Electric all-terrain vehicle

Abstract

This invention discloses an electric all-terrain vehicle, comprising: a frame, a suspension assembly, a running gear assembly, a power system, a control execution system, a control module, and a detection system. The power system includes a motor controller and a motor, and the control execution system includes an accelerator pedal, a brake pedal, and a brake. The electric all-terrain vehicle also includes a first braking mode and a second braking mode. In the first braking mode, the control module reduces the rotational speed of the running gear via the brake; in the second braking mode, the control module reduces the rotational speed of the motor via the motor controller. The detection system includes a speed detection module. When the electric all-terrain vehicle is traveling downhill and the accelerator pedal is not depressed, if the current speed is greater than a preset speed threshold, the electric all-terrain vehicle is in the first braking mode; if the current speed is less than or equal to the preset speed threshold, the electric all-terrain vehicle is in the second braking mode. These features reduce wear on the brake and motor.

Description

Technical Field

[0001] This invention relates to the field of vehicle engineering, and in particular to an electric all-terrain vehicle. Background Technology

[0002] All-terrain vehicles (ATVs) are vehicles that can travel on any terrain, moving freely in areas where ordinary vehicles have difficulty maneuvering. These vehicles have multiple uses and are not limited by road conditions, making them widely used in North America and Western Europe, where their application is increasing year by year.

[0003] All-terrain vehicles (ATVs) include both fuel-powered and electric-powered models (hereinafter referred to as electric ATVs). Currently, electric ATVs primarily use two braking methods: handbrake braking and electric motor braking. Handbrake braking involves pulling the handbrake or pressing the brake pedal to lock the brake discs, thereby reducing wheel speed. Electric motor braking primarily involves shifting to a low gear, utilizing the resistance of the motor to reduce wheel speed.

[0004] Especially when the vehicle is going down a long downhill section, if the user keeps pulling the handbrake or pressing the brake pedal, it will cause serious wear and tear on the brake and related components.

[0005] If a user uses electric motor braking to reduce vehicle speed, the motor's speed is low when in low gear. Since the vehicle is traveling downhill, the deceleration effect is less noticeable compared to flat roads. At this time, the motor speed is low, while the wheels are still rotating at a higher speed, resulting in a large speed difference between the motor and the wheels. This significant speed difference causes severe wear and tear on the motor and related components during long downhill journeys.

[0006] It is evident that in existing technologies, especially for electric all-terrain vehicles, significant wear and tear is caused to the motor or brakes on long downhill sections. Currently, there is no reliable method to reduce the wear and tear on the brakes and motor when an electric all-terrain vehicle brakes on a long downhill section. Summary of the Invention

[0007] In order to overcome the shortcomings of the prior art, the purpose of this invention is to provide an electric all-terrain vehicle with less wear on the motor and brakes when braking downhill.

[0008] To achieve the above objectives, the present invention adopts the following technical solution:

[0009] An electric all-terrain vehicle includes: a frame, a suspension assembly, a running gear, a power system, and a control execution system. The suspension assembly is connected to the frame, and the running gear is connected to the frame via the suspension assembly. The power system includes a motor controller and a motor, which are connected to the motor and the motor is connected to the running gear via a transmission connection. The control execution system includes an accelerator pedal, a brake pedal, and a brake. The accelerator pedal controls the output power of the motor, and the brake pedal controls the rotational speed of the running gear via the brake.

[0010] Furthermore, the electric all-terrain vehicle also includes a control module and a detection system. The control module is communicatively connected to the motor controller and electrically connected to the brake. The electric all-terrain vehicle includes a first braking mode and a second braking mode. In the first braking mode, the control module reduces the speed of the walking components through the brake. In the second braking mode, the control module reduces the speed of the motor through the motor controller. The detection system includes a speed detection module for detecting the current speed of the electric all-terrain vehicle. When the electric all-terrain vehicle is traveling on a downhill section and the accelerator pedal is not pressed, if the current speed is greater than a preset speed threshold, the electric all-terrain vehicle is in the first braking mode. If the current speed is less than or equal to the preset speed threshold, the electric all-terrain vehicle is in the second braking mode.

[0011] Furthermore, the detection system also includes an angle detection module, which is used to detect the pitch angle of the electric all-terrain vehicle. According to the preset angle threshold in the control module, if the pitch angle is greater than or equal to the preset angle threshold, the control module confirms that the electric all-terrain vehicle is on a downhill section.

[0012] Furthermore, the angle detection module is also used to detect the roll angle of the electric all-terrain vehicle. The control module determines the torque signal for controlling the motor based on the pitch angle and roll angle. The motor controller obtains the torque signal and controls the motor to perform the corresponding deceleration operation.

[0013] Furthermore, the control module is connected to the speed detection module. The control module obtains the current vehicle speed through the speed detection module. The control module determines the speed difference based on the current vehicle speed and the preset target vehicle speed. The control module determines the torque signal based on the speed difference, pitch angle, and roll angle. The motor controller obtains the torque signal and controls the motor to perform the corresponding deceleration operation.

[0014] Furthermore, when the electric all-terrain vehicle is in the second braking mode, the motor controller responds to the torque signal to reduce the motor speed so that the current speed of the electric all-terrain vehicle is reduced to a preset target speed.

[0015] Furthermore, when the current vehicle speed is greater than a preset vehicle speed threshold, the angle detection module is also used to detect the yaw angle of the electric all-terrain vehicle. The control module determines the braking signal for controlling the brake based on the yaw angle and pitch angle. The brake responds to the braking signal and locks the travel assembly to reduce the rotational speed of the travel assembly.

[0016] Furthermore, the angle detection module is also used to detect the roll angle of the electric all-terrain vehicle. When the current vehicle speed is greater than the preset vehicle speed threshold, the control module determines the braking signal based on the yaw angle, pitch angle and roll angle. The brake responds to the braking signal and locks the travel assembly to reduce the rotation speed of the travel assembly.

[0017] Furthermore, the detection system also includes a pedal detection module, which is used to detect whether the brake pedal is being pressed. When the electric all-terrain vehicle is in the first braking mode, if the pedal detection module detects that the brake pedal is being pressed, the control module controls the electric all-terrain vehicle's instrument panel to execute the corresponding alarm display.

[0018] Furthermore, the pedal detection module is also used to detect the travel of the brake pedal when it is pressed. When the electric all-terrain vehicle is in the first braking mode, if the travel of the brake pedal is greater than or equal to the preset travel threshold, the control module controls the instrument panel of the electric all-terrain vehicle to perform the corresponding alarm display.

[0019] Furthermore, the control module is one or any combination of the following: electronic control unit, vehicle controller, and body controller.

[0020] The electric all-terrain vehicle incorporates a speed detection module and a control module to monitor the vehicle's current speed. When the control module determines that the vehicle's current speed exceeds a preset speed threshold, it controls the brakes to lock the travel assembly, thus reducing the vehicle's speed. Conversely, when the control module determines that the vehicle's current speed is less than or equal to the preset speed threshold, it reduces the motor speed via the motor controller. This design avoids increased brake wear caused by relying solely on the brakes and increased motor wear caused by the travel assembly rotating faster than the motor. Consequently, it reduces brake and motor wear, extending the lifespan of both the brakes and the motor. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the structure of the electric all-terrain vehicle in the embodiments of this application;

[0022] Figure 2 This is a connection block diagram of the power system, control and execution system, control module and detection system in the embodiments of this application;

[0023] Figure 3 This is a connection block diagram of the pedal detection module in the embodiment of this application;

[0024] Figure 4 This is a flowchart illustrating the determination of the braking mode of the electric all-terrain vehicle in the embodiments of this application;

[0025] Figure 5 This is a flowchart illustrating the electric all-terrain vehicle in the first braking mode according to an embodiment of this application.

[0026] Figure 6 This is a flowchart illustrating the second braking mode of the electric all-terrain vehicle in the embodiments of this application. Detailed Implementation

[0027] To enable those skilled in the art to better understand the present invention, the technical solutions in specific embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings.

[0028] This application provides, as follows: Figure 1 An electric all-terrain vehicle 100 is shown, which includes a frame 11, a suspension assembly 12, and a running gear 13. The frame 11 forms the basic framework of the electric all-terrain vehicle 100, the suspension assembly 12 is connected to the frame 11, and the running gear 13 is connected to the frame 11 through the suspension assembly 12.

[0029] like Figure 2 As shown, the electric all-terrain vehicle 100 further includes a power system 14 and a control execution system 15. The power system 14 includes a motor controller 141 and a motor 142. The motor controller 141 is electrically connected to the motor 142, and the motor 142 is driveably connected to the walking assembly 13. The motor 142 drives the electric all-terrain vehicle 100 by rotating the walking assembly 13. The motor controller 141 controls the speed of the electric all-terrain vehicle 100 by controlling the rotational speed of the motor 142. The control execution system 15 includes an accelerator pedal 151, a brake pedal 152, and a brake 153. The accelerator pedal 151 is electrically connected to the motor controller 141. The motor controller 141 controls the output power of the motor 142 in response to the user's operation of pressing the accelerator pedal 151, thereby controlling the rotational speed of the motor 142 and consequently controlling the rotational speed of the walking assembly 13. The brake pedal 152 is connected to the brake 153, and the brake 153 controls the rotational speed of the walking assembly 13 in response to the user's operation of pressing the brake pedal 152. The brake 153 includes a brake caliper and a brake disc. The brake caliper is connected to the brake pedal 152. The brake disc is at least partially disposed on the travel assembly 13. The brake pedal 152 controls the brake caliper to lock the brake disc to reduce the rotational speed of the travel assembly 13.

[0030] like Figure 2As shown, the electric all-terrain vehicle 100 further includes a control module 16, which is communicatively connected to a motor controller 141. The control module 16 controls the rotational speed of the motor 142 through the motor controller 141. The control module 16 is also electrically connected to a brake 153, which controls the rotational speed of the walking assembly 13.

[0031] In one implementation, the electric all-terrain vehicle 100 includes a first braking mode and a second braking mode. In the first braking mode, the control module 16 reduces the rotational speed of the walking assembly 13 via the brake 153; that is, the control module 16 controls the brake caliper to lock the brake disc, thereby reducing the rotational speed of the walking assembly 13. In the second braking mode, the control module 16 reduces the rotational speed of the walking assembly 13 via the motor controller 141; that is, the control module 16 reduces the rotational speed of the motor 142 via the motor controller 141, thereby reducing the rotational speed of the walking assembly 13.

[0032] like Figure 2 As shown, the electric all-terrain vehicle 100 further includes a detection system 17, which includes a speed detection module 171. The speed detection module 171 is electrically connected to the control module 16. The speed detection module 171 is used to detect the current speed of the electric all-terrain vehicle 100 and encapsulate the current speed as a detection signal to transmit to the control module 16.

[0033] Specifically, based on the preset speed threshold in the control module 16, when the electric all-terrain vehicle 100 is traveling downhill, if the control module 16 determines that the current speed of the electric all-terrain vehicle 100 is greater than the preset speed threshold and the accelerator pedal 151 is not depressed, the electric all-terrain vehicle 100 is in the first braking mode. That is, when the current speed is greater than the preset speed threshold, the control module 16 controls the brake calipers to lock the brake discs to reduce the rotational speed of the walking component 13. If the control module 16 determines that the current speed of the electric all-terrain vehicle 100 is less than or equal to the preset speed threshold, the electric all-terrain vehicle 100 is in the second braking mode. That is, when the current speed is less than or equal to the preset speed threshold, the control module 16 reduces the rotational speed of the motor 142 through the motor controller 141 to reduce the rotational speed of the walking component 13. The control module 16 can be one or any combination of an electronic control unit, a vehicle controller, and a body controller. The speed detection module 171 is a Hall effect wheel speed sensor, which detects the rotational speed of the walking component 13 to obtain the current speed of the electric all-terrain vehicle 100. Optionally, the speed detection module 171 can also be configured as a magnetoelectric wheel speed sensor. Any speed detection module 171 capable of performing the above functions is within the scope of protection claimed in this application and will not be described in detail here.

[0034] In related technologies, when a vehicle brakes on a downhill section, braking is generally achieved through either the motor 142 or the brake 153. When the current speed of the electric all-terrain vehicle 100 is relatively high, the high rotational speed of the travel assembly 13 results in a significant speed difference between the travel assembly 13 and the motor 142. This causes the travel assembly 13 to drive the motor 142, resulting in the motor 142 operating at a high speed and increasing wear on the motor 142. Furthermore, simply locking the brake disc with the brake caliper to reduce the rotational speed of the travel assembly 13 can easily lead to increased wear on the brake caliper and brake disc. The above-mentioned design reduces wear on the motor 142 and the brake 153, extending their service life.

[0035] It should be noted that the speed detection module 171 detects the current speed of the electric all-terrain vehicle 100 in real time. When the electric all-terrain vehicle 100 is in the first braking mode, if the control module 16 determines that the current speed of the electric all-terrain vehicle 100 is less than or equal to the preset speed threshold, the electric all-terrain vehicle 100 switches from the first braking mode to the second braking mode.

[0036] For example, the preset speed threshold is 60 km / h. When the current speed of the electric all-terrain vehicle 100 is greater than 60 km / h, the electric all-terrain vehicle 100 is in the first braking mode; when the current speed of the electric all-terrain vehicle 100 is less than or equal to 60 km / h, the electric all-terrain vehicle 100 is in the second braking mode.

[0037] like Figure 2 As shown, the detection system 17 further includes an angle detection module 172, which is electrically connected to the control module 16. The angle detection module 172 is used to detect the pitch angle of the electric all-terrain vehicle 100, and the angle detection module 172 is also used to encapsulate the pitch angle into a detection signal and transmit it to the control module 16.

[0038] Specifically, based on a preset angle threshold within the control module 16, when the control module 16 determines that the pitch angle transmitted by the angle detection module 172 is greater than the preset angle threshold, the control module 16 confirms that the electric all-terrain vehicle 100 is in a downhill state; when the control module 16 determines that the pitch angle transmitted by the angle detection module 172 is less than or equal to the preset angle threshold, the electric all-terrain vehicle 100 is not in a downhill state, and the angle detection module 172 re-detects the pitch angle of the electric all-terrain vehicle 100. The angle detection module 172 is a six-axis sensor. It can be understood that the above settings can prevent the electric all-terrain vehicle 100 from mistakenly executing the first braking mode or the second braking mode when driving on uneven roads, thereby improving the reliability of the electric all-terrain vehicle 100.

[0039] Optionally, the angle detection module 172 is also used to detect the roll angle of the electric all-terrain vehicle 100, and the angle detection module 172 is also used to encapsulate the roll angle as a detection signal and transmit it to the control module 16. When the electric all-terrain vehicle 100 is in the second braking mode, the control module 16 determines the torque signal of the motor 142 based on the pitch angle and roll angle, and the control module 16 transmits the torque signal to the motor controller 141. The motor controller 141 responds to the torque signal to control the motor 142 to perform the corresponding deceleration operation.

[0040] It should be noted that when the electric all-terrain vehicle 100 travels downhill, the rotational speed of the walking component 13 is higher than that of the motor 142, causing the walking component 13 to drive the motor 142 to rotate. This results in the motor 142 rotating at a higher speed, leading to increased wear on the motor 142. The above-mentioned configuration sends a torque signal to the motor controller 141 via the control module 16, causing the motor controller 141 to actively reduce the speed of the motor 142 in response to the torque signal. This reduces wear on the motor 142 and extends its service life.

[0041] Furthermore, based on the preset target speed within the control module 16, after the speed detection module 171 detects the current speed of the electric all-terrain vehicle 100, the speed detection module 171 encapsulates the current speed into a detection signal and transmits it to the control module 16. The control module 16 calculates the difference between the current speed and the preset target speed, thereby obtaining the speed difference of the electric all-terrain vehicle 100. The control module 16 determines the torque signal based on the speed difference, pitch angle, and roll angle of the electric all-terrain vehicle 100. The control module 16 transmits the torque signal to the motor controller 141, thereby the motor controller 141 responds to the torque signal and controls the motor 142 to perform a corresponding deceleration operation, that is, the motor controller 141 responds to the torque signal to reduce the speed of the motor 142, so that the current speed of the electric all-terrain vehicle 100 is reduced to the preset target speed.

[0042] It should be noted that when the current speed of the electric all-terrain vehicle 100 is relatively high, if the current speed of the electric all-terrain vehicle 100 is reduced through the first braking mode, the motor 142 needs a large reaction force to reduce its own speed. When the current speed of the electric all-terrain vehicle 100 is relatively low, the motor 142 needs a small reaction force to reduce its own speed. Therefore, the control module 16 determines the torque signal based on the difference between the current speed and the preset target speed, so that the motor controller 141 can more accurately control the motor 142 to reduce its speed, thereby improving the accuracy of the electric all-terrain vehicle 100 when it is in the second braking mode.

[0043] For example, the preset target speed is 10 km / h. The control module 16 calculates the difference between the current speed and 10 km / h to obtain the speed difference of the electric all-terrain vehicle 100.

[0044] As one implementation, when the electric all-terrain vehicle 100 is in the first braking mode, the angle detection module 172 also detects the yaw angle of the electric all-terrain vehicle 100, and encapsulates the yaw angle as a detection signal and transmits it to the control module 16. The control module 16 determines the braking signal for controlling the brake 153 based on the yaw angle and pitch angle transmitted by the angle detection module 172, and transmits the braking signal to the brake 153 so that the brake 153 locks the travel assembly 13 in response to the braking signal, that is, the brake caliper locks the brake disc to reduce the rotational speed of the travel assembly 13, thereby reducing the current speed of the electric all-terrain vehicle 100.

[0045] It should be noted that when the electric all-terrain vehicle 100 brakes at a low current speed, the yaw angle of the vehicle has little impact on its balance. However, when the electric all-terrain vehicle 100 brakes at a high current speed, the yaw angle has a significant impact on its balance, which can easily lead to swaying or even loss of control. Therefore, when the electric all-terrain vehicle 100 is in the first braking mode, the control module 16 needs to determine the braking signal for controlling the brake 153 based on the yaw angle of the electric all-terrain vehicle 100, thereby improving the safety of the electric all-terrain vehicle 100 during braking.

[0046] Furthermore, when the electric all-terrain vehicle 100 is in the first braking mode, the angle detection module 172 detects the roll angle of the electric all-terrain vehicle 100. The angle detection module 172 encapsulates the roll angle into a detection signal and transmits it to the control module 16. The control module 16 determines a braking signal for controlling the brake 153 based on the roll angle, pitch angle, and yaw angle. The control module 16 transmits this braking signal to the brake 153 so that the brake 153 locks the travel assembly 13 in response to the braking signal, that is, the brake caliper locks the brake disc, thereby reducing the rotational speed of the travel assembly 13 and thus reducing the current speed of the electric all-terrain vehicle 100. It can be understood that the braking signal obtained by the control module 16 based on the roll angle, pitch angle, and yaw angle is more accurate than the braking signal obtained by the control module 16 based on the pitch angle and yaw angle, thereby improving the accuracy of the electric all-terrain vehicle 100 when it is in the first braking mode.

[0047] like Figure 3As shown, in one implementation, the detection system 17 also includes a pedal detection module 173, which is electrically connected to the control module 16. The pedal detection module 173 is used to detect whether the brake pedal 152 is being pressed.

[0048] Specifically, when the electric all-terrain vehicle 100 is in the first braking mode, if the pedal detection module 173 detects that the brake pedal 152 is in a depressed state, the pedal detection module 173 transmits the detection result to the control module 16, and the control module 16 controls the instrument panel 18 of the electric all-terrain vehicle 100 to perform the corresponding alarm display.

[0049] Specifically, the pedal detection module 173 is a travel sensor used to detect the travel of the brake pedal 152. Based on a travel threshold preset by the control module 16, when the pedal travel is greater than or equal to the preset threshold, the pedal detection module 173 transmits the detection result to the control module 16, so that the control module 16 controls the instrument panel 18 of the electric all-terrain vehicle 100 to display a corresponding warning. This prevents the vehicle from becoming unbalanced due to excessive braking force caused by the user continuously pressing the brake pedal 152 while the vehicle is braking.

[0050] It should be noted that the travel of the brake pedal 152 is the distance that the end of the brake pedal 152 closest to the user moves when it is depressed. Optionally, the travel of the brake pedal 152 can also be the distance that the end of the brake pedal 152 closest to the user moves in the height direction of the electric all-terrain vehicle 100 when it is depressed.

[0051] Optionally, the pedal detection module 173 can also be a Hall sensor, a position sensor, a distance sensor, etc. Any pedal detection module 173 capable of performing the above functions is within the scope of protection claimed in this application and will not be described in detail here.

[0052] As an optional implementation, the instrument panel 18 of the electric all-terrain vehicle 100 includes an audio module (not shown), such as a buzzer and a speaker. When the electric all-terrain vehicle 100 is in the first braking mode, if the pedal detection module 173 detects that the brake pedal 152 is in a depressed state, the control module 16 controls the audio module to emit a corresponding warning sound to remind the user and prevent the vehicle from losing balance during downhill braking.

[0053] Optionally, the instrument panel 18 of the electric all-terrain vehicle 100 includes a lighting module (such as LED lights). When the electric all-terrain vehicle 100 is in the first braking mode, if the pedal detection module 173 detects that the brake pedal 152 is in a depressed state, the control module 16 controls the lighting module to start, thereby reminding the user to avoid the vehicle body becoming unbalanced during downhill braking.

[0054] It should be noted that when the electric all-terrain vehicle 100 is in the first braking mode, the control module 16 controls the brake 153 to lock the travel assembly 13, thereby reducing the rotational speed of the travel assembly 13. If the user presses the brake pedal 152 at this time, the braking force of the brake 153 on the travel assembly 13 will increase. Since the current speed of the electric all-terrain vehicle 100 is relatively high, the above operation causes the current speed of the electric all-terrain vehicle 100 to decrease too quickly, making the electric all-terrain vehicle 100 prone to swaying or even loss of control, reducing the safety of the electric all-terrain vehicle 100. Through the above settings, the safety of the electric all-terrain vehicle 100 when it is in the first braking mode is improved.

[0055] To clearly illustrate the technical solution of this application, the embodiments of this application also provide, for example... Figure 4 The flowchart shown illustrates a judgment method used to determine the braking mode of an electric all-terrain vehicle 100. This judgment method includes the following steps:

[0056] S101: Begin;

[0057] S102: Detects the current speed of the electric all-terrain vehicle 100;

[0058] The speed detection module 171 detects the current speed of the electric all-terrain vehicle 100 and encapsulates the current speed as a detection signal to transmit it to the control module 16.

[0059] S103: Detects the pitch angle of the electric all-terrain vehicle 100;

[0060] The angle detection module 172 detects the pitch angle of the electric all-terrain vehicle 100 and encapsulates the acquired pitch angle into a detection signal, which is then transmitted to the control module 16.

[0061] S104: Determine whether the pitch angle is greater than the preset angle threshold. If yes, proceed to step S105; otherwise, proceed to step S103.

[0062] S105: Determine whether the current vehicle speed is greater than the preset speed threshold. If yes, proceed to step S106; otherwise, proceed to step S107.

[0063] S106: Electric all-terrain vehicle 100 is in first braking mode;

[0064] The control module 16 reduces the rotational speed of the walking assembly 13 via the brake 153.

[0065] S107: Electric all-terrain vehicle 100 is executing the second braking mode;

[0066] The control module 16 reduces the speed of the walking component 13 through the motor controller 141.

[0067] S108: End.

[0068] It should be noted that although the steps in the above process or the flowchart in the accompanying figure show a logical order, in some cases, the steps shown or described may be performed in a different order than that shown here.

[0069] like Figure 5 As shown, further, the electric all-terrain vehicle 100 executing the first braking mode includes the following steps:

[0070] S201: Beginning;

[0071] S202: Electric all-terrain vehicle 100 is in first braking mode;

[0072] S203: Detect the yaw angle of the electric all-terrain vehicle 100;

[0073] The angle detection module 172 detects the yaw angle of the electric all-terrain vehicle 100 and encapsulates the acquired yaw angle into a detection signal, which is then transmitted to the control module 16.

[0074] S204: Detect the roll angle of the electric all-terrain vehicle 100;

[0075] The angle detection module 172 detects the roll angle of the electric all-terrain vehicle 100 and encapsulates the acquired roll angle into a detection signal, which is then transmitted to the control module 16.

[0076] S205: Determine the braking signal based on the yaw, pitch, and roll angles;

[0077] The control module 16 determines the braking signal based on the yaw angle, pitch angle and roll angle, and sends the braking signal to the brake 153.

[0078] S206: Brake 153 responds to a braking signal to reduce the speed of electric all-terrain vehicle 100;

[0079] S207: End.

[0080] It should be noted that although the steps in the above process or the flowchart in the accompanying figure show a logical order, in some cases, the steps shown or described may be performed in a different order than that shown here.

[0081] like Figure 6 As shown, further, the electric all-terrain vehicle 100 executing the second braking mode includes the following steps:

[0082] S301: Start;

[0083] S302: Electric all-terrain vehicle 100 is operating in the second braking mode;

[0084] S303: Detects the roll angle of the electric all-terrain vehicle 100;

[0085] The angle detection module 172 detects the roll angle of the electric all-terrain vehicle 100 and encapsulates the acquired roll angle into a detection signal, which is then transmitted to the control module 16.

[0086] S304: Detects the current speed of the electric all-terrain vehicle 100;

[0087] The speed detection module 171 detects the current speed of the electric all-terrain vehicle 100 and encapsulates the acquired current speed into a detection signal, which is then transmitted to the control module 16.

[0088] S305: Calculate the speed difference based on the current vehicle speed and the preset target vehicle speed;

[0089] The control module 16 calculates the speed difference based on the current vehicle speed and the preset target vehicle speed.

[0090] S306: Determine the torque signal based on vehicle speed difference, pitch angle, and roll angle;

[0091] The control module 16 determines the torque signal based on the vehicle speed difference pitch angle and roll angle, and transmits the torque signal to the motor controller 141.

[0092] S307: The motor controller 141 responds to the torque signal by reducing the speed of the motor to reduce the speed of the electric all-terrain vehicle.

[0093] S308: End.

[0094] It should be noted that although the steps in the above process or the flowchart in the accompanying figure show a logical order, in some cases, the steps shown or described may be performed in a different order than that shown here.

[0095] In summary, when the electric all-terrain vehicle 100 is traveling downhill and the accelerator pedal 151 is not depressed, if the control module 16 determines that the current speed of the electric all-terrain vehicle 100 is greater than a preset speed threshold, the control module 16 controls the brake 153 to lock the walking assembly 13 to reduce the current speed of the electric all-terrain vehicle 100; if the control module 16 determines that the current speed of the electric all-terrain vehicle 100 is less than or equal to the preset speed threshold, the electric all-terrain vehicle 100 reduces the speed of the motor 142 through the motor controller 141 to reduce the current speed of the electric all-terrain vehicle 100, thereby avoiding increased wear on the brake 153 caused by only using the brake 153 to reduce the current speed of the electric all-terrain vehicle 100, thus reducing the wear of the brake 153 and extending its service life. In addition, the above-mentioned configuration can also prevent the wear of the motor 142 caused by the high current speed of the electric all-terrain vehicle 100, which would cause the walking component 13 to drive the motor 142 to rotate and thus the high speed of the motor 142. This reduces the wear of the motor 142 and extends its service life.

[0096] It should be understood that those skilled in the art can make improvements or modifications based on the above description, and all such improvements and modifications should fall within the protection scope of the appended claims.

Claims

1. An electric all-terrain vehicle, comprising: Frame; A suspension assembly connected to the vehicle frame; A running gear assembly, which is connected to the vehicle frame via the suspension assembly; A power system, comprising a motor controller and a motor, wherein the motor controller is connected to the motor, and the motor is connected in transmission to the walking assembly; The control execution system includes an accelerator pedal, a brake pedal, and a brake. The accelerator pedal is used to control the output power of the motor, and the brake pedal controls the rotational speed of the walking component through the brake. The electric all-terrain vehicle is characterized in that it further includes: The control module is communicatively connected to the motor controller and electrically connected to the brake. The electric all-terrain vehicle includes a first braking mode and a second braking mode. In the first braking mode, the control module reduces the speed of the walking component through the brake. In the second braking mode, the control module reduces the speed of the motor through the motor controller. The detection system includes a speed detection module for detecting the current speed of the electric all-terrain vehicle. When the electric all-terrain vehicle is traveling on a downhill section and the accelerator pedal is not pressed, if the current speed is greater than a preset speed threshold, the electric all-terrain vehicle is in the first braking mode; if the current speed is less than or equal to the preset speed threshold, the electric all-terrain vehicle is in the second braking mode. The detection system also includes an angle detection module, which is used to detect the pitch angle, roll angle and yaw angle of the electric all-terrain vehicle. If the electric all-terrain vehicle is traveling on a downhill section and the current vehicle speed is greater than the preset speed threshold, the control module generates a braking signal based on the yaw angle and the pitch angle, and generates a torque signal based on the pitch angle and the roll angle. The braking signal is used to control the brake to lock the walking component, and the torque signal is used to control the motor to perform a corresponding deceleration operation.

2. The electric all-terrain vehicle according to claim 1, characterized in that, The control module stores a preset angle threshold. If the pitch angle is greater than or equal to the preset angle threshold, the control module confirms that the electric all-terrain vehicle is on a downhill section.

3. The electric all-terrain vehicle according to claim 1, characterized in that, The control module is connected to the speed detection module. The control module obtains the current vehicle speed through the speed detection module. The control module determines the speed difference based on the current vehicle speed and the preset target vehicle speed. The control module determines the torque signal based on the speed difference, the pitch angle, and the roll angle. The motor controller obtains the torque signal and controls the motor to perform the corresponding deceleration operation.

4. The electric all-terrain vehicle according to claim 3, characterized in that, When the electric all-terrain vehicle is in the second braking mode, the motor controller responds to the torque signal by reducing the speed of the motor so that the current speed of the electric all-terrain vehicle is reduced to the preset target speed.

5. The electric all-terrain vehicle according to claim 1, characterized in that, When the current vehicle speed is greater than the preset speed threshold, the control module determines the braking signal based on the yaw angle, the pitch angle and the roll angle. The brake responds to the braking signal to lock the travel assembly to reduce the rotational speed of the travel assembly.

6. The electric all-terrain vehicle according to claim 1, characterized in that, The detection system also includes a pedal detection module, which is used to detect whether the brake pedal is being pressed. When the electric all-terrain vehicle is in the first braking mode, if the pedal detection module detects that the brake pedal is being pressed, the control module controls the instrument panel of the electric all-terrain vehicle to perform a corresponding alarm display.

7. The electric all-terrain vehicle according to claim 6, characterized in that, The pedal detection module is also used to detect the travel of the brake pedal when the brake pedal is pressed. When the electric all-terrain vehicle is in the first braking mode, if the travel of the brake pedal is greater than or equal to a preset travel threshold, the control module controls the instrument panel of the electric all-terrain vehicle to perform a corresponding alarm display.

8. The electric all-terrain vehicle according to claim 1, characterized in that, The control module is one or any combination of the following: electronic control unit, vehicle controller, and body controller.

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