Electric all-terrain vehicle and its downhill braking method

Abstract

The present application provides an electric all-terrain vehicle and its downhill braking method, relating to the technical field of braking control. The electric all-terrain vehicle includes a frame, a body cover, a running system, a power system, a kinetic energy module, a control system, and an accelerator pedal. The power system is used to drive the running system to move, and the power system includes a drive motor; the kinetic energy module provides electric power for the drive motor; the accelerator pedal outputs a control instruction in response to the operation of the driver; the control system includes a downhill braking switch and a control module. When the downhill braking switch is in the open state, the all-terrain vehicle includes a braking preparation state and a downhill braking state; if the all-terrain vehicle is in the braking preparation state, it enters the downhill braking dynamic when certain conditions are met. This method does not rely on an angle sensor to collect the angle. By setting corresponding parameter thresholds, it ensures that the all-terrain vehicle can accurately and safely enter the braking state when going downhill, improving the safety and stability of driving.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle braking control, and particularly relates to an electric all-terrain vehicle and a downhill braking method thereof. Background Art

[0002] In the field of electric all-terrain vehicles, the downhill assist braking function is of great significance for improving the driving safety and stability of the vehicle. The downhill assist braking technology in related art usually relies on an Inertial Measurement Unit (IMU) to measure the pitch angle of the vehicle, and then determines whether the vehicle is in a downhill state, and controls the motor to generate negative torque accordingly to achieve the braking effect. However, the IMU-based solution has many limitations. On the one hand, low-configured IMUs have problems such as limited angle accuracy in the collected data, low sampling rate, slow data processing, susceptibility to interference, and simple communication protocols, resulting in limited angle accuracy in the collected data and information delay, and thus the braking effect is not ideal, making it difficult to meet the safe driving requirements of the vehicle under complex downhill road conditions. On the other hand, the angle sensor of an electric all-terrain vehicle is generally installed in the middle of the vehicle body, above the suspension. When the vehicle is loaded or when the unloaded vehicle accelerates or decelerates suddenly, the body of the electric all-terrain vehicle will have a certain pitch angle, resulting in accidental activation of the downhill braking. Summary of the Invention

[0003] In order to solve the deficiencies of the prior art, the purpose of this application is to provide an electric all-terrain vehicle and a downhill braking method thereof that can accurately and safely achieve downhill braking.

[0004] In a first aspect, the present application provides an electric all-terrain vehicle, which includes: a frame, a body cover, a running system, a power system, a kinetic energy module, a control system, and an accelerator pedal. The body cover covers at least a part of the frame; the running system is at least partially located below the frame and is used to drive the all-terrain vehicle to travel; the power system is supported by the frame, and the power system includes a drive motor for outputting power, and the drive motor is used to drive the running system; the kinetic energy module includes a power battery, and the power battery provides electrical energy for the drive motor; the control system is connected to the power system and can control the power system to perform an acceleration action; the accelerator pedal can output a control command in response to the operation of the driver, and the control system can control the power system to perform an acceleration action in response to the control command. The control system includes a downhill braking switch and a control module; the downhill braking switch can enter an open state in response to the operation of the driver; when the downhill braking switch is in the open state, the all-terrain vehicle includes a braking preparation state and a downhill braking state. If the downhill braking switch is in the open state, the control module controls the all-terrain vehicle to enter the braking preparation state when the all-terrain vehicle meets the set conditions. Among them, if the all-terrain vehicle is in the braking preparation state, the control module controls the all-terrain vehicle to enter the downhill braking state when the offset of the accelerator pedal is less than the first stroke threshold, and the acceleration of the all-terrain vehicle is greater than the first acceleration threshold and the duration of maintaining the acceleration greater than the first acceleration threshold is greater than the continuous preset duration. When the all-terrain vehicle enters the downhill braking state, the control module can control the drive motor to output torque for braking.

[0005] In one embodiment, when the control module controls the all-terrain vehicle to enter the braking preparation state when the all-terrain vehicle meets the set conditions, specifically: the control module controls the all-terrain vehicle to enter the braking preparation state when the available torque of the drive motor is greater than the first torque threshold and / or the braking force that the drive motor can output is greater than the first braking force threshold, and the power of the power battery is lower than the first power threshold.

[0006] In one embodiment, the condition for the control module to control the all-terrain vehicle to enter the braking preparation state further includes that the vehicle speed of the all-terrain vehicle is less than the first vehicle speed threshold.

[0007] In one embodiment, if the all-terrain vehicle is in the braking preparation state or the downhill braking state, the control module controls the all-terrain vehicle to enter the braking exit state when one or more of the following conditions are met: the power of the power battery is greater than the second power threshold, the available torque of the drive motor is less than the second torque threshold and / or the braking force that the drive motor can output is less than the second braking force threshold, and the vehicle speed is greater than the second vehicle speed threshold; among them, the second power threshold is greater than the first power threshold, the second torque threshold is less than the first torque threshold, the second braking force threshold is less than the first braking force threshold, and the second vehicle speed threshold is greater than the first vehicle speed threshold.

[0008] In one embodiment, if the downhill braking switch is in the open state, the control module can control the all-terrain vehicle to switch between the braking preparation state and the downhill braking state, and can also control the all-terrain vehicle to switch between the braking preparation state and the braking exit state; when the all-terrain vehicle is in the braking preparation state, the downhill braking dynamic state or the braking exit state, if the downhill braking switch is in the closed state, the control module controls the all-terrain vehicle to enter the braking off state.

[0009] In one embodiment, if the all-terrain vehicle is in the braking exit state, the control module controls the all-terrain vehicle to enter the braking preparation state when the available torque of the drive motor is greater than the first torque threshold and / or the braking force that the drive motor can output is greater than the first braking force threshold, the power of the power battery is lower than the first power threshold, and the vehicle speed of the all-terrain vehicle is less than the first vehicle speed threshold.

[0010] In one embodiment, if the all-terrain vehicle is in the downhill braking state, the control module controls the all-terrain vehicle to enter the braking preparation state when the offset of the accelerator pedal is greater than the second stroke threshold or the acceleration of the all-terrain vehicle is less than the second acceleration threshold; where the second stroke threshold is greater than the first stroke threshold, and the second acceleration threshold is less than the first acceleration threshold.

[0011] In one embodiment, the all-terrain vehicle includes multiple energy recovery levels, and the magnitude of the first acceleration threshold is related to the current energy recovery level of the all-terrain vehicle; where the higher the current energy recovery level of the all-terrain vehicle, the greater the absolute value of the first acceleration threshold.

[0012] In one embodiment, when the all-terrain vehicle enters the downhill braking state, the control module can control the drive motor to output a corresponding torque according to the current vehicle speed of the all-terrain vehicle, and the greater the current vehicle speed of the all-terrain vehicle, the greater the absolute value of the corresponding torque output by the drive motor.

[0013] In one embodiment, the control system includes a first detection module for detecting the offset of the pedal stroke; and / or, the control system further includes a second detection module for detecting the acceleration of the all-terrain vehicle.

[0014] In one embodiment, the all-terrain vehicle further includes a display device. When the all-terrain vehicle is in the braking preparation state, the display device is displayed in a first visual manner. When the all-terrain vehicle is in the braking exit state, the display device is displayed in a second visual manner. When the all-terrain vehicle is in the downhill braking state, the display device is displayed in a third visual manner.

[0015] Second aspect, the present application also provides a downhill braking method for an electric all-terrain vehicle. The all-terrain vehicle includes: a downhill braking switch that can respond to the driver's operation and enter the open state. When the downhill braking switch is in the open state, the all-terrain vehicle includes a braking preparation state and a downhill braking state. The method includes: if the downhill braking switch is in the open state and the all-terrain vehicle meets the set conditions, controlling the all-terrain vehicle to enter the braking preparation state; if the all-terrain vehicle is in the braking preparation state, when the offset of the accelerator pedal is less than the first stroke threshold, and the acceleration of the all-terrain vehicle is greater than the first acceleration threshold and the acceleration is greater than the first acceleration threshold for a preset time, controlling the all-terrain vehicle to enter the downhill braking dynamic; when the all-terrain vehicle enters the downhill braking state, controlling the drive motor of the all-terrain vehicle to output torque for braking.

[0016] In the present application, when the downhill braking switch responds to the driver's operation and enters the open state, the all-terrain vehicle is in the braking preparation state and the downhill braking state; the control module controls the all-terrain vehicle to enter the braking preparation state when the all-terrain vehicle meets the set conditions; in the braking preparation state, if the offset of the accelerator pedal is less than the first stroke threshold, and the acceleration of the all-terrain vehicle is greater than the first acceleration threshold and the duration of maintaining the acceleration greater than the first acceleration threshold is greater than the preset duration, the control module controls the all-terrain vehicle to enter the downhill braking state. This method does not rely on an angle sensor to collect the angle, and by setting corresponding parameter thresholds, it ensures that the all-terrain vehicle can accurately and safely enter the braking state when going downhill, improving the safety and stability of driving. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 It is the overall vehicle diagram of an electric all-terrain vehicle in an embodiment;

[0018] Figure 2 It is the system diagram required for the control module to control the all-terrain vehicle to perform downhill braking in an embodiment;

[0019] Figure 3 It is the schematic diagram of entering the downhill braking state in an embodiment;

[0020] Figure 4 It is the schematic diagram of the mutual switching of each braking state in an embodiment;

[0021] Figure 5 It is the flowchart of the all-terrain vehicle performing downhill braking in an embodiment;

[0022] Figure 6 It is the structural diagram of the control system in an embodiment. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0023] In order to make the objectives, technical solutions, and advantages of the present application clearer and more understandable, the present application will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0024] An embodiment of the present application provides an electric all-terrain vehicle 100, as Figure 1 shown. The all-terrain vehicle 100 includes: a frame 10, a body cover 20, a running system 30, a power system 40, a kinetic energy module 50, a control system 60, and an accelerator pedal 70. Among them, the frame 10 is the skeleton of the entire all-terrain vehicle 100, used to support and connect the various components of the all-terrain vehicle 100, and ensure the overall structural stability and load-bearing capacity of the all-terrain vehicle 100. The body cover 20 is installed on the frame 10 and covers at least part of the frame 10 to protect the internal components from the external environment. The running system 30 is located below the frame 10 and is responsible for driving the all-terrain vehicle 100 to travel, usually including driving wheels. The power system 40 is supported by the frame 10 and is used to drive the running system 30 to move. Among them, the drive motor 41 is the core component, responsible for converting electrical energy into mechanical energy and outputting power. The power battery 51 in the kinetic energy module 50 provides electrical energy for the drive motor 41, and its performance directly affects the endurance and power output of the all-terrain vehicle 100. The control system 60 is connected to the power system 40 and can control the power system 40 to perform an acceleration action. The accelerator pedal 70 can output a control command in response to the driver's operation, and the control system 60 can control the power system 40 to perform an acceleration action in response to the control command. The driver adjusts the power output of the all-terrain vehicle 100 by stepping on the accelerator pedal 70, thereby achieving precise control of the running state of the all-terrain vehicle 100. It should be noted that the electric all-terrain vehicle 100 can be a pure electric all-terrain vehicle 100 or a hybrid electric-gasoline all-terrain vehicle 100. Further, if the electric all-terrain vehicle 100 is a hybrid electric-gasoline all-terrain vehicle 100, the power system 40 can further include an engine for outputting power; the kinetic energy module 50 can further include an internal combustion engine for providing power to the engine.

[0025] As Figure 2As shown, the control system 60 includes a downhill braking switch 61 and a control module 62. The downhill braking switch 61 can enter an open state in response to the driver's operation. The downhill braking switch 61 is located near the handle of the all-terrain vehicle 100. When the downhill braking switch 61 is in the open state, the all-terrain vehicle 100 includes a braking preparation state and a downhill braking state. When the downhill braking switch 61 is in the open state, the control module 62 controls the all-terrain vehicle 100 to enter the braking preparation state when the all-terrain vehicle 100 meets the set conditions. Among them, if the all-terrain vehicle 100 is in the braking preparation state, the control module 62 controls the all-terrain vehicle 100 to enter the downhill braking state when the offset of the accelerator pedal 70 is less than the first stroke threshold, and the acceleration of the all-terrain vehicle 100 is greater than the first acceleration threshold and the duration of maintaining the acceleration greater than the first acceleration threshold is greater than the preset time. When the all-terrain vehicle 100 enters the downhill braking state, the control module 62 can control the drive motor 41 to output torque for braking. That is, when the all-terrain vehicle 100 needs downhill assisted braking, the control module 62 can adjust the torque output of the drive motor 41, and slow down the downhill speed of the all-terrain vehicle 100 through the reverse force of the drive motor 41, so as to achieve the braking function. Among them, the first stroke threshold of the offset of the accelerator pedal 70 can be 0%, and the preset duration for the acceleration to be greater than the first acceleration threshold is 100 ms.

[0026] It should be noted that when the downhill braking switch 61 is in the open state, the all-terrain vehicle 100 includes a braking preparation state and a downhill braking state. The conditions for triggering the braking preparation state can be conditions that the driver is likely to overlook or is not convenient to check frequently, such as the power of the power battery 51 and the torque of the drive motor 41, etc.; the conditions for triggering the downhill braking state can be conditions that the driver can easily perceive or are directly related to the driving behavior, such as the acceleration of the all-terrain vehicle 100 and the offset of the accelerator pedal 70. Dividing the triggering of downhill braking into a braking preparation state and a downhill braking state helps to clarify the intervention timing of downhill braking and ensure timely activation when downhill braking is required. When the conditions for triggering downhill braking are met, such as the acceleration of the all-terrain vehicle 100 is greater than the first acceleration threshold and the offset of the accelerator pedal 70 is less than the first stroke threshold, the control system 60 can control the all-terrain vehicle 100 to enter downhill braking. If the driver does not want to enter downhill braking, he can also step on the accelerator pedal 70 so that the offset of the accelerator pedal 70 does not meet the condition of being less than the first stroke threshold. At this time, the all-terrain vehicle 100 will not enter braking, and thus the driver can clearly understand various feedbacks of the vehicle, which is convenient for enhancing the driver's sense of control over the vehicle state. If the vehicle enters the downhill braking state as long as all conditions are triggered, the driver will not be able to determine whether the downhill braking will start when releasing the accelerator pedal 70, which will cause the driver to be unsure whether to step on the brake in dangerous situations, thus affecting safety.

[0027] In this embodiment, when the downhill braking switch 61 enters the on state in response to the driver's operation, the all-terrain vehicle 100 is in the braking preparation state and the downhill braking state; the control module 62 controls the all-terrain vehicle 100 to enter the braking preparation state when the all-terrain vehicle 100 meets the set conditions. In the braking preparation state, if the offset of the accelerator pedal 70 is less than the first stroke threshold, and the acceleration of the all-terrain vehicle 100 is greater than the first acceleration threshold and lasts for a preset time, the control module 62 controls the all-terrain vehicle 100 to enter the downhill braking state. This method does not rely on an angle sensor to collect the angle. By setting corresponding parameter thresholds and setting two different states, namely the braking preparation state and the downhill braking state, these two different states can ensure that the all-terrain vehicle 100 performs downhill braking in a state that the driver can perceive, ensuring driving safety and the accuracy of downhill braking.

[0028] In one embodiment, when the control module 62 determines that the all-terrain vehicle 100 meets the set conditions, it controls the all-terrain vehicle 100 to enter the braking preparation state. Specifically, when the available torque of the drive motor 41 is greater than the first torque threshold and / or the braking force that the drive motor 41 can output is greater than the first braking force threshold, and the power of the power battery 51 is lower than the first power threshold, the control module 62 controls the all-terrain vehicle 100 to enter the braking preparation state.

[0029] The available torque of the drive motor 41 being greater than the first torque threshold and / or the braking force that the drive motor 41 can output being greater than the first braking force threshold can ensure that the drive motor 41 has sufficient power reserve and braking ability to meet the braking force requirements for downhill braking and ensure the safety of downhill braking. During downhill braking, energy is recovered to charge the power battery 51. When the power of the power battery 51 is lower than the first power threshold, the recovered and supplemented power will not cause overcharging of the power battery 51, and thus will not affect the performance and lifespan of the power battery 51. Herein, the first power threshold may be 85%.

[0030] It should be noted that the actual value of the available torque of the drive motor 41 of the all-terrain vehicle 100 is a negative torque, that is, the torque used for braking. When the all-terrain vehicle 100 needs to decelerate or brake, the control system 60 can adjust the operating state of the drive motor 41 to make the drive motor 41 generate a torque opposite to the forward direction of the all-terrain vehicle 100, that is, a negative torque. Among them, the negative torque can effectively slow down the speed of the all-terrain vehicle 100 and achieve the braking effect. Exemplarily, during the downhill braking of the all-terrain vehicle 100, the drive motor 41 generates a negative torque by reversing, converting the kinetic energy of the all-terrain vehicle 100 into electrical energy and feeding it back to the power battery 51 to achieve the dual functions of energy recovery and braking.

[0031] In one embodiment, the condition for the control module 62 to control the all - terrain vehicle 100 to enter the braking preparation state further includes that the vehicle speed of the all - terrain vehicle 100 is less than the first vehicle speed threshold value.

[0032] When the vehicle speed of the all - terrain vehicle 100 is less than the first vehicle speed threshold value, the all - terrain vehicle 100 is in a relatively low - speed state. At this time, entering the braking preparation state can more effectively control the braking effect of the all - terrain vehicle 100, avoid the out - of - control of the all - terrain vehicle 100 or other safety problems caused by excessive braking during high - speed driving, and improve the safety and stability of the all - terrain vehicle 100 during driving. Among them, the first vehicle speed threshold value of the all - terrain vehicle 100 can be 60 km / h.

[0033] When the all - terrain vehicle 100 is driving at a high speed, that is, when the vehicle speed of the all - terrain vehicle 100 is greater than the first vehicle speed threshold value, the reason for not starting the auxiliary braking function is to prevent the all - terrain vehicle 100 from slipping and ensure driving safety and braking effect. Further, the negative - torque braking is different from the conventional braking in the slipping position. The slipping of the braking occurs between the wheel and the ground, while the slipping position of the negative - torque braking is at the connection between the drive motor 41 and the wheel. Therefore, the negative - torque braking is more likely to cause slipping, especially in the high - speed range. In order to ensure the driving safety and braking effect of the vehicle, the present application embodiment designs a reasonable auxiliary braking intervention strategy. In the high - speed range, the negative - torque braking does not intervene. Only when the vehicle speed of the all - terrain vehicle 100 is less than the first vehicle speed threshold value (such as 60 km / h), the downhill braking starts to intervene. This method can improve the driving experience, that is, when driving at a high speed, the downhill braking does not intervene, and only the user steps on the brake pedal by himself to brake, enhancing the driver's sense of control, and can avoid the jerks of the all - terrain vehicle 100 caused by the intervention of the downhill braking, making the driving process smoother.

[0034] In one embodiment, as Figure 3 shown, when the downhill braking switch 61 is closed. If the downhill braking switch 61 is in the closed state. After the downhill braking switch 61 is turned on, the downhill braking switch 61 is in the open state. Similarly, if the downhill braking switch 61 is in the open state, after the downhill braking switch 61 is closed, the downhill braking switch is in the closed state. When the downhill braking switch 61 is in the open state, if the drive motor 41, the power battery 51 and the vehicle speed of the all - terrain vehicle 100 meet certain conditions, the all - terrain vehicle 100 enters the braking preparation state. When the all - terrain vehicle 100 is in the braking preparation state, if the accelerator pedal 70, the acceleration of the all - terrain vehicle 100 and the acceleration maintenance time meet certain conditions, the all - terrain vehicle 100 enters the downhill braking state. Similarly, when the all - terrain vehicle 100 is in the downhill braking state, if the accelerator pedal 70, the acceleration of the all - terrain vehicle 100 and the acceleration maintenance time do not meet certain conditions, the all - terrain vehicle 100 enters the braking preparation state.

[0035] In one embodiment, when the all-terrain vehicle 100 is in a braking preparation state or a downhill braking state, the control module 62 controls the all-terrain vehicle 100 to enter a braking exit state when one or more of the following conditions are met: the power of the power battery 51 is greater than a second power threshold, the available torque of the drive motor 41 is less than a second torque threshold and / or the braking force that the drive motor 41 can output is less than a second braking force threshold, and the vehicle speed is greater than a second vehicle speed threshold; wherein, the second power threshold is greater than the first power threshold, the second torque threshold is less than the first torque threshold, the second braking force threshold is less than the first braking force threshold, and the second vehicle speed threshold is greater than the first vehicle speed threshold.

[0036] When the power of the power battery 51 is greater than the second power threshold, it indicates that the power of the power battery 51 is relatively sufficient. At this time, if the energy recovery of downhill braking continues, it may cause overcharging of the power battery 51, affecting the performance and lifespan of the power battery 51. When the available torque of the drive motor 41 is less than the second torque threshold and / or the braking force that can be output is less than the second braking force threshold, it indicates that the power reserve and braking ability of the drive motor 41 are insufficient and cannot meet the requirements of downhill braking. Continuing to brake may result in poor braking effect of the all-terrain vehicle 100 or even brake failure. When the vehicle speed is greater than the second vehicle speed threshold, the all-terrain vehicle 100 is in a high-speed driving state. At this time, performing downhill braking may cause the all-terrain vehicle 100 to lose control due to excessive braking, or because the speed of the all-terrain vehicle 100 is too fast, the control module 62 cannot effectively control the vehicle speed, increasing the braking distance and reducing the braking effect. Therefore, when one or more of the conditions are met, the control module 62 causes the all-terrain vehicle to enter the braking exit state to avoid potential safety hazards and performance problems. Among them, the second power threshold can be 87%, and the second vehicle speed threshold is 62 km / h.

[0037] It should be noted that the preset sizes of the first power threshold and the second power threshold are different, and the preset sizes of the first vehicle speed threshold and the second vehicle speed threshold are also different. The purpose is to clearly distinguish between the braking preparation state and the braking exit state, preventing the all-terrain vehicle 100 from switching back and forth between the two states.

[0038] In one embodiment, when the downhill braking switch 61 is in the open state, the control module 62 can control the all-terrain vehicle 100 to switch between the braking preparation state and the downhill braking state, and can also control the all-terrain vehicle 100 to switch between the braking preparation state and the braking exit state; when the all-terrain vehicle 100 is in the braking preparation state, the downhill braking dynamic state or the braking exit state, if the downhill braking switch 61 is in the closed state, the control module 62 controls the all-terrain vehicle 100 to enter the braking off state.

[0039] When the driver turns on the downhill braking switch 61, the all-terrain vehicle 100 needs to flexibly switch between different braking states according to the actual driving conditions and various parameters to ensure the safety, effectiveness, and stability of the downhill braking function. Exemplarily, when certain conditions are met, the all-terrain vehicle 100 can switch from the braking preparation state to the downhill braking state to achieve auxiliary braking. In case of abnormal situations, such as the battery 51 having too high a charge, insufficient torque or braking force of the drive motor 41, or too high a vehicle speed, etc., it switches to the braking exit state to avoid potential safety hazards. When the driver turns off the downhill braking switch 61, the all-terrain vehicle 100 enters the braking off state to prevent unnecessary braking intervention from affecting the normal driving of the all-terrain vehicle 100.

[0040] In this embodiment, the mutual switching of the braking states can better adapt to different downhill road conditions and driving requirements, improving the driving safety and driving experience of the all-terrain vehicle 100.

[0041] In one embodiment, if the all-terrain vehicle 100 is in the braking exit state, the control module 62 controls the all-terrain vehicle 100 to enter the braking preparation state when the available torque of the drive motor 41 is greater than the first torque threshold and / or the braking force that the drive motor 41 can output is greater than the first braking force threshold, the charge of the battery 51 is lower than the first charge threshold, and the vehicle speed of the all-terrain vehicle 100 is less than the first vehicle speed threshold.

[0042] When the available torque and braking force of the drive motor 41 recover to a sufficient level, that is, the available torque of the drive motor 41 is greater than the first torque threshold and / or the braking force that the drive motor 41 can output is greater than the first braking force threshold, the braking force output by the drive motor 41 can meet the requirements of downhill braking. The charge of the battery 51 being lower than the first charge threshold can indicate that the battery 51 needs to supplement its charge through the energy recovery function of downhill braking. And when the vehicle speed of the all-terrain vehicle 100 is in a relatively low-speed state and suitable for braking operations, the all-terrain vehicle 100 can re-enter the braking preparation state and perform downhill braking again when needed.

[0043] In one embodiment, if the all-terrain vehicle 100 is in the downhill braking state, the control module 62 controls the all-terrain vehicle 100 to enter the braking preparation state when the offset of the accelerator pedal 70 is greater than the second stroke threshold or the acceleration of the all-terrain vehicle 100 is less than the second acceleration threshold; wherein, the second stroke threshold is greater than the first stroke threshold, and the second acceleration threshold is less than the first acceleration threshold.

[0044] When the all-terrain vehicle 100 is in the downhill braking state, the control module 62 can switch the all-terrain vehicle 100 to the braking preparation state when the acceleration pedal 70 offset is greater than the second stroke threshold or the acceleration of the all-terrain vehicle 100 is lower than the second acceleration threshold. Among them, the second stroke threshold is higher than the first stroke threshold, indicating that when the driver presses the acceleration pedal 70 with a greater amplitude, the control module 62 can judge that the driver may need to adjust the power output and no longer maintain the downhill braking state; the second acceleration threshold is lower than the first acceleration threshold, indicating that the acceleration of the all-terrain vehicle 100 decreases. At this time, the all-terrain vehicle 100 may have left the downhill section or the slope has become gentler, and it is necessary to re-evaluate whether to continue downhill braking.

[0045] Furthermore, by setting the second stroke threshold and the second acceleration threshold, it is possible to more accurately judge whether the all-terrain vehicle 100 needs to switch from the downhill braking state to the braking preparation state, thereby better adapting to different driving needs and road conditions, ensuring the driving safety and driving comfort of the all-terrain vehicle 100. Such a design also helps to avoid unnecessary braking intervention and improve the energy utilization efficiency of the all-terrain vehicle 100.

[0046] In one embodiment, as Figure 4As shown, the brake preparation state, the brake exit state, and the downhill braking state can be switched to each other. When the downhill braking switch 61 is in the on state, if the available torque of the drive motor 41 is greater than the first torque threshold and / or the braking force that the drive motor 41 can output is greater than the first braking force threshold, the power of the power battery 51 is lower than the first power threshold, and the vehicle speed of the all-terrain vehicle 100 is less than the first vehicle speed threshold, it is switched to the brake preparation state. When the downhill braking switch 61 is on, when one or more of the conditions that the power of the power battery 51 is greater than the second power threshold, the available torque of the drive motor 41 is less than the second torque threshold and / or the braking force that the drive motor 41 can output is less than the second braking force threshold, and the vehicle speed is greater than the second vehicle speed threshold are satisfied, it is switched to the brake exit state. If it is in the brake preparation state, if the offset of the accelerator pedal 70 is less than the first stroke threshold, and the acceleration of the all-terrain vehicle 100 is greater than the first acceleration threshold and the duration of the acceleration greater than the first acceleration threshold meets the preset time, it is switched from the brake preparation state B1 to the downhill braking state. If it is in the downhill braking state, if the offset of the accelerator pedal 70 is greater than the first stroke threshold, and the acceleration of the all-terrain vehicle 100 is not greater than the first acceleration threshold and the duration of the acceleration greater than the first acceleration threshold does not meet the preset time, it is switched from the downhill braking state to the downhill preparation state. If it is in the brake exit state, when the available torque of the drive motor 41 is greater than the first torque threshold and / or the braking force that the drive motor 41 can output is greater than the first braking force threshold, the power of the power battery 51 is lower than the first power threshold, and the vehicle speed of the all-terrain vehicle 100 is less than the first vehicle speed threshold, it is switched from the brake exit state to the brake preparation state.

[0047] In one embodiment, the first acceleration threshold is less than or equal to 0, and the magnitude of the first acceleration threshold is variable, and the magnitude of the first acceleration threshold is related to the current vehicle speed of the all-terrain vehicle 100; wherein, the greater the current vehicle speed of the all-terrain vehicle 100, the greater the absolute value of the first acceleration threshold.

[0048] It should be noted that the first acceleration threshold being less than or equal to 0 represents a negative direction, and a negative acceleration can be understood as a deceleration. The first acceleration threshold being negative means that the auxiliary braking can also be triggered during the deceleration process.

[0049] Further, not only should the auxiliary braking be activated during the continuous acceleration of the all-terrain vehicle 100, but also when the all-terrain vehicle 100 decelerates and the deceleration rate is greater than the first acceleration threshold. That is, as long as it is in a working condition where acceleration is possible (mainly the downhill condition, or it may suddenly drive onto an icy surface), for safety reasons, if going downhill and the vehicle speed is decreasing, but the decreasing speed is small, that is, the absolute value of the deceleration is small, indicating that the deceleration degree is insufficient at this time. For safety, continuous deceleration is still required. Therefore, the first acceleration threshold is set to be less than or equal to 0.

[0050] In one embodiment, as Figure 5 shown, the steps for the all-terrain vehicle 100 to enter the downhill braking state are as follows:

[0051] Step S501: Determine whether the downhill braking switch 61 is in the open state;

[0052] If the downhill braking switch 61 is in the open state, then execute step S502; if the downhill braking switch is in the closed state, then the process ends.

[0053] Step S502: Determine whether the available torque of the drive motor 41 is greater than the first torque threshold and / or the braking force that the drive motor 41 can output is greater than the first braking force threshold, whether the power of the power battery 51 is lower than the first power threshold, and whether the vehicle speed of the all-terrain vehicle 100 is less than the first vehicle speed threshold;

[0054] If the available torque of the drive motor 41 is greater than the first torque threshold and / or the braking force that the drive motor 41 can output is greater than the first braking force threshold, the power of the power battery 51 is lower than the first power threshold, and the vehicle speed of the all-terrain vehicle 100 is less than the first vehicle speed threshold, then execute step S503; otherwise, execute step S506.

[0055] Step S503: The all-terrain vehicle 100 enters the braking preparation state;

[0056] Step S504: Determine whether the offset of the accelerator pedal 70 is less than the first stroke threshold, and whether the acceleration of the all-terrain vehicle 100 is greater than the first acceleration threshold and the duration during which the acceleration is greater than the first acceleration threshold lasts for a preset time;

[0057] If the offset of the accelerator pedal 70 is less than the first stroke threshold, and the acceleration of the all-terrain vehicle 100 is greater than the first acceleration threshold and the duration during which the acceleration is greater than the first acceleration threshold lasts for a preset time; then execute step S505; otherwise, execute step S503.

[0058] Step S505: The all-terrain vehicle 100 enters the downhill braking state.

[0059] Step S506: Determine whether one or more of the following conditions are met: the power of the power battery 51 is greater than the second power threshold, the available torque of the drive motor 41 is less than the second torque threshold and / or the braking force that the drive motor 41 can output is less than the second braking force threshold, and the vehicle speed is greater than the second vehicle speed threshold;

[0060] If one or more of the following conditions are met: the power of the power battery 51 is greater than the second power threshold, the available torque of the drive motor 41 is less than the second torque threshold and / or the braking force that the drive motor 41 can output is less than the second braking force threshold, and the vehicle speed is greater than the second vehicle speed threshold, then execute Step S507; otherwise, execute Step S502.

[0061] Step S507: The all-terrain vehicle 100 enters the downhill exit state;

[0062] Step S508: Determine whether the available torque of the drive motor 41 is greater than the first torque threshold and / or the braking force that the drive motor 41 can output is greater than the first braking force threshold, whether the power of the power battery 51 is lower than the first power threshold, and whether the vehicle speed of the all-terrain vehicle 100 is less than the first vehicle speed threshold;

[0063] If the available torque of the drive motor 41 is greater than the first torque threshold and / or the braking force that the drive motor 41 can output is greater than the first braking force threshold, the power of the power battery 51 is lower than the first power threshold, and the vehicle speed of the all-terrain vehicle 100 is less than the first vehicle speed threshold, then execute Step S503; otherwise, execute Step S506.

[0064] It should be noted that after the all-terrain vehicle 100 enters the downhill braking state, it is still necessary to constantly determine whether the all-terrain vehicle 100 meets the downhill braking conditions, that is, it is necessary to determine whether the offset of the accelerator pedal 70 is less than the first stroke threshold, and whether the acceleration of the all-terrain vehicle 100 is greater than the first acceleration threshold and the duration of the acceleration being greater than the first acceleration threshold lasts for a preset time. Therefore, as Figure 5 shown, after the all-terrain vehicle 100 enters the downhill braking state, that is, when executing Step S505, it is still necessary to return to execute Step S504 to determine whether the all-terrain vehicle 100 meets the downhill braking conditions.

[0065] In one embodiment, the all-terrain vehicle 100 includes multiple energy recovery levels, and the magnitude of the first acceleration threshold is related to the current energy recovery level of the all-terrain vehicle 100; wherein, the higher the current energy recovery level of the all-terrain vehicle 100, the greater the absolute value of the first acceleration threshold.

[0066] Specifically, the higher the energy recovery level, the more energy the ATV 100 can recover during braking or coasting, and the greater the deceleration will be. When the absolute value of the first acceleration threshold increases with the increase of the energy recovery level, it can ensure that at different energy recovery levels, the control module 62 can provide braking force matching the energy recovery level to achieve more effective energy recovery and more stable braking effect.

[0067] In one embodiment, the control module 62 can determine the first acceleration threshold from a pre-set database according to the current vehicle speed of the ATV 100 and the current energy recovery level of the ATV 100; wherein, the pre-set database includes: the first acceleration thresholds corresponding to different vehicle speeds and different energy recovery levels.

[0068] Under different vehicle speeds and energy recovery levels, the braking requirements and energy recovery effects of the ATV will be different. By pre-setting a database containing various combinations of vehicle speeds and energy recovery levels, the appropriate first acceleration threshold can be accurately determined based on the actual driving conditions and energy recovery status of the ATV 100, so as to achieve more precise braking control and energy recovery management.

[0069] Exemplarily, assume that when the vehicle speed is 30 km / h and the energy recovery level is medium, the first acceleration threshold is -0.5 m / s²; when the vehicle speed increases to 60 km / h and the energy recovery level is still medium, the first acceleration threshold may increase to -1.0 m / s²; if the vehicle speed remains 60 km / h and the energy recovery level is increased to high, the first acceleration threshold may further increase to -1.5 m / s². The control module 62 can look up the corresponding first acceleration threshold from the database according to the actual vehicle speed and energy recovery level to achieve the best braking effect and energy recovery efficiency.

[0070] The following is a schematic table of the first acceleration threshold under one energy recovery level:

[0071]

[0072] It should be noted that the higher the vehicle speed, the smaller the first acceleration threshold should be, that is, D ≤ C ≤ B ≤ A ≤ 0; the higher the energy recovery level, the smaller the first acceleration threshold should be, Level3 ≤ Level2 ≤ Level1 ≤ OFF; when the energy recovery is turned off, the first acceleration threshold should theoretically be 0.

[0073] In this table, different combinations of vehicle speeds and energy recovery levels correspond to different first acceleration thresholds. For example, when the vehicle speed is 30 km / h and the energy recovery level is Level 2, the first acceleration threshold is B2; when the vehicle speed is 40 km / h and the energy recovery level is Level 3, the first acceleration threshold is C3.

[0074] In this embodiment, in this way, the control module 62 can quickly and accurately determine a suitable first acceleration threshold according to the actual operating state of the all-terrain vehicle 100, so as to achieve more precise braking control and more efficient energy recovery.

[0075] In one embodiment, when the all-terrain vehicle 100 enters the downhill braking state, the control module 62 can control the drive motor 41 to output a corresponding torque according to the current vehicle speed of the all-terrain vehicle 100. The greater the current vehicle speed of the all-terrain vehicle 100, the greater the absolute value of the corresponding torque output by the drive motor 41.

[0076] Vehicle speed is one of the important factors affecting the braking effect and energy recovery efficiency of the all-terrain vehicle 100. By adjusting the output torque of the drive motor 41 according to the current vehicle speed, it can be ensured that the all-terrain vehicle 100 can obtain a suitable braking force at different speeds, achieve a stable and safe braking effect, and maximize the energy recovery efficiency.

[0077] Exemplarily, when the vehicle speed is high, the kinetic energy of the all-terrain vehicle 100 is large, and a greater braking force is required to decelerate the all-terrain vehicle 100. The control module 62 will increase the output torque of the drive motor 41 to provide a stronger braking force. On the contrary, when the vehicle speed is low, the kinetic energy of the all-terrain vehicle 100 is small, and the required braking force is also correspondingly reduced. The control module 62 will appropriately reduce the output torque of the drive motor 41 to avoid over-braking causing the all-terrain vehicle 100 to lose control or energy waste.

[0078] It should be noted that the control system 60 further includes a first detection module and a second detection module. The first detection module is used to detect the offset of the accelerator pedal 70 stroke; the second detection module is used to detect the acceleration of the all-terrain vehicle 100.

[0079] Exemplarily, the first detection module can be a potentiometer that calculates the offset of the pedal travel by detecting the angular change of the accelerator pedal 70. When the driver presses the accelerator pedal 70, the potentiometer converts the angular change of the accelerator pedal 70 into an electrical signal and sends it to the control module 62. The control module 62 can determine the driver's demand for power output based on this electrical signal. The second detection module can be an acceleration sensor installed on the chassis of the all-terrain vehicle 100 to detect the acceleration of the all-terrain vehicle 100 during driving in real time. When the all-terrain vehicle 100 is driving on a downhill section, the acceleration sensor detects the acceleration change of the all-terrain vehicle 100 and sends the signal to the control module 62. The control module 62 determines whether to enter the downhill braking state based on the magnitude and duration of the acceleration, and controls the output torque of the drive motor 41 to achieve the best braking effect.

[0080] In this embodiment, by controlling the output torque of the drive motor 41 and according to the actual vehicle speed demand, the best braking effect and energy recovery efficiency are achieved, ensuring the driving safety and performance of the all-terrain vehicle 100.

[0081] In one embodiment, as Figure 6 shown, the all-terrain vehicle 100 further includes a display device 80. When the all-terrain vehicle 100 is in the braking preparation state, the display device 80 is displayed in a first visual mode. When the all-terrain vehicle 100 is in the braking exit state, the display device 80 is displayed in a second visual mode. When the all-terrain vehicle 100 is in the downhill braking state, the display device 80 is displayed in a third visual mode.

[0082] The all-terrain vehicle 100 further includes a display device 80. When the all-terrain vehicle 100 is in the braking preparation state, the display device 80 is displayed in a first visual mode, such as lighting a green indicator light. When the all-terrain vehicle 100 is in the braking exit state, the display device 80 is displayed in a second visual mode, such as flashing a yellow indicator light. When the all-terrain vehicle 100 is in the downhill braking state, the display device 80 is displayed in a third visual mode, such as lighting a blue indicator light. Exemplarily, the display device 80 can represent these states on the dashboard of the all-terrain vehicle 100 through LED lights of different colors, so that the driver can intuitively understand the braking state of the all-terrain vehicle 100, improving driving safety and convenience.

[0083] In this embodiment, the driver can quickly understand the braking state of the all-terrain vehicle 100 by observing the color change of the display device 80, ensuring that the braking situation of the all-terrain vehicle 100 can be grasped in a timely and accurate manner during downhill driving, and avoiding safety accidents caused by unclear braking states.

[0084] In one embodiment, a separate vehicle speed limit threshold or range is set, which can be 10 km / h or 8 - 12 km / h. Exemplarily, taking the vehicle speed limit threshold of 10 km / h as an example, its main purpose is that when the vehicle speed is greater than 10 km / h, the coefficient for calculating the negative torque is relatively large, ensuring that the all-terrain vehicle 100 has sufficient braking force for braking. When the vehicle speed is less than 10 km / h, the coefficient for calculating the negative torque will decrease or disappear. The purpose is that when braking at low speed, the decrease or cancellation of the coefficient can make the deceleration process smoother.

[0085] In one embodiment, a minimum negative torque limit is calculated through the PI (Proportional-Integral) calculation of the current vehicle speed and the target vehicle speed, aiming to ensure smooth deceleration of the vehicle during the downhill assist braking process and avoid sudden deceleration problems caused by excessive negative torque. According to the deviation between the current vehicle speed and the target vehicle speed, an appropriate negative torque limit is calculated to achieve precise control of the vehicle speed. Among them, the target vehicle speed refers to the desired vehicle speed set in the control system.

[0086] Specifically, the proportional term (P) is proportional to the difference between the current vehicle speed and the target vehicle speed, that is, P = K p *(target vehicle speed - current vehicle speed), where K p is the proportionality coefficient; the integral term (I) is proportional to the integral of the difference between the current vehicle speed and the target vehicle speed over time, that is, I = K i *∫(target vehicle speed - current vehicle speed)dt, where K i is the integral coefficient; the PI output is the sum of the proportional term and the integral term, that is, PI 输出 = P + I; the minimum negative torque limit is determined according to the PI output. Generally, the larger the PI output, the smaller the minimum negative torque limit, that is, the larger the absolute value of the negative torque, to decelerate more effectively.

[0087] Exemplarily, assuming the target vehicle speed is 10 km / h, the current vehicle speed is 15 km / h, K p = 0.5, K i = 0.1. At time t1, the deviation is 10 - 15 = -5, P = 0.5*(-5) = -2.5, I = 0.1*∫(-5)dt = 0.1*(-5)*Δt, where Δt is the time step. Assuming Δt = 1 s, then I = -0.5, PI 输出 = -2.5 + (-0.5) = -3. According to the PI output, the minimum negative torque limit is determined to be -3 Nm. As time goes by, the current vehicle speed gradually approaches the target vehicle speed, the deviation decreases, and the PI 输出 will also decrease accordingly, and the minimum negative torque limit gradually increases, that is, the absolute value of the negative torque decreases, so as to achieve a smooth transition of the deceleration process of the all-terrain vehicle when approaching the target vehicle speed.

[0088] Based on the same inventive concept, an embodiment of the present application also provides a downhill braking method for an all-terrain vehicle 100. The implementation solution provided by this method to solve the problem is the same as or similar to the implementation solution described in the above all-terrain vehicle 100. Therefore, the specific limitations in one or more embodiments of the downhill braking method for the all-terrain vehicle 100 provided below can refer to the limitations on the electric all-terrain vehicle 100 in the above text, and will not be repeated here. It should be noted that the downhill braking method of the all-terrain vehicle is applied to the control module 62 in the all-terrain vehicle 100.

[0089] In one embodiment, a downhill braking method for an electric all-terrain vehicle 100 is provided. The all-terrain vehicle 100 includes a downhill braking switch 61, and the downhill braking switch 61 can respond to the driver's operation and enter the open state. When the downhill braking switch 61 is in the open state, the all-terrain vehicle 100 includes a braking preparation state and a downhill braking state. The method includes: if the downhill braking switch 61 is in the open state, when the all-terrain vehicle 100 meets the set conditions, controlling the all-terrain vehicle 100 to enter the braking preparation state; if the all-terrain vehicle 100 is in the braking preparation state, when the offset of the accelerator pedal 70 is less than the first stroke threshold, and the acceleration of the all-terrain vehicle 100 is greater than the first acceleration threshold and the acceleration is greater than the first acceleration threshold for a preset time, controlling the all-terrain vehicle 100 to enter the downhill braking dynamic.

[0090] It should be noted that the specific technical solution and specific implementation manner of the downhill braking method of the electric all-terrain vehicle can refer to the specific technical solution and specific implementation manner of the above electric all-terrain vehicle, and will not be repeated here.

[0091] The technical features of the above embodiments can be combined arbitrarily. For the sake of concise description, not all possible combinations of the technical features in the above embodiments are described. However, as long as the combinations of these technical features do not conflict, they should be considered as the scope described in this specification.

[0092] The above embodiments only represent several implementation manners of the present application, and their descriptions are relatively specific and detailed, but they should not be construed as limiting the patent scope of the present application. It should be pointed out that for those of ordinary skill in the art, without departing from the concept of the present application, several deformations and improvements can still be made, and these all belong to the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the appended claims.

Claims

1. An electric all-terrain vehicle, comprising: Frame; A vehicle body covering member, the vehicle body covering member at least partially covering the vehicle frame; a traveling system, wherein the traveling system is at least partially located below the vehicle frame; A power system, the power system is supported by the frame, the power system includes a drive motor for outputting power, and the drive motor is used to drive the travel system; A kinetic energy module, wherein the kinetic energy module includes a power battery, and the power battery provides electrical energy for the drive motor; A control system, the control system is connected to the power system and is capable of controlling the power system to perform an acceleration action; an accelerator pedal, the accelerator pedal being capable of outputting a control instruction in response to a driver's operation, and the control system being capable of controlling the power system to perform an acceleration action in response to the control instruction; Characterized in that the control system comprises: A downhill brake switch, wherein the downhill brake switch can enter an on state in response to an operation of a driver; when the downhill brake switch is in the on state, the electric all-terrain vehicle includes a brake preparation state and a downhill brake state; a control module, wherein if the downhill brake switch is in an on state, the control module controls the all-terrain vehicle to enter the braking ready state when the all-terrain vehicle meets a set condition; Wherein, if the all-terrain vehicle is in the braking ready state, the control module controls the all-terrain vehicle to enter the downhill braking state when the offset of the accelerator pedal is less than the first travel threshold, and the acceleration of the all-terrain vehicle is greater than the first acceleration threshold and the time length for which the acceleration is maintained greater than the first acceleration threshold is greater than the preset continuous time length. When the all-terrain vehicle enters the downhill braking state, the control module can control the drive motor to output torque for braking; The control module controls the all-terrain vehicle to enter the braking ready state when the all-terrain vehicle meets the set conditions. Specifically, the control module controls the all-terrain vehicle to enter the braking ready state when the available torque of the drive motor is greater than a first torque threshold and / or the braking force that can be output by the drive motor is greater than a first braking force threshold, and the power level of the power battery is lower than a first power threshold.

2. The electric all-terrain vehicle according to claim 1, characterized in that: The condition for the control module to control the all-terrain vehicle to enter the braking ready state also includes that the speed of the electric all-terrain vehicle is less than a first speed threshold.

3. The electric all-terrain vehicle according to claim 2, characterized in that: If the electric all-terrain vehicle is in the braking preparation state or the downhill braking state, the control module controls the electric all-terrain vehicle to enter the braking exit state when one or more of the following conditions are met: the power of the power battery is greater than a second power threshold, the available torque of the drive motor is less than a second torque threshold, and / or the braking force that can be output by the drive motor is less than a second braking force threshold, and the vehicle speed is greater than a second vehicle speed threshold; Among them, the second power threshold is greater than the first power threshold, the second torque threshold is less than the first torque threshold, the second braking force threshold is less than the first braking force threshold, and the second vehicle speed threshold is greater than the first vehicle speed threshold.

4. The electric all-terrain vehicle according to claim 3, characterized in that: If the downhill brake switch is in the on state, the control module can control the electric all-terrain vehicle to switch between the brake preparation state and the downhill brake state, and can control the electric all-terrain vehicle to switch between the brake preparation state and the brake exit state; When the electric all-terrain vehicle is in the brake preparation state, the downhill braking state or the brake exit state, if the downhill braking switch is in the off state, the control module controls the all-terrain vehicle to enter the brake off state.

5. The electric all-terrain vehicle according to claim 3, characterized in that: If the all-terrain vehicle is in the brake exit state, the control module controls the all-terrain vehicle to enter the brake preparation state under the conditions that the available torque of the drive motor is greater than the first torque threshold and / or the braking force that can be output by the drive motor is greater than the first braking force threshold, the power level of the power battery is lower than the first power level threshold, and the speed of the all-terrain vehicle is lower than the first speed threshold.

6. The electric all-terrain vehicle according to claim 1, characterized in that: If the all-terrain vehicle is in the downhill braking state, the control module controls the all-terrain vehicle to enter the braking ready state when the offset of the accelerator pedal is greater than a second travel threshold or the acceleration of the all-terrain vehicle is less than a second acceleration threshold; The second travel threshold is greater than the first travel threshold, and the second acceleration threshold is less than the first acceleration threshold.

7. The electric all-terrain vehicle according to claim 1, characterized in that: The first acceleration threshold is less than or equal to 0, and the magnitude of the first acceleration threshold is variable. The magnitude of the first acceleration threshold is related to the current speed of the all-terrain vehicle; wherein, the greater the current speed of the all-terrain vehicle, the greater the absolute value of the first acceleration threshold.

8. The electric all-terrain vehicle according to claim 7, characterized in that: The all-terrain vehicle includes multiple energy recovery levels, and the size of the first acceleration threshold is related to the current energy recovery level of the all-terrain vehicle; wherein, the higher the current energy recovery level of the all-terrain vehicle, the greater the absolute value of the first acceleration threshold.

9. The electric all-terrain vehicle according to any one of claims 1 to 8, characterized in that: When the all-terrain vehicle enters a downhill braking state, the control module can control the drive motor to output a corresponding torque according to the current speed of the all-terrain vehicle. The greater the current speed of the all-terrain vehicle, the greater the absolute value of the corresponding torque output by the drive motor.

10. The electric all-terrain vehicle according to claim 3, characterized in that: The all-terrain vehicle also includes a display device. When the all-terrain vehicle is in the braking preparation state, the display device uses a first visual method for display. When the all-terrain vehicle is in the braking exit state, the display device uses a second visual method for display. When the all-terrain vehicle is in the downhill braking state, the display device uses a third visual method for display.

11. A downhill braking method for an electric all-terrain vehicle, characterized in that: The all-terrain vehicle includes a downhill brake switch, which can enter an on state in response to a driver's operation. When the downhill brake switch is in the on state, the all-terrain vehicle includes a brake preparation state and a downhill brake state. The method includes: If the downhill brake switch is in the on state, and the all-terrain vehicle meets the set conditions, the all-terrain vehicle is controlled to enter the brake ready state; If the all-terrain vehicle is in the braking ready state, when the displacement of the accelerator pedal is less than the first travel threshold, and the acceleration of the all-terrain vehicle is greater than the first acceleration threshold and the acceleration is greater than the first acceleration threshold for a preset time, the all-terrain vehicle is controlled to enter the downhill braking state; When the all-terrain vehicle enters the downhill braking state, controlling the drive motor to output torque for braking; When the all-terrain vehicle meets the set conditions, the all-terrain vehicle is controlled to enter the braking ready state, specifically: when the available torque of the drive motor is greater than the first torque threshold and / or the braking force that can be output by the drive motor is greater than the first braking force threshold, and the power of the power battery is lower than the first power threshold, the all-terrain vehicle is controlled to enter the braking ready state.

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