Electric all-terrain vehicle and method for obtaining its speed
By installing wheel speed sensors and motor controllers on electric all-terrain vehicles, the problem of inaccurate speed acquisition in electric all-terrain vehicles is solved, achieving accurate speed acquisition without ABS system and reliable speed signal in fault conditions, thus ensuring driving safety.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- ZHEJIANG CFMOTO POWER CO LTD
- Filing Date
- 2022-11-30
- Publication Date
- 2026-06-23
AI Technical Summary
In electric all-terrain vehicles, the lack of an anti-lock braking system (ABS) results in inaccurate speed measurement, affecting driving safety.
By installing wheel speed sensors and a motor controller on the electric all-terrain vehicle, the rotational speeds of the wheels and the motor are obtained respectively. Combined with the control module, the current vehicle speed is calculated, thus solving the problem of inaccurate speed acquisition.
It enables accurate vehicle speed acquisition even without an ABS system, reducing costs, and provides reliable vehicle speed signals in case of malfunction, ensuring driving safety.
Smart Images
Figure CN118107595B_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of vehicle technology, and in particular to an electric all-terrain vehicle and a method for obtaining the vehicle speed. Background Technology
[0002] As people's living standards improve, all-terrain vehicles that integrate practicality, entertainment, and sports functions are becoming increasingly popular. To meet the dual carbon requirements, electric all-terrain vehicles are attracting even more public attention.
[0003] Because electric all-terrain vehicles (ATVs) possess superior off-road capabilities and operate in complex environments—sometimes traversing dusty, sandy deserts, and sometimes moving through muddy, waterlogged swamps—accurate speed data acquisition and display are crucial for drivers and operational control, especially since some active safety systems are highly correlated with vehicle speed. Only timely and accurate speed signals can ensure the proper functioning of vehicle systems. Invalid or inaccurate speed signals will affect the normal operation of vehicle systems, thereby seriously impacting driving safety. While most vehicles obtain accurate speed data through anti-lock braking systems (ABS), some ATVs, in order to reduce costs and maintain driver control, lack ABS, making it difficult to obtain accurate and effective speed data. Summary of the Invention
[0004] This embodiment provides an electric all-terrain vehicle and a method for obtaining its speed, in order to solve the problem in related technologies that the speed of an electric all-terrain vehicle cannot be obtained accurately and effectively.
[0005] On one hand, this embodiment provides an electric all-terrain vehicle, including: a frame; a walking system including a front walking component and a rear walking component, the front walking component including at least a front wheel and the rear walking component including at least a rear wheel; a drive system including a motor, the motor being mounted on the frame for providing power to the electric all-terrain vehicle; a first acquisition module, mounted on at least one of the front walking component and the rear walking component, for acquiring the wheel speed of at least one of the front wheel and the rear wheel; a second acquisition module, for acquiring the rotational speed of the motor; and a control module, connected to the first acquisition module and the second acquisition module respectively, the control module being able to determine a first primary vehicle speed based on the wheel speed and a second primary vehicle speed based on the rotational speed of the motor, and being able to determine the current vehicle speed of the electric all-terrain vehicle based on the first primary vehicle speed and the second primary vehicle speed.
[0006] In some embodiments, the first acquisition module is a wheel speed sensor, and the second acquisition module is a motor controller, which determines the motor speed based on the motor's voltage and / or current.
[0007] In some embodiments, the control module stores a preset vehicle speed value in advance. When both the wheel speed and the motor speed are invalid, the control module sets the preset vehicle speed value to the current vehicle speed of the electric all-terrain vehicle.
[0008] In some embodiments, when both the wheel speed and the motor speed are valid, if the difference between the first primary vehicle speed and the second primary vehicle speed does not exceed a difference threshold, the control module sets the average of the first primary vehicle speed and the second primary vehicle speed as the current speed of the electric all-terrain vehicle; when both the wheel speed and the motor speed are valid, if the difference between the first primary vehicle speed and the second primary vehicle speed is greater than a difference threshold, the control module sets the smaller of the first primary vehicle speed and the second primary vehicle speed as the current speed of the electric all-terrain vehicle.
[0009] In some embodiments, when both the wheel speed and the motor speed are valid and the second primary vehicle speed is not less than a speed threshold, if the difference between the first primary vehicle speed and the second primary vehicle speed is not greater than a difference threshold, the control module sets the average of the first primary vehicle speed and the second primary vehicle speed as the current speed of the electric all-terrain vehicle; when both the wheel speed and the motor speed are valid, if the second primary vehicle speed is less than a speed threshold, the control module sets the first primary vehicle speed as the current speed of the electric all-terrain vehicle.
[0010] In some embodiments, when either the wheel speed or the motor speed is invalid, the control module sets the vehicle speed corresponding to when one of them is valid as the current speed of the electric all-terrain vehicle.
[0011] In some embodiments, invalid conditions for the motor speed include at least: the motor speed exceeds a set self-speed threshold; invalid conditions for the wheel speed include at least: the acquisition voltage of the first acquisition module exceeds a set self-voltage threshold.
[0012] In some embodiments, the first acquisition module is provided on both the front walking component and the rear walking component, and the invalid condition of the wheel speed also includes: the voltage difference obtained by the first acquisition module on the front walking component and the rear walking component exceeds the set voltage difference value.
[0013] In some embodiments, the electric all-terrain vehicle further includes turn signals. The control module includes a body controller and a vehicle controller connected to the body controller. The body controller controls the turn signals, and the vehicle controller controls the motor. The body controller is connected to the first acquisition module and can determine a first primary vehicle speed based on the wheel speed. The vehicle controller is connected to the second acquisition module and can determine a second primary vehicle speed based on the motor rotation speed. The vehicle controller can also determine the current speed of the electric all-terrain vehicle based on the first primary vehicle speed and the second primary vehicle speed.
[0014] On the other hand, this embodiment provides a method for obtaining the speed of an electric all-terrain vehicle, including the following steps: obtaining the wheel speed of any wheel of the electric all-terrain vehicle; obtaining the rotational speed of the electric all-terrain vehicle motor; determining a first primary speed based on the wheel speed; determining a second primary speed based on the rotational speed of the motor; and determining the current speed of the electric all-terrain vehicle based on the first primary speed and the second primary speed.
[0015] Compared with related technologies, the electric all-terrain vehicle provided in this embodiment includes a first acquisition module, a second acquisition module, and a control module. The first acquisition module acquires the wheel speed, the second acquisition module acquires the motor speed, the control module determines a first primary vehicle speed based on the wheel speed, determines a second primary vehicle speed based on the motor speed, and determines the current vehicle speed of the electric all-terrain vehicle based on the first and second primary vehicle speeds. This solves the problems of inaccurate vehicle speed acquisition in the absence of an ABS system and invalid vehicle speed acquisition when the detection branch malfunctions, making the acquired vehicle speed accurate and effective.
[0016] Details of one or more embodiments of this application are set forth in the following drawings and description to make other features, objects and advantages of this application more readily apparent. Attached Figure Description
[0017] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:
[0018] Figure 1 This is a schematic diagram of the structure of the electric all-terrain vehicle in the embodiments of this application.
[0019] Figure 2 This is a hardware connection diagram of the electric all-terrain vehicle in the embodiments of this application.
[0020] Figure 3 This is another hardware connection diagram of the electric all-terrain vehicle in the embodiments of this application.
[0021] Figure 4 This is a flowchart of a method for obtaining the speed of an electric all-terrain vehicle.
[0022] Figure 5 This is a flowchart of another method for obtaining the speed of an electric all-terrain vehicle. Detailed Implementation
[0023] To better understand the purpose, technical solution, and advantages of this application, the application is described and illustrated below in conjunction with the accompanying drawings and embodiments.
[0024] This embodiment provides an electric all-terrain vehicle 100, such as Figure 1 As shown, the electric all-terrain vehicle 100 includes a frame 10, a running gear 20, and a drive system 30. The running gear 20 includes a front running gear 201 and a rear running gear 202. The front running gear 201 includes at least a front wheel, and the rear running gear 202 includes at least a rear wheel. The drive system 30 includes a motor 301, which is mounted on the frame 10 and provides power to the electric all-terrain vehicle 100. Electric all-terrain vehicles include pure electric all-terrain vehicles and range-extended all-terrain vehicles.
[0025] The electric all-terrain vehicle 100 also includes a first acquisition module 40, a second acquisition module 50, and a control module 60, such as Figure 2 As shown. A first acquisition module 40 is mounted on at least one of the front and rear walking components, used to acquire the wheel speed of at least one of the front and rear wheels. A second acquisition module 50 is used to acquire the rotational speed of the motor 301. A control module 60 is connected to both the first and second acquisition modules 40 and 50. The control module 60 can determine a first primary vehicle speed based on the wheel speed and a second primary vehicle speed based on the rotational speed of the motor 301, and can determine the current speed of the electric all-terrain vehicle 100 based on the first and second primary vehicle speeds. It should be noted that the walking components include wheels and brake discs; the first acquisition module can be mounted on the wheel hub or the brake disc. Furthermore, the first acquisition module can be a sensor capable of detecting wheel speed, and the second acquisition module can be a sensor mounted on the motor capable of detecting motor rotational speed, such as a Hall effect sensor.
[0026] In this embodiment, the corresponding vehicle speed is calculated using the wheel speed and the rotational speed of the motor 301, and then processed to obtain the final vehicle speed. On the one hand, this makes the output current vehicle speed more accurate and lower in cost compared to obtaining the accurate vehicle speed through the ABS system; on the other hand, it avoids the situation where the calculated vehicle speed is invalid due to the failure of one of the acquisition modules, thus enabling accurate and effective vehicle speed to be obtained during riding in all-terrain electric vehicles.
[0027] In one embodiment, such as Figure 3 As shown, the first acquisition module 40 is a wheel speed sensor 401, and the second acquisition module 50 is a motor controller 501. It should be noted that the wheel speed sensor 401 can be a magnetoelectric wheel speed sensor, a Hall effect wheel speed sensor, etc. The electric all-terrain vehicle 100 may include one or more wheel speed sensors 401, which can be installed on the front and / or rear travel components to acquire the wheel speed of the front and / or rear wheels. The motor controller 501 determines the rotational speed of the motor 301 based on the voltage and / or current of the motor 301.
[0028] Compared to the second acquisition module 50 being a motor speed sensor, the second acquisition module 50 is a motor controller 501. Since the motor controller 501 is an indispensable component of the electric all-terrain vehicle 100, the motor speed is obtained by using the existing motor controller 501 on the vehicle. Therefore, a detection hardware is saved on the electric all-terrain vehicle 100, while still achieving the purpose of obtaining the motor speed 301, thus reducing costs.
[0029] In one embodiment, the control module 60 stores a preset vehicle speed value. When the wheel speed and the rotation speed of the motor 301 are both invalid, the control module 60 sets the preset vehicle speed value to the current vehicle speed of the electric all-terrain vehicle 100.
[0030] It should be noted that when the wheel speed sensor 401 malfunctions and the motor 301 is damaged, the wheel speed acquired by the first acquisition module 40 and the motor 301 speed acquired by the second acquisition module 50 are both invalid. The control module 60 sets the vehicle speed preset value to the current speed of the electric all-terrain vehicle 100. The vehicle speed preset value is generally a very small value, such as 2-8 km / h or 2-5 km / h. In this embodiment, the vehicle speed preset value is 5 km / h. On the one hand, this allows the driver to know that the vehicle has a malfunction and react in time; on the other hand, it ensures that the vehicle has a certain driving ability, giving the driver time to save themselves.
[0031] In one embodiment, when both the wheel speed and the motor speed 301 are effective, if the difference between the first primary vehicle speed and the second primary vehicle speed does not exceed a difference threshold, the control module 60 sets the average of the first primary vehicle speed and the second primary vehicle speed as the current speed of the electric all-terrain vehicle 100; when both the wheel speed and the motor speed 301 are effective, if the difference between the first primary vehicle speed and the second primary vehicle speed is greater than a difference threshold, the control module 60 sets the smaller of the first primary vehicle speed and the second primary vehicle speed as the current speed of the electric all-terrain vehicle 100.
[0032] It should be noted that there is a certain error between the vehicle speed corresponding to the wheel speed acquired by the first acquisition module 40 and the vehicle speed corresponding to the motor 301 rotation speed acquired by the second acquisition module 50. When the difference between the first primary vehicle speed and the second primary vehicle speed does not exceed a difference threshold, the average of these two speeds is set as the current vehicle speed, which can further reduce the error and obtain a more accurate current vehicle speed. When the difference between the first primary vehicle speed and the second primary vehicle speed exceeds a difference threshold, the smaller of these two speeds is set as the current vehicle speed. Even if the output vehicle speed is lower than the current actual vehicle speed, the control module will reduce the torque of the motor 301, thereby reducing the current vehicle speed, which is beneficial to driving safety.
[0033] In one embodiment, when both the wheel speed and the rotational speed of the motor 301 are valid, and the second primary vehicle speed determined based on the motor rotational speed is not less than a vehicle speed threshold, if the difference between the first primary vehicle speed and the second primary vehicle speed is not greater than a difference threshold, the control module 60 sets the average of the first primary vehicle speed and the second primary vehicle speed as the current vehicle speed of the electric all-terrain vehicle 100; when both the wheel speed and the rotational speed of the motor 301 are valid, if the second primary vehicle speed is less than a vehicle speed threshold, the control module 60 sets the first primary vehicle speed as the current vehicle speed of the electric all-terrain vehicle 100.
[0034] It should be noted that, due to the inherent characteristics of motor 301, when motor 301 operates at low speeds, the vehicle speed calculated by control module 60 based on motor speed has a significant error compared to the actual vehicle speed. Furthermore, when the electric all-terrain vehicle 100 is in braking or energy recovery mode, motor 301 operates at low speeds, resulting in a significant error between the calculated vehicle speed and the current vehicle speed. Therefore, a vehicle speed threshold is set, which is 7-15 km / h; in this embodiment, the threshold is 10 km / h. When both the first and second primary vehicle speeds are valid, if the vehicle speed determined based on motor speed (i.e., the second primary vehicle speed) is less than this threshold, control module 60 sets the first primary vehicle speed as the current speed of the electric all-terrain vehicle 100, thus avoiding excessive speed errors caused by low motor 301 speeds.
[0035] In one embodiment, when either the wheel speed or the motor 301 rotation speed is invalid, the control module 60 sets the current vehicle speed of the electric all-terrain vehicle 100 based on the vehicle speed corresponding to when either is valid. This avoids a situation where a failure of one acquisition module leads to the inability to obtain a valid vehicle speed, affecting the operation of the entire vehicle control system and ensuring that the vehicle speed is output effectively.
[0036] In one embodiment, invalid conditions for the rotational speed of motor 301 include at least: the rotational speed of motor 301 exceeds a set self-speed threshold. Invalid conditions for the wheel speed include at least: the acquisition voltage of the first acquisition module 40 exceeds a set self-voltage threshold. Specifically, the motor speed has a certain range. If the rotational speed of motor 301 acquired by the second acquisition module 50 exceeds the self-speed range of motor 301, the acquired speed is invalid. The wheel speed sensor of the first acquisition module is usually used to measure the wheel rotational speed. Its basic working principle is: it consists of a set of electromagnets passing through a coil. When the protruding part of the wheel tooth approaches the magnetic conductor of the sensor, the magnetic flux increases; when the protruding part of the wheel tooth leaves the magnetic conductor, the magnetic flux decreases. The movement of the wheel tooth causes the magnetic flux to change over time, inducing a proportional AC voltage in the coil. Consequently, the acquisition voltage of the first acquisition module 40 exceeds the set self-voltage threshold. At this time, the first acquisition module 40 is in a fault state, so the wheel speed acquired by the first acquisition module is unreliable.
[0037] It should be noted that when the electric all-terrain vehicle 100 is equipped with only one wheel speed sensor 401, the invalidity of the wheel speed acquired by the first acquisition module 40 can be determined by whether the voltage output by the wheel speed sensor 401 exceeds the voltage range that the wheel speed sensor 401 can output. If wheel speed sensors 401 are installed on both the front and rear travel components of the electric all-terrain vehicle 100, the invalidity of the wheel speed also includes: the voltage difference acquired by the wheel speed sensors 401 on the front and rear travel components exceeds a set voltage difference value.
[0038] Furthermore, if the voltage difference between the wheel speed sensors 401 on the current travel assembly and the rear travel assembly is large, it may indicate a malfunction in one of the wheel speed sensors 401, making it impossible to determine the effective vehicle speed. If the voltage difference between the wheel speed sensors 401 on the current travel assembly and the rear travel assembly is within a set range, the average value can be used to calculate the corresponding wheel speed.
[0039] In one embodiment, the electric all-terrain vehicle 100 also includes turn signals, and the control module 60 includes a body controller 601 and a vehicle controller 602 connected to the body controller 601, such as... Figure 3 As shown, the body controller 601 is used to control the turn signals, and the vehicle controller 602 is used to control the motor 301. The body controller 601 is connected to the first acquisition module 40 and can determine the first primary vehicle speed based on the wheel speed. The vehicle controller 602 is connected to the second acquisition module 50 and can determine the second primary vehicle speed based on the rotational speed of the motor 301. The vehicle controller 602 can also determine the current speed of the electric all-terrain vehicle 100 based on the first primary vehicle speed and the second primary vehicle speed.
[0040] It should be noted that the body controller 601 can control power windows, power mirrors, air conditioning, headlights, turn signals, anti-theft locking system, central locking, etc. The vehicle controller 602 is the core controller for the entire vehicle control system. Through the CAN bus or hardware, it manages the battery system, electric drive system, thermal management system, etc., specifically including gear shifting, accelerator pedal, brake pedal control, calculating the required torque output based on real-time battery charge, and controlling the low-voltage and high-voltage power supply and energy recovery of the entire vehicle. The body controller 601 is connected to the vehicle controller 602 via a bus. The vehicle controller 602 determines the current speed of the electric all-terrain vehicle 100 through the first and second primary vehicle speeds, ensuring rapid and reliable data processing.
[0041] In another embodiment, a method for obtaining the speed of an electric all-terrain vehicle 100 is provided, comprising the following steps: obtaining the wheel speed of any wheel of the electric all-terrain vehicle 100; obtaining the rotational speed of the motor 301 of the electric all-terrain vehicle 100; determining a first primary speed based on the wheel speed; determining a second primary speed based on the rotational speed of the motor 301; and determining the current speed of the electric all-terrain vehicle 100 based on the first primary speed and the second primary speed.
[0042] Specifically, a flowchart of a method for obtaining the speed of an electric all-terrain vehicle is shown below. Figure 4 As shown, it includes the following steps:
[0043] S101, obtain the wheel speed and motor speed of the electric all-terrain vehicle 100;
[0044] S102, determine the first primary vehicle speed based on the wheel speed, and determine the second primary vehicle speed based on the motor speed;
[0045] S103, determine whether the wheel speed is valid. If valid, proceed to S104; if invalid, proceed to S109.
[0046] S104, determine if the motor speed is valid. If valid, proceed to S106; if invalid, proceed to S105.
[0047] S105, set the first primary vehicle speed to the current vehicle speed;
[0048] S106, determine whether the difference between the first primary vehicle speed and the second primary vehicle speed is not greater than the difference threshold. If it is not greater, proceed to S107; if it is greater, proceed to S108.
[0049] S107, set the average of the first primary speed and the second primary speed as the current speed;
[0050] S108, set the smaller value of the first primary vehicle speed and the second primary vehicle speed as the current vehicle speed;
[0051] S109, determine whether the motor speed is valid. If valid, proceed to S110; if invalid, proceed to S111.
[0052] S110, set the second primary speed to the current speed;
[0053] S111, set the preset value to the current vehicle speed.
[0054] Figure 5 This is a flowchart of another method for obtaining the speed of an electric all-terrain vehicle 100, including the following steps:
[0055] S201, obtain the wheel speed and motor speed of the electric all-terrain vehicle 100;
[0056] S202, determine the first primary vehicle speed based on the wheel speed, and determine the second primary vehicle speed based on the motor speed;
[0057] S203, determine whether the wheel speed is valid. If valid, proceed to S204; if invalid, proceed to S211.
[0058] S204, determine if the motor speed is valid. If valid, proceed to S206; if invalid, proceed to S205.
[0059] S205, set the first primary vehicle speed to the current vehicle speed;
[0060] S206, determine whether the second primary vehicle speed is less than the vehicle speed threshold. If it is less, proceed to S207; if it is not less, proceed to S208.
[0061] S207, set the first primary speed to the current speed;
[0062] S208, determine whether the difference between the first primary vehicle speed and the second primary vehicle speed is not greater than the difference threshold. If it is not greater, proceed to S209; if it is greater, proceed to S210.
[0063] S209, set the average of the first primary speed and the second primary speed as the current speed;
[0064] S210, set the smaller value of the first primary vehicle speed and the second primary vehicle speed as the current vehicle speed;
[0065] S211, determine whether the motor speed is valid. If valid, proceed to S212; if invalid, proceed to S213.
[0066] S212, Set the second primary speed to the current speed;
[0067] S213, set the preset value to the current vehicle speed.
[0068] It should be noted that the steps shown in the above flowchart or the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions, and although a logical order is shown in the flowchart, in some cases the steps shown or described may be performed in a different order than that shown here. For example, Figure 4 In the method for obtaining vehicle speed shown, S103 and S104 can be interchanged. Figure 5 In the method for obtaining vehicle speed shown, S203 and S204 can be interchanged.
[0069] It needs to be further explained that, Figure 5 The method shown is for obtaining the speed of an electric all-terrain vehicle. Figure 4 Compared to the method shown, after determining that both the first primary vehicle speed signal and the second primary vehicle speed signal are valid, an additional step is added to determine whether the second primary vehicle speed signal calculated from the motor speed is less than the vehicle speed threshold. This can avoid the situation where the vehicle speed error is too large due to the low speed of motor 301, and improve the accuracy of obtaining the vehicle speed.
[0070] It should be understood that the specific embodiments described herein are merely illustrative of the application and not intended to limit it. All other embodiments derived by those skilled in the art based on the embodiments provided in this application without inventive effort are within the scope of protection of this application.
[0071] Obviously, the accompanying drawings are merely some examples or embodiments of this application. Those skilled in the art can apply this application to other similar situations based on these drawings without any creative effort. Furthermore, it is understood that although the work done in this development process may be complex and lengthy, for those skilled in the art, certain design, manufacturing, or production modifications made based on the technical content disclosed in this application are merely conventional technical means and should not be considered as insufficient disclosure of this application.
[0072] The term "embodiment" in this application refers to a specific feature, structure, or characteristic described in connection with an embodiment that may be included in at least one embodiment of this application. The appearance of this phrase in various places in the specification does not necessarily imply the same embodiment, nor does it imply that it is mutually exclusive with or independent of other embodiments. It will be clearly or implicitly understood by those skilled in the art that the embodiments described in this application may be combined with other embodiments without conflict.
[0073] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of patent protection. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the appended claims.
Claims
1. An electric all-terrain vehicle, comprising: Frame; A walking system, comprising a front walking component and a rear walking component, wherein the front walking component includes at least a front wheel and the rear walking component includes at least a rear wheel; A drive system, including an electric motor mounted on the vehicle frame, for providing power to the electric all-terrain vehicle; The electric all-terrain vehicle is characterized in that it further includes: A first acquisition module is disposed on at least one of the front walking component and the rear walking component, for acquiring the wheel speed of at least one of the front wheel and the rear wheel; The second acquisition module is used to acquire the rotational speed of the motor; The control module is connected to the first acquisition module and the second acquisition module respectively. The control module can determine a first primary vehicle speed based on the wheel speed and a second primary vehicle speed based on the motor speed, and can determine the current vehicle speed of the electric all-terrain vehicle based on the first primary vehicle speed and the second primary vehicle speed. When both the wheel speed and the motor speed are effective, if the difference between the first primary vehicle speed and the second primary vehicle speed does not exceed a difference threshold, the control module sets the average of the first primary vehicle speed and the second primary vehicle speed as the current vehicle speed of the electric all-terrain vehicle. When both the wheel speed and the motor speed are effective, if the difference between the first primary vehicle speed and the second primary vehicle speed is greater than a difference threshold, the control module sets the smaller of the first primary vehicle speed and the second primary vehicle speed as the current vehicle speed of the electric all-terrain vehicle. When both the wheel speed and the motor speed are valid and the second primary vehicle speed is not less than a vehicle speed threshold, if the difference between the first primary vehicle speed and the second primary vehicle speed is not greater than a difference threshold, the control module sets the average of the first primary vehicle speed and the second primary vehicle speed as the current vehicle speed of the electric all-terrain vehicle. When the electric all-terrain vehicle is in braking or energy recovery mode, if the wheel speed and the motor speed are both effective, and the second primary vehicle speed is less than a speed threshold, the control module sets the first primary vehicle speed to the current speed of the electric all-terrain vehicle.
2. The electric all-terrain vehicle according to claim 1, characterized in that, The first acquisition module is a wheel speed sensor, and the second acquisition module is a motor controller. The motor controller determines the speed of the motor based on the voltage and / or current of the motor.
3. The electric all-terrain vehicle according to claim 1, characterized in that, The control module stores a preset vehicle speed value. When both the wheel speed and the motor speed are invalid, the control module sets the preset vehicle speed value to the current vehicle speed of the electric all-terrain vehicle.
4. The electric all-terrain vehicle according to claim 1, characterized in that, When either the wheel speed or the motor speed is invalid, the control module sets the vehicle speed corresponding to when one of them is valid as the current vehicle speed of the electric all-terrain vehicle.
5. The electric all-terrain vehicle according to claim 4, characterized in that, The invalid conditions for the motor speed include at least the following: the motor speed exceeds the set self-speed threshold; The invalid conditions for the wheel speed include at least the following: the acquisition voltage of the first acquisition module exceeds its own voltage threshold.
6. The electric all-terrain vehicle according to claim 5, characterized in that, The first acquisition module is provided on both the front walking component and the rear walking component. The invalid condition of the wheel speed also includes: the voltage difference obtained by the first acquisition module on the front walking component and the rear walking component exceeds the set voltage difference.
7. The electric all-terrain vehicle according to claim 1, characterized in that, The electric all-terrain vehicle also includes turn signals. The control module includes a body controller and a vehicle controller connected to the body controller. The body controller is used to control the turn signals, and the vehicle controller is used to control the motor. The body controller is connected to the first acquisition module and can determine a first primary vehicle speed based on the wheel speed. The vehicle controller is connected to the second acquisition module and can determine a second primary vehicle speed based on the motor speed. The vehicle controller can also determine the current speed of the electric all-terrain vehicle based on the first primary vehicle speed and the second primary vehicle speed.
8. A method for obtaining the speed of an electric all-terrain vehicle, characterized in that, Obtain the wheel speed of any wheel of the electric all-terrain vehicle; Obtain the rotational speed of the electric all-terrain vehicle motor; The first initial vehicle speed is determined based on the wheel speed of the wheels; The second primary vehicle speed is determined based on the rotational speed of the motor; The current speed of the electric all-terrain vehicle is determined based on the first initial vehicle speed and the second initial vehicle speed. When both the wheel speed and the motor speed are effective, if the difference between the first primary vehicle speed and the second primary vehicle speed does not exceed a difference threshold, the control module sets the average of the first primary vehicle speed and the second primary vehicle speed as the current vehicle speed of the electric all-terrain vehicle. When both the wheel speed and the motor speed are effective, if the difference between the first primary vehicle speed and the second primary vehicle speed is greater than a difference threshold, the control module sets the smaller of the first primary vehicle speed and the second primary vehicle speed as the current vehicle speed of the electric all-terrain vehicle. When both the wheel speed and the motor speed are valid and the second primary vehicle speed is not less than a vehicle speed threshold, if the difference between the first primary vehicle speed and the second primary vehicle speed is not greater than a difference threshold, the control module sets the average of the first primary vehicle speed and the second primary vehicle speed as the current vehicle speed of the electric all-terrain vehicle. When the electric all-terrain vehicle is in braking or energy recovery mode, if the wheel speed and the motor speed are both effective, and the second primary vehicle speed is less than a speed threshold, the control module sets the first primary vehicle speed to the current speed of the electric all-terrain vehicle.