A control method and system for a two-wheeled vehicle access safety mode

Abstract

The application discloses a two-wheeled vehicle access and exit safety mode control method and system, and relates to the field of vehicle control.The method comprises the following steps: calculating the attitude information of the whole vehicle based on the three-axis angular velocity and three-axis acceleration data of the whole vehicle, including the roll angle, the pitch angle and the heading angle; determining whether to enter the pre-safety mode according to the vehicle body attitude information and the driving information; determining whether to enter the safety mode according to the monitoring of the steering wheel rotation angle in the pre-safety mode; and determining whether to exit the safety mode according to the monitoring of the shock absorber stroke change in the safety mode.The method provided in the application is more intelligent and natural for entering and exiting the safety mode, and the fine action determination mechanism is matched, so that the probability of false entering the safety mode is reduced, and the user experience is improved.

Description

Technical Field

[0001] This invention relates to the field of vehicle control, and in particular to a control method and system for a two-wheeled vehicle's safe entry and exit mode. Background Technology

[0002] Two-wheeled electric vehicles are generally designed with safety modes, such as... Figure 1 As shown. There are two common application scenarios for safe mode. One is that users can actively enter it by pressing a button while waiting at a traffic light. The other is that it enters safe mode by default after starting the vehicle, that is, it automatically enters safe mode after the vehicle has been stopped for a certain period of time. Users can click a button to exit safe mode. Generally, the button for entering and exiting safe mode is the same.

[0003] However, this method of automatically entering safety mode can be inconvenient for users. When waiting at traffic lights, users will squeeze the brake to prevent the vehicle from automatically entering safety mode (squeezing the brake is set to deactivate safety mode). Squeezing the brake continuously restricts the user's hands and requires continuous force, resulting in a poor user experience. The reason users want to prevent the vehicle from entering safety mode is because they are about to start riding. Therefore, this method of simply entering safety mode at a fixed time is not intelligent enough and goes against the user's wishes.

[0004] Some users want to accelerate quickly after starting the vehicle. There are two ways to deactivate the safety mode: a separate deactivation / activation button or by pressing the brake. However, the deactivation / activation button is connected to the system controller, while the display module is mounted on the central processing unit. The button signal is first transmitted to the controller and then back to the central processing unit for display. This causes a noticeable delay in the safety mode button on some vehicles, making it easy for users to press it repeatedly, resulting in the safety mode re-entering after deactivation. Therefore, deactivating the safety mode via the button is prone to misinterpretation and multiple presses. On the other hand, deactivating the safety mode by braking results in a lower starting speed and a delayed start, failing to meet user expectations. Summary of the Invention

[0005] To address the aforementioned problems and technical needs, the inventors have proposed a control method and system for entering and exiting safety modes for two-wheeled vehicles, providing a more intelligent and natural method for entering and exiting safety modes. The technical solution of this invention is as follows: In a first aspect, this application provides a control method for a two-wheeled vehicle's entry and exit safety mode, comprising the following steps: Based on the three-axis angular velocity and three-axis acceleration data of the whole vehicle, the attitude information of the whole vehicle based on the navigation coordinate system is calculated, including roll angle, pitch angle and yaw angle. When it is determined that the vehicle is not moving based on the vehicle posture information and driving information, the pre-safety mode is entered. In pre-safe mode, the decision to enter safe mode is determined by monitoring the angle of the faucet rotation; In safety mode, the system monitors changes in the shock absorber's travel to determine whether to exit safety mode.

[0006] Its further technical solution is to determine that the vehicle is not moving based on vehicle posture information and driving information, including: If, within a certain time period, the vehicle does not receive any external communication control commands, and the changes in roll angle, pitch angle, and yaw angle do not exceed a given threshold, and the vehicle speed is zero with no wheel movement signal, then the vehicle is determined to be inactive.

[0007] Its further technical solution is to determine whether to enter the safety mode by monitoring the rotation angle of the faucet, including: Once the steering wheel is detected to have turned to a specific angle and the vehicle is confirmed to be inactive for a certain period of time, the system will switch from pre-safe mode to safe mode. Otherwise, exit pre-safe mode.

[0008] Its further technical solution is to monitor the rotation angle of the faucet, including: A specific angle is collected by a steering sensor installed on the helm. Alternatively, the three-axis angular velocity and three-axis acceleration collected by the six-axis accelerometer installed on the steering wheel can be used as the three-axis angular velocity and three-axis acceleration data of the whole vehicle, and the calculated heading angle can be used as the steering wheel rotation angle.

[0009] A further technical solution involves determining whether to exit the safety mode by monitoring changes in the shock absorber's stroke, including: If the compression stroke value of the shock absorber is detected to change repeatedly, and the stable compression stroke value exceeds the first set threshold, then exit the safety mode. The first set threshold is the compression stroke value of the shock absorber corresponding to a load of 30kg.

[0010] Its further technical solution is, in safe mode: The controller ignores the speed control signal given by the speed control throttle and monitors the wheel movement signal through the motor; If a wheel movement signal is received, the control motor generates a rotational force opposite to the wheel movement signal, causing the tires to lock up.

[0011] A further technical solution is that the method also includes: In pre-safe mode, you can manually enter safe mode by pressing a button; In safe mode, manually exit safe mode by pressing a key.

[0012] A further technical solution is to reuse the button with the original buttons on the vehicle body.

[0013] A further technical solution is that the method also includes: In pre-safe mode, if the vehicle does not move within a certain period of time, it will enter safe mode from pre-safe mode; otherwise, it will exit pre-safe mode. In safe mode, manually exit safe mode by squeezing the brake.

[0014] Secondly, this application also provides a control system for a two-wheeled vehicle's entry and exit safety mode, comprising: An interconnected central processing unit and controller, the controller being used to provide vehicle driving information; The six-axis accelerometer is mounted on the central processing unit and installed at the vehicle's steering wheel to collect the vehicle's three-axis angular velocity and three-axis acceleration data. The shock absorption sensor is mounted on the central processing unit or controller. The shock absorption sensor is placed inside the vehicle's shock absorber and is used to collect the compression stroke of the shock absorber. The wireless module mounted on the central processing unit is used to receive communication control commands sent from the outside. The speed control throttle and motor mounted on the controller provide speed control signals and wheel movement signals, respectively; The central processing unit and controller work together to implement the steps of the method described in the first aspect.

[0015] The beneficial technical effects of this invention are: This method and system integrate vehicle posture sensing, wheel movement sensing, and communication sensing to make a more detailed judgment on the user's movement intentions (generating an action determination mechanism), making the timing of entering the safety mode more appropriate and improving the user experience.

[0016] Three ways to enter the safety mode are provided: button entry, natural entry, and seamless entry. This satisfies the user's general needs (button entry), the user's intelligent needs (natural entry), which enhances the fun and technological attributes of vehicle use, and the user's safety needs (seamless entry), which allows the user to automatically enter the safety mode even if they forget to do so. With a refined action judgment mechanism, the chance of accidentally entering the safety mode is reduced, thus improving the user experience.

[0017] It also provides three ways to exit the safety mode: manual exit, button exit, and natural exit, which meet the user's need to rush ahead (natural exit), meet the user's general needs (button exit), and meet the safety needs of users in dangerous road sections (squeeze the brake to manually exit). Different methods are adapted to different usage scenarios and improve the user experience. Attached Figure Description

[0018] Figure 1 This is a flowchart illustrating the standard vehicle entry and exit safety procedures.

[0019] Figure 2 This is an architecture diagram of the control system for the two-wheeled vehicle entry and exit safety mode provided in this application.

[0020] Figure 3 This is a simplified architecture diagram of the control system for the two-wheeled vehicle entry and exit safety mode provided in this application.

[0021] Figure 4 This is a flowchart of the control method for a two-wheeled vehicle to enter a safe mode, as provided in this application.

[0022] Figure 5 This is the flowchart for determining vehicle motion provided in this application.

[0023] Figure 6 This is a flowchart of the control method for exiting the safety mode of a two-wheeled vehicle provided in this application. Detailed Implementation

[0024] The specific embodiments of the present invention will be further described below with reference to the accompanying drawings.

[0025] Please refer to Figure 2 As shown, this application provides a control system for a two-wheeled vehicle's safe entry and exit mode. It includes a central processing unit (CPU) responsible for human-machine interaction, capable of sensing and controlling buttons, lights, and wireless modules. The CPU also mounts various sensors, such as a steering sensor and an acceleration sensor. Both sensors are installed on the steering wheel, specifically inside the instrument panel. The steering sensor outputs a corresponding electrical signal when the steering wheel rotates to a specific angle (i.e., a preset angle). The CPU obtains the steering wheel's rotation angle in real time based on this signal. Specifically, the CPU stores a table showing the relationship between specific angles and corresponding electrical signals. These specific angles can be ±15 degrees, ±30 degrees, or ±45 degrees. For example, the sensor output voltage is V1 at +15 degrees, V2 at +30 degrees, and so on. The acceleration sensor is based on existing six-axis or nine-axis acceleration sensors and is used to collect the vehicle's three-axis angular velocity and three-axis acceleration data. The CPU also mounts a front shock absorber sensor, located inside the front wheel shock absorber, to collect the shock absorber's compression stroke and thus obtain load information. The wireless module acts as a bridge between the external user-end APP and the vehicle, receiving communication and control commands sent from the outside, such as the user operating the APP to control the vehicle to move forward, backward, or lock via wireless communication.

[0026] The control system also includes a controller that communicates with the central processing unit (CPU). This controller controls the vehicle speed and provides vehicle driving information to the CPU. The controller is connected to the throttle and motor, providing speed control and wheel movement signals respectively. The controller adjusts the vehicle speed by demodulating the speed control signal. The controller also carries a rear shock absorber sensor, located inside the rear wheel shock absorber. This sensor collects the shock absorber's compression stroke to detect whether a passenger is on board, the vibration when the stand is retracted, and the user's movement while riding in the vehicle. It's understandable that both front and rear shock absorber sensors can be mounted on the CPU or the controller. Since the CPU and controller are interconnected, passenger detection and vibration detection when the stand / side stand is retracted can be performed regardless of their mounting location. However, to save costs, one of the front or rear shock absorber sensors can be omitted without affecting the detection. Optionally, the shock absorber sensor can be a Hall effect sensor, infrared sensor, or pressure sensor, which indirectly determines the user's movement and load by sensing changes in the shock absorber's stroke.

[0027] like Figure 3 As shown, the simplified control system uses a six-axis accelerometer, and the central processing unit stores the attitude calculation algorithm. It can calculate the vehicle's attitude information based on the navigation coordinate system, including roll angle, pitch angle, and yaw angle, based on the three-axis angular velocity and three-axis acceleration data collected by the six-axis accelerometer. This allows the system to know the vehicle's parking status. For example, it can sense vehicle tilt by changing the roll angle (side stand down). This is because the steering wheel and body are connected by lateral rotation. When the body tilts, the steering wheel is forced to tilt as well. Therefore, the lateral tilt angle of the steering wheel (roll angle) can also reflect the lateral tilt angle of the body. It can sense vehicle tilt by changing the pitch angle (upright stand down, rear wheels off the ground), and sense steering changes of the steering wheel by changing the yaw angle (vehicle turning or steering wheel swaying).

[0028] The simplified control system also uses a rear shock absorber sensor, which feeds back the vertical compression and extension distances (collectively referred to as compression stroke) generated by the rear wheel shock absorber during vibration to the controller in real time. The controller then transmits this information to the central processing unit. The following describes the differences between several judgment thresholds stored in the central processing unit: When a user sits down, the shock absorber compresses, and the compression stroke gradually increases, exceeding a first set threshold M (M is set as the compression stroke value of the shock absorber corresponding to a 30kg load; a value greater than M indicates someone is sitting). When the user leaves the seat, the shock absorber extends, and the compression stroke gradually returns to the initial value P (at this point, it only bears the weight of the vehicle). When the side stand is lowered, the rear wheel is suspended in the air, and the compression stroke further decreases to U (no longer bearing the weight of the vehicle). When the side stand is lowered, the vehicle is supported by a triangular structure (front and rear tires and side stand support), and the shock absorber's compression stroke is E. It can be predicted that U... <E<P<M,U=0。

[0029] The central processing unit (CPU) determines the user's actions by comparing the collected compression stroke with threshold values. Specifically, when a user retracts the side support and then sits on the seat, the shock absorber's compression stroke value gradually increases from E, first exceeding P, then exceeding M, and then gradually decreasing back to M, P, and E, continuously cyclically fluctuating before stabilizing at a certain value. This fluctuation serves as a criterion for determining when a user has just sat down. When the user is not using the side support but the upright support, if the user retracts the upright support before sitting down, the shock absorber's compression stroke value gradually increases from U, successively exceeding E, P, and M, and then gradually decreasing back to M, P, and E, continuously fluctuating before stabilizing at a certain value. The resulting shock absorption compression stroke is consistent once the user's load stabilizes. Similarly, the compression stroke value changes in the opposite manner when the user leaves the seat and lowers the side support or upright support, which will not be elaborated further here.

[0030] Based on the same inventive concept, this application also provides a control method for a two-wheeled vehicle's entry and exit safety mode, mainly implemented using a central processing unit, with a controller assisting. Figures 4-6 As shown, the specific steps include the following: Step 1: The central processing unit calculates the vehicle's attitude information based on the navigation coordinate system, including roll angle, pitch angle and yaw angle, based on the vehicle's three-axis angular velocity and three-axis acceleration data.

[0031] Step 2: When the central processing unit determines that the vehicle is not moving based on the vehicle posture information and driving information, it enters the pre-safety mode.

[0032] like Figure 5 As shown, within a certain time period (e.g., 1 second), if the vehicle does not receive external communication control commands, and the changes in roll, pitch, and yaw angles do not exceed a given threshold (e.g., 5 degrees), and the vehicle speed is zero with no wheel movement signal (i.e., the tires are not rolling), then the vehicle is determined to be inactive and enters pre-safety mode. Pre-safety mode is an intermediate state; if the vehicle performs any action within the specified time in this intermediate state, it will exit the intermediate state, meaning the vehicle is considered not to be stationary. Only in pre-safety mode can the vehicle potentially enter safe mode.

[0033] Step 3: In pre-secure mode, the CPU provides three methods to enter secure mode, such as... Figure 4 As shown, it includes: (1) Determine whether to enter the safety mode by monitoring the rotation angle of the faucet.

[0034] When the steering wheel is detected to have turned to a specific angle (e.g., 30 degrees to the left or right, the exact angle can be set), and the vehicle remains stationary for a certain period (e.g., within 2 seconds), the system transitions from pre-safe mode to safe mode. The angle determination can be achieved by collecting a specific angle from a steering sensor installed on the steering wheel, or by calculating the heading angle from data collected by a six-axis accelerometer installed on the steering wheel. The no-movement determination is the same as in step 2.

[0035] The principle behind this design is that users may naturally tilt the steering wheel when temporarily parking or waiting at traffic lights. Tilting the steering wheel is a standard action for both short and long-term parking. By monitoring this standard action, the system switches the vehicle to a safe mode. This design is more user-friendly and natural, improving the user experience. Simultaneously, the steering wheel's angle change provides a clear indication to surrounding vehicles and pedestrians. With widespread use, pedestrians can judge the safety of the target area by observing the vehicle's posture, improving vehicle intelligence and road safety. However, users may unintentionally turn the steering wheel multiple times. In this case, the system has a 2-second delay. Only when the steering wheel is turned to a specific angle and held still for 2 seconds will the system transition from pre-safe mode to safe mode. If action occurs within 2 seconds, the system fails to enter safe mode and clears the pre-safe mode state. The user then needs to come to a complete stop to re-enter pre-safe mode, and then safe mode.

[0036] (2) Enter safe mode manually by pressing the button.

[0037] Users can enter full safety mode by clicking or pressing a designated button. If the vehicle is not in pre-safety mode, it cannot directly enter safety mode by pressing the button. For example, if the vehicle is in motion, it cannot directly enter safety mode. The button can be set individually, or, to save costs, it can be reused with the vehicle's existing buttons. The button functions can be differentiated by factors such as button duration and vehicle status at the time of pressing. Button reuse can save button resources, reduce the overall cost of the vehicle, and make the overall vehicle design more concise.

[0038] (3) If the vehicle does not move within a certain period of time, it will enter the safe mode from the pre-safe mode; otherwise, it will exit the pre-safe mode.

[0039] This method takes into account that the user does not actively trigger the entry into safe mode. At this time, the user may be chatting while parked and forget to enter safe mode. However, as long as the vehicle remains inactive for 15 seconds, the vehicle will enter safe mode. The inactivity determination is the same as in step 2.

[0040] When the no-action condition is met, the central processing unit (CPU) sets a software flag to enter pre-safe mode, without notifying the controller. When the conditions for entering safe mode are met, the CPU notifies the controller to enter safe mode. The controller ignores the speed control signal from the throttle, meaning the throttle is inactive. Acceleration will not be triggered regardless of how the user twists the throttle or if it is accidentally touched. Furthermore, the controller monitors wheel movement signals via the motor. If a wheel movement signal is received, the controller controls the motor to generate a rotational force opposite to the wheel movement signal. By adjusting the magnitude of this force, the internal reverse force and the external rotational force cancel each other out, locking the tires.

[0041] Therefore, in safety mode, the vehicle can be effectively protected from acceleration and rolling due to accidental contact. This design is particularly useful when waiting at traffic lights, where the tires must be locked to maintain stability by applying the brakes or using foot support. Based on this safety design, users can use this mode in any short-term waiting or temporary repair scenario. The three-channel safety mode entry design covers various usage scenarios, giving users greater peace of mind, reducing user stress, and ensuring driving safety. Furthermore, the first method of entering safety mode can replace the button, saving on overall vehicle design costs, while the original button can be reused with other buttons or deleted entirely.

[0042] Step 4: In Safe Mode, the CPU provides three methods to exit Safe Mode, such as... Figure 6 As shown, it includes: (1) Determine whether to exit the safety mode by monitoring the change in the stroke of the shock absorber.

[0043] If the shock absorber's compression stroke value is detected to be fluctuating repeatedly, and the stabilized compression stroke value exceeds the first preset threshold M, then the system exits the safety mode. The process of compression stroke variation is described in the system section and will not be repeated here.

[0044] The principle behind this design is similar to that of an old-fashioned motorcycle, where the user needs to pedal to start the internal combustion engine by pushing a ratchet lever. This action causes the vehicle's shock absorbers to compress and bounce, resulting in the vehicle swaying up and down. The shock absorber sensor simulates this signal change. When the user folds up the side stand or stand and sits on the seat, the shock absorbers will compress and bounce. By monitoring the changes in the shock absorber's travel, the system can determine if the user has boarded the vehicle. If the user is already on the vehicle, simply standing up and sitting down again will trigger the shock absorber sensor again. Once the shock absorber sensor is triggered, the system exits the safety mode and enters the drivable state.

[0045] In the electric vehicle industry, shock absorption sensors are often replaced by seat cushion sensors or foot pedal sensors. However, in real-world scenarios, multiple users may board the vehicle. Seat cushion and foot pedal sensors can only detect the driver's seat, and changes in position when multiple passengers are seated may not be detected, presenting a significant drawback. Furthermore, manufacturers are constantly optimizing seat comfort, and the concept of air-cushioned seats has become widely known in recent years. Higher comfort levels mean less sensitive seat cushion sensors (based on pressure). Once seat cushion sensors become reliable, seat comfort decreases, leading to a poor user experience. Foot pedal sensors also suffer from limitations in sensing location and insensitivity. Therefore, this application prioritizes shock absorption sensors, which can simultaneously detect multiple passengers without affecting shock absorption or seat comfort. Shock absorption sensors can be used in the rear or front, but the rear sensors experience greater force and are therefore more recommended.

[0046] (2) Manually exit safe mode by pressing the button.

[0047] Users can exit the vehicle's safety mode by clicking or pressing a designated button. The button can be set individually, or, to save costs, it can be reused with the vehicle's existing buttons.

[0048] (3) Manually exit safety mode by squeezing the brake.

[0049] Whether using the brakes or exiting safety mode via a button, certain riding scenarios can restrict users from taking the lead and increase button usage costs. Therefore, this application also designs a method to determine the user's motivation by sensing changes in shock absorption, thus naturally deactivating the safety mode. Multiple exit methods eliminate the need for button-based exit; the button can be removed or reused with other buttons during the overall vehicle design. Both steering angle and overall vehicle vibration sensing are natural changes. By monitoring these natural changes in the user's interaction with the vehicle to enter and exit safety mode, a natural method for doing so is established, supplementing the need for natural vehicle control. Two-wheeled vehicles equipped with the above methods and systems meet users' intelligent needs.

[0050] The above descriptions are merely preferred embodiments of this application, and the present invention is not limited to the above embodiments. It is understood that other improvements and variations directly derived or conceived by those skilled in the art without departing from the spirit and concept of the present invention should be considered to be included within the protection scope of the present invention.

Claims

1. A control method for a two-wheeled vehicle's safe entry and exit mode, characterized in that, The method includes: Based on the three-axis angular velocity and three-axis acceleration data of the whole vehicle, the attitude information of the whole vehicle based on the navigation coordinate system is calculated, including roll angle, pitch angle and yaw angle. When it is determined that the vehicle is not moving based on the vehicle posture information and driving information, the pre-safety mode is entered. In the pre-safety mode, if the steering wheel is detected to have turned to a preset angle and the vehicle is determined to be inactive within a set time, the vehicle will then transition from the pre-safety mode to the safety mode. Otherwise, exit the pre-security mode; In the safety mode, the decision to exit the safety mode is made by monitoring changes in the shock absorber's stroke.

2. The control method for the two-wheeled vehicle entry and exit safety mode according to claim 1, characterized in that, The step of determining that the vehicle is not moving based on vehicle posture information and driving information includes: If, within a certain period of time, the vehicle does not receive any external communication control commands, and the changes in the roll angle, pitch angle, and yaw angle do not exceed a given threshold, and the vehicle speed is zero and there is no wheel movement signal, then it is determined that the vehicle is not moving.

3. The control method for the two-wheeled vehicle entry and exit safety mode according to claim 1, characterized in that, Monitoring the faucet rotation angle includes: The preset angle is acquired by a steering sensor installed on the faucet. Alternatively, the three-axis angular velocity and three-axis acceleration collected by the six-axis accelerometer installed on the steering wheel can be used as the three-axis angular velocity and three-axis acceleration data of the whole vehicle, and the calculated heading angle can be used as the steering wheel rotation angle.

4. The control method for the two-wheeled vehicle entry and exit safety mode according to claim 1, characterized in that, The method of determining whether to exit the safety mode by monitoring changes in the shock absorber's stroke includes: If the compression stroke value of the shock absorber is detected to change repeatedly, and the stable compression stroke value exceeds the first set threshold, then the safety mode will be exited. The first set threshold is the compression stroke value of the shock absorber corresponding to a load of 30kg.

5. The control method for the two-wheeled vehicle entry and exit safety mode according to claim 1, characterized in that, In the security mode: The controller ignores the speed control signal given by the speed control throttle and monitors the wheel movement signal through the motor; If the wheel movement signal is received, the motor is controlled to generate a rotational force opposite to the wheel movement signal, thereby locking the tires.

6. The control method for the two-wheeled vehicle entry and exit safety mode according to claim 1, characterized in that, The method further includes: In the pre-safe mode, you can manually enter the safe mode by pressing a button; In the safe mode, you can manually exit the safe mode by pressing a button.

7. The control method for the two-wheeled vehicle entry and exit safety mode according to claim 6, characterized in that, The button can be reused with the original buttons on the vehicle body.

8. The control method for the two-wheeled vehicle entry and exit safety mode according to claim 1, characterized in that, The method further includes: In the pre-safety mode, if it is determined that the vehicle does not move within a certain period of time, the vehicle will enter the safety mode from the pre-safety mode; otherwise, it will exit the pre-safety mode. In the safety mode, you can manually exit the safety mode by squeezing the brake.

9. A control system for a two-wheeled vehicle's entry and exit safety mode, characterized in that, include: An interconnected central processing unit and controller, the controller being used to provide vehicle driving information; A six-axis accelerometer is mounted on the central processing unit and installed at the vehicle's steering wheel to collect the vehicle's three-axis angular velocity and three-axis acceleration data. A shock absorption sensor mounted on the central processing unit or the controller is placed inside the vehicle shock absorber to collect the compression stroke of the shock absorber. The wireless module mounted on the central processing unit is used to receive communication control commands sent from the outside. The speed control throttle and motor mounted on the controller provide speed control signals and wheel movement signals, respectively. The central processing unit and the controller cooperate to implement the steps of the method according to any one of claims 1 to 8.

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