch is triggered, if the current attitude parameters of the motorcycle do not match the preset parameters, the power unit will block the throttle angle signal.

6. The motorcycle according to claim 1, characterized in that: The detection module includes at least one six-axis sensor.

7. The motorcycle according to claim 1, characterized in that: The motorcycle includes multiple power output modes, and the acceleration parameters corresponding to the motorcycle are different among the multiple power output modes. The control unit is capable of responding to user input to switch power output modes and controlling the power unit to switch the motorcycle's power output mode among the multiple power output modes.

8. The motorcycle according to claim 7, characterized in that: The motorcycle is an electric motorcycle, and the power unit includes a battery pack; When the current charge of the battery pack is lower than a preset threshold charge, the control unit can control the power component to switch to a first power output mode. Each of the multiple power output modes has a corresponding speed limit for the motorcycle, and the speed limit under the first power output mode is the minimum speed limit among the multiple power output modes.

9. The motorcycle according to claim 7, characterized in that: The motorcycle also includes a throttle, which is capable of sending a throttle angle signal to the power unit in response to a user input to adjust the speed. The power unit is capable of controlling the torque of the power unit according to the throttle angle signal and the current power output mode of the motorcycle, so that the operation of the motorcycle matches the current power output mode of the motorcycle and the throttle angle signal.

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