A control method and device for shutting down a two-wheeled vehicle

Abstract

The application discloses a kind of two-wheeled vehicle shutdown control method and device, it is related to vehicle control field, the method includes: by monitoring the stroke change of shock absorber on vehicle determines whether someone rides;If no one rides, when sensing that the vehicle body is in side stop or positive stop state, vehicle inaction determination is carried out;If the determination result is that vehicle is inaction, then enter pseudo-off state;When sensing that the distance between user terminal and vehicle exceeds first threshold, vehicle enters shutdown state from pseudo-off state, completes vehicle automatic shutdown;If someone rides, or the determination result is that vehicle has action, then exit shutdown process.The method covers multiple vehicle use scenarios, combines inaction determination mechanism, so that the probability of vehicle misshutdown is reduced, to a certain extent solve the problem of user forgetting to turn off the machine, so that user can use vehicle more freely and easily.

Description

Technical Field

[0001] This invention relates to the field of vehicle control, and in particular to a control method and device for shutting down a two-wheeled vehicle. Background Technology

[0002] Keyless unlocking of two-wheeled electric vehicles is becoming increasingly popular. Many users unlock their vehicles using Bluetooth sensors on their phones, but they often forget to lock them after riding, leading to property loss. Some vehicles even lack a power button (due to the abundance of other function buttons), instead using a combination of mechanical key / app / NFC for powering on. Figure 1 As shown. However, when users forget their keys, turning off the phone requires accessing a specific menu within the app, which is not very convenient.

[0003] There are also technologies on the market that use seat and side stand sensors to power off the bike. The principle is to detect when the user leaves the bike and lowers the side stand, assuming the user is no longer intending to ride, and then start a countdown to power off. However, this technology has several drawbacks. The main reason is that it cannot cover a wide range of scenarios, limiting its use. Relying solely on the side stand sensor cannot determine the true intentions of most users; a user lowering the side stand may simply mean temporary stopping, not powering off the bike. Using only the side stand sensor to power off the bike has significant flaws. Existing seat sensors also have major shortcomings. As seats increasingly prioritize comfort, pressure-based seat sensors cannot simultaneously meet both sensitivity and comfort requirements. Furthermore, since multiple people can sit on the seat, if the rider gets off to retrieve something and lowers the side stand, even if the sensor detects no one is present (though there may still be someone on the back seat), the system may still register the bike as powered off. This makes users feel that the intelligent function doesn't make riding more convenient but rather causes inconvenience. Moreover, the seat area is relatively large; covering the entire surface with a seat sensor would increase the overall cost of the bike.

[0004] There is a current need for a design that can more accurately determine the user's behavioral intent in order to address the need for automatic shutdown of two-wheeled vehicles in different scenarios. Summary of the Invention

[0005] To address the aforementioned problems and technical requirements, the inventors have proposed a control method and device for shutting down a two-wheeled vehicle. The technical solution of this invention is as follows:

[0006] In a first aspect, this application provides a control method for shutting down a two-wheeled vehicle, comprising the following steps:

[0007] Whether someone is riding in the vehicle can be determined by monitoring changes in the travel of the vehicle's shock absorbers;

[0008] If no one is riding, the system will determine that the vehicle is not moving when it is detected that the vehicle is parked on its side or upright.

[0009] If the determination result is that the vehicle is not moving, it will enter a pseudo-shutdown state;

[0010] When the distance between the user terminal and the vehicle exceeds the first threshold, the vehicle enters the power-off state from the pseudo-power-off state, completing the automatic power-off of the vehicle.

[0011] If someone is riding in the vehicle, or if the system determines that the vehicle is in motion, the shutdown process will be exited.

[0012] A further technical solution is that the method for sensing the vehicle body in a side-stop state includes:

[0013] The vehicle is in a side-parked state when the side support is detected to be lowered by sensors.

[0014] Alternatively, the roll angle of the vehicle can be calculated based on the three-axis angular velocity and three-axis acceleration data to determine the degree of vehicle tilt. When the roll angle changes in a specified direction and exceeds a set angle, and continues for a certain period of time, the vehicle is determined to be in a side-stop state.

[0015] A further technical solution is that the method for sensing that the vehicle body is in a stationary state includes:

[0016] The sensor detects the position of the vertical support. When it detects that the vertical support has been lowered and the compression stroke of the shock absorber is at its initial value, it determines that the vehicle body is in a stationary state.

[0017] Alternatively, the pitch angle of the vehicle can be calculated based on the three-axis angular velocity and three-axis acceleration data to determine the degree of rear body tilt. When the pitch angle changes in the specified direction and exceeds the set angle, and the compression stroke of the shock absorber is at the initial value, the vehicle body is determined to be in a stationary state.

[0018] A further technical solution is that the method for determining if a vehicle is not moving includes:

[0019] 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.

[0020] If, within a certain period of time, the vehicle does not receive any external communication control commands, and the changes in roll angle, pitch angle, and yaw angle do not exceed the set angles, and the vehicle speed is zero with no wheel movement signal, then it is determined that the vehicle is not moving.

[0021] A further technical solution involves methods for sensing the distance between the user terminal and the vehicle, including:

[0022] The user terminal establishes a wireless connection with the vehicle and obtains the distance between the user terminal and the vehicle by sensing the wireless signal strength.

[0023] A further technical solution is that the method also includes:

[0024] If no one is riding in the vehicle, the vehicle will also be judged to be inactive when the vehicle is in safety mode, and the duration of inactivity in safety mode will be set to be longer than the duration of inactivity when the vehicle is parked on the side or in a standing position.

[0025] Among them, the safety mode refers to the vehicle in which the throttle is disabled and the tires are locked.

[0026] A further technical solution is that the method also includes:

[0027] If no one is riding, the vehicle will directly enter the shutdown state if the distance between the user terminal and the vehicle exceeds the second threshold and continues for a certain period of time.

[0028] The second threshold is greater than the first threshold.

[0029] A further technical solution is that the method also includes:

[0030] In the pseudo-power-off state, when the distance between the user terminal and the vehicle is not exceeded by the first threshold and continues for a certain period of time, the vehicle triggers an audio-visual response and then enters the power-off state.

[0031] A further technical solution is that the method also includes:

[0032] Enter pseudo-power-off state via the vehicle's power-off button, user-side APP, or NFC.

[0033] Secondly, this application also provides a control device for shutting down a two-wheeled vehicle, comprising at least:

[0034] An interconnected central processing unit and controller, the controller being used to provide vehicle driving information;

[0035] The six-axis accelerometer, mounted on the central processing unit, is used to collect the three-axis angular velocity and three-axis acceleration data of the entire vehicle.

[0036] 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.

[0037] A wireless module mounted on the central processing unit is used for wireless communication sensing with the user terminal;

[0038] The speed control throttle and motor mounted on the controller provide speed control signals and wheel movement signals, respectively;

[0039] The central processing unit and controller work together to implement the steps of the method described in the first aspect.

[0040] The beneficial technical effects of this invention are:

[0041] The control method and device proposed in this application integrate shock absorption sensing, wireless sensing, vehicle posture sensing, wheel movement sensing, and communication sensing, thereby making a more detailed judgment on the user's intention to turn off the device. Based on this, the four automatic shutdown methods designed have a lower probability of misjudgment and solve the problem of users forgetting to turn off the device to a certain extent.

[0042] A total of five shutdown methods are provided: manual shutdown, side-stop shutdown, forward-stop shutdown, safety mode timeout shutdown, and special situation shutdown, covering more usage scenarios and improving the overall vehicle safety, allowing users to use the vehicle more freely and easily. The special situation shutdown is designed to address the need for automatic shutdown in cases of emergencies where users quickly run away from the vehicle and chase after something in the distance. Users may not have time to shut down the vehicle or may have forgotten to do so, and may not be able to provide sufficient prompts to trigger the shutdown action. Therefore, when no one is riding in the vehicle and the system senses that the user is far away, the vehicle will shut down directly to compensate for this scenario and ensure the safety of the user's property.

[0043] A pseudo-power-off state was designed. The difference between the pseudo-power-off state and the actual power-off state is that the pseudo-power-off state retains the wireless sensing function and the sound and light prompt function. By sensing the distance to the user, a "look and see" judgment is designed to trigger the power-off easter egg, which provides the user with a certain emotional value. Attached Figure Description

[0044] Figure 1 This is a flowchart illustrating the normal shutdown process of a vehicle.

[0045] Figure 2 This is a schematic diagram of a control device for shutting down a two-wheeled vehicle, as provided in this application.

[0046] Figure 3 This is a schematic diagram of another control device for shutting down a two-wheeled vehicle provided in this application.

[0047] Figure 4 This is a schematic diagram of the wireless signal strength division provided in this application.

[0048] Figure 5 This is a flowchart of the control method for shutting down a two-wheeled vehicle provided in this application.

[0049] Figure 6 This is a flowchart of the vehicle side-stop action determination provided in this application.

[0050] Figure 7 This is the flowchart for determining the correct stopping action of a vehicle provided in this application.

[0051] Figure 8 This is the flowchart for determining vehicle inactivity provided in this application.

[0052] Figure 9This application provides a simplified shutdown flowchart and a flowchart for observation, sensing, and response execution. Detailed Implementation

[0053] The specific embodiments of the present invention will be further described below with reference to the accompanying drawings.

[0054] Please refer to Figure 2 As shown, this application provides a control device for shutting down a two-wheeled vehicle, including a central processing unit (CPU) responsible for human-machine interaction. This CPU can sense and control buttons, lights, and a wireless module. The CPU also houses an accelerometer, a wireless module, and a front shock absorber sensor. The accelerometer can be mounted on the handlebars, specifically inside the instrument panel. It is based on an existing six-axis or nine-axis accelerometer and is used to collect the vehicle's three-axis angular velocity and three-axis acceleration data, which, in conjunction with the CPU's internal attitude calculation algorithm, allows for vehicle attitude sensing. The front shock absorber sensor is located inside the front wheel shock absorber and is used to collect the shock absorber's compression stroke to obtain load information. The wireless module acts as a bridge between the external user terminal and the vehicle, enabling wireless communication with the user terminal and receiving externally sent control commands, such as allowing the user to control the vehicle's forward, backward, or locking actions via a user-operated app.

[0055] The control unit 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 mounts rear shock absorber sensors, side stand sensors, and vertical support sensors. The rear shock absorber sensor is located inside the rear wheel shock absorber and collects the shock absorber's compression stroke to detect whether a passenger is on board. It can also detect vibrations when the vertical support is retracted, and the user's action of sitting in the vehicle. It is 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 vertical support / 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 judgment. Optionally, shock absorber sensors can be implemented using Hall effect sensors, infrared sensors, pressure sensors, etc., to indirectly determine the user's action and load by sensing changes in the shock absorber's stroke. Side support sensors and vertical support sensors can sense the position of the side support and vertical support, thereby determining whether the rotatable support structure (side support and vertical support) is raised or lowered. The central processing unit determines whether the vehicle is in a side-parked or upright parking state based on the sensor feedback.

[0056] like Figure 3As shown, this application also provides another simplified control device, which uses a low-cost six-axis accelerometer and wireless module, and eliminates the need for front shock absorber sensors, side stand sensors, and vertical support sensors. The central processing unit calculates the vehicle's attitude information based on the three-axis angular velocity and three-axis acceleration data collected by the six-axis accelerometer, including roll angle, pitch angle, and yaw angle, thereby determining the vehicle's parking state. For example, it senses vehicle tilt by changing the roll angle (side stand down), because the steering wheel and body are laterally rotated; when the body tilts, the steering wheel is forced to tilt as well, so the lateral tilt angle of the steering wheel (roll angle) can also reflect the lateral tilt angle of the body. It senses vehicle uprighting by changing the pitch angle (vertical support down, rear wheels off the ground), and senses steering changes in the steering wheel (vehicle turning or steering wheel swaying) by changing the yaw angle.

[0057] The wireless module receives wireless signals between the user terminal and the vehicle based on wireless sensing methods such as Bluetooth, 433M, StarFlash, AOA, and UWB. The central processing unit stores a lookup table of wireless signal strength and sensing distance. Upon receiving a wireless signal, it uses the table to determine the sensing distance between the user terminal and the vehicle based on the signal strength. (Reference) Figure 4 As shown, a signal strength rating of A means the distance between the vehicle and the user is within 3 meters, B means within 10 meters, and so on, with C meaning within 30 meters and D meaning within 50 meters. It should be noted that while the conversion between signal strength and distance cannot be completely accurate, an error margin of meters is sufficient for everyday use. The mapping relationship between signal strength and distance is related to the design of the circuit and antenna; the specific values ​​in the table need to be measured in a laboratory environment. This application only provides one example.

[0058] The simplified control unit 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 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 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 the initial value 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。

[0059] 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 fixed value. This fluctuation serves as a criterion for determining when a user has just sat down. When the user is using the stand instead of the side support, if the user retracts the stand before sitting, the shock absorber's compression stroke value gradually increases from the initial value U, successively exceeding E, P, and M, and then gradually decreasing back to M, P, and E, continuously fluctuating before stabilizing at a fixed value. The resulting shock-absorbing 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 stand, which will not be elaborated further here.

[0060] Based on the same inventive concept, this application also provides a control method for shutting down a two-wheeled vehicle, such as... Figure 5 As shown, this method provides five shutdown methods, specifically including the following:

[0061] (a) Manual shutdown procedure. This means that when the vehicle speed is zero, the vehicle can enter a pseudo-shutdown state via the shutdown button on the vehicle, the user-end APP, or NFC.

[0062] At this point, the user sees the vehicle gradually shutting down (the shutdown animation completes when the vehicle is off), but the vehicle is not actually completely off. Instead, it enters a pseudo-shutdown state with wireless sensing and audio-visual cues. The similarity between the pseudo-shutdown state and the actual shutdown state is that the vehicle cannot be ridden (cannot be controlled) when it is not powered on, and all button controls on the vehicle are disabled (except for the power button). The purpose of introducing the pseudo-shutdown state is to design a "look-around" sensor and a "look-around" action, thereby realizing a "shutdown easter egg" function, increasing the vehicle's fun factor and enhancing its emotional value to the user.

[0063] (II) Four automatic shutdown procedures.

[0064] First, the system determines whether someone is riding in the vehicle by monitoring changes in the shock absorber's travel. Specifically, if the shock absorber's compression travel exceeds a set threshold M, it is determined that someone is riding in the vehicle; otherwise, it is determined that no one is riding. The automatic shutdown process below is only triggered when the system detects that no one is riding in the vehicle.

[0065] (1) Side-stop quick shutdown procedure. That is, when the vehicle body is detected to be in a side-stop state, the vehicle inaction is determined.

[0066] like Figure 6As shown, the side stand position is sensed by a side stand sensor. When the side stand is sensed to be lowered, the vehicle is determined to be in a side-stop state. Alternatively, the roll angle of the vehicle is calculated based on the three-axis angular velocity and three-axis acceleration data to determine the degree of vehicle tilt. When the roll angle changes to the left side of the vehicle and exceeds a set angle A (e.g., 5 degrees) and remains there for a certain period of time (e.g., 2 seconds), the vehicle is determined to be in a side-stop state.

[0067] (2) Fast shutdown procedure when the vehicle is in a stationary position. This means that when the vehicle body is detected to be in a stationary position, the system determines that the vehicle is not moving.

[0068] like Figure 7 As shown, the position of the vertical support is sensed by a vertical support sensor. When the vertical support is lowered and the compression stroke of the shock absorber is at its initial value U, the vehicle body is determined to be in a stationary position. Alternatively, the vehicle's pitch angle is calculated based on the three-axis angular velocity and three-axis acceleration data to determine the degree of rear-end tilt. When the pitch angle changes towards the front of the vehicle and exceeds a set angle B (e.g., 5 degrees), and the compression stroke of the shock absorber is at its initial value U, the vehicle body is determined to be in a stationary position.

[0069] (3) Safe mode timeout slow shutdown procedure. That is, when the vehicle is in safe mode, the system will determine if the vehicle is not moving.

[0070] In this context, "safe mode" refers to a state where the throttle is disabled and the tires are locked, a state that the central processing unit can directly read. It's worth noting that in this embodiment, the duration of inactivity when the vehicle is in safe mode is longer than when it's in a side-parked or upright-parked position. This is because the intention to park is more obvious when the vehicle is in a side-parked or upright-parked position, allowing for a shorter inactivity period, such as 1-3 seconds. If the vehicle moves within this time, the shutdown process is terminated. However, when the vehicle is in safe mode, it may simply be waiting at a traffic light or in other temporary parking situations. To avoid misjudgments, a relatively longer inactivity period, such as 5-15 seconds, is required.

[0071] like Figure 8 As shown, the method for determining vehicle inactivity specifically includes: calculating the vehicle's attitude information based on the navigation coordinate system using the vehicle's three-axis angular velocity and three-axis acceleration data, including roll angle, pitch angle, and yaw angle. Within a certain time period (i.e., the duration of vehicle inactivity described above), if the vehicle does not receive external communication control commands, and the changes in roll angle, pitch angle, and yaw angle do not exceed a set angle (e.g., 5 degrees), and the vehicle speed is zero with no wheel movement signal, then the vehicle is determined to be inactive. If any of these conditions are not met, the vehicle is determined to be active, and the shutdown process is exited.

[0072] In all three shutdown procedures described above, if the vehicle is determined to be inactive, it enters a pseudo-shutdown state. When the distance between the user and the vehicle exceeds a first threshold, the vehicle transitions from the pseudo-shutdown state to the actual shutdown state, completing the automatic shutdown. Conversely, if the distance between the user and the vehicle does not exceed the first threshold and remains below it for a certain period, the vehicle triggers an audible and visual response before entering the shutdown state.

[0073] In this embodiment, the distance sensing between the user terminal and the vehicle is achieved through wireless communication sensing. That is, the user terminal establishes a wireless connection with the vehicle; the farther the user is from the vehicle, the lower the wireless signal strength, and the closer the user is to the vehicle, the higher the wireless signal strength. Based on this principle, multiple signal strength levels can be measured in a laboratory environment, ranked from highest to lowest as A, B, C, and D. Figure 4 As shown. The distance between the user and the vehicle is determined by the sensed wireless signal strength. When the wireless signal strength drops below level B, indicating that the user is more than 10 meters away from the vehicle (set as the first threshold), the vehicle will perform a true shutdown, disabling the audio-visual warning module. Figure 9 As shown, when the wireless signal strength is detected to drop to level B and the dwell time reaches 10 seconds, it is assumed that the user is observing the vehicle, thus triggering an observation response event. For example, the two-wheeled vehicle can respond to the user by flashing its hazard lights and playing a specified voice or sound effect to greet the user: "Does the owner not want to leave me?" This anthropomorphic design allows the two-wheeled vehicle to meet the ritual needs of some users and provide them with emotional value.

[0074] (4) Shutdown procedure under special circumstances. That is, if the distance between the user terminal and the vehicle exceeds the second threshold and continues for a certain period of time, the vehicle will directly enter the shutdown state.

[0075] In this embodiment, considering the situation where the user does not have time to shut down the device and run away from the scene, the wireless signal may quickly reach level C (i.e., the second threshold is set to 30 meters) or the wireless connection may be lost. At this time, the security mechanism is triggered. If this state lasts for 3 seconds, the device will be directly shut down (skipping the pseudo-shutdown state) to ensure the safety of the user's property.

[0076] Whether it's side-stop sensor-activated shutdown, forward-stop sensor-activated shutdown, timeout sensor-activated shutdown in safety mode, or shutdown under special circumstances, all require vibration damping sensor judgment. The prerequisite for this type of automatic shutdown is that no one is riding in the vehicle; this judgment is more meaningful for its use. However, shutdown via APP / button / NFC and other methods do not require determining that no one is riding in the vehicle. The control method and device provided in this application cover various vehicle usage scenarios and incorporate a no-action judgment mechanism, reducing the probability of accidental vehicle shutdown and solving the problem of users forgetting to turn off the vehicle to some extent. Introducing a pseudo-shutdown state to design a shutdown easter egg provides users with a certain emotional value.

[0077] 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 shutting down a two-wheeled vehicle, characterized in that, The method includes: Whether someone is riding in the vehicle can be determined by monitoring changes in the travel of the vehicle's shock absorbers; If no one is riding, the system will determine that the vehicle is not moving when it is detected that the vehicle is parked on its side or upright. If the determination result is that the vehicle is not moving, it will enter a pseudo-shutdown state; When the distance between the user terminal and the vehicle exceeds the first threshold, the vehicle enters the power-off state from the pseudo-power-off state, completing the automatic power-off of the vehicle. If someone is riding in the vehicle, or if the system determines that the vehicle is moving, the shutdown process will be exited. In the pseudo-power-off state, the vehicle is prohibited from being ridden or controlled. The difference between this state and the actual power-off state is that the wireless sensing function and the sound and light prompt function are retained.

2. The control method for shutting down a two-wheeled vehicle according to claim 1, characterized in that, Methods for sensing that the vehicle body is in a side-parking state include: The position of the side support is sensed by a sensor, and when the side support is sensed to be lowered, it is determined that the vehicle is in a side-parked state. Alternatively, the roll angle of the vehicle can be calculated based on the three-axis angular velocity and three-axis acceleration data to determine the degree of vehicle tilt. When the roll angle changes in a specified direction and exceeds a set angle, and continues for a certain period of time, it is determined that the vehicle is in a side-stop state.

3. The control method for shutting down a two-wheeled vehicle according to claim 1, characterized in that, Methods for sensing that the vehicle body is in a stationary state include: The position of the upright support is sensed by the sensor. When the upright support is lowered and the compression stroke of the shock absorber is at the initial value, it is determined that the vehicle body is in a stationary state. Alternatively, the pitch angle of the vehicle can be calculated based on the three-axis angular velocity and three-axis acceleration data to determine the degree of rear body tilt. When the pitch angle changes in a specified direction and exceeds a set angle, and the compression stroke of the shock absorber is at its initial value, the vehicle body is determined to be in a stationary state.

4. The control method for shutting down a two-wheeled vehicle according to claim 1, characterized in that, The method for determining that a vehicle is not moving 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. 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 the set angles, and the vehicle speed is zero with no wheel movement signal, then it is determined that the vehicle is not moving.

5. The control method for shutting down a two-wheeled vehicle according to claim 1, characterized in that, Methods for sensing the distance between the user terminal and the vehicle include: The user terminal establishes a wireless connection with the vehicle, and obtains the distance between the user terminal and the vehicle by sensing the wireless signal strength.

6. The control method for shutting down a two-wheeled vehicle according to claim 1, characterized in that, The method further includes: If no one is riding in the vehicle, the vehicle will also be judged to be inactive when the vehicle is in safety mode, and the duration of inactivity in safety mode will be set to be longer than the duration of inactivity when the vehicle is parked on the side or in a standing position. The safety mode refers to a mode in which the throttle is disabled and the tires are locked.

7. The control method for shutting down a two-wheeled vehicle according to claim 1, characterized in that, The method further includes: If no one is riding, the vehicle will directly enter the shutdown state if the distance between the user terminal and the vehicle exceeds the second threshold and continues for a certain period of time. Wherein, the second threshold is greater than the first threshold.

8. The control method for shutting down a two-wheeled vehicle according to claim 1, characterized in that, The method further includes: In the pseudo-power-off state, when the distance between the user terminal and the vehicle is not detected to exceed the first threshold and this continues for a certain period of time, the vehicle triggers an audio-visual response and then enters the power-off state.

9. The control method for shutting down a two-wheeled vehicle according to claim 1, characterized in that, The method further includes: The pseudo-power-off state can be entered via the vehicle's power-off button, a user-side app, or NFC.

10. A control device for shutting down a two-wheeled vehicle, characterized in that, At least including: 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. The six-axis accelerometer is used to collect the three-axis angular velocity and three-axis acceleration data of the whole vehicle. 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 for wireless communication sensing with the user terminal; 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 9.

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