Passive carrier control method and device and passive carrier

Abstract

The invention discloses a passive carrier control method and device and a passive carrier, and relates to the technical field of passive carriers. According to the passive carrier control method, counter electromotive force generated by a motor assembly is obtained, multiple moving speeds of a passive carrier within the current preset time period are determined based on the counter electromotive force, and then the moving trend of the passive carrier is determined according to the multiple moving speeds of the passive carrier. And corresponding auxiliary power is output and loaded on the passive carrier based on the moving trend of the passive carrier. Therefore, according to the method, it can be ensured that the passive carrier can obtain appropriate and accurate auxiliary power support in different operation states, so that the operation stability and safety of the passive carrier are improved, and the power assisting effect of the passive carrier is improved. Meanwhile, the moving speed of the passive carrier can be obtained based on the back electromotive force, an additional speed detection device does not need to be arranged, materials are reduced, and the production cost of the passive carrier is reduced.

Description

Technical Field

[0001] The present application relates to the technical field of passive vehicles, and in particular to a passive vehicle control method and device, and a passive vehicle. Background Art

[0002] Passive vehicles are those that move due to external forces, such as shopping carts, strollers, trolleys, trailers, and wheelchairs. These vehicles are widely used in daily life and often rely on animal or human propulsion or pulling to move. In practice, due to inherent design limitations of passive vehicles or when they are heavily loaded, users face significant difficulty in pushing or pulling them.

[0003] To address these issues, existing electric power-assist solutions utilize motors to output additional force to assist the user in pushing or pulling a passive vehicle, thereby reducing the burden on the user. However, these existing electric power-assist solutions typically provide assistance to the passive vehicle based on preset values ​​or user manipulation, resulting in poor assistance effectiveness.

[0004] The above content is only used to assist in understanding the technical solution of this application and does not constitute an admission that the above content is prior art. Summary of the Invention

[0005] The main purpose of this application is to provide a passive vehicle control method and device, and a passive vehicle, aiming to improve the power assist effect of the passive vehicle.

[0006] To achieve the above objectives, the present application proposes a passive vehicle control method, wherein the passive vehicle includes a motor assembly and a drive wheel assembly transmission-connected to the motor assembly; the passive vehicle control method includes: Obtaining a back electromotive force generated by the motor assembly, and determining a plurality of moving speeds of the passive vehicle within a current preset time period based on the back electromotive force; Determining a movement trend of the passive vehicle based on multiple movement speeds of the passive vehicle; Based on the movement trend of the passive vehicle, the motor assembly is controlled to rotate at a corresponding speed, so as to correspondingly control the rotation speed of the driving wheel group, so that the driving wheel group outputs corresponding auxiliary power to be loaded on the passive vehicle.

[0007] In one embodiment, the step of determining the movement trend of the passive vehicle based on the multiple movement speeds of the passive vehicle includes: Determining a movement trend of the passive vehicle based on a preset speed interval of a plurality of movement speeds of the passive vehicle; the step of determining a movement trend of the passive vehicle based on a preset speed interval of a plurality of movement speeds of the passive vehicle comprises: When the multiple moving speeds of the passive vehicle are all in the same preset speed interval, it is determined that the moving trend of the passive vehicle is to maintain the current moving speed; when the multiple moving speeds of the passive vehicle change from the first preset speed interval to the second preset speed interval, the step of determining that the moving trend of the passive vehicle is to change speed specifically includes: when the multiple moving speeds of the passive vehicle change from the first preset speed interval to the second preset speed interval, and the first preset speed interval is smaller than the second preset speed interval, determining that the moving trend of the passive vehicle is to accelerate; when the multiple moving speeds of the passive vehicle change from the first preset speed interval to the second preset speed interval, and the first preset speed interval is larger than the second preset speed interval, determining that the moving trend of the passive vehicle is to decelerate; When the multiple moving speeds of the passive vehicle change from the first preset speed interval to the second preset speed interval, it is determined that the moving trend of the passive vehicle is speed change.

[0008] In one embodiment, when the plurality of moving speeds of the passive vehicle changes from a first preset speed range to a second preset speed range, the step of determining that the moving trend of the passive vehicle is speed change includes: If the passive vehicle's moving speed changes from a first preset speed interval to a second preset speed interval in the preset speed interval, and the passive vehicle's moving speed remains within the second preset speed interval for a first preset time period, then it is determined that the user intends to change speeds; Alternatively, when the preset speed range in which the moving speed of the passive vehicle is located changes from a first preset speed range to a second preset speed range, and the moving speed of the passive vehicle reaches a target speed value within the second preset speed range, it is determined that the user intends to change speed.

[0009] In one embodiment, the step of determining the movement trend of the passive vehicle based on the multiple movement speeds of the passive vehicle includes: Obtain multiple movement accelerations of the passive vehicle according to multiple movement speeds of the passive vehicle; Determining a movement trend of the passive vehicle according to a preset acceleration interval in which multiple movement accelerations of the passive vehicle are located; the step of determining the movement trend of the passive vehicle according to the preset acceleration interval in which multiple movement accelerations of the passive vehicle are located comprises: When the movement acceleration of the passive vehicle is within the first preset acceleration range, determining that the movement trend of the passive vehicle is to maintain the current movement speed; When the movement acceleration of the passive vehicle is in the second preset acceleration interval or the third preset acceleration interval, determining that the movement trend of the passive vehicle is speed change; when the movement acceleration of the passive vehicle is in the second preset acceleration interval or the third preset acceleration interval, the step of determining that the movement trend of the passive vehicle is speed change specifically includes: when the movement acceleration of the passive vehicle is in the second preset acceleration interval, determining that the movement trend of the passive vehicle is accelerating; when the movement acceleration of the passive vehicle is in the third preset acceleration interval, determining that the movement trend of the passive vehicle is decelerating; When the moving acceleration of the passive vehicle is in the fourth preset acceleration range, it is determined that the moving trend of the passive vehicle is to stop moving; wherein, the fourth preset acceleration range is smaller than the third preset acceleration range, the third preset acceleration range is smaller than the first preset acceleration range, and the first preset acceleration range is smaller than the second preset acceleration range.

[0010] In one embodiment, the passive vehicle control method further includes: Acquire multiple movement directions of the passive vehicle within a current preset time period; Determining a movement trend of the passive vehicle based on the offsets of the multiple movement directions of the passive vehicle relative to the initial direction; the step of determining the movement trend of the passive vehicle based on the offsets of the multiple movement directions of the passive vehicle relative to the initial direction includes: When the offset of the moving direction of the passive vehicle relative to the initial direction is less than a preset offset threshold, determining that the moving trend of the passive vehicle is to maintain the current moving direction; When the offset of the moving direction of the passive vehicle relative to the initial direction is not less than the offset threshold, it is determined that the moving trend of the passive vehicle is turning.

[0011] In one embodiment, the auxiliary power is not less than 0.5 times the force that enables the passive vehicle to maintain its current speed, and the auxiliary power is not greater than 1.5 times the force that enables the passive vehicle to maintain its current speed.

[0012] In one embodiment, the driving wheel assembly includes a first driving wheel and a second driving wheel, the motor assembly includes a first motor, and the first driving wheel and the second driving wheel are respectively connected to the first motor in a transmission manner. The step of controlling the motor assembly to rotate at a corresponding speed based on the movement trend of the passive vehicle to correspondingly control the rotation speed of the driving wheel assembly so that the driving wheel assembly outputs corresponding auxiliary power to load the passive vehicle includes: When the passive vehicle tends to maintain its current moving speed, the first motor is controlled to rotate at a speed corresponding to a preset speed range within which the current moving speed is located, so as to control the rotational speed of the first drive wheel and the second drive wheel to rotate synchronously, so that the first drive wheel and the second drive wheel output auxiliary power corresponding to the preset speed range within which the current moving speed is located and load the auxiliary power onto the passive vehicle; When the passive vehicle has a tendency to move in a speed-changing manner, the first motor is controlled to rotate at a speed corresponding to a preset speed interval of the moving speed after the speed change or a preset acceleration interval of the moving acceleration, so as to control the rotational speed of the first drive wheel and the second drive wheel to rotate synchronously, so that the first drive wheel and the second drive wheel output an auxiliary power corresponding to the preset speed interval of the moving speed after the speed change or the preset acceleration interval of the moving acceleration, and load the auxiliary power onto the passive vehicle; Alternatively, the driving wheel assembly includes a first driving wheel and a second driving wheel, the motor assembly includes a first motor and a second motor, the first driving wheel is in driving connection with the first motor, and the second driving wheel is in driving connection with the second motor, and the step of controlling the motor assembly to rotate at a corresponding speed based on the movement trend of the passive vehicle to correspondingly control the rotation speed of the driving wheel assembly so that the driving wheel assembly outputs corresponding auxiliary power to load the passive vehicle includes: When the passive vehicle tends to maintain its current moving speed, the first motor and the second motor are controlled to rotate at a speed corresponding to a preset speed range within which the current moving speed is located, thereby correspondingly controlling the first drive wheel and the second drive wheel to rotate synchronously, so that the drive wheel group outputs an auxiliary power corresponding to the preset speed range within which the current moving speed is located and loads the auxiliary power onto the passive vehicle; When the passive vehicle has a tendency to move in a speed-changing manner, the first motor and the second motor are controlled to rotate at a speed corresponding to a preset speed interval of the moving speed after the speed change or a preset acceleration interval of the moving acceleration, so as to control the first drive wheel and the second drive wheel to rotate synchronously, so that the first drive wheel and the second drive wheel output auxiliary power corresponding to the preset speed interval of the moving speed after the speed change or the preset acceleration interval of the moving acceleration, and load the auxiliary power onto the passive vehicle; When the passive vehicle moves in a turning direction, the first motor and the second motor are controlled to rotate asynchronously, so that the first drive wheel and the second drive wheel output auxiliary power corresponding to the turning direction of the passive vehicle and load it on the passive vehicle.

[0013] In one embodiment, the passive vehicle further includes a steering wheel, the motor assembly includes a third motor, the steering wheel is in driving connection with the third motor, and the step of outputting corresponding auxiliary power to load the passive vehicle based on the movement trend of the passive vehicle includes: Controlling the rotation angle of the third motor based on the movement trend of the passive vehicle to correspondingly control the rotation direction of the steering wheel, so that the steering wheel outputs auxiliary power corresponding to the steering direction of the passive vehicle and loads it on the passive vehicle; The steps of controlling the rotation angle of the third motor based on the movement trend of the passive vehicle to correspondingly control the rotation direction of the steering wheel so that the steering wheel outputs auxiliary power corresponding to the steering direction of the passive vehicle and loads the passive vehicle are specifically as follows: When the passive vehicle moves in a turning direction, the rotation angle of the third motor is controlled to correspondingly control the rotation direction of the steering wheel, so that the steering wheel outputs auxiliary power corresponding to the turning direction of the passive vehicle and loads it onto the passive vehicle.

[0014] In one embodiment, the passive vehicle further includes a brake assembly, and the brake assembly is disposed on the driving wheel assembly; the step of outputting auxiliary power to load the passive vehicle based on the movement trend of the passive vehicle further includes: When the passive vehicle moves in a direction of decelerating or stopping, the brake assembly is controlled to operate so as to correspondingly reduce the rotation speed of the driving wheel group, so that the driving wheel group outputs corresponding auxiliary power to be loaded on the passive vehicle.

[0015] In one embodiment, the method further comprises: Obtaining the operating environment data of passive vehicles; The auxiliary power loaded on the passive vehicle is adjusted based on the operating environment data of the passive vehicle.

[0016] In one embodiment, the environmental data of the passive vehicle includes: The bumpiness of the road surface on which the passive vehicle is traveling, wherein the step of obtaining environmental information of the passive vehicle comprises: determining the bumpiness of the road surface on which the passive vehicle is traveling based on a plurality of moving speeds of the passive vehicle within a current preset time period; And / or, the environmental data of the passive vehicle includes the slope of the road on which the passive vehicle is traveling; and the step of obtaining the environmental information of the passive vehicle includes: Acquiring the slope of the road surface on which the passive vehicle is traveling based on an angle detection device; The step of determining the bumpiness of the road surface on which the passive vehicle is traveling based on a plurality of moving speeds of the passive vehicle within a current preset time period includes: acquiring movement speed fluctuation data according to a plurality of movement speeds of the passive vehicle; The bumpiness of the road surface on which the passive vehicle is traveling is determined based on the fluctuation data and a correspondence between the preset fluctuation data and the bumpiness of the road surface on which the passive vehicle is traveling.

[0017] In one embodiment, the step of adjusting the auxiliary power loaded on the passive vehicle based on the operating environment data of the passive vehicle is specifically as follows: Obtaining an external force acting on the passive vehicle due to the bumpiness of the road surface on which the passive vehicle is traveling and / or the slope of the road surface on which the passive vehicle is traveling; The auxiliary power loaded on the passive vehicle is adjusted based on the external force to eliminate the external force.

[0018] In one embodiment, the passive vehicle further includes an occupancy sensor, and the method further includes: Acquiring human body information around the passive vehicle based on the occupancy sensor; When it is determined that there is no human body information within the preset range of the passive vehicle, the passive vehicle is controlled to be locked.

[0019] In addition, to achieve the above-mentioned objectives, the present application further proposes a passive vehicle control device, the passive vehicle control device comprising a back electromotive force acquisition module, a controller, and a passive vehicle control program stored and executable on the controller, wherein the passive vehicle control program is configured to implement the steps of the passive vehicle control method when executed by the controller; The back electromotive force acquisition module is communicatively connected to the memory, and the back electromotive force acquisition module is used to acquire the back electromotive force generated by the motor component.

[0020] In addition, to achieve the above-mentioned objectives, the present application further provides a passive vehicle, comprising a motor assembly and a drive wheel assembly transmission-connected to the motor assembly, wherein the passive vehicle utilizes the passive vehicle control method, or the passive vehicle comprises the passive vehicle control device; The motor assembly is used to rotate at a corresponding speed based on the movement trend of the passive vehicle to correspondingly control the rotation speed of the driving wheel group, so that the driving wheel group outputs corresponding auxiliary power to be loaded on the passive vehicle.

[0021] In one embodiment, the driving wheel assembly includes a first driving wheel and a second driving wheel, the motor assembly includes a first motor, and the first driving wheel and the second driving wheel are respectively connected to the first motor in a transmission manner; The driving wheel assembly includes a first driving wheel and a second driving wheel, the motor assembly includes a first motor and a second motor, the first driving wheel is in driving connection with the first motor, and the second driving wheel is in driving connection with the second motor; The passive vehicle further includes a steering wheel, and the motor assembly includes a third motor; the third motor is configured to rotate a corresponding angle based on the movement trend of the passive vehicle to correspondingly control the rotation direction of the steering wheel, so that the steering wheel outputs corresponding auxiliary power to load the passive vehicle; The passive vehicle also includes a brake assembly, which is arranged on the driving wheel group; the brake assembly is used to operate when the movement trend of the passive vehicle is to slow down or stop, so as to correspondingly reduce the rotation speed of the driving wheel group, so that the driving wheel group outputs corresponding auxiliary power to be loaded on the passive vehicle.

[0022] In one embodiment, the passive vehicle includes an angle detection device; the angle detection device is used to obtain the slope of the road surface on which the passive vehicle is traveling; And / or, the passive vehicle further includes an occupancy sensor, and the occupancy sensor is used to obtain human body information around the passive vehicle.

[0023] The passive vehicle control method proposed in the present application obtains the back electromotive force generated by the motor assembly, and determines multiple moving speeds of the passive vehicle within a current preset time period based on the back electromotive force, and then determines the moving trend of the passive vehicle based on the multiple moving speeds of the passive vehicle, and then controls the motor assembly to rotate at a corresponding speed based on the moving trend of the passive vehicle, so as to correspondingly control the rotation speed of the drive wheel group, so that the drive wheel group outputs corresponding auxiliary power to be loaded on the passive vehicle. Through the above method, when the passive vehicle maintains the current moving speed, the auxiliary power corresponding to the current moving speed can be output and loaded on the passive vehicle; when the passive vehicle changes speed, the auxiliary power corresponding to the moving speed after the speed change or the moving acceleration of the passive vehicle can be output and loaded on the passive vehicle. In this way, the present method can ensure that the passive vehicle can obtain appropriate and accurate auxiliary power support under different operating conditions, thereby improving its operating stability and safety, and improving the power-assisting effect of the passive vehicle. At the same time, since the method can obtain the moving speed of the passive vehicle based on the back electromotive force, there is no need to set up an additional speed detection device, which reduces materials and reduces the production cost of the passive vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0025] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0026] Figure 1 A flowchart illustrating an embodiment of a passive vehicle control method of the present application; Figure 2 A flowchart illustrating another embodiment of the passive vehicle control method of the present application; Figure 3 A flowchart illustrating another embodiment of the passive vehicle control method of the present application; Figure 4 A flowchart illustrating another embodiment of the passive vehicle control method of the present application; Figure 5 A flowchart illustrating another embodiment of the passive vehicle control method of the present application is provided; Figure 6 A flowchart illustrating another embodiment of the passive vehicle control method of the present application; Figure 7 A flowchart illustrating another embodiment of the passive vehicle control method of the present application; Figure 8 A flowchart illustrating another embodiment of the passive vehicle control method of the present application; Figure 9 A flowchart illustrating another embodiment of the passive vehicle control method of the present application is provided; Figure 10 A flowchart illustrating another embodiment of the passive vehicle control method of the present application; Figure 11 A flowchart illustrating another embodiment of the passive vehicle control method of the present application; Figure 12 A flowchart illustrating another embodiment of the passive vehicle control method of the present application; Figure 13 A flowchart illustrating another embodiment of the passive vehicle control method of the present application is provided; Figure 14 A flowchart illustrating another embodiment of the passive vehicle control method of the present application; Figure 15 A flowchart illustrating another embodiment of the passive vehicle control method of the present application; Figure 16 A flowchart illustrating another embodiment of the passive vehicle control method of the present application; Figure 17A flowchart illustrating another embodiment of the passive vehicle control method of the present application is provided; Figure 18 A flowchart illustrating another embodiment of the passive vehicle control method of the present application; Figure 19 A flowchart illustrating another embodiment of the passive vehicle control method of the present application; Figure 20 A flowchart illustrating another embodiment of the passive vehicle control method of the present application; Figure 21 A flowchart illustrating another embodiment of the passive vehicle control method of the present application is provided; Figure 22 A flowchart illustrating another embodiment of the passive vehicle control method of the present application; Figure 23 A flowchart illustrating another embodiment of the passive vehicle control method of the present application; Figure 24 A schematic diagram of a circuit module provided for an embodiment of a passive vehicle control device of the present application; Figure 25 A schematic diagram of the structure of an embodiment of passive vehicle control provided in this application; Figure 26 A structural diagram of another embodiment of the passive vehicle control provided in this application.

[0027] Description of Figure Numbers: 01. Controller; 02. Back-electromotive force acquisition module; 21. First motor; 22. Second motor; 23. Third motor; 31. First drive wheel; 32. Second drive wheel; 33. Steering wheel; 40. Brake assembly; 50. Angle detection device; 60. Occupancy sensor.

[0028] The purpose, features and advantages of this application will be further explained with reference to the accompanying drawings in conjunction with the embodiments. DETAILED DESCRIPTION

[0029] The following will be combined with the drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments of this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0030] It should be noted that the execution subject of this embodiment can be a computing service device with data processing, network communication, and program execution functions, such as a tablet computer, personal computer, mobile phone, etc., or an electronic device capable of implementing the above functions, a passive vehicle control device, etc. The following uses a passive vehicle control device as an example to illustrate this embodiment and the following embodiments.

[0031] Passive vehicles are those that move due to external forces, such as shopping carts, strollers, trolleys, trailers, and wheelchairs. These vehicles are widely used in daily life and often rely on animal or human propulsion or pulling to move. In practice, due to inherent design limitations of passive vehicles or when they are heavily loaded, users face significant difficulty in pushing or pulling them.

[0032] To address these issues, electric power-assist solutions have been developed. These solutions utilize a motor to output additional force to assist the user in pushing or pulling a passive vehicle, thereby reducing the burden on the user. However, existing electric power-assist solutions typically provide assistance to passive vehicles based on preset values ​​or user input, resulting in poor performance.

[0033] Based on this, this application proposes a passive vehicle control method, referring to Figure 1 、 Figure 25 as well as Figure 26 The passive vehicle control method includes steps S100 to S300: Step S100 , obtaining the back electromotive force generated by the motor assembly, and determining a plurality of moving speeds of the passive vehicle within a current preset time period based on the back electromotive force.

[0034] It is understandable that in the prior art, the moving speed of a passive vehicle is generally collected by a moving speed detection device. Specifically, the moving speed detection device is generally installed at key parts of the passive vehicle, such as wheels, axles, and body, to ensure that the moving speed of the passive vehicle can be obtained in real time and accurately. The moving speed detection device includes but is not limited to a grating sensor, a Hall sensor, a code disk sensor, an acceleration sensor, and the like. The grating sensor can determine the displacement and speed of the passive vehicle by measuring the movement of the grating stripes, the Hall sensor can detect changes in the magnetic field, and thus obtain the speed of the vehicle, and the code disk sensor can determine the rotation speed and position of the vehicle by measuring the marks on the code disk, and thus determine the moving speed of the passive vehicle. The acceleration sensor can detect the acceleration changes of the vehicle in all directions, and then infer the moving speed of the passive vehicle. However, since a moving speed detection device is provided to collect the moving speed of the passive vehicle, the production cost and complexity of the passive vehicle are increased.

[0035] It is understandable that the motor assembly may include one, two or other number of motors, and the motors may be electric motors, hybrid motors or other types of motors, and the specific selection can be made according to different vehicle types and needs. When the motor assembly outputs different powers, the passive vehicle can maintain good performance under different operating environments and movement trends. Back electromotive force is the electromotive force generated by electromagnetic induction during the movement of the motor, and its magnitude is proportional to the speed of the motor. Therefore, by measuring the magnitude of the back electromotive force, the speed of the motor can be indirectly known, and then the moving speed of the passive vehicle can be calculated. At the same time, the positive and negative changes in the back electromotive force can also be used to determine the direction of rotation of the motor, thereby further determining the moving direction of the passive vehicle.

[0036] In this embodiment, the motor assembly can be powered by a battery. Of course, in other embodiments, this is not limited to batteries. Any device that can generate driving force to drive the motor assembly and is suitable for use in this passive vehicle should be included. It should also be noted that the motor assembly can provide auxiliary power by driving the wheels of the passive vehicle.

[0037] In this embodiment, the time period before the current preset time is the time period before the current time, and the length of the time period before the current preset time can be one second, two seconds, three seconds, etc., and its specific value can be adjusted according to the actual application scenario and user needs. The multiple moving speeds can specifically be two, three or other numbers. The more passive vehicles are obtained, the more accurate the prediction of the passive vehicle movement trend will be. By obtaining multiple moving speeds of passive vehicles within the current preset time period, a time series can be formed to more comprehensively understand the speed change trend of the passive vehicle, thereby more accurately predicting the motion characteristics and dynamic changes of the passive vehicle. In this embodiment, by real-time monitoring of the back electromotive force of the motor assembly, the moving speed information of the passive vehicle can be accurately obtained, providing reliable data support for subsequent control strategies. By obtaining the back electromotive force generated by the motor assembly to determine the moving speed of the passive vehicle, the setting of an additional moving speed detection device is avoided, the structure of the passive vehicle is simplified, and the production cost is reduced.

[0038] In step S200 , a moving trend of the passive vehicle is determined according to a plurality of moving speeds of the passive vehicle.

[0039] In this embodiment, after obtaining a plurality of movement data of the passive vehicle, the passive vehicle control device can determine the movement trend of the passive vehicle based on the obtained multiple movement speeds of the passive vehicle within the current preset time period. Specifically, the next movement direction or speed change of the passive vehicle can be predicted by analyzing the speed change trend. For example, if it is detected that the movement speed of the passive vehicle is maintained within a certain speed range for a period of time, it can be determined that the movement trend of the passive vehicle is to maintain the current speed; if it is detected that the movement speed of the passive vehicle changes from a certain speed range to another certain speed range within a period of time, it can be determined that the movement trend of the passive vehicle is to change the driving speed, that is, to change speed; if it is detected that the movement speed of the passive vehicle remains close to zero for a period of time, it can be determined that the movement trend of the passive vehicle is to stop moving. By determining the movement trend of the passive vehicle, a basis can be provided for the subsequent control strategy of the passive vehicle by the passive vehicle control device.

[0040] In this embodiment, the output power of the motor assembly can be dynamically adjusted according to the instructions output by the passive vehicle control device. When it is detected that the passive vehicle needs to accelerate, the control device will instruct the motor assembly to increase the output power, thereby increasing the driving speed of the vehicle. On the contrary, when deceleration or stopping is required, the control device will instruct the motor assembly to reduce the output power, or even reverse drive to achieve a braking effect. Step S300, based on the movement trend of the passive vehicle, controls the motor assembly to rotate at a corresponding speed, so as to correspondingly control the rotation speed of the drive wheel group, so that the drive wheel group outputs corresponding auxiliary power to be loaded on the passive vehicle.

[0041] In this embodiment, the auxiliary power can be applied to the passive vehicle to assist in pushing or pulling the passive vehicle, thereby maintaining its running state or accelerating the passive vehicle. The auxiliary power can also be applied to the passive vehicle to decelerate or stop it. Furthermore, the auxiliary power can also be applied to the passive vehicle to assist in changing its direction of movement. Specifically, the auxiliary power can be transmitted by one or more motors through a transmission device (such as gears, chains, belts, etc.) to the drive wheels, steering wheels 33, or other components of the passive vehicle, thereby applying the auxiliary power to the passive vehicle via the drive wheels, steering wheels 33, or other components.

[0042] For example, when the moving trend of the passive vehicle is to maintain the current moving speed, the motor is controlled to rotate at a speed corresponding to the current moving speed of the passive vehicle, so as to control the rotation speed of the drive wheel accordingly, so that the drive wheel outputs an auxiliary power corresponding to the current moving speed and is loaded on the passive vehicle; when the moving trend of the passive vehicle is to change speed, the motor is controlled to rotate corresponding to the speed of the passive vehicle after the speed change or the speed of the passive vehicle after the speed change, so as to drive the drive wheel to rotate accordingly, and output an auxiliary power corresponding to the speed of the passive vehicle after the speed change or the speed of the passive vehicle after the speed change, and is loaded on the passive vehicle; if the moving trend of the passive vehicle is to stop moving, the motor is controlled to stop rotating to stop providing auxiliary power to the passive vehicle.

[0043] In this embodiment, when controlling the motor to rotate at a corresponding speed, the passive vehicle control device analyzes the predicted results of the movement trend, including but not limited to maintaining the current moving speed, changing speed, stopping and turning. For each movement trend, the control system will adopt a corresponding strategy to accurately adjust the output of the motor to achieve precise control of the rotation speed of the drive wheel, and then output the auxiliary power corresponding to the movement trend to ensure that the driving state of the passive vehicle is highly consistent with the user's intention. For example, when it is predicted that the passive vehicle will maintain the current moving speed, the control system will stabilize the output power of the motor so that the drive wheel rotates at a constant speed, thereby maintaining the smooth forward movement of the vehicle. When it is predicted that the vehicle needs to accelerate or decelerate, the passive vehicle control device will increase or decrease the input current of the motor accordingly to achieve rapid adjustment of the speed of the drive wheel group to meet the vehicle's speed change requirements.

[0044] In this embodiment, the back electromotive force generated by the motor assembly is obtained, and based on the back electromotive force, multiple moving speeds of the passive vehicle within the current preset time period are determined, and then the moving trend of the passive vehicle is determined based on the multiple moving speeds of the passive vehicle, and then the corresponding auxiliary power is output and loaded onto the passive vehicle based on the moving trend of the passive vehicle. Through the above method, when the passive vehicle maintains the current moving speed, the auxiliary power corresponding to the current moving speed can be output and loaded onto the passive vehicle; when the passive vehicle changes speed, the auxiliary power corresponding to the moving speed after the speed change or the moving acceleration of the passive vehicle can be output and loaded onto the passive vehicle. In this way, this method can ensure that the passive vehicle can obtain appropriate and accurate auxiliary power support under different operating conditions, thereby improving its operating stability and safety, and improving the power-assisting effect of the passive vehicle. At the same time, since this method can obtain the moving speed of the passive vehicle based on the back electromotive force, there is no need to set up an additional speed detection device, which reduces materials and reduces the production cost of the passive vehicle.

[0045] In one possible implementation, reference Figure 2Step S200 includes step S210, determining the movement trend of the passive vehicle according to the preset speed intervals of the multiple movement speeds of the passive vehicle.

[0046] In this embodiment, the preset speed interval can be set as a series of continuous speed ranges, each range corresponding to a specific speed gear. These preset speed intervals can be divided based on the design performance, application scenarios and safety requirements of the passive vehicle. For example, the speed can be divided into low speed gear (0-5km / h), medium speed gear (5-10km / h), high speed gear (10-15km / h), etc., or the speed can be divided into more detailed gears, such as low speed first gear (0-2km / h), low speed second gear (2-4km / h), medium speed first gear (4-6km / h), medium speed second gear (6-8km / h), high speed first gear (8-10km / h), high speed second gear (10-12km / h), etc., to achieve more detailed capture and analysis of the speed changes of the passive vehicle.

[0047] In one possible implementation, reference Figure 3 Step S210 includes step S211. When the multiple moving speeds of the passive vehicle are all in the same preset speed range, it is determined that the moving trend of the passive vehicle is to maintain the current moving speed; when the multiple moving speeds of the passive vehicle change from the first preset speed range to the second preset speed range, it is determined that the moving trend of the passive vehicle is to change speed; when the multiple moving speeds of the passive vehicle are all in the preset stop speed range, it is determined that the moving trend of the passive vehicle is to stop.

[0048] In this embodiment, if the passive vehicle's multiple speeds are detected to be consistently within a specific, pre-set speed range at consecutive points in time, without significant speed fluctuations or signs of jumping to other speed ranges, the passive vehicle can be confidently determined to be in a stable operating state, maintaining its current speed. At this point, the passive vehicle control device maintains the control signal to the motor unchanged, ensuring that the auxiliary power matches the passive vehicle's current speed, thereby maintaining stable operation.

[0049] It is understandable that during the operation of a passive vehicle, the speed of the passive vehicle may fluctuate briefly due to external interference factors (such as changes in wind speed, speed bumps, sewer openings, bumps or potholes on the road, etc.), causing the moving speed to temporarily exceed or fall below the current preset speed gear interval. Therefore, when the moving speed of the passive vehicle temporarily deviates from the current preset speed gear interval, but the deviation does not exceed the set speed fluctuation threshold, and the duration does not exceed the preset tolerance time, the system still considers that the passive vehicle is within the current speed gear interval, that is, it maintains the current moving speed. The preset tolerance time can be specifically 0.5 seconds, 1 second, 1.5 seconds, etc., and its specific value can be adjusted according to the actual application scenario and user needs. By setting the tolerance time, the system can effectively filter out the speed fluctuations of the passive vehicle caused by short-term interference factors, avoid frequent adjustments to the auxiliary power support, and thus ensure the smoothness and stability of the passive vehicle operation. The speed fluctuation threshold can be the difference between the target speed value in the preset speed interval in which the current moving speed is located and the preset speed interval adjacent to it. The target speed value is used to reflect the significant change in the speed of the passive vehicle. It can specifically be the middle value of the preset speed interval or other reasonable set values. For example, if the passive vehicle is currently in the medium speed gear (5-10km / h), the speed fluctuation threshold can be set to 2km / h. This means that as long as the fluctuation amplitude of the speed of the passive vehicle relative to this interval is within 2km / h, the system will not consider that the passive vehicle has undergone a significant speed change, thereby avoiding unnecessary auxiliary power adjustments. In addition, the speed fluctuation threshold can also be adjusted according to the specific type of passive vehicle, operating environment and user needs to ensure that the system can accurately distinguish between normal speed fluctuations and significant speed changes caused by external interference.

[0050] In this embodiment, the first preset speed interval and the second preset speed interval are only used to represent two different preset speed intervals, and do not mean that the first preset speed interval and the second preset speed interval are preset speed intervals corresponding to two specific speed ranges. Since in actual applications, the operating state of the passive vehicle may change due to human operation (such as a change in the driver's intention), the passive vehicle control device must also have the ability to keenly capture the trend of speed changes. When it is detected that the multiple moving speeds of the passive vehicle gradually transition from the current first preset speed interval to the second preset speed interval, the system determines that the passive vehicle is about to change speed. At this time, the system needs to adjust the control strategy of the motor in advance to change the output auxiliary power so that it can smoothly transition to a level that matches the speed of the passive vehicle after the speed change, thereby avoiding unstable operation caused by the original auxiliary power being too large or too small after the speed change.

[0051] In one possible implementation, reference Figure 4, the speed change includes acceleration and deceleration; when the multiple moving speeds of the passive vehicle change from the first preset speed interval to the second preset speed interval, the step of determining that the moving trend of the passive vehicle is speed change specifically includes step S211A, when the multiple moving speeds of the passive vehicle change from the first preset speed interval to the second preset speed interval, and the first preset speed interval is smaller than the second preset speed interval, determining that the moving trend of the passive vehicle is acceleration; when the multiple moving speeds of the passive vehicle change from the first preset speed interval to the second preset speed interval, and the first preset speed interval is larger than the second preset speed interval, determining that the moving trend of the passive vehicle is deceleration.

[0052] In this embodiment, the first preset speed interval is smaller than the second preset speed interval, specifically, any speed within the first preset speed interval is smaller than the minimum speed within the second preset speed interval, to indicate the acceleration trend of the passive vehicle. In order to meet the acceleration demand, the passive vehicle control device needs to dynamically adjust the output of the auxiliary power to ensure that it not only matches the current speed, but also assists the acceleration process, making the acceleration of the passive vehicle smoother and more stable. Similarly, the first preset speed interval is greater than the second preset speed interval, specifically, it means that any speed within the first preset speed interval is greater than the maximum speed within the second preset speed interval, to indicate the deceleration trend of the passive vehicle. In order to meet the deceleration demand, the passive vehicle control device needs to adjust the control strategy of the motor accordingly to reduce the output of the auxiliary power, to ensure that the passive vehicle can decelerate smoothly, and to avoid unstable operation of the passive vehicle due to excessive deceleration or excessive auxiliary power.

[0053] It is understood that during the operation of a passive vehicle, the speed of the passive vehicle may fluctuate briefly due to external interference factors (such as wind speed changes, speed bumps, sewer openings, road bumps or potholes), causing the moving speed to temporarily exceed or fall below the current preset speed range. If the moving speed temporarily exceeds or falls below the current preset speed range, the auxiliary power of the passive vehicle will be immediately adjusted, which may cause the passive vehicle to overreact and waste energy.

[0054] Therefore, in a feasible embodiment, referring to Figure 5 Step S211 is specifically step S211B. When the preset speed interval of the moving speed of the passive vehicle changes from the first preset speed interval to the second preset speed interval, and the moving speed of the passive vehicle is maintained in the second preset speed interval for a first preset time, it is determined that the user intends to change speed; or, when the preset speed interval of the moving speed of the passive vehicle changes from the first preset speed interval to the second preset speed interval, and the moving speed of the passive vehicle reaches the target speed value in the second preset speed interval, it is determined that the user intends to change speed.

[0055] In this embodiment, the preset first duration and target speed value can be set based on an analysis of historical data and actual application scenarios. The preset first duration should be long enough to eliminate temporary speed fluctuations caused by transient interference factors, yet short enough to promptly respond to the passive vehicle's actual speed change intention. For example, it can be set between 2 and 5 seconds. The specific duration can be flexibly adjusted based on the passive vehicle's response speed, road conditions, and user habits, and is not limited here. Similarly, the preset value should be set to a reasonable speed threshold that both reflects significant changes in the passive vehicle's speed and avoids misjudgments caused by minor fluctuations. For example, if the second preset speed range is medium speed first gear (4-6 km / h), the preset value can be set to 5 km / h. That is, when the passive vehicle's speed steadily reaches or exceeds 5 km / h, the passive vehicle control device confirms the user's intention to accelerate to medium speed first gear. Of course, the preset value can also be set differently based on the importance of different speed gears or the specific needs of the application scenario. For example, in the transition from low gear (0-5km / h) to medium gear (5-10km / h), considering safety and smoothness, the preset value can be set relatively low, such as 7km / h, to ensure that the passive vehicle does not suddenly become too hasty during acceleration, affecting the comfort and safety of the passive vehicle.

[0056] In this embodiment, the preset stop speed interval can be set to a speed range close to or equal to zero, for example, a range of 0-0.5 km / h, to detect when the passive vehicle is nearing a stop or has already stopped. When the passive vehicle's multiple movement speeds consistently fall within this preset stop speed interval, the passive vehicle control device determines that the passive vehicle's movement trend is toward stopping. At this point, to save energy and avoid unnecessary wear, the control system immediately sends a command to the motor to stop rotation, thereby ceasing to provide auxiliary power to the passive vehicle.

[0057] In this embodiment, the movement trend of the passive vehicle is determined by the preset speed gear ranges of the multiple moving speeds of the passive vehicle, so that the passive vehicle control device can output corresponding auxiliary power based on the movement trend of the passive vehicle and load it onto the passive vehicle, thereby achieving precise matching of power output and significantly improving the user experience and energy utilization efficiency of the passive vehicle.

[0058] In a feasible implementation, in order to further improve the power matching accuracy and driving stability of the passive vehicle, this embodiment further introduces acceleration data as a judgment basis. Acceleration, as a measure of the rate of change of speed, can more directly reflect the power demand and driving state change trend of the passive vehicle. Figure 6 Step S200 includes steps S220| to S230, wherein: Step S220 , obtaining multiple movement accelerations of the passive vehicle according to the multiple movement speeds of the passive vehicle.

[0059] In this embodiment, multiple moving accelerations of the passive vehicle can be calculated based on the multiple moving speeds of the passive vehicle. Specifically, the acceleration values ​​of the passive vehicle at different time points can be obtained by performing differential calculations on two or more consecutive speed sampling points. For example, if the speed of the passive vehicle at time point t1 is v1, and the speed at time point t2 is v2, then the acceleration a within the time interval Δt=t2-t1 can be expressed as: a = (v2 - v1) / Δt. In this way, by continuously calculating the acceleration values ​​at multiple time points, the acceleration change of the passive vehicle over a period of time can be obtained, which helps to more accurately judge the driving state and power requirements of the passive vehicle.

[0060] In step S230 , a movement trend of the passive vehicle is determined according to the preset acceleration intervals of the multiple movement accelerations of the passive vehicle.

[0061] In this embodiment, the preset acceleration interval can be set to different thresholds to distinguish between acceleration, deceleration, and constant speed driving states. For example, when multiple movement accelerations of the passive vehicle continuously fall within the positive preset acceleration interval, the control system determines that the passive vehicle is in an acceleration state; conversely, when multiple movement accelerations continuously fall within the negative preset deceleration interval, the control system determines that the passive vehicle is in a deceleration state; and when multiple movement accelerations continuously fall within the preset constant speed interval close to zero, the control system determines that the passive vehicle is in a constant speed driving state.

[0062] In one possible implementation, reference Figure 7 Step S230 includes step S231, when the moving acceleration of the passive vehicle is in the first preset acceleration interval, determining that the moving trend of the passive vehicle is to maintain the current moving speed; when the moving acceleration of the passive vehicle is in the second preset acceleration interval or the third preset acceleration interval, determining that the moving trend of the passive vehicle is to change speed; when the moving acceleration of the passive vehicle is in the fourth preset acceleration interval, determining that the moving trend of the passive vehicle is to stop moving; wherein, the fourth preset acceleration interval is smaller than the third preset acceleration interval, the third preset acceleration interval is smaller than the first preset acceleration interval, and the first preset acceleration interval is smaller than the second preset acceleration interval.

[0063] In this embodiment, the first predetermined acceleration range is set to represent the stable operating state of the passive vehicle. It typically encompasses small positive and negative acceleration values, for example, within ±0.2 m / s². This is used to capture normal acceleration fluctuations that may occur at a stable speed due to minor changes in road conditions or operational adjustments. When the passive vehicle's acceleration remains within this range, the passive vehicle control device determines that the vehicle is in a stable state, maintaining its current speed, and maintains the existing auxiliary power output to ensure a smooth and comfortable ride.

[0064] In one possible implementation, reference Figure 8 When the moving acceleration of the passive vehicle is in the second preset acceleration range or the third preset acceleration range, the step of determining that the moving trend of the passive vehicle is changing speed specifically includes step S231A, when the moving acceleration of the passive vehicle is in the second preset acceleration range, determining that the moving trend of the passive vehicle is accelerating; when the moving acceleration of the passive vehicle is in the third preset acceleration range, determining that the moving trend of the passive vehicle is decelerating.

[0065] In this embodiment, speed change includes acceleration and deceleration. The second preset acceleration interval is set as the acceleration range that characterizes the acceleration of the passive vehicle. When the movement acceleration of the passive vehicle is in the second preset acceleration interval, it is determined that the movement trend of the passive vehicle is accelerating. The lower limit of the second preset acceleration interval is higher than the upper limit of the first preset acceleration interval, and the upper limit is set according to the maximum acceleration capability of the vehicle, for example, from 0.2m / s² to 1.5m / s². This interval can clearly identify the trend that the passive vehicle is actively accelerating, whether it is due to the user's active acceleration operation or the natural acceleration caused by changes in road conditions. At this time, the control device can automatically adjust the output of the auxiliary power, increase the torque or power of the motor, to support a faster and smoother acceleration process of the vehicle, and enhance the user's driving experience.

[0066] In this embodiment, the third preset acceleration interval is opposite to the second preset acceleration, and is used to characterize the acceleration range of the passive vehicle's deceleration. When the movement acceleration of the passive vehicle is in the third preset acceleration interval, it is determined that the movement trend of the passive vehicle is deceleration. The upper limit of the third preset acceleration interval is lower than the lower limit of the first preset acceleration interval, and the lower limit can be set according to the minimum safe acceleration for the passive vehicle to decelerate but not stop, for example, from -1.0m / s² to -0.2m / s². The third preset acceleration interval can effectively capture the trend of the passive vehicle's deceleration, whether it is due to the user's active deceleration operation or in the face of situations such as obstacles ahead, traffic signals, etc. that require deceleration. The control device can adjust the output of the auxiliary power based on the acceleration within the third preset acceleration interval to decelerate the passive vehicle.

[0067] In this embodiment, the fourth preset acceleration interval is set as the acceleration range that indicates the passive vehicle has stopped moving. Its upper limit is lower than the lower limit of the third preset acceleration interval. The lower limit can be set based on the vehicle's braking performance and safety requirements, for example, from -2m / s² to -1m / s². When the passive vehicle's acceleration remains within this interval for a long time, it indicates that it is experiencing a rapid deceleration process and is likely to stop. Specifically, when the movement acceleration is detected to be within the fourth preset acceleration interval for a long time, the control device will determine that the passive vehicle's movement trend is to stop and immediately execute a series of preset stopping operations.

[0068] By incorporating acceleration data as a basis for judgment, the passive vehicle control system in this embodiment can more accurately identify the user's driving intention and the vehicle's driving status, thereby dynamically adjusting and optimizing auxiliary power output. This comprehensive acceleration-based judgment strategy improves the vehicle's power matching accuracy and driving stability, enhancing energy efficiency and user experience.

[0069] In one possible implementation, reference Figure 9 The passive vehicle control method further includes steps S240 to S250, wherein: Step S240: Acquire multiple moving directions of the passive vehicle within a current preset time period.

[0070] In this embodiment, multiple movement direction data of the passive vehicle can be obtained using one or more sensors for detecting direction installed on the passive vehicle. For example, sensors such as a gyroscope, magnetometer, or GPS can be used to obtain the movement direction information of the passive vehicle. These sensors can monitor the vehicle's orientation changes in real time, thereby providing accurate movement direction data.

[0071] In step S250 , the moving trend of the passive vehicle is determined according to the offsets of the multiple moving directions of the passive vehicle relative to the initial direction.

[0072] In this embodiment, the offsets of multiple movement directions of the passive vehicle relative to the initial direction are set as parameters representing changes in the vehicle's travel direction. The initial direction can be the direction set when the passive vehicle is started, or the first movement direction acquired among multiple movement directions within a preset time period. The offset can be the angle of the movement direction relative to the initial direction, or the distance of the movement direction relative to the initial direction, depending on the driving environment and control requirements of the passive vehicle.

[0073] It's understood that during actual driving, a vehicle may change direction due to road conditions, traffic regulations, or driver input. To more accurately determine the vehicle's movement trend, the control system monitors multiple vehicle movement directions in real time and calculates the offset relative to the initial direction. The offset is calculated by obtaining the vehicle's current direction data and comparing it with the initial direction. If the offset is within a preset threshold, the control system determines that the vehicle is still stable in its current direction. However, if the offset exceeds the preset threshold, the control system determines that the vehicle is turning based on the magnitude and direction of the offset. Specifically, a positive offset indicates that the vehicle is turning right, while a negative offset indicates that the vehicle is turning left. The control system determines the magnitude of the turn based on the absolute value of the offset. For example, a small offset may indicate a slight adjustment in direction, while a large offset may indicate a larger turn.

[0074] In this embodiment, to ensure driving safety and comfort, the passive vehicle control device dynamically adjusts the auxiliary power output based on the steering determination. For example, when turning right, the passive vehicle control device increases torque on the left wheel to help the vehicle complete the turn more smoothly. Conversely, when turning left, the passive vehicle control device increases torque on the right wheel.

[0075] In one possible implementation, reference Figure 10 Step S250 also includes step S251, when the offset of the moving direction of the passive vehicle relative to the initial direction is less than a preset offset threshold, determining that the moving trend of the passive vehicle is to maintain the current moving direction; when the offset of the moving direction of the passive vehicle relative to the initial direction is not less than the offset threshold, determining that the moving trend of the passive vehicle is to turn.

[0076] In this embodiment, the preset offset threshold can be set based on the actual driving environment and vehicle performance. For example, when a passive vehicle is moving on a road with relatively complex road conditions, the offset threshold can be set to a larger value to accommodate frequent changes in driving direction. On the other hand, when the road conditions are good, due to the relatively simple driving environment, the offset threshold can be set to a smaller value to ensure driving stability and safety. After determining the vehicle's movement trend, the control system will adopt corresponding control strategies based on different movement trends. For example, while maintaining the current movement direction, the control system will maintain the current auxiliary power output to ensure the stability and comfort of the vehicle when driving in a straight line. In the case of steering, the control system will dynamically adjust the torque output of each wheel according to the direction and amplitude of the steering to achieve a smoother and safer steering operation.

[0077] In this embodiment, when the moving direction data of the vehicle is continuously and stably less than the preset offset threshold, it is considered that the passive vehicle will maintain the current moving direction, which helps to reduce misjudgments and ensures that the control system will not adjust the driving direction or auxiliary power output for no reason when driving in a straight line. When the offset of the moving direction of the passive vehicle relative to the initial direction is not less than the offset threshold, the moving trend of the passive vehicle is judged to be turning. In this embodiment, by using the moving direction data as the basis for judgment, and combining the initial direction and the size of the offset, the passive vehicle control system in this embodiment can achieve comprehensive monitoring and precise control of the vehicle's driving status. Whether it is straight driving or turning operation, the passive vehicle control device can dynamically adjust the output of the auxiliary power and the control strategy of the driving direction according to real-time data, thereby improving the vehicle's control flexibility and driving safety.

[0078] Based on any of the above embodiments, in a feasible implementation manner, the same or similar contents as those in the above embodiment 1 can be referred to the above introduction and will not be repeated hereafter. The passive carrier includes a drive wheel group that is transmission-connected to the motor assembly. In this embodiment, the drive wheel group may include one, two or other number of drive wheels, and the drive wheel is driven by the power provided by the motor assembly. The motor assembly may include one, two or other number of motors. When there is one motor, the motor may be connected to a drive wheel alone, or may be connected to multiple drive wheels simultaneously, thereby driving multiple drive wheels to rotate synchronously at the same time. The transmission connection between the drive wheel group and the motor assembly may adopt gear transmission, belt transmission or other transmission methods to ensure efficient transmission of power.

[0079] In a feasible implementation manner, the auxiliary power is not less than 0.5 times the force that enables the passive vehicle to maintain its current speed, and the auxiliary power is not greater than 1.5 times the force that enables the passive vehicle to maintain its current speed.

[0080] In this embodiment, the force that maintains the passive vehicle's current speed is specifically the combined force of various forces acting on the passive vehicle during travel, including but not limited to the combined force of user-provided propulsion, friction, rolling resistance, air resistance, and grade resistance. Because the auxiliary power is no less than 0.5 times the force that maintains the passive vehicle's current speed, it effectively reduces the resistance experienced by the vehicle during straight-line travel, improving driving efficiency. Furthermore, the auxiliary power is no greater than 1.5 times the force that maintains the passive vehicle's current speed, ensuring that sufficient power is provided without placing excessive strain on the vehicle's structure and transmission system, thereby extending the vehicle's service life.

[0081] In a feasible embodiment, the auxiliary power is not less than 0.5 times the force that enables the passive vehicle to maintain its current speed, and the auxiliary power is not greater than 1 times the force that enables the passive vehicle to maintain its current speed.

[0082] In this embodiment, because the auxiliary power is no greater than 1 times the force required to maintain the passive vehicle's current speed, it can reduce the amount of force required by the user to push or pull the vehicle while avoiding vehicle instability during driving due to excessive auxiliary power. This balanced design allows the vehicle to maintain good controllability and safety while providing auxiliary power. At the same time, during steering operations, the auxiliary power can ensure that the vehicle maintains appropriate stability during cornering, while avoiding tire slippage or excessive wear due to excessive power output. In addition, by controlling the auxiliary power within a reasonable range, energy consumption can be effectively reduced and the vehicle's endurance can be improved.

[0083] In this embodiment, a predetermined correspondence exists between the preset speed interval and the motor speed, and a predetermined correspondence exists between the motor speed and the wheel hub speed. This predetermined correspondence between the preset speed interval and the motor speed, and between the preset motor speed and the wheel hub speed, can be obtained through experimental data or simulation tests and stored in the memory of the passive vehicle, enabling the passive vehicle control device to quickly respond and accurately adjust the motor speed to ensure that the auxiliary power output by the wheel hub matches the operating state of the passive vehicle.

[0084] In a feasible embodiment, the driving wheel group includes a first driving wheel 31 and a second driving wheel 32, the motor assembly includes a first motor 21, and the first driving wheel 31 and the second driving wheel 32 are respectively connected to the first motor 21. Figure 11Step S310 includes step S311A, which controls the first motor 21 to rotate at a corresponding speed based on the movement trend of the passive vehicle, thereby controlling the synchronous rotation of the first drive wheel 31 and the second drive wheel 32, so that the first drive wheel 31 and the second drive wheel 32 output corresponding auxiliary power to load the passive vehicle. In this embodiment, by synchronously connecting the first motor 21 with the first drive wheel 31 and the second drive wheel 32, the two drive wheels can maintain a consistent speed and power output during driving, thereby helping to improve the stability and maneuverability of the vehicle.

[0085] In one possible embodiment, reference Figure 12 Step S311A is specifically step S311A1, when the movement trend of the passive vehicle is to maintain the current movement speed, controlling the first motor 21 to rotate at a speed corresponding to the preset speed range of the current movement speed, so as to correspondingly control the rotation speed of the driving wheel group, so that the driving wheel group outputs an auxiliary power corresponding to the preset speed range of the current movement speed and loads it on the passive vehicle; When the moving trend of the passive vehicle is to change speed, the first motor 21 is controlled to rotate at a speed corresponding to the preset speed range of the moving speed after the speed change or the preset acceleration range of the moving acceleration, so as to control the rotation speed of the driving wheel group accordingly, so that the driving wheel group outputs an auxiliary power corresponding to the preset speed range of the moving speed after the speed change or the preset acceleration range of the moving acceleration and is loaded on the passive vehicle.

[0086] In this embodiment, when the movement trend of the passive vehicle is to maintain the current moving speed, the passive vehicle control device will adjust the speed of the first motor 21 to a level that matches the preset speed range according to the current moving speed of the vehicle, so that the drive wheel group can rotate at a stable and consistent speed, ensuring that the vehicle remains stable and smooth during travel; when the movement trend of the passive vehicle is to change speed, the passive vehicle control device dynamically adjusts the speed of the first motor 21 according to the preset speed range or acceleration range, thereby ensuring that the vehicle transitions smoothly during the speed change process and improving the acceleration performance and braking effect of the vehicle to a certain extent. For example, when acceleration is required, the control system will instruct the first motor 21 to increase the speed, thereby quickly increasing the vehicle's travel speed; and when deceleration is required, the control system will instruct the first motor 21 to reduce the speed, or even drive in reverse to achieve a braking effect.

[0087] In a feasible embodiment, the drive wheel group includes a first drive wheel 31 and a second drive wheel 32, and the motor assembly includes a first motor 21 and a second motor 22. The first drive wheel 31 is transmission-connected to the first motor 21, and the second drive wheel 32 is transmission-connected to the second motor 22. In this embodiment, by connecting the first motor 21 to the first drive wheel 31 and the second motor 22 to the second drive wheel 32, more flexible and independent control can be achieved. Under different driving conditions, the two motors can independently adjust the output power as needed, thereby providing different auxiliary power for each drive wheel. This design not only improves the vehicle's maneuverability, but also can better adapt to complex road conditions.

[0088] In this embodiment, reference Figure 13 Step S310 includes step S311B, which controls the first motor 21 and the second motor 22 to rotate at corresponding speeds based on the movement trend of the passive vehicle, so as to correspondingly control the first drive wheel 31 and the second drive wheel 32 to rotate synchronously or asynchronously, so that the first drive wheel 31 and the second drive wheel 32 output corresponding auxiliary power to be loaded on the passive vehicle.

[0089] In this embodiment, when the passive vehicle is moving toward a stop, the first motor 21 and the second motor 22 can be controlled to rotate at a speed corresponding to the stop state, thereby correspondingly controlling the rotational speed of the first drive wheel 31 and the second drive wheel 32, so that the drive wheel assembly outputs auxiliary power corresponding to the stop state and applies it to the passive vehicle. In this state, the passive vehicle control device instructs the first motor 21 and the second motor 22 to rotate at an extremely low speed to ensure that the drive wheel assembly does not experience unnecessary slippage or impact during the stop process, thereby achieving a smooth stop. When the passive vehicle is moving toward a turn, the first motor 21 and the second motor 22 can be controlled to rotate at a speed corresponding to the turn required, thereby correspondingly controlling the rotational speed of the first drive wheel 31 and the second drive wheel 32, so that the drive wheel assembly outputs auxiliary power corresponding to the turn required and applies it to the passive vehicle. In this state, the passive vehicle control device dynamically adjusts the rotational speed of the first motor 21 and the second motor 22 according to the steering angle and speed, thereby achieving independent control of the drive wheel assembly and ensuring that the vehicle remains stable and smooth during the turn process.

[0090] In one possible embodiment, reference Figure 14Step S311B is specifically step S311B1, when the moving trend of the passive vehicle is to maintain the current moving speed, the first motor 21 and the second motor 22 are controlled to rotate at a speed corresponding to the preset speed range of the current moving speed, so as to correspondingly control the first driving wheel 31 and the second driving wheel 32 to rotate synchronously, so that the driving wheel group outputs an auxiliary power corresponding to the preset speed range of the current moving speed and loads it on the passive vehicle; when the moving trend of the passive vehicle is to change speed, the first motor 21 and the second motor 22 are controlled to rotate at a speed corresponding to the preset speed range of the moving speed after the speed change. Occasionally, the speed rotates at a preset acceleration interval corresponding to the moving acceleration, so as to correspondingly control the synchronous rotation of the first drive wheel 31 and the second drive wheel 32, so that the drive wheel group outputs an auxiliary power corresponding to the preset speed interval of the moving speed after the speed change or the preset acceleration interval of the moving acceleration, and is loaded on the passive vehicle; when the moving trend of the passive vehicle is turning, the first motor 21 and the second motor 22 are controlled to rotate asynchronously, so that the first drive wheel 31 and the second drive wheel 32 output auxiliary power corresponding to the turning direction of the passive vehicle, and are loaded on the passive vehicle.

[0091] In this embodiment, when the passive vehicle's movement tendency is to maintain its current speed, the passive vehicle control device ensures that the first motor 21 and the second motor 22 rotate at the same speed, thereby causing the first drive wheel 31 and the second drive wheel 32 to rotate synchronously. This helps maintain the vehicle's straight-line stability and avoids yaw torque caused by inconsistent drive wheel speeds, thereby improving driving stability. When the passive vehicle's movement tendency is to change speeds, the passive vehicle control device dynamically adjusts the speeds of the first motor 21 and the second motor 22 according to a preset speed range or acceleration range to ensure that the two drive wheels rotate synchronously during the speed change process. This helps maintain a smooth transition when accelerating or decelerating the vehicle and avoids body shaking or instability caused by inconsistent speeds. When the passive vehicle tends to move in a turning direction, the passive vehicle control device rotates the first motor 21 and the second motor 22 at different speeds according to the steering angle and speed, thereby achieving independent control of the first drive wheel 31 and the second drive wheel 32, thereby helping to provide appropriate auxiliary power to each drive wheel during the steering process, ensuring that the vehicle remains stable and smooth when turning, while reducing tire wear and improving steering response speed.

[0092] In a feasible embodiment, the passive vehicle further includes a steering wheel 33 , the motor assembly includes a third motor 23 , and the steering wheel 33 is in transmission connection with the third motor 23 .

[0093] In this embodiment, the vehicle's maneuverability can be further enhanced by connecting the third motor 23 to the steering wheel 33. During steering, the third motor 23 dynamically adjusts its output power based on the steering angle and speed, providing appropriate auxiliary power to the steering wheel 33. This design allows the steering wheel 33 to receive more precise and timely power support during steering, thereby improving steering sensitivity and stability. When the passive vehicle's movement is turning, the third motor 23 dynamically adjusts its speed based on changes in the steering angle and speed. When the vehicle needs to turn left or right, the third motor 23 outputs the corresponding auxiliary power, allowing the steering wheel 33 to complete the steering action more easily. This independent control method not only reduces tire wear during steering but also improves steering response speed, providing the vehicle with better maneuverability in complex road conditions. Furthermore, when the passive vehicle's movement is shifting, the third motor 23 can also be adjusted as needed. For example, when deceleration and steering are required, the third motor 23 can work in conjunction with the first motor 21 and the second motor 22 to provide additional auxiliary power to the steering wheel 33 to ensure that the vehicle remains stable and smooth during deceleration and steering.

[0094] In this embodiment, reference Figure 15 The step S300 includes a step S320, which controls the rotation angle of the third motor 23 based on the movement trend of the passive vehicle to correspondingly control the rotation direction of the steering wheel 33, so that the steering wheel 33 outputs auxiliary power corresponding to the steering direction of the passive vehicle and loads it on the passive vehicle.

[0095] In this embodiment, when the passive vehicle's movement trend is to maintain its current direction of movement, the passive vehicle control device ensures that the third motor 23 remains within a preset rotation angle range, thereby maintaining the steering wheel 33 in a straight-line driving state. This control method helps improve the vehicle's stability when driving in a straight line, and avoids side slip or shaking caused by improper steering wheel 33 angles.

[0096] In one possible embodiment, reference Figure 16 Step S320 includes step S321, when the passive vehicle moves in a turning direction, controlling the rotation angle of the third motor 23 to correspondingly control the rotation direction of the steering wheel 33, so that the steering wheel 33 outputs an auxiliary power corresponding to the turning direction of the passive vehicle and loads it onto the passive vehicle.

[0097] In this embodiment, when the passive vehicle's movement is turning, the passive vehicle control device dynamically adjusts the rotation angle of the third motor 23 based on the steering angle and speed to achieve independent control of the steering wheel 33. This design enables the steering wheel 33 to obtain more precise and timely power support during the steering process, thereby improving steering sensitivity and stability. During the steering process, the third motor 23 can dynamically adjust its output power based on changes in the steering angle and speed to provide appropriate auxiliary power to the steering wheel 33. This not only reduces tire wear during steering, but also improves steering response speed, making the vehicle more maneuverable in complex road conditions.

[0098] In a feasible implementation manner, the passive vehicle further includes a brake assembly 40 , and the brake assembly 40 is disposed on the driving wheel assembly.

[0099] In this embodiment, by providing a brake assembly 40 on the driving wheel assembly, the safety and handling performance of the vehicle can be further improved. When deceleration or parking is required, the brake assembly 40 can dynamically adjust the braking force according to the driving state of the vehicle to ensure that the vehicle decelerates smoothly or stops quickly. When the movement trend of the passive vehicle is to decelerate, the brake assembly 40 can dynamically adjust the braking force according to the current speed of the vehicle and the predetermined deceleration target. By precisely controlling the braking force, the brake assembly 40 can keep the vehicle stable during the deceleration process, avoiding body shaking or yaw caused by excessive or uneven braking force.

[0100] In one possible embodiment, the brake assembly 40 includes an electronic control unit (ECU) connected to the first motor 21, the second motor 22, and the third motor 23 to achieve comprehensive control of the brake assembly 40. In this embodiment, by combining the brake assembly 40 with the motor assembly and providing comprehensive control via the electronic control unit (ECU), comprehensive monitoring and precise control of the vehicle's driving state can be achieved. The ECU can acquire real-time vehicle driving data, including speed, acceleration, steering angle, and other information, and dynamically adjust the operating conditions of the motors and brake assembly 40 based on this data to ensure optimal vehicle performance and safety under various driving conditions. When the passive vehicle's movement trend is shifting, the ECU dynamically adjusts the speeds of the first motor 21 and the second motor 22 according to preset speed or acceleration ranges, while also controlling the braking force of the brake assembly 40 to ensure smooth transitions during acceleration or deceleration. During steering, the ECU dynamically adjusts the speed and angle of rotation of the first, second, and third motors 21, 22, and 23 based on the steering angle and speed, while also controlling the braking force of the brake assembly 40 to ensure the vehicle remains stable and smooth during steering. This not only ensures optimal handling and driving stability, but also effectively improves safety and reduces the risk of accidents caused by improper operation or changing road conditions.

[0101] In one possible embodiment, reference Figure 17 The step S300 includes a step S330, in which, when the passive vehicle tends to decelerate or stop, the brake assembly 40 is controlled to operate so as to correspondingly reduce the rotation speed of the driving wheel group so that the driving wheel group outputs corresponding auxiliary power to be loaded on the passive vehicle.

[0102] In this embodiment, braking force is adjusted based on the vehicle's current speed and a predetermined deceleration target. Specifically, when the vehicle needs to decelerate, the brake assembly 40 dynamically adjusts the braking force based on changes in the preset speed range and acceleration range of the passive vehicle's movement. This ensures that the vehicle does not experience sudden or uneven braking during deceleration, which could cause vehicle body sway or yaw, thereby improving driving stability and safety.

[0103] In one feasible embodiment, when the passive vehicle's movement trend is shifting, in addition to adjusting based on the current speed and the predetermined deceleration target, the brake assembly 40 also needs to work in conjunction with the motor assembly to ensure a smooth transition during acceleration or deceleration. For example, when rapid deceleration and steering are required, the brake assembly 40 will coordinate with the first motor 21, the second motor 22, and the third motor 23 to ensure that the vehicle remains stable and smooth during deceleration and steering. In this way, by comprehensively controlling the braking force and motor speed, the vehicle can more flexibly cope with various complex road conditions, improving overall driving performance.

[0104] In this embodiment, by reasonably controlling the speed and angle of rotation of the first motor 21, the second motor 22 and the third motor 23 and the brake assembly 40, comprehensive control of the passive vehicle can be achieved, ensuring that it can maintain stable, smooth and efficient auxiliary power output under various driving conditions, which not only improves the vehicle's handling performance, but also effectively reduces energy consumption, improves driving efficiency, and brings users a more comfortable and safe driving experience.

[0105] refer to Figure 18 The passive vehicle control method further includes steps S400 to S500, wherein: Step S400: Acquire the operating environment data of the passive vehicle.

[0106] In this embodiment, the passive vehicle's operating environment data may include information such as road conditions, weather conditions, and traffic conditions. This data can be acquired through various sensors and external information sources, such as cameras, radar, GPS, and onboard communication systems. Acquiring this data ensures that the vehicle can provide accurate auxiliary power in various complex environments, thereby providing data support for auxiliary power adjustment.

[0107] In a feasible implementation manner, the environmental data of the passive vehicle includes: the bumpiness of the road surface on which the passive vehicle is traveling and / or the slope of the road surface on which the passive vehicle is traveling.

[0108] In this embodiment, road conditions significantly impact the vehicle's driving performance and safety. By acquiring information about the bumpiness and slope of the road surface on which the passive vehicle is traveling, the vehicle's auxiliary power output can be further optimized. For example, when a high degree of road bumpiness is detected, the control device can appropriately increase the motor's output power to ensure the vehicle maintains stable driving on the bumpy surface. Similarly, when the vehicle is traveling on a steeply sloped road, the control device can dynamically adjust the motor's speed and torque to provide sufficient traction, helping the vehicle climb or descend smoothly.

[0109] In one possible implementation, reference Figure 19Step S400 includes step S410A, determining the bumpiness of the road surface on which the passive vehicle is traveling based on multiple moving speeds of the passive vehicle within a current preset time period.

[0110] In this embodiment, by accurately measuring and analyzing multiple moving speeds of a passive vehicle, the degree of road bumpiness can be assessed in real time. For example, sensors such as accelerometers and gyroscopes can detect the vibration and tilt experienced by the vehicle during driving, thereby inferring the degree of road bumpiness.

[0111] In one possible implementation, reference Figure 20 Step S410A includes steps S410A1 to S410A2, wherein: Step S410A1 , obtaining movement speed fluctuation data according to multiple movement speeds of the passive vehicle.

[0112] In this embodiment, by analyzing the passive vehicle's operating state at different speeds, the degree of road bumpiness can be more accurately assessed. Speed ​​fluctuation data can reflect the impact of road conditions on vehicle stability. For example, large speed fluctuations within a certain speed range may indicate high road bumpiness, necessitating appropriate adjustments to motor output.

[0113] Step S410A2 : determining the bumpiness of the road surface on which the passive vehicle is traveling based on the fluctuation data and a correspondence between the preset fluctuation data and the bumpiness of the road surface on which the passive vehicle is traveling.

[0114] In this embodiment, by analyzing the fluctuation data of a passive vehicle's operation at different speeds, the degree of road bumpiness can be more accurately assessed. For example, when a vehicle is traveling at high speed, small bumps in the road surface may cause significant speed fluctuations, which can be captured and recorded by the sensor. By comparing this data with pre-set fluctuation data, the current road bumpiness can be determined. The correspondence between the pre-set fluctuation data and road bumpiness can be obtained through experiments or historical data, providing a basis for real-time assessment.

[0115] In one possible implementation, reference Figure 21 Step S400 includes step S410B, obtaining the slope of the road surface on which the passive vehicle is traveling based on the angle detection device 50.

[0116] In this embodiment, the angle detection device 50 can be installed at key locations on the passive vehicle, such as the wheels or the vehicle body, to ensure accurate acquisition of road condition information. The angle detection device 50, such as a tilt sensor or inertial measurement unit (IMU), can accurately measure the vehicle's tilt angle relative to the ground, thereby determining the road's slope.

[0117] Step S500: adjusting the auxiliary power loaded on the passive vehicle based on the operating environment data of the passive vehicle.

[0118] In this embodiment, auxiliary power regulation is key to ensuring safe and efficient vehicle operation in various complex environments. By acquiring and analyzing the passive vehicle's operating environment data, precise control of the auxiliary power can be achieved. In this embodiment, the acquired operating environment data can first be comprehensively analyzed. For example, based on information such as road conditions, weather conditions, and traffic conditions, the degree to which the current environment affects the vehicle's driving performance can be determined. Based on this data, the passive vehicle control device can then dynamically adjust the auxiliary power output to adapt to varying driving conditions. For example, in rainy or snowy weather, the road's friction coefficient decreases. In this case, the control device can appropriately reduce the motor's output power to prevent slippage and loss of control. Furthermore, if traffic congestion is detected ahead, the control device can preemptively decelerate to ensure smooth vehicle operation in congested areas. In practical applications, the control device can employ advanced algorithms, such as fuzzy logic, neural networks, or genetic algorithms, to achieve intelligent regulation of the auxiliary power. These algorithms can continuously optimize control strategies based on historical and real-time data, thereby improving the vehicle's driving performance and safety.

[0119] In one possible implementation, reference Figure 22 , step S500 includes steps S510 to S520, wherein: Step S510 , obtaining an external force acting on the passive vehicle caused by the bumpiness of the road surface on which the passive vehicle is traveling and / or the slope of the road surface on which the passive vehicle is traveling.

[0120] In this embodiment, by accurately measuring the external forces to which the passive vehicle is subjected during driving, the auxiliary power adjustment strategy can be further optimized. For example, when the vehicle is driving on a bumpy road, the unevenness of the road surface will produce additional impact force on the vehicle, which will affect the vehicle's driving stability and ride comfort. In addition, when the vehicle is driving on a road section with a large slope, the gravity component will produce additional push and pull forces on the vehicle, which will also affect the vehicle's driving stability and power output. By obtaining data on these external forces, a more accurate basis can be provided for the adjustment of the auxiliary power. By obtaining data on these external forces, the auxiliary power can be adjusted accordingly to offset these adverse effects, to ensure that the vehicle can provide optimal auxiliary power under various complex road conditions, thereby maintaining good driving performance of the passive vehicle.

[0121] Step S520: adjusting the auxiliary power loaded on the passive vehicle based on the external force to eliminate the external force.

[0122] In this embodiment, by accurately measuring the external forces acting on the passive vehicle during travel, the auxiliary power adjustment strategy can be further optimized. For example, when a vehicle travels on a bumpy road, the unevenness of the road surface can create additional impact forces on the vehicle, which can affect the vehicle's driving stability and ride comfort. Furthermore, when the vehicle travels on a steeply sloped road, the gravity component can create additional push and pull forces on the vehicle, which can also affect the vehicle's driving stability and power output. By acquiring data on these external forces, a more precise basis can be provided for adjusting the auxiliary power. Based on this external force data, the auxiliary power can be adjusted accordingly to offset these adverse effects, ensuring that the vehicle provides optimal auxiliary power under various complex road conditions, thereby maintaining the passive vehicle's good driving performance. For example, if a large bumpy force is detected, the control device can increase the motor's output power to ensure that the vehicle can overcome the road's unevenness and maintain a smooth ride. Similarly, if the vehicle is subjected to a large gravity component on an uphill section, the control device can appropriately increase the output power of the motor to ensure that the vehicle can climb the slope smoothly and avoid stagnation or deceleration caused by insufficient power.

[0123] In this embodiment, while adjusting the auxiliary power, the passive vehicle control device can also monitor the vehicle's driving status, such as speed, acceleration, and steering angle, in real time to ensure that the auxiliary power is adjusted to match the vehicle's actual driving needs. Furthermore, the control device can rationally allocate the auxiliary power output based on parameters such as the vehicle's battery level and motor temperature to avoid excessive battery consumption or motor overheating. This ensures optimal auxiliary power is provided under various complex road conditions, thereby maintaining the passive vehicle's excellent driving performance.

[0124] In a feasible implementation manner, the passive vehicle further includes an occupancy sensor 60 .

[0125] In this embodiment, the introduction of occupancy sensors 60 further enhances the passive vehicle's ability to perceive its surroundings. These sensors can be installed in key locations on the vehicle, such as the front and rear bumpers, sides, and rear, to monitor the distance and relative position between the passive vehicle and surrounding human bodies.

[0126] In one possible implementation, reference Figure 23 The passive vehicle control method further includes steps S610 to S620, wherein: Step S610 : obtaining human body information around the passive vehicle based on the occupancy sensor 60 .

[0127] In this embodiment, by obtaining human body information around the passive vehicle based on the occupancy sensor 60, the passive vehicle can better identify and respond to the surrounding environment. The occupancy sensor 60 can detect the presence, position and motion state of the human body, thereby providing real-time environmental perception data for the vehicle. For example, when the vehicle is driving in a parking lot or on a narrow road, the occupancy sensor 60 can promptly detect the presence of pedestrians or other obstacles, thereby avoiding potential collision accidents. When the occupancy sensor 60 determines that there is no one around the passive vehicle, the passive vehicle control device can control the passive vehicle to stop or lock to ensure the safety of the passive vehicle and avoid unnecessary energy waste.

[0128] Step S620 : When it is determined that there is no human body information within the preset range of the passive vehicle, control the passive vehicle to be locked.

[0129] In this embodiment, the locking mechanism can be physical, such as automatically deploying locks to secure the vehicle's wheels, or electronic, such as disabling the vehicle's control system to prevent unauthorized use. By implementing this locking mechanism, the passive vehicle remains secure even when unattended. When the occupancy sensor 60 detects the absence of a human presence, the control device automatically initiates a locking process to prevent the vehicle from being moved or illegally used, thereby enhancing the safety of the passive vehicle.

[0130] In this embodiment, the back electromotive force generated by the motor assembly is obtained, and based on the back electromotive force, multiple moving speeds of the passive vehicle within the current preset time period are determined, and then the moving trend of the passive vehicle is determined based on the multiple moving speeds of the passive vehicle, and then the corresponding auxiliary power is output and loaded onto the passive vehicle based on the moving trend of the passive vehicle. Through the above method, when the passive vehicle maintains the current moving speed, the auxiliary power corresponding to the current moving speed can be output and loaded onto the passive vehicle; when the passive vehicle changes speed, the auxiliary power corresponding to the moving speed after the speed change or the moving acceleration of the passive vehicle can be output and loaded onto the passive vehicle. In this way, this method can ensure that the passive vehicle can obtain appropriate and accurate auxiliary power support under different operating conditions, thereby improving its operating stability and safety, and improving the power-assisting effect of the passive vehicle. At the same time, since this method can obtain the moving speed of the passive vehicle based on the back electromotive force, there is no need to set up an additional speed detection device, which reduces materials and reduces the production cost of the passive vehicle.

[0131] This application also provides a passive vehicle control device, referring to Figure 24 and Figure 25The passive vehicle control device includes a back electromotive force acquisition module 03, a controller 01, and a passive vehicle control program stored and executable on the controller 01. The passive vehicle control program is configured to implement the steps of the passive vehicle control method when run by the controller; the back electromotive force acquisition module 03 is communicatively connected to the controller 01, and the back electromotive force acquisition module 03 is used to obtain the back electromotive force generated by the motor component.

[0132] In this embodiment, the back-EMF acquisition module 03 can acquire the back-EMF generated by the motor assembly. Back-EMF refers to the electromotive force generated by electromagnetic induction during motor operation, which is opposite to the power supply voltage. By analyzing the magnitude and changing trend of the back-EMF, the motor speed can be determined. Furthermore, the passive vehicle's movement speed can be determined by using a preset correspondence between the motor speed and the passive vehicle's movement speed.

[0133] In one possible implementation, the back-EMF acquisition module 03 includes a voltage detection circuit and a signal processing circuit. The voltage detection circuit is responsible for collecting the voltage signal across the motor assembly, while the signal processing circuit amplifies, filters, and performs analog-to-digital conversion on the collected voltage signal to obtain accurate back-EMF data. This data is then transmitted to the controller 01 for further analysis and processing to determine the corresponding movement speed.

[0134] The passive vehicle control device provided in this application utilizes the passive vehicle control method of the aforementioned embodiment to enhance the power-assistance effect of the passive vehicle. Compared to the prior art, the beneficial effects of the passive vehicle control device provided in this application are the same as those of the passive vehicle control method provided in the aforementioned embodiment. Other technical features of the passive vehicle control device are the same as those disclosed in the aforementioned embodiment and are not further elaborated here.

[0135] The present application also provides a passive vehicle, which includes a motor assembly and a drive wheel group transmission-connected to the motor assembly. The passive vehicle uses the passive vehicle control method, or the passive vehicle includes the passive vehicle control device; the motor assembly is used to rotate at a corresponding speed based on the movement trend of the passive vehicle to correspondingly control the rotation speed of the drive wheel group, so that the drive wheel group outputs corresponding auxiliary power loaded on the passive vehicle.

[0136] In this embodiment, the motor assembly may include one, two, or any other number of motors, which may be electric motors, hybrid motors, or other types of motors, depending on the type and needs of the vehicle. The motor assembly outputs different power levels, enabling the passive vehicle to maintain good performance in various operating environments.

[0137] In this embodiment, the drive wheel assembly may include one, two, or another number of drive wheels, which are driven by power provided by the motor assembly. The motor assembly may include one, two, or another number of motors. When there is only one motor, the motor may be connected to a single drive wheel, or may be connected to multiple drive wheels simultaneously, thereby driving the multiple drive wheels to rotate synchronously. The transmission connection between the drive wheel assembly and the motor assembly may adopt a gear transmission, a belt transmission, or other transmission method to ensure efficient power transmission.

[0138] In this embodiment, the output power of the motor assembly can be dynamically adjusted based on commands output by the passive vehicle control device. When the passive vehicle detects that acceleration is necessary, the control device instructs the motor assembly to increase its output power, thereby increasing the vehicle's speed. Conversely, when deceleration or stopping is necessary, the control device instructs the motor assembly to reduce its output power, or even reverse drive to achieve a braking effect.

[0139] In one possible implementation, reference Figure 26 The driving wheel group includes a first driving wheel 31 and a second driving wheel 32, and the motor assembly includes a first motor 21. The first driving wheel 31 and the second driving wheel 32 are respectively connected to the first motor 21 in a transmission manner.

[0140] In this embodiment, by synchronously connecting the first motor 21 with the first drive wheel 31 and the second drive wheel 32, it is possible to ensure that the two drive wheels maintain a consistent rotational speed and power output during driving, thereby helping to improve the stability and maneuverability of the vehicle.

[0141] In this embodiment, when the movement trend of the passive vehicle is to maintain the current moving speed, the passive vehicle control device will adjust the speed of the first motor 21 to a level that matches the preset speed range according to the current moving speed of the vehicle, so that the drive wheel group can rotate at a stable and consistent speed, ensuring that the vehicle remains stable and smooth during travel; when the movement trend of the passive vehicle is to change speed, the passive vehicle control device dynamically adjusts the speed of the first motor 21 according to the preset speed range or acceleration range, thereby ensuring that the vehicle transitions smoothly during the speed change process and improving the acceleration performance and braking effect of the vehicle to a certain extent. For example, when acceleration is required, the control system will instruct the first motor 21 to increase the speed, thereby quickly increasing the vehicle's travel speed; and when deceleration is required, the control system will instruct the first motor 21 to reduce the speed, or even drive in reverse to achieve a braking effect.

[0142] In one possible implementation, reference Figure 26The drive wheel group includes a first drive wheel 31 and a second drive wheel 32, and the motor assembly includes a first motor 21 and a second motor 22. The first drive wheel 31 is transmission-connected to the first motor 21, and the second drive wheel 32 is transmission-connected to the second motor 22. In this embodiment, by connecting the first motor 21 to the first drive wheel 31 and the second motor 22 to the second drive wheel 32, more flexible and independent control can be achieved. Under different driving conditions, the two motors can independently adjust the output power as needed, thereby providing different auxiliary power to each drive wheel. This design not only improves the vehicle's maneuverability, but also better adapts to complex road conditions.

[0143] In this embodiment, when the movement trend of the passive vehicle is to maintain the current movement speed, the first motor 21 and the second motor 22 are controlled to rotate at a speed corresponding to the preset speed range of the current movement speed, so as to control the first drive wheel 31 and the second drive wheel 32 to rotate synchronously, so that the drive wheel group outputs an auxiliary power corresponding to the preset speed range of the current movement speed and loads it on the passive vehicle; when the movement trend of the passive vehicle is to change speed, the first motor 21 and the second motor 22 are controlled to rotate at a speed corresponding to the preset speed range of the movement speed after the speed change or the corresponding movement speed. The speed of the preset acceleration range is rotated to correspondingly control the synchronous rotation of the first drive wheel 31 and the second drive wheel 32, so that the drive wheel group outputs an auxiliary power corresponding to the preset speed range of the moving speed after the speed change or the preset acceleration range of the moving acceleration, and is loaded on the passive vehicle; when the moving trend of the passive vehicle is turning, the first motor 21 and the second motor 22 are controlled to rotate asynchronously, so that the first drive wheel 31 and the second drive wheel 32 output auxiliary power corresponding to the turning direction of the passive vehicle, and are loaded on the passive vehicle.

[0144] In a feasible embodiment, the passive vehicle further includes a steering wheel 33, and the motor assembly includes a third motor 23; the third motor 23 is used to rotate a corresponding angle based on the movement trend of the passive vehicle to correspondingly control the rotation direction of the steering wheel 33, so that the steering wheel 33 outputs corresponding auxiliary power loaded on the passive vehicle.

[0145] In this embodiment, the vehicle's maneuverability can be further enhanced by connecting the third motor 23 to the steering wheel 33. During steering, the third motor 23 dynamically adjusts its output power based on the steering angle and speed, providing appropriate auxiliary power to the steering wheel 33. This design allows the steering wheel 33 to receive more precise and timely power support during steering, thereby improving steering sensitivity and stability. When the passive vehicle's movement is turning, the third motor 23 dynamically adjusts its speed based on changes in the steering angle and speed. When the vehicle needs to turn left or right, the third motor 23 outputs the corresponding auxiliary power, allowing the steering wheel 33 to complete the steering action more easily. This independent control method not only reduces tire wear during steering but also improves steering response speed, providing the vehicle with better maneuverability in complex road conditions. Furthermore, when the passive vehicle's movement is shifting, the third motor 23 can also be adjusted as needed. For example, when deceleration and steering are required, the third motor 23 can work in conjunction with the first motor 21 and the second motor 22 to provide additional auxiliary power to the steering wheel 33 to ensure that the vehicle remains stable and smooth during deceleration and steering.

[0146] In a feasible embodiment, the passive vehicle further includes a brake assembly 40, which is disposed on the driving wheel group; the brake assembly 40 is configured to operate when the movement trend of the passive vehicle is to decelerate or stop, so as to correspondingly reduce the rotation speed of the driving wheel group, so that the driving wheel group outputs corresponding auxiliary power to be loaded on the passive vehicle.

[0147] In this embodiment, by providing a brake assembly 40 on the driving wheel assembly, the safety and handling performance of the vehicle can be further improved. When deceleration or parking is required, the brake assembly 40 can dynamically adjust the braking force according to the driving state of the vehicle to ensure that the vehicle decelerates smoothly or stops quickly. When the movement trend of the passive vehicle is to decelerate, the brake assembly 40 can dynamically adjust the braking force according to the current speed of the vehicle and the predetermined deceleration target. By precisely controlling the braking force, the brake assembly 40 can keep the vehicle stable during the deceleration process, avoiding body shaking or yaw caused by excessive or uneven braking force.

[0148] In a feasible implementation manner, the passive vehicle includes an angle detection device 50 ; the angle detection device 50 is used to obtain the slope of the road surface on which the passive vehicle is traveling.

[0149] In this embodiment, the angle detection device 50 can be installed at various key locations on the passive vehicle, such as the wheels, suspension system, or body, to ensure accurate acquisition of road condition information. Angle detection devices 50, such as tilt sensors or inertial measurement units (IMUs), can accurately measure the vehicle's tilt angle relative to the ground, thereby determining the road's slope.

[0150] In a feasible implementation manner, the passive vehicle further includes an occupancy sensor 60 , and the occupancy sensor 60 is used to obtain human body information around the passive vehicle.

[0151] In this embodiment, the occupancy sensor 60 further enhances the passive vehicle's ability to perceive the surrounding environment. The occupancy sensor 60 can be installed in key parts of the vehicle, such as the front and rear bumpers, sides and tail, etc., to monitor the distance and relative position between the passive vehicle and the surrounding human bodies. By obtaining human body information around the passive vehicle based on the occupancy sensor 60, the passive vehicle can better identify and respond to the surrounding environment. The occupancy sensor 60 can detect the presence, position and movement state of the human body, thereby providing real-time environmental perception data for the vehicle. For example, when the vehicle is driving in a parking lot or on a narrow road, the occupancy sensor 60 can detect the presence of pedestrians or other obstacles in time, thereby avoiding potential collision accidents. When the occupancy sensor 60 determines that there is no one around the passive vehicle, the passive vehicle control device can control the passive vehicle to stop or lock to ensure the safety of the passive vehicle and avoid unnecessary energy waste.

[0152] In this embodiment, the back electromotive force generated by the motor assembly is obtained, and based on the back electromotive force, multiple moving speeds of the passive vehicle within the current preset time period are determined, and then the moving trend of the passive vehicle is determined based on the multiple moving speeds of the passive vehicle, and then the corresponding auxiliary power is output and loaded onto the passive vehicle based on the moving trend of the passive vehicle. Through the above method, when the passive vehicle maintains the current moving speed, the auxiliary power corresponding to the current moving speed can be output and loaded onto the passive vehicle; when the passive vehicle changes speed, the auxiliary power corresponding to the moving speed after the speed change or the moving acceleration of the passive vehicle can be output and loaded onto the passive vehicle. In this way, this method can ensure that the passive vehicle can obtain appropriate and accurate auxiliary power support under different operating conditions, thereby improving its operating stability and safety, and improving the power-assisting effect of the passive vehicle. At the same time, since this method can obtain the moving speed of the passive vehicle based on the back electromotive force, there is no need to set up an additional speed detection device, which reduces materials and reduces the production cost of the passive vehicle.

[0153] The above description is only part of the embodiments of the present application and does not limit the patent scope of the present application. All equivalent structural transformations made by using the contents of the present application specification and drawings under the technical concept of the present application, or direct / indirect application in other related technical fields are included in the patent protection scope of the present application.

Claims

1. A passive vehicle control method, characterized in that: The passive vehicle includes a motor assembly and a driving wheel assembly transmission-connected to the motor assembly; The passive vehicle control method includes: Obtaining a back electromotive force generated by the motor assembly, and determining a plurality of moving speeds of the passive vehicle within a current preset time period based on the back electromotive force; Determining a movement trend of the passive vehicle based on multiple movement speeds of the passive vehicle; Based on the movement trend of the passive vehicle, the motor assembly is controlled to rotate at a corresponding speed, so as to correspondingly control the rotation speed of the driving wheel group, so that the driving wheel group outputs corresponding auxiliary power to be loaded on the passive vehicle.

2. The passive vehicle control method according to claim 1, wherein: The step of determining the movement trend of the passive vehicle according to the multiple movement speeds of the passive vehicle includes: Determining a movement trend of the passive vehicle based on a preset speed interval of a plurality of movement speeds of the passive vehicle; the step of determining a movement trend of the passive vehicle based on a preset speed interval of a plurality of movement speeds of the passive vehicle comprises: When the multiple moving speeds of the passive vehicle are all within the same preset speed range, it is determined that the moving trend of the passive vehicle is to maintain the current moving speed; When the multiple moving speeds of the passive vehicle change from a first preset speed interval to a second preset speed interval, it is determined that the moving trend of the passive vehicle is speed change; the step of determining that the moving trend of the passive vehicle is speed change when the multiple moving speeds of the passive vehicle change from the first preset speed interval to the second preset speed interval specifically includes: when the multiple moving speeds of the passive vehicle change from the first preset speed interval to the second preset speed interval, and the first preset speed interval is smaller than the second preset speed interval, determining that the moving trend of the passive vehicle is accelerating; when the multiple moving speeds of the passive vehicle change from the first preset speed interval to the second preset speed interval, and the first preset speed interval is larger than the second preset speed interval, determining that the moving trend of the passive vehicle is decelerating; When the multiple moving speeds of the passive vehicle are all within the preset stopping speed range, it is determined that the moving trend of the passive vehicle is stopping.

3. The passive vehicle control method according to claim 2, wherein: The step of determining that the moving trend of the passive vehicle is speed change when the multiple moving speeds of the passive vehicle change from the first preset speed interval to the second preset speed interval includes: If the passive vehicle's moving speed changes from a first preset speed interval to a second preset speed interval in the preset speed interval, and the passive vehicle's moving speed remains within the second preset speed interval for a first preset time period, then it is determined that the user intends to change speeds; Alternatively, when the preset speed range in which the moving speed of the passive vehicle is located changes from a first preset speed range to a second preset speed range, and the moving speed of the passive vehicle reaches a target speed value within the second preset speed range, it is determined that the user intends to change speed.

4. The passive vehicle control method according to claim 1, wherein: The step of determining the movement trend of the passive vehicle according to the multiple movement speeds of the passive vehicle includes: Obtain multiple movement accelerations of the passive vehicle according to multiple movement speeds of the passive vehicle; Determining a movement trend of the passive vehicle according to a preset acceleration interval in which multiple movement accelerations of the passive vehicle are located; the step of determining the movement trend of the passive vehicle according to the preset acceleration interval in which multiple movement accelerations of the passive vehicle are located comprises: When the movement acceleration of the passive vehicle is within the first preset acceleration range, determining that the movement trend of the passive vehicle is to maintain the current movement speed; When the movement acceleration of the passive vehicle is in the second preset acceleration interval or the third preset acceleration interval, determining that the movement trend of the passive vehicle is speed change; when the movement acceleration of the passive vehicle is in the second preset acceleration interval or the third preset acceleration interval, the step of determining that the movement trend of the passive vehicle is speed change specifically includes: when the movement acceleration of the passive vehicle is in the second preset acceleration interval, determining that the movement trend of the passive vehicle is accelerating; when the movement acceleration of the passive vehicle is in the third preset acceleration interval, determining that the movement trend of the passive vehicle is decelerating; When the moving acceleration of the passive vehicle is in the fourth preset acceleration range, it is determined that the moving trend of the passive vehicle is to stop moving; wherein, the fourth preset acceleration range is smaller than the third preset acceleration range, the third preset acceleration range is smaller than the first preset acceleration range, and the first preset acceleration range is smaller than the second preset acceleration range.

5. The passive vehicle control method according to claim 2, wherein: The passive vehicle control method further includes: Acquire multiple movement directions of the passive vehicle within a current preset time period; Determining a movement trend of the passive vehicle based on the offsets of the multiple movement directions of the passive vehicle relative to the initial direction; the step of determining the movement trend of the passive vehicle based on the offsets of the multiple movement directions of the passive vehicle relative to the initial direction includes: When the offset of the moving direction of the passive vehicle relative to the initial direction is less than a preset offset threshold, determining that the moving trend of the passive vehicle is to maintain the current moving direction; When the offset of the moving direction of the passive vehicle relative to the initial direction is not less than the offset threshold, it is determined that the moving trend of the passive vehicle is turning.

6. The passive vehicle control method according to claim 1, wherein: The auxiliary power is not less than 0.5 times the force that enables the passive vehicle to maintain its current speed, and the auxiliary power is not greater than 1.5 times the force that enables the passive vehicle to maintain its current speed.

7. The passive vehicle control method according to claim 1, wherein: The driving wheel assembly includes a first driving wheel and a second driving wheel, the motor assembly includes a first motor, and the first driving wheel and the second driving wheel are respectively connected to the first motor in a transmission manner. The steps of controlling the motor assembly to rotate at a corresponding speed based on the movement trend of the passive vehicle to correspondingly control the rotation speed of the driving wheel assembly so that the driving wheel assembly outputs corresponding auxiliary power to load the passive vehicle include: When the passive vehicle tends to maintain its current moving speed, the first motor is controlled to rotate at a speed corresponding to a preset speed range within which the current moving speed is located, so as to control the rotational speed of the first drive wheel and the second drive wheel to rotate synchronously, so that the first drive wheel and the second drive wheel output auxiliary power corresponding to the preset speed range within which the current moving speed is located and load the auxiliary power onto the passive vehicle; When the passive vehicle has a tendency to move in a speed-changing manner, the first motor is controlled to rotate at a speed corresponding to a preset speed interval of the moving speed after the speed change or a preset acceleration interval of the moving acceleration, so as to control the rotational speed of the first drive wheel and the second drive wheel to rotate synchronously, so that the first drive wheel and the second drive wheel output an auxiliary power corresponding to the preset speed interval of the moving speed after the speed change or the preset acceleration interval of the moving acceleration, and load the auxiliary power onto the passive vehicle; Alternatively, the driving wheel assembly includes a first driving wheel and a second driving wheel, the motor assembly includes a first motor and a second motor, the first driving wheel is in driving connection with the first motor, and the second driving wheel is in driving connection with the second motor, and the step of controlling the motor assembly to rotate at a corresponding speed based on the movement trend of the passive vehicle to correspondingly control the rotation speed of the driving wheel assembly so that the driving wheel assembly outputs corresponding auxiliary power to load the passive vehicle includes: When the passive vehicle tends to maintain its current moving speed, the first motor and the second motor are controlled to rotate at a speed corresponding to a preset speed range within which the current moving speed is located, thereby correspondingly controlling the first drive wheel and the second drive wheel to rotate synchronously, so that the drive wheel group outputs an auxiliary power corresponding to the preset speed range within which the current moving speed is located and loads the auxiliary power onto the passive vehicle; When the passive vehicle has a tendency to move in a speed-changing manner, the first motor and the second motor are controlled to rotate at a speed corresponding to a preset speed interval of the moving speed after the speed change or a preset acceleration interval of the moving acceleration, so as to control the first drive wheel and the second drive wheel to rotate synchronously, so that the first drive wheel and the second drive wheel output auxiliary power corresponding to the preset speed interval of the moving speed after the speed change or the preset acceleration interval of the moving acceleration, and load the auxiliary power onto the passive vehicle; When the passive vehicle moves in a turning direction, the first motor and the second motor are controlled to rotate asynchronously, so that the first drive wheel and the second drive wheel output auxiliary power corresponding to the turning direction of the passive vehicle and load it on the passive vehicle.

8. The passive vehicle control method according to claim 1, wherein: The passive vehicle further includes a steering wheel, the motor assembly includes a third motor, and the steering wheel is in transmission connection with the third motor. The step of outputting corresponding auxiliary power based on the movement trend of the passive vehicle and loading it onto the passive vehicle includes: Controlling the rotation angle of the third motor based on the movement trend of the passive vehicle to correspondingly control the rotation direction of the steering wheel, so that the steering wheel outputs auxiliary power corresponding to the steering direction of the passive vehicle and loads it on the passive vehicle; The steps of controlling the rotation angle of the third motor based on the movement trend of the passive vehicle to correspondingly control the rotation direction of the steering wheel so that the steering wheel outputs auxiliary power corresponding to the steering direction of the passive vehicle and loads the passive vehicle are specifically as follows: When the passive vehicle moves in a turning direction, the rotation angle of the third motor is controlled to correspondingly control the rotation direction of the steering wheel, so that the steering wheel outputs auxiliary power corresponding to the turning direction of the passive vehicle and loads it onto the passive vehicle.

9. The passive vehicle control method according to claim 1, wherein: The passive vehicle further includes a brake assembly, and the brake assembly is disposed on the driving wheel assembly; the step of outputting auxiliary power based on the moving trend of the passive vehicle and loading it on the passive vehicle further includes: When the passive vehicle moves in a direction of decelerating or stopping, the brake assembly is controlled to operate so as to correspondingly reduce the rotation speed of the driving wheel group, so that the driving wheel group outputs corresponding auxiliary power to be loaded on the passive vehicle.

10. The passive vehicle control method according to claim 1, wherein: The method further comprises: Obtaining the operating environment data of passive vehicles; The auxiliary power loaded on the passive vehicle is adjusted based on the operating environment data of the passive vehicle.

11. The passive vehicle control method according to claim 10, wherein: The environmental data of the passive vehicle includes: The bumpiness of the road surface on which the passive vehicle is traveling, wherein the step of obtaining environmental information of the passive vehicle comprises: determining the bumpiness of the road surface on which the passive vehicle is traveling based on a plurality of moving speeds of the passive vehicle within a current preset time period; And / or, the environmental data of the passive vehicle includes the slope of the road on which the passive vehicle is traveling; and the step of obtaining the environmental information of the passive vehicle includes: Acquiring the slope of the road surface on which the passive vehicle is traveling based on an angle detection device; The step of determining the bumpiness of the road surface on which the passive vehicle is traveling based on a plurality of moving speeds of the passive vehicle within a current preset time period includes: acquiring movement speed fluctuation data according to a plurality of movement speeds of the passive vehicle; The bumpiness of the road surface on which the passive vehicle is traveling is determined based on the fluctuation data and a correspondence between the preset fluctuation data and the bumpiness of the road surface on which the passive vehicle is traveling.

12. The passive vehicle control method according to claim 10, wherein: The step of adjusting the auxiliary power loaded on the passive vehicle based on the operating environment data of the passive vehicle is specifically as follows: Obtaining an external force acting on the passive vehicle due to the bumpiness of the road surface on which the passive vehicle is traveling and / or the slope of the road surface on which the passive vehicle is traveling; The auxiliary power loaded on the passive vehicle is adjusted based on the external force to eliminate the external force.

13. The passive vehicle control method according to claim 1, wherein: The passive vehicle further includes an occupancy sensor, and the method further includes: Acquiring human body information around the passive vehicle based on the occupancy sensor; When it is determined that there is no human body information within the preset range of the passive vehicle, the passive vehicle is controlled to be locked.

14. A passive vehicle control device, characterized in that: The passive vehicle control device includes a back electromotive force acquisition module, a controller, and a passive vehicle control program stored and executable on the controller, wherein the passive vehicle control program is configured to implement the steps of the passive vehicle control method according to any one of claims 1 to 13 when executed by the controller; The back electromotive force acquisition module is in communication with the controller, and the back electromotive force acquisition module is used to acquire the back electromotive force generated by the motor assembly.

15. A passive vehicle, characterized in that: The passive vehicle comprises a motor assembly and a drive wheel assembly transmission-connected to the motor assembly, the passive vehicle employing the passive vehicle control method according to any one of claims 1 to 13, or the passive vehicle comprises the passive vehicle control device according to claim 14; The motor assembly is used to rotate at a corresponding speed based on the movement trend of the passive vehicle to correspondingly control the rotation speed of the driving wheel group, so that the driving wheel group outputs corresponding auxiliary power to be loaded on the passive vehicle.

16. The passive vehicle according to claim 15, wherein: The driving wheel assembly includes a first driving wheel and a second driving wheel, the motor assembly includes a first motor, and the first driving wheel and the second driving wheel are respectively connected to the first motor in a transmission manner; The driving wheel assembly includes a first driving wheel and a second driving wheel, the motor assembly includes a first motor and a second motor, the first driving wheel is in driving connection with the first motor, and the second driving wheel is in driving connection with the second motor; The passive vehicle further includes a steering wheel, and the motor assembly includes a third motor; the third motor is configured to rotate a corresponding angle based on the movement trend of the passive vehicle to correspondingly control the rotation direction of the steering wheel, so that the steering wheel outputs corresponding auxiliary power to load the passive vehicle; The passive vehicle further includes a brake assembly, wherein the brake assembly is disposed on the driving wheel assembly; The brake assembly is used to operate when the passive vehicle tends to decelerate or stop moving, so as to correspondingly reduce the rotation speed of the driving wheel group, so that the driving wheel group outputs corresponding auxiliary power to be loaded on the passive vehicle.

17. The passive vehicle according to claim 16, wherein: The passive vehicle includes an angle detection device; the angle detection device is used to obtain the slope of the road surface on which the passive vehicle is traveling; And / or, the passive vehicle further includes an occupancy sensor, and the occupancy sensor is used to obtain human body information around the passive vehicle.

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