Electric bicycle intelligent power assisting method and device based on treading power and electronic equipment

Abstract

The invention discloses an electric bicycle intelligent power assisting method and device based on treading power, and relates to the field of data processing. According to the method, the chain tension of the electric bicycle is detected through a strain gauge, then the treading torque generated when a rider treads a pedal is obtained, and the treading speed is obtained through a Hall sensor; on the basis of the treading torque and the treading speed, the instantaneous treading power of the rider is obtained through calculation; acquiring driving data of the electric bicycle, wherein the driving data comprises a driving speed, an accelerated speed and a road slope angle; the instantaneous treading power and the driving data are synthesized, and the motor assisting power is calculated; judging whether the rider has an emergency or not, and judging whether an obstacle exists on a front road or not; and if it is determined that the rider has the emergency situation or the obstacle exists on the road ahead, the motor assistance increment is matched for the rider on the basis of the motor assistance power. By implementing the technical scheme provided by the invention, the riding efficiency is improved.

Description

Technical Field

[0001] The present application relates to the field of data processing, and particularly to an intelligent assistance method and device for an electric bicycle based on pedaling power. Background Art

[0002] With the progress of technology and the improvement of environmental awareness, electric bicycles, as a low-carbon and convenient means of transportation, are increasingly favored by people. Electric bicycles can not only provide assistance to reduce the physical consumption of riders, but also quickly pass through densely populated urban areas to avoid traffic congestion. In addition, with the development of the Internet of Things and intelligent devices, people begin to expect that electric bicycles can provide more intelligent services, such as real-time adjustment of assistance and monitoring of driving safety.

[0003] Currently, although there are various types of electric bicycles on the market with increasingly rich functions, there are still some technical defects and limitations. Traditional electric bicycles mostly adopt a fixed assistance mode or a limited selection of assistance levels, which makes the assistance system unable to accurately adjust according to the real-time needs of riders and road conditions. This fixed or roughly adjusted assistance mode often fails to provide the optimal riding support in the face of complex and changeable driving environments, resulting in a reduction in riding efficiency.

[0004] Therefore, there is an urgent need for an intelligent assistance method and device for an electric bicycle based on pedaling power. Summary of the Invention

[0005] The present application provides an intelligent assistance method and device for an electric bicycle based on pedaling power, which improves riding efficiency.

[0006] In the first aspect of the present application, an intelligent assistance method for an electric bicycle based on pedaling power is provided. The method includes: The method is applied to the controller of the electric bicycle. An electric motor is built into the electric bicycle, and a strain gauge is placed on the shaft of the motor. A Hall sensor is also placed inside the motor. The method includes: detecting the chain tension of the electric bicycle through the strain gauge, thereby obtaining the pedaling torque of the rider stepping on the pedal, and obtaining the pedaling speed of the rider through the Hall sensor. The chain tension causes the shaft of the motor to deform, and the strain gauge calculates the pedaling torque by detecting the deformation of the shaft. The pedaling torque is the magnitude of the torque generated by the rider stepping on the pedal, and the pedaling speed is the magnitude of the angular velocity of the rider stepping on the pedal; based on the pedaling torque and the pedaling speed, calculating the instantaneous pedaling power of the rider; obtaining the driving data of the electric bicycle, and the driving data includes driving speed, acceleration, and road surface slope angle; combining the instantaneous pedaling power and the driving data, calculating the motor assistance power; determining whether the rider is in an emergency situation, and determining whether there are obstacles on the front road. The emergency situations include emergency turning, emergency acceleration, emergency deceleration, and emergency braking; if it is determined that the rider is in the emergency situation or there are obstacles on the front road, then matching a motor assistance increment for the rider on the basis of the motor assistance power.

[0007] By adopting the above technical solution, by obtaining parameters such as the pedaling torque and pedaling speed of the rider, the instantaneous pedaling power of the rider is calculated, and combined with the driving data of the electric bicycle such as driving speed, acceleration, and road surface slope, the assistance power that the motor should provide is comprehensively calculated. This method can give a more accurate and practical electric assistance output according to the actual pedaling input of the rider and the vehicle driving state, enabling the rider to obtain a better riding experience. At the same time, the method can also determine whether the rider is in an emergency situation and whether there are obstacles on the front road, and provide a motor assistance increment for the rider in case of emergency or danger, improving riding safety. This intelligent assistance method realizes human-machine cooperation, and the motor assistance can be dynamically adjusted according to the changes in the rider's pedaling state and the vehicle driving state, making the assistance output of the electric bicycle more intelligent and user-friendly. This method can calculate the instantaneous pedaling power in real time according to the pedaling torque and pedaling speed of the rider, and combine the driving data of the electric bicycle such as speed, acceleration, and road surface slope to dynamically adjust the assistance output of the motor. At the same time, the method should also be able to quickly increase the assistance when detecting that the rider is facing an emergency situation or there are obstacles ahead to ensure the safety of the rider. This intelligent assistance method greatly improves the riding efficiency, safety, and user experience of the electric bicycle.

[0008] Optionally, the specific calculation formula for calculating the motor assist power by integrating the instantaneous pedaling power and the driving data is: Wherein, k is the power assistance coefficient, the value range of k is [0, 1], m is the mass of the electric bicycle, g is the acceleration of gravity, c1 is the rolling resistance coefficient, ρ is the air density, c2 is the air resistance coefficient, A is the frontal area, v is the driving speed, θ is the road slope angle, a is the acceleration, P pedal is the instantaneous pedaling power.

[0009] By adopting the above technical solution, the instantaneous pedaling power of the rider, the vehicle's mass, gravity acceleration, rolling resistance coefficient, air density, air resistance coefficient, windward area, driving speed, road slope angle, acceleration and other factors are comprehensively considered. The physical model accurately describes the various resistances encountered by the electric bicycle during actual riding, and on this basis, the power assist power that the motor needs to provide is calculated. This calculation formula can quantitatively analyze the force conditions of the electric bicycle based on vehicle parameters and real-time collected riding data, and derive the optimal motor power assist output, so that the rider can get just the right power assist feeling. At the same time, the power assist coefficient k is introduced into the formula, which can be adjusted between 0 and 1 according to the rider's wishes. When k approaches 0, the proportion of electric power assist decreases, and it relies more on the rider's own pedaling; when k approaches 1, the proportion of electric power assist increases, and the rider's physical exertion decreases. This flexible power assist strategy can meet the personalized needs of different riders.

[0010] Optionally, determining whether the rider is in an emergency situation specifically includes: obtaining forward acceleration data, backward acceleration data and steering angular velocity data of the electric bicycle; determining whether the forward acceleration data, the backward acceleration data or the steering angular velocity data is greater than or equal to a preset safety threshold; if so, determining that the rider is in an emergency situation; if not, determining that the rider is not in the emergency situation.

[0011] By adopting the above technical solution, the forward acceleration, backward acceleration, steering angular velocity and other data of the electric bicycle are obtained, and compared with the preset safety threshold, it is possible to detect in real time whether the rider has made abnormal riding behaviors such as emergency turning, emergency acceleration, emergency deceleration, etc. Once it is detected that the rider is in an emergency situation, corresponding measures can be taken in time, such as providing additional motor assist increments on the basis of motor assist power, to help the rider quickly complete emergency actions and avoid danger. This emergency judgment method based on sensor data can monitor abnormal conditions during riding in real time, greatly improving the safety and intelligence level of electric bicycles.

[0012] Optionally, determining whether there are obstacles on the road ahead specifically includes: using the millimeter-wave radar sensor at the front end of the electric bicycle to scan the road ahead of the electric bicycle at a preset scanning frequency and a preset scanning angle to obtain reflected signal data; based on the reflected signal data, obtaining the point cloud data of the road ahead; extracting and identifying the point cloud data to obtain the sizes, positions, and moving speeds of each obstacle and each corresponding obstacle; inputting the sizes, positions, and moving speeds of each obstacle into a preset obstacle recognition model to obtain corresponding danger level coefficients and collision risk coefficients; based on the danger level coefficients and the collision risk coefficients, determining an obstacle avoidance strategy for the obstacle, where the obstacle avoidance strategy includes decelerating and avoiding, turning and detouring, and emergency braking.

[0013] By adopting the above technical solution, using the millimeter-wave radar sensor to scan the road ahead, obtaining the reflected signal data, and generating the point cloud data of the road ahead based on this data, obstacles on the road ahead, including pedestrians, vehicles, fixed obstacles, etc., can be accurately detected. By processing and analyzing the point cloud map, attribute information such as the size, position, and moving speed of each obstacle can be further extracted. Inputting this attribute information into the preset obstacle recognition model can obtain the danger level coefficient and collision risk coefficient of each obstacle. Based on the evaluation results, corresponding obstacle avoidance strategies, such as decelerating and avoiding, turning and detouring, and emergency braking, can be planned in a timely manner to ensure the safety of the rider.

[0014] Optionally, the motor assistance increment includes a first increment and a second increment. If it is determined that the rider has the emergency or there are obstacles on the road ahead, then matching a motor assistance increment for the rider on the basis of the motor assistance power specifically includes: if it is determined that the rider has the emergency, then matching the first increment for the rider on the basis of the motor assistance power; if it is determined that there are obstacles on the road ahead, then matching the second increment for the rider on the basis of the motor assistance power; if it is determined that the emergency occurs on the road ahead and there are obstacles on the road ahead, then matching the first increment and the second increment for the rider on the basis of the motor assistance power.

[0015] By adopting the above technical solution, when it is determined that the cyclist encounters an emergency or there are obstacles on the road ahead, on the basis of the original motor assistance power, a first increment or a second increment is additionally provided to cope with the risks brought by the emergency and the obstacles respectively. If an emergency and an obstacle occur simultaneously, the first increment and the second increment are superimposed to provide greater motor assistance to help the cyclist quickly get out of the dangerous state. This method of matching motor assistance increments by scenario and risk level can provide targeted additional motor assistance according to the specific situation faced by the cyclist. While improving safety, it also avoids the excessive intervention of motor assistance, which affects the normal control of the cyclist. At the same time, by reasonably setting the magnitudes of the first increment and the second increment, a balance can be achieved between riding safety and riding experience. This intelligent strategy for matching motor assistance increments enables the electric bicycle to better adapt to the complex and changeable riding environment, providing all-round power guarantee and safety protection for the cyclist.

[0016] Optionally, if it is determined that the cyclist has the emergency, matching a first increment for the cyclist on the basis of the motor assistance power specifically includes: if the emergency is an emergency turn, obtaining the radius of curvature of the turning section, and determining the first increment according to the magnitude of the radius of curvature, the smaller the radius of curvature, the larger the first increment; if the emergency is an emergency acceleration, obtaining the current vehicle speed, if the current vehicle speed is less than a preset first speed threshold, determining the first increment according to the magnitude of the acceleration, the larger the acceleration, the larger the first increment; if the current vehicle speed is greater than or equal to the preset first speed threshold, no first increment is provided; if the emergency is an emergency deceleration or a sudden brake, obtaining the current vehicle speed, when the current vehicle speed is greater than a preset second speed threshold, providing a reverse first increment; after the current vehicle speed is less than or equal to the preset second speed threshold, canceling the reverse first increment, and the preset first speed threshold is greater than the preset second speed threshold.

[0017] By adopting the above technical solutions, for an emergency turn, the radius of curvature of the turning section is obtained. The smaller the radius of curvature, the sharper the turn and the greater the first increment required to help the rider quickly complete the turning motion. For emergency acceleration, the current vehicle speed is obtained, and the first increment is only provided at low speeds to avoid safety hazards caused by excessive acceleration at high speeds. For emergency deceleration or sudden braking, when the vehicle speed is higher than the preset second speed threshold, a reverse first increment is provided, which is equivalent to an additional braking torque to help the rider quickly reduce the vehicle speed. When the vehicle speed drops below the preset second speed threshold, the additional braking torque is gradually cancelled until the vehicle stops stably. This method of dynamically adjusting the first increment according to the type of emergency and vehicle speed conditions can more precisely control the intervention timing and intensity of motor assistance, while meeting the emergency operation requirements, taking into account the smoothness of riding and the rider's active control right, and avoiding the interference and over - assistance of the motor.

[0018] Optionally, if it is determined that there is an obstacle on the front road, a second increment is matched for the rider based on the motor assistance power, which specifically includes: if it is determined that the obstacle avoidance strategy is decelerating to avoid, the deceleration is determined according to the position and moving speed of the obstacle and the current vehicle speed, and the second increment is determined according to the magnitude of the deceleration. The greater the deceleration, the greater the second increment, and the maximum value of the second increment is less than or equal to the preset safety increment threshold; if it is determined that the obstacle avoidance strategy is turning to bypass, the radius of curvature of the bypass path is obtained, and the second increment is determined according to the magnitude of the radius of curvature. The smaller the radius of curvature, the greater the second increment; if it is determined that the obstacle avoidance strategy is emergency braking, the current vehicle speed is obtained. When the current vehicle speed is greater than the preset braking speed threshold, a reverse second increment is provided. When the current vehicle speed is less than or equal to the preset braking speed threshold, the reverse second increment is reduced until the reverse second increment is cancelled after the vehicle stops stably.

[0019] By adopting the above technical solutions, when the obstacle avoidance strategy is decelerating to avoid, the magnitude of the deceleration is calculated based on the position, moving speed of the obstacle and the current vehicle speed, and the second increment is determined accordingly, minimizing the impact on the rider's normal riding while ensuring safety. When the obstacle avoidance strategy is turning to bypass, the radius of curvature of the bypass path is obtained. The smaller the radius of curvature, the sharper the turn and the greater the second increment to provide sufficient steering assistance. When the obstacle avoidance strategy is emergency braking, the system obtains the current vehicle speed, provides a large reverse second increment (additional braking torque) at high speeds to help the rider quickly decelerate, and reduces and finally cancels the additional braking torque after the vehicle speed drops to a lower level until the vehicle stops stably. This method of dynamically matching the second increment with the obstacle avoidance strategy and vehicle speed ensures the optimal effect of motor assistance in different obstacle avoidance scenarios, maximally maintaining the rider's riding rhythm while actively avoiding obstacles and reducing the rider's shock and discomfort.

[0020] In a second aspect of the present application, an intelligent assistance device for an electric bicycle based on pedaling power is provided. The device is a controller, and the controller includes a pedaling data acquisition module, a pedaling power calculation module, a driving data acquisition module, a assistance power calculation module, an increment judgment module, and an increment power determination module, where: The pedaling data acquisition module is used to detect the chain tension of the electric bicycle through the strain gauge, and then obtain the pedaling torque of the rider stepping on the pedal, and obtain the pedaling speed of the rider through the Hall sensor. The chain tension causes the shaft of the motor to deform, and the strain gauge calculates the pedaling torque by detecting the deformation of the shaft. The pedaling torque is the torque generated by the rider stepping on the pedal, and the pedaling speed is the angular velocity of the rider stepping on the pedal; The pedaling power calculation module is used to calculate the instantaneous pedaling power of the rider based on the pedaling torque and the pedaling speed; The driving data acquisition module is used to acquire the driving data of the electric bicycle, and the driving data includes driving speed, acceleration, and road surface slope angle; The assistance power calculation module is used to calculate the motor assistance power by integrating the instantaneous pedaling power and the driving data; The increment judgment module is used to judge whether the rider has an emergency and whether there is an obstacle on the road ahead. The emergency includes emergency turning, emergency acceleration, emergency deceleration, and emergency braking; The increment power determination module is used to, if it is determined that the rider has the emergency or there is an obstacle on the road ahead, match a motor assistance increment for the rider on the basis of the motor assistance power.

[0021] In a third aspect of the present application, an electronic device is provided, including a processor, a memory, a user interface, and a network interface. The memory is used to store instructions, and both the user interface and the network interface are used to communicate with other devices. The processor is used to execute the instructions stored in the memory so that the electronic device executes the method described in any one of the above.

[0022] In a fourth aspect of the present application, a computer-readable storage medium is provided. The computer-readable storage medium stores instructions, and when the instructions are executed, the method described in any one of the above is executed.

[0023] In summary, one or more technical solutions provided in the embodiments of the present application have at least the following technical effects or advantages: 1. This method can calculate the instantaneous pedaling power in real time based on the pedaling torque and pedaling speed of the rider, and dynamically adjust the assist output of the motor in combination with the driving data of the electric bicycle, such as speed, acceleration, and road slope. At the same time, this method should also be able to quickly increase the assist when it detects that the rider is facing an emergency or there is an obstacle ahead to ensure the safety of the rider. This intelligent assist method greatly improves the riding efficiency, safety, and user experience of the electric bicycle. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 is a schematic flowchart of an intelligent assist method for an electric bicycle based on pedaling power disclosed in an embodiment of the present application; Figure 2 is an illustrative schematic diagram of an intelligent assist method for an electric bicycle based on pedaling power disclosed in an embodiment of the present application; Figure 3 is a schematic block diagram of an intelligent assist device for an electric bicycle based on pedaling power disclosed in an embodiment of the present application; Figure 4 is a schematic structural diagram of an electronic device disclosed in an embodiment of the present application.

[0025] Description of the reference numerals: 301, pedaling data acquisition module; 302, pedaling power calculation module; 303, driving data acquisition module; 304, assist power calculation module; 305, increment judgment module; 306, increment power determination module; 400, electronic device; 401, processor; 402, communication bus; 403, user interface; 404, network interface; 405, memory. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0026] In order to enable those skilled in the art to better understand the technical solutions in this specification, the following will clearly and completely describe the technical solutions in the embodiments of this specification in conjunction with the accompanying drawings in the embodiments of this specification. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all of the embodiments.

[0027] In the description of the embodiments of the present application, words such as "for example" or "for illustration" are used to represent examples, illustrations, or explanations. Any embodiment or design solution described as "for example" or "for illustration" in the embodiments of the present application should not be construed as being more preferred or having more advantages than other embodiments or design solutions. Rather, the use of words such as "for example" or "for illustration" is intended to present the relevant concepts in a specific manner.

[0028] In the description of the embodiments of the present application, the term "plural" means two or more. For example, plural systems refer to two or more systems, and plural screen terminals refer to two or more screen terminals. In addition, the terms "first" and "second" are only used for descriptive purposes and cannot be construed as indicating or implying relative importance or implicitly specifying the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include one or more of such features. The terms "comprise", "include", "have" and their variants all mean "including but not limited to", unless otherwise specifically emphasized in other ways.

[0029] The present application provides an intelligent assistance method for an electric bicycle based on pedaling power. Referring to Figure 1 , Figure 1 is a schematic flowchart of an intelligent assistance method for an electric bicycle based on pedaling power provided by an embodiment of the present application. This method is applied to a controller, which is a control unit inside the electric bicycle. The controller is used to execute an intelligent assistance program for the electric bicycle based on pedaling power. An electric motor is built into the electric bicycle, a strain gauge is placed on the shaft of the motor, and a Hall sensor is also placed inside the motor. This method includes steps S101 to S106, and the above steps are as follows: Step S101: Detect the chain tension of the electric bicycle through the strain gauge, and then obtain the pedaling torque of the rider stepping on the pedal, and obtain the pedaling speed of the rider through the Hall sensor. The chain tension will cause the shaft of the motor to deform. The strain gauge calculates the pedaling torque by detecting the deformation of the shaft. The pedaling torque is the magnitude of the torque generated by the rider stepping on the pedal, and the pedaling speed is the magnitude of the angular velocity of the rider stepping on the pedal.

[0030] In step S101, when the rider steps on the pedal, the foot force will be transmitted to the motor shaft through the foot pedal and the chain, causing a certain degree of deformation of the motor shaft. As Figure 2 shown, Figure 2 is a schematic structural diagram inside the motor. The strain gauge is located on the motor shaft. The strain gauge is a strain (deformation) measuring element, which is attached to the surface of the motor shaft and can sensitively convert the deformation of the shaft into a change in resistance value. The controller real-time collects the resistance value change signal output by the strain gauge, and through internal operations, the torque acting on the motor shaft, that is, the pedaling torque of the rider, can be accurately calculated.

[0031] The magnitude of the pedaling torque intuitively reflects the force exerted by the rider when pedaling. When the rider pedals hard, the pedaling torque will increase; conversely, when the rider relaxes pedaling, the pedaling torque will decrease. Therefore, real-time measurement of the pedaling torque can dynamically evaluate the pedaling intensity of the rider and provide an important reference for subsequent intelligent assistance.

[0032] Secondly, the Hall sensor is installed inside the motor and can measure the rotational speed of the motor shaft. The Hall element utilizes the principle of the Hall effect. When the surrounding magnetic field changes, its output voltage will change accordingly. A magnet is installed on the motor rotor. When the rotor rotates, the magnetic field around the magnet changes, and the output voltage of the Hall sensor also changes. By analyzing the frequency of the voltage change, the controller can calculate the rotational speed of the motor shaft, and thus obtain the angular velocity of the rider stepping on the pedal. The level of the angular velocity directly reflects the frequency of the rider's stepping. The higher the frequency, the faster the rider steps, and the corresponding motor assistance can be stronger. On the contrary, the lower the frequency, the corresponding motor assistance amplitude should also be weakened. Therefore, the angular velocity is also a key factor affecting motor assistance.

[0033] For example, when a rider is going uphill, they will step hard and at an increased frequency. At this time, the measured stepping torque and angular velocity values obtained by the controller will both increase. The increase in these two parameters indicates that the rider hopes to get more assistance, and the controller will accordingly increase the assistance power of the motor. When the rider is riding leisurely on a flat road, stepping is relatively easy and the frequency is not high. The controller detects that the torque and angular velocity are both small, and will accordingly reduce the motor assistance to avoid excessive power and affect the riding experience.

[0034] Step S102: Based on the stepping torque and stepping speed, calculate the instantaneous stepping power of the rider.

[0035] In step S102, the calculation formula for the rider's instantaneous stepping power is P pedal = T pedal * w pedal ; where P pedal represents the instantaneous stepping power, T pedal represents the stepping torque, and w pedal represents the stepping angular velocity. They are all data measured by the sensor and converted by the controller in step S101. After the controller obtains a set of data of the stepping torque and stepping speed at each sampling moment, it can substitute them into the above formula to calculate the instantaneous stepping power at that moment. Since the sampling period is very short (usually dozens of milliseconds), the calculated power value can be approximately regarded as the instantaneous value at that time point.

[0036] Step S103: Obtain the driving data of the electric bicycle. The driving data includes the driving speed, acceleration, and road surface slope angle.

[0037] In step S103, the controller obtains the driving data of the electric bicycle, including the driving speed, acceleration, and road surface slope angle. To obtain this data, corresponding sensors and measuring devices are equipped inside the electric bicycle. To obtain the driving speed, a speed sensor is installed on the wheel of the electric bicycle. The speed sensors include Hall sensors and optoelectronic sensors. The Hall sensor utilizes the Hall effect principle and calculates the speed by measuring the change in magnetic field when the wheel rotates; the optoelectronic sensor calculates the speed by measuring the frequency of the reflected light beam when the wheel rotates. The acceleration of the electric bicycle can be directly measured by an acceleration sensor. The acceleration sensor is generally manufactured using microelectromechanical system (MEMS) technology and contains mechanical components such as a mass block, spring, damper, and corresponding circuits inside. When the sensor is subjected to acceleration, the mass block will generate displacement, which will in turn cause changes in parameters such as capacitance and resistance. After amplification and conversion, a voltage signal proportional to the acceleration is output. The controller can obtain the current acceleration value by collecting the output signal of the acceleration sensor and performing conversion according to the sensitivity and range of the sensor. The road surface slope angle reflects the inclination degree of the road surface where the electric bicycle is currently located, and it will affect the driving resistance and energy consumption of the vehicle. To obtain the road surface slope angle, an inclination sensor can be installed on the electric bicycle. The working principle of the inclination sensor is similar to that of the acceleration sensor, except that the physical quantity measured is the inclination angle relative to the direction of gravity. The voltage signal output by the inclination sensor has a certain functional relationship with the inclination angle. The controller can calculate the current road surface slope angle by collecting and converting this signal.

[0038] Step S104: Integrate the instantaneous pedaling power and the driving data to calculate the motor assistance power.

[0039] In step S104, the specific calculation formula for integrating the instantaneous pedaling power and the driving data to calculate the motor assistance power is as follows: where k is the assistance coefficient, and the value range of k is [0, 1], m is the total mass of the electric bicycle, g is the acceleration due to gravity, c1 is the rolling resistance coefficient, ρ is the air density, c2 is the air resistance coefficient, A is the frontal area, v is the driving speed, θ is the road surface slope angle, a is the acceleration, and P pedal is the instantaneous pedaling power.

[0040] Specifically, the controller calculates the power assist power that the motor should provide through the above formula based on the rider's instantaneous pedaling power and the driving data of the electric bicycle. The numerator of the above formula consists of five items, which respectively represent: the contribution of the rider's pedaling power to the motor power assist, multiplied by a power assist coefficient k. This coefficient determines the distribution ratio of manpower and electricity. The larger k is, the higher the proportion of motor power assist. The value range of k is [0, 1]. When k = 0, it means that the motor does not provide additional power assist, and the rider needs to provide all the pedaling force by himself; when k = 1, it means that the power assist provided by the motor completely offsets the rider's pedaling force, achieving pedal-free riding; the electric bicycle is hindered by rolling resistance. Rolling resistance is proportional to the product of the vehicle mass m, gravity acceleration g and rolling resistance coefficient c1. The electric bicycle is hindered by air resistance. Air resistance is proportional to air density ρ, air resistance coefficient c2, windward area A and the square of vehicle speed v; electric bicycles are hindered by gravity components on ramps. This effect is proportional to the product of the vehicle mass m, the gravitational acceleration g and the sine value of the slope angle sinθ; the electric bicycle is hindered by the inertial force during acceleration. This effect is proportional to the product of the vehicle mass m and the acceleration a. The sum of the above five items represents the total resistance power that the electric bicycle needs to overcome in the current driving state. Since the output power of the motor will also have a certain loss, an efficiency factor η is also multiplied on the denominator, which is usually between 0.7 and 0.9.

[0041] In actual application, the controller calculates the motor assist power through the following steps, and reads the instantaneous pedaling power P at the current moment from the calculation result of step S102. pedal . Read the current driving speed v, acceleration a and road slope angle θ from the sensor data of step S103. According to the parameters of the electric bicycle, obtain the fixed values of the vehicle mass m, rolling resistance coefficient c1, air density ρ, air resistance coefficient c2 and windward area A. Select a suitable power factor k, which can be adjusted according to the rider's wishes or system settings. Substitute the above parameters into the power calculation formula to obtain the motor power P that the motor should output at the current moment motor .

[0042] Step S105: Determine whether the rider is in an emergency situation and whether there are obstacles on the road ahead. Emergency situations include emergency turns, emergency acceleration, emergency deceleration, and emergency braking.

[0043] In step S105, it is determined whether an emergency occurs to the rider, specifically including: obtaining the forward acceleration data, backward acceleration data, and steering angular velocity data of the electric bicycle; determining whether the forward acceleration data, backward acceleration data, or steering angular velocity data is greater than or equal to a preset safety threshold; if so, it is determined that an emergency occurs to the rider; if not, it is determined that no emergency occurs to the rider.

[0044] Determine whether there are obstacles on the road ahead, specifically including: using the millimeter-wave radar sensor at the front end of the electric bicycle to scan the road ahead of the electric bicycle at a preset scanning frequency and preset scanning angle to obtain reflected signal data; obtaining the point cloud data of the road ahead based on the reflected signal data; extracting and identifying the point cloud data to obtain the sizes, positions, and moving speeds of each obstacle and each corresponding obstacle; inputting the sizes, positions, and moving speeds of each obstacle into a preset obstacle recognition model to obtain the corresponding danger degree coefficient and collision risk coefficient; determining an obstacle avoidance strategy for the obstacle based on the danger degree coefficient and collision risk coefficient, and the obstacle avoidance strategy includes decelerating and avoiding, steering and bypassing, and emergency braking.

[0045] Specifically, the controller determines whether the rider is in an emergency by acquiring various sensor data on the electric bicycle. The controller monitors and acquires in real time the forward acceleration, backward acceleration measured by the acceleration sensor, and the steering angular velocity measured by the gyroscope, etc. The controller compares these data with preset safety thresholds. For example, the safety thresholds for forward acceleration and backward acceleration can be set to 5 m / s^2, and the safety threshold for steering angular velocity can be set to 0.5 rad / s. When any data exceeds the corresponding preset safety threshold, the controller determines that an emergency has occurred to the rider. On the other hand, the controller also needs to determine whether there are obstacles in front of the electric bicycle. The controller calls the millimeter-wave radar sensor at the front end to periodically scan the road conditions in a certain angular range in front and acquire the reflected signal data of the electromagnetic wave. The controller analyzes and processes the radar echo data to obtain the point cloud data of the obstacles, and further identifies each obstacle through algorithms such as clustering and segmentation to obtain their size, position, and moving speed information. Then, the controller inputs the obstacle information into a preset obstacle recognition model. The preset obstacle recognition model can adopt machine learning algorithms such as decision trees and support vector machines and is trained through a large amount of historical traffic data. The preset obstacle recognition model comprehensively considers factors such as the size, position, relative speed of the obstacle, and the current riding speed, and gives the danger degree coefficient and collision risk coefficient of the obstacle, which are quantitatively represented by the danger degree coefficient and the collision risk coefficient respectively. After determining the existence of dangerous obstacles, the controller further determines the specific obstacle avoidance strategy according to the danger degree coefficient, the collision risk coefficient, and the position of the obstacle. The controller determines the corresponding obstacle avoidance strategy in the preset obstacle avoidance strategy library, and the preset obstacle avoidance strategy library includes the corresponding relationship between the danger degree coefficient, the collision risk coefficient, and the obstacle avoidance strategy.

[0046] Step S106: If it is determined that the rider has an emergency or there are obstacles on the road ahead, then match a motor assistance increment for the rider on the basis of the motor assistance power.

[0047] In step S106, the motor assistance increment includes a first increment and a second increment. If it is determined that the rider has an emergency or there are obstacles on the road ahead, then match a motor assistance increment for the rider on the basis of the motor assistance power, which specifically includes: If it is determined that the rider has an emergency, then match the first increment for the rider on the basis of the motor assistance power; If it is determined that there are obstacles on the road ahead, then match the second increment for the rider on the basis of the motor assistance power; If it is determined that the above-mentioned emergency occurs on the road ahead and there are obstacles on the road ahead, then match the first increment and the second increment for the rider on the basis of the motor assistance power.

[0048] Specifically, when the controller determines that an emergency situation occurs to the rider, such as an emergency turn, emergency acceleration, emergency deceleration, or emergency braking, etc., the rider may need a greater power output to complete these actions. Therefore, the controller will add a first increment to the original motor assist power. When the controller determines that there are obstacles on the road ahead, such as pedestrians, vehicles, fixed obstacles, etc., the rider may need additional power to execute obstacle avoidance strategies, such as decelerating to avoid, turning to bypass, or emergency braking. At this time, the controller will add a second increment to the original motor assist power.

[0049] In a possible implementation manner, if it is determined that an emergency situation occurs to the rider, a first increment is matched for the rider based on the motor assist power, which specifically includes: if the emergency situation is an emergency turn, the curvature radius of the turning section is obtained, and the first increment is determined according to the size of the curvature radius. The smaller the curvature radius, the larger the first increment; if the emergency situation is emergency acceleration, the current vehicle speed is obtained. If the current vehicle speed is less than a preset first speed threshold, the first increment is determined according to the magnitude of the acceleration. The larger the acceleration, the larger the first increment; if the current vehicle speed is greater than or equal to the preset first speed threshold, no first increment is provided; if the emergency situation is emergency deceleration or emergency braking, the current vehicle speed is obtained. When the current vehicle speed is greater than a preset second speed threshold, a reverse first increment is provided; after the current vehicle speed is less than or equal to the preset second speed threshold, the reverse first increment is cancelled, and the preset first speed threshold is greater than the preset second speed threshold.

[0050] Specifically, when the rider makes an emergency turn, the controller calculates the curvature radius of the turning section to judge the sharpness of the turn and determines the magnitude of the first increment accordingly. The controller first uses the gyroscope on the electric bicycle to measure the change in angular velocity during the turning process, and then combines the vehicle speed measured by the wheel speed sensor to calculate the real-time curvature radius through the formula "R = v / ω" (where R is the curvature radius, v is the vehicle speed, and ω is the angular velocity). The controller internally presets the corresponding relationship between the curvature radius and the magnitude of the first increment. The smaller the curvature radius, the larger the first increment. The controller superimposes the first increment on the original motor assist power, enabling the motor to provide stronger auxiliary power to help the rider maintain the stability of the vehicle body during the turn.

[0051] When a rider needs to accelerate urgently, the controller will first collect the current vehicle speed data through the wheel speed sensor and compare it with a preset first speed threshold. This threshold can be reasonably set according to factors such as road speed limits and rider age, for example, 25 km / h. If the current vehicle speed is lower than the preset braking speed threshold, the controller deems that safe acceleration can be performed and will initiate the calculation of the first increment. The controller uses the acceleration sensor to measure the acceleration magnitude during the emergency acceleration process, multiplies it by a proportionality coefficient, and converts it into the value of the first increment. There is a preset correspondence between acceleration and the first increment inside the controller. The greater the acceleration, the greater the value of the first increment. The controller superimposes the first increment on the original motor assist power, enabling the motor to output greater auxiliary power to help the rider quickly increase speed. However, if the current vehicle speed has exceeded the preset first speed threshold, the controller will no longer provide any first increment to avoid danger caused by excessive vehicle speed.

[0052] When a rider needs to decelerate urgently or apply emergency brakes, the controller will also refer to the current vehicle speed and compare it with another preset second speed threshold. The preset second speed threshold should be lower than the preset first speed threshold, for example, 15 km / h, to ensure that the rider can brake safely at a lower speed. When the current vehicle speed is greater than the preset second speed threshold, the controller will provide a first increment in the opposite direction of the original motor assist to assist the rider in braking. The magnitude of this reverse first increment is a preset value. Once the vehicle speed drops below the second speed threshold, the controller will immediately cancel the reverse first increment, enabling the motor to resume normal assist output and ensuring the vehicle stability of the rider at a low speed.

[0053] In a possible implementation, if it is determined that there is an obstacle on the road ahead, a second increment will be matched for the rider based on the motor assist power, specifically including: if it is determined that the obstacle avoidance strategy is to decelerate and avoid, the deceleration will be determined according to the position and moving speed of the obstacle in combination with the current vehicle speed, and the second increment will be determined according to the magnitude of the deceleration. The greater the deceleration, the greater the second increment, and the maximum value of the second increment is less than or equal to the preset safety increment threshold; if it is determined that the obstacle avoidance strategy is to turn and detour, the radius of curvature of the detour path will be obtained, and the second increment will be determined according to the size of the radius of curvature. The smaller the radius of curvature, the greater the second increment; if it is determined that the obstacle avoidance strategy is emergency braking, the current vehicle speed will be obtained. When the current vehicle speed is greater than the preset braking speed threshold, a reverse second increment will be provided. When the current vehicle speed is less than or equal to the preset braking speed threshold, the reverse second increment will be reduced until the reverse second increment is cancelled after the vehicle stops.

[0054] Specifically, when the controller determines to adopt a deceleration and avoidance strategy, it comprehensively considers the position, moving speed of the obstacle and the current vehicle speed, and calculates the deceleration required to safely pass the obstacle. The controller uses the millimeter-wave radar to measure the distance and relative speed of the obstacle, and then obtains the current vehicle speed through the wheel speed sensor. According to the formula: a=(v 2 -u 2 ) / (2*s) (where a is the deceleration, v is the current vehicle speed, u is the safe passing speed, and s is the distance of the obstacle), the magnitude of the deceleration is calculated. The greater the calculated deceleration, the faster the speed needs to be reduced, and the greater the reverse assistance required from the motor. Therefore, a mapping relationship between the deceleration and the second increment is set inside the controller. The greater the deceleration, the greater the allocated second increment. At the same time, to ensure the safety of the rider, a preset safety increment threshold is set for the second increment. No matter how large the deceleration is, the allocated second increment will ultimately not exceed the preset safety increment threshold, avoiding excessive reverse assistance from causing the rider to fall. The controller superimposes the second increment on the original motor assistance power, enabling the motor to output appropriate reverse assistance to assist the rider in decelerating smoothly and passing the obstacle safely.

[0055] When the controller decides to adopt a steering and bypassing strategy, it plans a bypass path based on the position of the obstacle and calculates the minimum curvature radius of this path. The smaller the curvature radius, the sharper the turn of the bypass path, and the greater the additional assistance required from the motor to maintain the balance of the vehicle body. Therefore, the controller determines the value of the second increment according to the magnitude of the curvature radius. The controller sets a preset curvature radius threshold, such as 5 meters. When the minimum curvature radius of the planned path is less than the preset curvature threshold, the controller starts to calculate the second increment. A corresponding relationship between the curvature radius and the second increment is preset inside the controller. The smaller the curvature radius, the greater the value of the second increment. The controller superimposes the second increment on the original motor assistance power, enabling the motor to output sufficient power to drive the vehicle to safely bypass the obstacle along the planned path.

[0056] When the controller has to adopt an emergency braking strategy, the controller will obtain the current vehicle speed and set a preset braking speed threshold, such as 10 km / h. When the current vehicle speed is higher than the preset braking speed threshold, the controller will provide a second increment in the opposite direction of the original motor assistance to assist the rider in quickly reducing the vehicle speed below the safety line. The magnitude of the second increment is proportional to the extent by which the current vehicle speed exceeds the preset braking speed threshold. The greater the extent of the vehicle speed exceeding the threshold, the greater the second increment, assisting the rider in reducing the speed in a timely manner. Once the vehicle speed drops below the braking speed threshold, the controller will correspondingly reduce the second increment in the reverse direction to prevent the rider from losing balance due to reverse assistance at a low speed. As the vehicle speed further decreases, the second increment will also decrease synchronously. It is not until the vehicle comes to a complete stop that the controller will completely cancel the reverse increment and resume normal assistance output.

[0057] Referring to Figure 3 , this application also provides an intelligent assistance device for an electric bicycle based on pedaling power. The device is a controller, and the controller includes a pedaling data acquisition module 301, a pedaling power calculation module 302, a driving data acquisition module 303, a assistance power calculation module 304, an increment judgment module 305, and an increment power determination module 306, where: The pedaling data acquisition module 301 is used to acquire the pedaling torque and pedaling speed of the rider stepping on the pedal. The pedaling torque is the magnitude of the torque generated by the rider's foot on the pedal, and the pedaling speed is the angular velocity magnitude of the rider stepping on the pedal; The pedaling power calculation module 302 is used to calculate the instantaneous pedaling power of the rider based on the pedaling torque and pedaling speed; The driving data acquisition module 303 is used to acquire the driving data of the electric bicycle. The driving data includes driving speed, acceleration, and road surface slope angle; The assistance power calculation module 304 is used to calculate the motor assistance power by integrating the instantaneous pedaling power and the driving data; The increment judgment module 305 is used to judge whether the rider has an emergency and whether there is an obstacle on the road ahead. The emergency includes emergency turning, emergency acceleration, emergency deceleration, and emergency braking; The increment power determination module 306 is used to match a motor assistance increment for the rider on the basis of the motor assistance power if it is determined that the rider has an emergency or there is an obstacle on the road ahead.

[0058] In a possible implementation manner, the specific calculation formula for the pedaling power calculation module 302 to calculate the motor assistance power by integrating the instantaneous pedaling power and the driving data is: where k is the assistance coefficient, the value range of k is [0, 1], m is the total mass of the electric bicycle, g is the acceleration due to gravity, c1 is the rolling resistance coefficient, ρ is the air density, c2 is the air resistance coefficient, A is the frontal area, v is the driving speed, θ is the road surface slope angle, a is the acceleration, P pedalis the instantaneous pedaling power.

[0059] In a possible implementation manner, the increment judgment module 305 judges whether an emergency occurs to the rider, specifically including: the driving data acquisition module 303 acquires the forward acceleration data, backward acceleration data, and steering angular velocity data of the electric bicycle; the increment judgment module 305 judges whether the forward acceleration data, backward acceleration data, or steering angular velocity data is greater than or equal to a preset safety threshold; if so, the increment judgment module 305 determines that an emergency occurs to the rider; if not, the increment judgment module 305 determines that no emergency occurs to the rider.

[0060] In a possible implementation manner, the increment judgment module 305 judges whether there are obstacles on the road ahead, specifically including: the increment judgment module 305 uses the millimeter-wave radar sensor at the front end of the electric bicycle to scan the road ahead of the electric bicycle at a preset scanning frequency and preset scanning angle to obtain reflected signal data; the increment judgment module 305 obtains the point cloud data of the road ahead based on the reflected signal data; the increment judgment module 305 extracts and identifies the point cloud data to obtain the sizes, positions, and moving speeds of each obstacle and each corresponding obstacle; the increment judgment module 305 inputs the sizes, positions, and moving speeds of each obstacle into a preset obstacle recognition model to obtain the corresponding danger degree coefficient and collision risk coefficient; the increment judgment module 305 determines an obstacle avoidance strategy for the obstacle based on the danger degree coefficient and collision risk coefficient, and the obstacle avoidance strategy includes decelerating and avoiding, steering and detouring, and emergency braking.

[0061] In a possible implementation manner, the motor assistance increment includes a first increment and a second increment. If the increment power determination module 306 determines that an emergency occurs to the rider or there are obstacles on the road ahead, the increment power determination module 306 matches a motor assistance increment for the rider on the basis of the motor assistance power, specifically including: if the increment power determination module 306 determines that an emergency occurs to the rider, the increment power determination module 306 matches a first increment for the rider on the basis of the motor assistance power; if the increment power determination module 306 determines that there are obstacles on the road ahead, the increment power determination module 306 matches a second increment for the rider on the basis of the motor assistance power; if the increment power determination module 306 determines that the above-mentioned emergency occurs on the road ahead and there are obstacles on the road ahead, the increment power determination module 306 matches a first increment and a second increment for the rider on the basis of the motor assistance power.

[0062] In a possible implementation, if the incremental power determination module 306 determines that an emergency has occurred to the rider, a first increment is matched for the rider based on the motor assistance power, which specifically includes: if the emergency is an emergency turn, the incremental power determination module 306 obtains the radius of curvature of the turning section and determines the first increment according to the size of the radius of curvature. The smaller the radius of curvature, the larger the first increment; if the emergency is an emergency acceleration, the incremental power determination module 306 obtains the current vehicle speed. If the current vehicle speed is less than the preset first speed threshold, the incremental power determination module 306 determines the first increment according to the magnitude of the acceleration. The larger the acceleration, the larger the first increment; if the current vehicle speed is greater than or equal to the preset first speed threshold, the incremental power determination module 306 does not provide the first increment; if the emergency is an emergency deceleration or an emergency brake, the incremental power determination module 306 obtains the current vehicle speed. When the current vehicle speed is greater than the preset second speed threshold, a reverse first increment is provided; after the current vehicle speed is less than or equal to the preset second speed threshold, the reverse first increment is cancelled, and the preset first speed threshold is greater than the preset second speed threshold.

[0063] In a possible implementation, if the incremental power determination module 306 determines that there is an obstacle on the road ahead, a second increment is matched for the rider based on the motor assistance power, which specifically includes: if the incremental power determination module 306 determines that the obstacle avoidance strategy is decelerating to avoid, the incremental power determination module 306 determines the deceleration according to the position and moving speed of the obstacle in combination with the current vehicle speed, and determines the second increment according to the magnitude of the deceleration. The larger the deceleration, the larger the second increment, and the maximum value of the second increment is less than or equal to the preset safety increment threshold; if the incremental power determination module 306 determines that the obstacle avoidance strategy is turning to bypass, the incremental power determination module 306 obtains the radius of curvature of the bypass path and determines the second increment according to the size of the radius of curvature. The smaller the radius of curvature, the larger the second increment; if the incremental power determination module 306 determines that the obstacle avoidance strategy is emergency braking, the incremental power determination module 306 obtains the current vehicle speed. When the current vehicle speed is greater than the preset braking speed threshold, a reverse second increment is provided. When the current vehicle speed is less than or equal to the preset braking speed threshold, the reverse second increment is reduced until the vehicle stops and the reverse second increment is cancelled.

[0064] It should be noted that: when the device provided in the above embodiment realizes its functions, only the above-mentioned division of each functional module is used for illustration. In actual application, the above functions can be allocated to different functional modules according to needs, that is, the internal structure of the device is divided into different functional modules to complete all or part of the functions described above. In addition, the device and method embodiments provided in the above embodiment belong to the same concept, and the specific implementation process can be seen in the method embodiment, which will not be elaborated here.

[0065] This application also provides an electronic device. Refer toFigure 4 , Figure 4 is a schematic structural diagram of an electronic device provided by an embodiment of the present application. The electronic device 400 may include: at least one processor 401, at least one network interface 404, a user interface 403, a memory 405, and at least one communication bus 402.

[0066] Among them, the communication bus 402 is used to realize the connection and communication between these components.

[0067] Among them, the user interface 403 may include a display screen (Display) and a camera (Camera). Optionally, the user interface 403 may further include a standard wired interface and a wireless interface.

[0068] Among them, the network interface 404 may optionally include a standard wired interface and a wireless interface (such as a Wi-Fi interface).

[0069] Among them, the processor 401 may include one or more processing cores. The processor 401 connects various parts within the entire server through various interfaces and lines, and by running or executing instructions, programs, code sets, or instruction sets stored in the memory 405, and by calling data stored in the memory 405, it executes various functions of the server and processes data. Optionally, the processor 401 may be implemented in at least one hardware form of digital signal processing (DSP), field-programmable gate array (FPGA), or programmable logic array (PLA). The processor 401 may integrate one or several combinations of a central processing unit (CPU), a graphics processing unit (GPU), and a modem, etc. Among them, the CPU mainly processes the operating system, the user interface, and application programs, etc.; the GPU is responsible for the rendering and drawing of the content to be displayed on the display screen; the modem is used to process wireless communication. It can be understood that the above-mentioned modem may not be integrated into the processor 401 and may be implemented separately by a single chip.

[0070] Among them, the memory 405 may include a Random Access Memory (RAM), or may include a Read-Only Memory. Optionally, the memory 405 includes a non-transitory computer-readable storage medium. The memory 405 can be used to store instructions, programs, codes, code sets or instruction sets. The memory 405 may include a program storage area and a data storage area. Among them, the program storage area can store instructions for implementing the operating system, instructions for at least one function (such as a touch function, a sound playback function, an image playback function, etc.), instructions for implementing the above-mentioned method embodiments, etc.; the data storage area can store the data involved in the above-mentioned method embodiments. Optionally, the memory 405 may also be at least one storage device located far from the aforementioned processor 401. Refer to Figure 4 , in the memory 405 as a computer storage medium, it may include an operating system, a network communication module, a user interface module, and an application program of an intelligent assistance method for an electric bicycle based on pedaling power.

[0071] In Figure 4 In the electronic device 400 shown, the user interface 403 is mainly used to provide an input interface for the user to obtain the data input by the user; while the processor 401 can be used to call the application program of an intelligent assistance method for an electric bicycle based on pedaling power stored in the memory 405. When executed by one or more processors 401, the electronic device 400 is caused to execute the method described in one or more of the above embodiments. It should be noted that for the foregoing method embodiments, for the sake of simple description, they are all expressed as a series of action combinations. However, those skilled in the art should know that the present application is not limited by the described action sequence, because according to the present application, certain steps can be performed in other sequences or simultaneously. Secondly, those skilled in the art should also know that the embodiments described in the specification are all preferred embodiments, and the actions and modules involved are not necessarily essential to the present application.

[0072] The present application also provides a computer-readable storage medium, and the computer-readable storage medium stores instructions. When executed by one or more processors 401, the electronic device 400 is caused to execute the method described in one or more of the above embodiments.

[0073] In the above embodiments, the descriptions of the respective embodiments have their own emphases. For the parts not detailed in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0074] In several implementation manners provided in this application, it should be understood that the disclosed device can be implemented in other ways. For example, the device embodiments described above are merely illustrative. For example, the division of units is only a logical function division. In actual implementation, there may be other division methods. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the displayed or discussed coupling or direct coupling or communication connection between each other can be through some service interfaces. The indirect coupling or communication connection of the device or unit can be in an electrical or other form.

[0075] The units described as separate components may or may not be physically separated. The components displayed as units may or may not be physical units, that is, they can be located in one place or distributed to multiple network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0076] In addition, each functional unit in various embodiments of this application can be integrated in a processing unit, or each unit can exist physically alone, or two or more units can be integrated in one unit. The above-mentioned integrated units can be implemented in the form of hardware or in the form of software functional units.

[0077] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable memory. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of this technical solution, can be embodied in the form of a software product. This computer software product is stored in a memory and includes several instructions to enable a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods in various embodiments of this application. And the aforementioned memory includes: various media such as USB flash drives, mobile hard disks, magnetic disks, or optical discs that can store program codes.

[0078] The above are only exemplary embodiments of the present disclosure and should not be used to limit the scope of the present disclosure. That is, all equivalent changes and modifications made in accordance with the teachings of the present disclosure still fall within the scope covered by the present disclosure. Those skilled in the art will easily think of other implementation schemes of the present disclosure after considering the specification and the disclosure of the practical truth.

[0079] This application aims to cover any variations, uses, or adaptive changes of the present disclosure. These variations, uses, or adaptive changes follow the general principles of the present disclosure and include common general knowledge or conventional technical means in the technical field not recorded in the present disclosure. The specification and the embodiments are only regarded as exemplary, and the scope and spirit of the present disclosure are defined by the claims.

Claims

1. An intelligent power-assisting method for an electric bicycle based on pedaling power, characterized in that: The method is applied to the controller of an electric bicycle. An electric motor is built into the electric bicycle, a strain gauge is placed on the shaft of the electric motor, and a Hall sensor is also placed inside the electric motor. The method includes: Detect the chain tension of the electric bicycle through the strain gauge, thereby obtaining the pedaling torque of the rider stepping on the pedal, and obtain the pedaling speed of the rider through the Hall sensor. The chain tension will cause the shaft of the electric motor to deform, and the strain gauge calculates the pedaling torque by detecting the deformation of the shaft. The pedaling torque is the magnitude of the torque generated by the rider stepping on the pedal, and the pedaling speed is the magnitude of the angular velocity of the rider stepping on the pedal; Based on the pedaling torque and the pedaling speed, calculate the instantaneous pedaling power of the rider; Obtain the driving data of the electric bicycle, where the driving data includes driving speed, acceleration, and road slope angle; Integrate the instantaneous pedaling power and the driving data to calculate the motor assistance power; Judge whether the rider has an emergency, and judge whether there are obstacles on the road ahead. The emergency includes emergency turning, emergency acceleration, emergency deceleration, and emergency braking; If it is determined that the rider has the emergency or there are obstacles on the road ahead, then match a motor assistance increment for the rider on the basis of the motor assistance power.

2. The method according to claim 1, characterized in that, The specific calculation formula for integrating the instantaneous pedaling power and the driving data to calculate the motor assistance power is: Among them, k is the assistance coefficient, and the value range of k is [0, 1], m is the total mass of the electric bicycle, g is the acceleration due to gravity, c1 is the rolling resistance coefficient, ρ is the air density, c2 is the air resistance coefficient, A is the frontal area, v is the traveling speed, θ is the road surface gradient angle, a is the acceleration, and P pedal is the instantaneous pedaling power.

3. The method according to claim 1, characterized in that, The judgment of whether the rider has an emergency specifically includes: Obtain the forward acceleration data, backward acceleration data, and steering angular velocity data of the electric bicycle; Judge whether the forward acceleration data, the backward acceleration data, or the steering angular velocity data is greater than or equal to a preset safety threshold; If so, it is determined that the rider has an emergency; if not, it is determined that the rider has not had the emergency.

4. The method according to claim 1, wherein The judgment of whether there are obstacles on the road ahead specifically includes: Use the millimeter-wave radar sensor at the front end of the electric bicycle to scan the road ahead of the electric bicycle at a preset scanning frequency and a preset scanning angle to obtain reflected signal data; Based on the reflected signal data, obtain the point cloud data of the road ahead; Extract and identify the point cloud data to obtain the sizes, positions, and moving speeds of each obstacle and each of the obstacles; Input the sizes, positions, and moving speeds of each of the obstacles into a preset obstacle recognition model to obtain corresponding danger degree coefficients and collision risk coefficients; Based on the danger degree coefficient and the collision risk coefficient, determine an obstacle avoidance strategy for the obstacle. The obstacle avoidance strategy includes decelerating and avoiding, steering and detouring, and emergency braking.

5. The method according to claim 4, wherein The motor assistance increment includes a first increment and a second increment. If it is determined that the rider has the emergency or there are obstacles on the road ahead, then matching the motor assistance increment for the rider on the basis of the motor assistance power specifically includes: If it is determined that the rider has encountered the emergency, a first increment is matched for the rider based on the motor assist power; If it is determined that there is an obstacle on the road ahead, a second increment is matched for the rider based on the motor assist power; If it is determined that the road ahead has encountered the emergency and there is an obstacle on the road ahead, the first increment and the second increment are matched for the rider based on the motor assist power.

6. The method according to claim 5, wherein The step of, if it is determined that the rider has encountered the emergency, matching a first increment for the rider based on the motor assist power, specifically includes: If the emergency is an emergency turn, obtain the curvature radius of the turning section, and determine the first increment according to the size of the curvature radius. The smaller the curvature radius, the larger the first increment; If the emergency is an emergency acceleration, obtain the current vehicle speed. If the current vehicle speed is less than a preset first speed threshold, determine the first increment according to the magnitude of the acceleration. The larger the acceleration, the larger the first increment; if the current vehicle speed is greater than or equal to the preset first speed threshold, no first increment is provided; If the emergency is an emergency deceleration or sudden braking, obtain the current vehicle speed. When the current vehicle speed is greater than a preset second speed threshold, provide a reverse first increment; after the current vehicle speed is less than or equal to the preset second speed threshold, cancel the reverse first increment. The preset first speed threshold is greater than the preset second speed threshold.

7. The method according to claim 5, wherein The step of, if it is determined that there is an obstacle on the road ahead, matching a second increment for the rider based on the motor assist power, specifically includes: If it is determined that the obstacle avoidance strategy is deceleration avoidance, determine the deceleration according to the position and moving speed of the obstacle in combination with the current vehicle speed, and determine the second increment according to the magnitude of the deceleration. The larger the deceleration, the larger the second increment, and the maximum value of the second increment is less than or equal to a preset safety increment threshold; If it is determined that the obstacle avoidance strategy is to steer around, obtain the curvature radius of the detour path, and determine the second increment according to the size of the curvature radius. The smaller the curvature radius, the larger the second increment; If it is determined that the obstacle avoidance strategy is emergency braking, obtain the current vehicle speed. When the current vehicle speed is greater than a preset braking speed threshold, provide a reverse second increment. When the current vehicle speed is less than or equal to the preset braking speed threshold, reduce the reverse second increment until the vehicle stops and then cancel the reverse second increment.

8. An intelligent power assist device for an electric bicycle based on pedaling power, characterized in that, The device is a controller, and the device includes a pedal data acquisition module (301), a pedal power calculation module (302), a driving data acquisition module (303), a assist power calculation module (304), an increment judgment module (305), and an increment power determination module (306), where: The pedal force data acquisition module (301) is configured to detect the chain tension of the electric bicycle through the strain gauge, thereby obtaining the pedal torque of the rider stepping on the pedal, and acquire the pedal speed of the rider through the Hall sensor. The chain tension causes deformation of the shaft of the motor, and the strain gauge calculates the pedal torque by detecting the deformation of the shaft. The pedal torque is the magnitude of the torque generated by the rider stepping on the pedal, and the pedal speed is the magnitude of the angular velocity of the rider stepping on the pedal; The pedal power calculation module (302) is configured to calculate the instantaneous pedal power of the rider based on the pedal torque and the pedal speed; The driving data acquisition module (303) is configured to acquire the driving data of the electric bicycle, where the driving data includes driving speed, acceleration, and road surface slope angle; The assist power calculation module (304) is configured to calculate the motor assist power by integrating the instantaneous pedal power and the driving data; The increment judgment module (305) is configured to judge whether the rider has an emergency and whether there is an obstacle on the road ahead. The emergency includes emergency turning, emergency acceleration, emergency deceleration, and emergency braking; The increment power determination module (306) is configured to, if it is determined that the rider has the emergency or there is an obstacle on the road ahead, match a motor assist increment for the rider on the basis of the motor assist power.

9. An electronic device, characterized in that, It includes a processor (401), a memory (405), a user interface (403), and a network interface (404). The memory (405) is used to store instructions. The user interface (403) and the network interface (404) are used to communicate with other devices. The processor (401) is used to execute the instructions stored in the memory (405) so that the electronic device (400) executes the method according to any one of claims 1-7.

10. A computer-readable storage medium, characterized in that The computer-readable storage medium stores instructions, and when the instructions are executed, the method according to any one of claims 1-7 is executed.

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