Two-wheeled electric vehicle control system and method

Abstract

The invention provides a two-wheeled electric vehicle control system and method, and the system comprises a user side control platform which is used for detecting the operation of a user on a reverse turning handle, and generating a corresponding control instruction according to the pre-configured function setting; the communication module is used for bidirectionally transmitting instruction signals and vehicle state information in real time between the user end control platform and the vehicle end control system; and the vehicle end control system is used for receiving and analyzing the control instruction, judging the running or static state of the vehicle, executing kinetic energy recovery braking or driving mode switching in the running state, executing a reversing function or a self-defining function in the static state, and feeding back a vehicle execution result or vehicle state information through the communication module. The technical problems that in the prior art, the control function of a control terminal is single, the operation mode is not convenient enough, and the integration degree of the control terminal and vehicle functions is low are at least solved.

Description

[0001] This application claims priority to the Chinese patent application filed with the State Intellectual Property Office of China on February 17, 2025, with application number 202510173401.5 and invention name “A two-wheeled electric vehicle control system and method”, the entire contents of which are incorporated by reference into this application. Technical Field

[0002] The present application relates to the field of electric vehicle control technology, and in particular to a two-wheeled electric vehicle control system and method. Background Art

[0003] With the continuous maturity of Internet of Things technology and the growing demand for intelligent riding experiences, two-wheeled electric vehicles are gradually developing in the direction of intelligence. In related technologies, users can control some functions of the vehicle through physical buttons or simple control terminals (such as apps).

[0004] However, the inventors discovered that the related art has at least the following technical problems:

[0005] Most control terminals on two-wheeled electric vehicles on the market have relatively simple control functions. For example, they are unable to control and diversify the vehicle's reverse steering function. During riding, if users want to perform operations such as kinetic energy recovery braking or switch driving modes, they usually need to manually operate the physical buttons on the vehicle. This operation method is not convenient, especially when operating while driving, and there are certain safety risks. Moreover, the integration between the control terminal of two-wheeled electric vehicles and the vehicle functions is low, which cannot meet the user's demand for personalized customization of vehicle functions. Summary of the Invention

[0006] In response to the shortcomings of related technologies, this application provides a two-wheeled electric vehicle control system and method to solve the technical problems in related technologies that the control function of the control terminal is relatively single, the operation method is not convenient enough, and the integration of the control terminal and vehicle functions is low.

[0007] In order to achieve the above objectives and other advantages, the present application adopts the following technical solutions:

[0008] In the first aspect, the present application provides a two-wheeled electric vehicle control system, comprising: a user-end control platform for detecting the user's operation of the reverse handle and generating corresponding control instructions according to pre-configured function settings; a communication module for real-time two-way transmission of command signals and vehicle status information between the user-end control platform and the vehicle-end control system; a vehicle-end control system for receiving and parsing the control instructions, determining the driving or stationary state of the vehicle, and performing kinetic energy recovery braking or driving mode switching in the driving state, and performing a reversing function or a custom function in the stationary state, and feeding back the vehicle execution results or vehicle status information through the communication module.

[0009] In the second aspect, the present application provides a control method for a two-wheeled electric vehicle control system as described in any one of the above-mentioned methods, the control method comprising: configuring control parameters on a user-end control platform, the control parameters including the operation mode of the reverse handlebar, the kinetic energy recovery braking intensity, and the reversing function; the user-end control platform generates control instructions from the control parameters and sends them to the vehicle-end control system through a communication module; the vehicle-end control system parses the control instructions, and the controller controls the motor and braking system to execute the corresponding functions; the vehicle-end control system monitors the vehicle status information in real time, and returns it to the user-end control platform through the communication module for feedback review.

[0010] The present application provides a two-wheeled electric vehicle control system and method, which detects the user's operation of the reverse handlebar through the user-side control platform and generates corresponding control instructions according to the pre-configured function settings; the communication module is used to transmit command signals and vehicle status information in real time and bidirectionally between the user-side control platform and the vehicle-side control system; the vehicle-side control system is used to receive and parse the control instructions, determine the driving or stationary state of the vehicle, and perform kinetic energy recovery braking or driving mode switching in the driving state, and perform reversing function or custom function in the stationary state, and feedback the vehicle execution result or vehicle status information through the communication module. The present application deeply integrates the user-side control platform with the vehicle control system, and intelligently configures the reverse handlebar operation through the user-side control platform. The user can flexibly set the function of the reverse handlebar under different working conditions on the user-side control platform to realize kinetic energy recovery braking, driving mode switching, reversing and a variety of custom functions, thereby improving the safety, controllability and personalization level of the vehicle and avoiding the cumbersome operation of traditional physical buttons. The reverse handlebar can be used as a kinetic energy recovery control device. During driving, the user can flexibly adjust the kinetic energy recovery force, convert the vehicle's kinetic energy into electrical energy and store it in the battery, thereby improving energy recovery efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. The drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other implementation methods can be obtained based on these drawings without paying any creative work.

[0012] Figure 1 is a structural diagram of a two-wheeled electric vehicle control system provided by some embodiments of the present application;

[0013] Figure 2 is a schematic diagram of the structure of a user-side control platform provided in some embodiments of the present application;

[0014] Figure 3 is a flow chart of a two-wheeled electric vehicle control method provided by some embodiments of the present application;

[0015] Figure 4 This is a schematic diagram of the structure of an electronic device provided in some embodiments of the present application. DETAILED DESCRIPTION

[0016] The above description is only an overview of the technical solution of the present application. In order to more clearly understand the technical means of the present application, it can be implemented in accordance with the contents of the specification. In order to make the above and other purposes, features and advantages of the present application more obvious and easy to understand, the following specifically cites a preferred embodiment and describes it in detail with reference to the accompanying drawings.

[0017] It should be noted that, it is explicitly and implicitly understood by those skilled in the art that the embodiments described in this application can be combined with other embodiments without conflict. Unless otherwise defined, the technical terms or scientific terms involved in this application should be the usual meanings understood by people with ordinary skills in the technical field to which this application belongs. The words "one", "a", "a", "the" and similar words involved in this application do not indicate a quantity limit and can represent the singular or plural. The terms "including", "comprising", "having" and any variations thereof involved in this application are intended to cover non-exclusive inclusions; the terms "first", "second", "third", etc. involved in this application are merely to distinguish similar objects and do not represent a specific ordering of objects.

[0018] First embodiment

[0019] With the continuous development of Internet of Things technology, significant results have been achieved in the fields of smart home and smart transportation. Applying Internet of Things technology to the development of control platforms for two-wheeled electric vehicles (such as mobile terminal App applications) enables real-time communication and data sharing between the control platform and the vehicle control system, providing users with a more intelligent and convenient riding experience. For example, through Internet of Things technology, users can view the vehicle's status information in real time on the control platform, such as speed, battery level, mileage, etc., and can remotely control some functions of the vehicle, such as starting, locking, and finding the vehicle. Through a survey of a large number of two-wheeled electric vehicle users, it was found that users have a strong demand for intelligent control and personalized customization of vehicles. Many users hope to be able to achieve precise control and diversified settings of the vehicle's reverse handle function through the control platform, such as selecting the reverse handle to trigger kinetic energy recovery braking or switching driving modes while riding, and selecting the reverse handle to trigger reversing or playing personalized sound effects when the vehicle is stationary, so as to enhance the riding experience and vehicle practicality. The present application provides a two-wheeled electric vehicle control system and method, which personalizes the parameters such as the intensity of the vehicle's kinetic energy recovery and the sensitivity of the brakes through the user-side control platform, avoiding the cumbersome operation of traditional physical buttons and enhancing the user experience.

[0020] In this embodiment, the two-wheeled electric vehicles may include but are not limited to electric bicycles, electric motorcycles, etc., and this embodiment does not make specific limitations on this.

[0021] Reference Figure 1 As shown, the embodiment of the present application provides a two-wheeled electric vehicle control system, including:

[0022] The user-side control platform is used to detect the user's operation on the reverse handle and generate corresponding control instructions according to the pre-configured function settings;

[0023] Communication module, used for real-time two-way transmission of command signals and vehicle status information between the user-side control platform and the vehicle-side control system;

[0024] The vehicle-side control system is used to receive and analyze control instructions, determine the vehicle's driving or stationary state, perform kinetic energy recovery braking or driving mode switching in the driving state, perform reversing functions or custom functions in the stationary state, and feedback the vehicle execution results or vehicle status information through the communication module.

[0025] For example, in addition to the mobile app, the user-side control platform may also include a portable smart device terminal (tablet computer, smart watch), a web-based control platform, etc. The reverse handlebar is a special component in the control system of a two-wheeled electric vehicle, usually installed on the handlebar, and is mainly used to achieve reverse or special control functions of the vehicle.

[0026] Specifically, the app communicates with the vehicle control system via Bluetooth or wireless networks. During this communication process, the app converts user-defined information, such as the reverse steering mode, regenerative braking intensity, and reverse function parameters, into a specific command signal and transmits it to the vehicle control system via a communication protocol. Upon receiving the command signal, the vehicle control system controls the motor, brake system, and other components through a controller, enabling the vehicle's reverse steering function.

[0027] Therefore, this application deeply integrates the user-end control platform with the vehicle control system, and intelligently configures the reverse handlebar operation through the user-end control platform. Users can flexibly set the function of the reverse handlebar under different working conditions on the user-end control platform to achieve kinetic energy recovery braking, driving mode switching, reversing and a variety of custom functions, thereby improving the safety, controllability and personalization of the vehicle, and avoiding the cumbersome operation of traditional physical buttons.

[0028] For example, the two-wheeled electric vehicle control system provided in this embodiment can be applied to, but not limited to, products with similar functions such as reverse handlebars, negative throttle, single handlebars, and somatosensory two-way handlebars.

[0029] It's easy to see that in this embodiment, the two-wheeled electric vehicle control system consists of three parts working together. The user-side control platform detects the user's operation of the reverse handlebar and generates control commands based on pre-set functional configurations. The communication module is responsible for establishing real-time, two-way communication between the user and vehicle terminals, ensuring the smooth transmission of command signals and vehicle status information. After receiving and parsing the command, the vehicle-side control system first determines whether the vehicle is in motion or stationary. If in motion, it can perform kinetic energy recovery braking or switch driving modes. If stationary, it can reverse or execute custom functions. The execution results and current status information of the vehicle are fed back to the user terminal via the communication module, thus forming a complete control closed loop.

[0030] Second embodiment

[0031] The second embodiment is an improvement based on the first embodiment. The specific improvements are: Figure 2 As shown, in this embodiment, the user-side control platform, that is, the App-side functional module may include: a reverse handlebar operation mode setting unit, a kinetic energy recovery braking intensity adjustment unit, a reversing function setting unit and a custom function setting unit.

[0032] The reverse handlebar operation mode setting unit is used to configure the driving mode switching mode or kinetic energy recovery braking mode triggered when the user turns the handlebar while driving; the kinetic energy recovery braking intensity adjustment unit is used to provide energy recovery braking intensity options for different gears and transmit the user selection to the vehicle-side control system; the reversing function setting unit is used to set the relevant parameters of the reversing function when the vehicle is stationary; the custom function setting unit is used to configure the custom function triggered by turning the handlebar in reverse when the vehicle is stationary.

[0033] Specifically, the user-side control platform (such as the mobile app) includes:

[0034] Reverse Handlebar Operation Mode Settings: Users can select the function they want to trigger by twisting the handlebar in reverse while riding via the app. This unit offers multiple operation modes, such as "Kinetic Energy Regeneration Braking Mode" and "Driving Mode Switching Mode," allowing users to flexibly configure the settings based on their actual needs.

[0035] Regenerative braking intensity adjustment unit: Users can adjust the intensity of regenerative braking through the app. This unit provides multiple intensity levels for users to choose from, such as "Low," "Medium," and "High." The higher the intensity, the more effective the braking effect. Users can flexibly adjust the intensity based on actual road conditions and riding needs.

[0036] Reverse Function Settings: When the vehicle speed is zero, users can use this function in the app to set parameters for reverse by turning the handlebar in reverse. This function provides options for parameters such as reverse speed and distance, allowing users to adjust them based on their needs. Users can also choose to enable or disable the reverse function.

[0037] Custom Function Settings: When the vehicle speed is 0, users can use this function in the app to set a custom function triggered by turning the throttle in the opposite direction. This function provides a variety of custom options, such as playing personalized sound effects, opening the trunk lid, and seat heating. Users can select and set them according to their preferences. This function also allows users to edit and manage existing custom functions.

[0038] It is not difficult to find that in this embodiment, since the reverse handlebar operation mode setting unit can configure the function of twisting the handlebar to trigger while driving, the user can freely switch the driving mode or start the kinetic energy recovery braking mode according to needs, thereby improving the control flexibility during driving; because the kinetic energy recovery braking intensity adjustment unit provides multiple gear selections and transmits them to the vehicle end, the user can adjust the energy recovery intensity as needed, taking into account both energy saving and braking effects; given that the reversing function setting unit can set the reversing parameters when the vehicle is stationary, the reversing operation is more precise and safe; and because the custom function setting unit supports the configuration of the function of twisting the handlebar in reverse when stationary, it meets the user's personalized usage needs. These units cooperate with each other, significantly improving the convenience, flexibility, safety and personalization of the operation of the two-wheeled electric vehicle, and optimizing the overall user experience.

[0039] Third embodiment

[0040] The third embodiment is an improvement on the first embodiment. The specific improvement is that: in this embodiment, the vehicle-side control system may include:

[0041] An instruction receiving and parsing unit is used to receive control instructions from the communication module and parse the control instructions; a vehicle state determination unit is used to determine whether the vehicle is in a driving state or a stationary state based on the vehicle's real-time operating parameters; an execution unit is used to perform kinetic energy recovery braking or driving mode switching according to the control instructions when the vehicle is in a driving state, or to execute the reversing function or the custom function contained in the control instruction when the vehicle is stationary; and a feedback unit is used to send the vehicle execution results or vehicle state information to the communication module.

[0042] Specifically, the mobile app detects the user's operation of the reverse steering wheel according to the preset functional mode, generates a control command, and sends it to the vehicle control system through the communication module. The command receiving and parsing unit receives the control command transmitted by the communication module and parses the command type (such as executing kinetic energy recovery braking, switching driving modes, reversing, etc.). The vehicle state determination unit determines whether the vehicle is in driving or stationary state based on the detected current vehicle state information.

[0043] If the vehicle is in motion, the user can select "Kinetic Energy Regeneration Braking" in the mobile app to perform kinetic energy regeneration braking, converting some of the braking force into electrical energy and returning it to the battery to improve battery life. Alternatively, the user can select "Driving Mode Switching" in the mobile app to perform a driving mode switch (e.g., switching to Sport Mode, Economy Mode, etc.).

[0044] If the vehicle is stationary, the user can set the mode to "Reverse Function" on the mobile app to allow low-speed reverse. Alternatively, the user can set the mode to "Personalized Custom Mode" on the mobile app to trigger corresponding functions, such as playing personalized sound effects, opening the trunk lid, and seat heating.

[0045] Optionally, in some embodiments, the vehicle-side control system is configured to execute the following logic:

[0046] Receiving a configuration request sent by a user-side control platform based on the reverse handle; the configuration request carries a user identifier;

[0047] Parse the configuration request and perform the following operations according to the vehicle status: if the vehicle is in a driving state, generate a driving mode switching instruction or a kinetic energy recovery braking instruction, wherein the kinetic energy recovery braking instruction is used to adjust the energy recovery intensity to the braking gear selected by the user; if the vehicle is in a stationary state, adjust the reversing parameters according to the reversing function setting instruction, generate a reversing control signal, and determine the unique response behavior when the handle is turned in the opposite direction in combination with the custom function configuration.

[0048] Specifically, the vehicle-side control system can receive configuration requests from the user side through the communication module. The request is triggered by the user operating the reverse handlebar (such as rotation angle, duration, etc.). Each request contains a unique user identifier (such as account ID, device ID) to identify the source of the request and ensure the security and pertinence of control instructions in multi-user scenarios. For example, different users may preset different driving modes or kinetic energy recovery intensities, and the system needs to match the corresponding configuration based on the identifier.

[0049] Specifically, the system can first analyze the request type (such as driving mode switching, kinetic energy recovery, reversing, etc.), and then determine the execution path based on the vehicle's current state (driving or stationary). State judgment is usually based on vehicle speed sensor data: if the vehicle speed is greater than 0 km / h, it is determined to be in driving state; if the vehicle speed is equal to 0 km / h and the motor is not started, it is determined to be stationary. Through this step, it can be ensured that the system only executes commands that match the current scenario (such as not responding to reversing requests while driving).

[0050] Specifically, while driving, if the user requests a mode change (e.g., Economy → Sport) by reversing the handlebar, the system generates a corresponding driving mode switch command and adjusts the motor's output characteristics (e.g., torque curve, speed limit). If the user requests regenerative braking, the system adjusts the regenerative power level based on the user's preset gear (e.g., weak, medium, strong). For example, a "strong" gear increases the motor's back EMF, enabling more aggressive braking and regenerative braking, while also providing real-time feedback on the regenerated power via the display.

[0051] Specifically, in a stationary state, the system can adjust the motor output according to the user's preset parameters (such as the upper limit of the reverse speed and the frequency of the reverse prompt sound) to ensure smooth and safe reverse. For example, the user can set the reverse speed limit to 5km / h, and the system implements this limit by controlling the motor speed through PWM. If the user configures a special function (such as a push car mode or a horn sound), the system can prioritize this function instead of the default reverse. For example, the user can define the reverse handle as "long press to start the push car assist, short press to reverse", and the system distinguishes the intention by detecting the operation duration.

[0052] It should be noted that this embodiment may also be an improvement based on the second embodiment.

[0053] In summary, it's easy to see that the various steps in this embodiment form a closed-loop control system. Specifically, the user initiates a request by turning the handlebars in reverse, the system identifies the user and vehicle status, executes the corresponding function, and then provides feedback on the execution result (e.g., instrument display, audio prompt). This design combines user-specific configurations with the vehicle's real-time status, ensuring operational flexibility (e.g., switching modes at any time while driving) while avoiding functional conflicts (e.g., prohibiting reversing while driving), thereby improving system security and user experience.

[0054] Fourth embodiment

[0055] The fourth embodiment is an improvement based on the first embodiment. The specific improvement is that: in this embodiment, the user-side control platform can also include: a remote control module for sending remote operation instructions to the vehicle-side device according to user instructions, and the remote operation instructions include remote shutdown, remote vehicle locking and remote vehicle starting.

[0056] For example, the user clicks the "remote shutdown" button on the mobile phone app, or executes the command through a smart watch / voice assistant. The user-side control platform generates a remote shutdown command and sends it to the vehicle-side control system through the communication module. The command receiving and parsing unit of the vehicle-side control system parses the command and determines the current state of the vehicle. If the vehicle is stationary (vehicle speed = 0km / h and the motor is not started), the shutdown operation is executed directly to turn off the power system. If the vehicle is in driving state, the system immediately feedback to the user "The vehicle is driving, to ensure safety, the shutdown operation cannot be performed temporarily", and refuses to execute the command to avoid the risk of sliding due to forced shutdown.

[0057] Optionally, in some embodiments, the user-side control platform may further include: a vehicle status display module for displaying vehicle information. The vehicle information may include, but is not limited to, vehicle speed, battery level, mileage, and fault information. Visual feedback of the vehicle status is provided on the mobile app side, so that users can keep abreast of the vehicle situation at any time, improve driving safety, and optimize the riding experience. It can also be combined with a voice assistant (such as setting a wake-up command to wake up the vehicle status broadcast function) to realize voice query of the vehicle status. Users can also easily control and set various vehicle functions through an intuitive graphical interface and simple operating gestures.

[0058] This embodiment may also be an improvement based on the second embodiment and / or the third embodiment.

[0059] It is not difficult to find that in this embodiment, the user-side control platform is provided with a remote control module, which can send operation instructions such as remote shutdown, remote locking and remote start to the vehicle-side device according to user instructions. Since the module realizes wireless interaction between the user and the vehicle, when the user is not near the vehicle, the vehicle status can also be remotely managed through terminal devices such as mobile phones. For example, when temporarily leaving, the engine can be remotely shut down to prevent the vehicle from being misoperated, the vehicle can be remotely locked to improve the parking safety of the vehicle, and the vehicle can be remotely started to prepare for travel in advance. This remote control capability breaks the spatial limitations of traditional physical operations. Under the causal linkage, it not only enhances the convenience of vehicle use, but also reduces the risk of vehicle theft or misoperation through remote security control, significantly improving the user's intelligent management experience of the vehicle.

[0060] Fifth embodiment

[0061] The fifth embodiment is an improvement on the first embodiment. The specific improvement is that: in this embodiment, the vehicle-side control system may further include:

[0062] The controller is used to receive and analyze command signals from the user-side control platform, and control the motor and braking system to perform corresponding operations; the motor is used to realize forward rotation, reverse rotation and kinetic energy recovery according to the instructions of the controller; the braking system is used to provide braking force according to the instructions of the controller to realize safety control during kinetic energy recovery braking or reversing.

[0063] The controller is the core component of the vehicle control system, responsible for receiving commands from the app and controlling the vehicle's motor, braking system, and other components accordingly. The controller can be a high-performance microprocessor with powerful computing and data processing capabilities, enabling rapid response to app commands and precise vehicle control.

[0064] The motor, based on controller commands, performs forward and reverse rotation, as well as kinetic energy recovery. Specifically, it can be a high-efficiency permanent magnet synchronous motor, offering excellent power performance and energy efficiency, capable of meeting the vehicle's power requirements under various operating conditions.

[0065] The braking system is responsible for implementing the vehicle's braking function, providing the appropriate braking force according to the controller's instructions. With advantages such as good braking effect and high stability, the braking system can enhance vehicle safety during driving.

[0066] Optionally, in some embodiments, the vehicle-side control system may further include: a sensor module for collecting vehicle status information and sending the vehicle status information to the controller for analysis, the vehicle status information including: speed, motor temperature, battery power and vehicle body posture data; a communication management module for packaging the controller execution results and sensor module data and transmitting them to the user-side control platform through the communication module; a safety protection module for timely triggering protection measures when an abnormality occurs in the vehicle and reporting the abnormality information to the user-side control platform.

[0067] For example, the sensor module may include, but is not limited to, wheel speed sensors for real-time vehicle speed monitoring; temperature sensors for real-time motor temperature monitoring to prevent motor overheating and damage; and a battery management system (BMS) for real-time monitoring of battery voltage, current, and remaining charge, which is used for range estimation, low-battery alerts, and other functions. It also includes a gyroscope and accelerometer for monitoring vehicle posture (such as tilt angle and rollover status) and triggering emergency protection mechanisms when abnormal tilt or collision is detected. The communication management module packages sensor data and controller execution results to reduce data fragmentation and improve transmission efficiency. When a vehicle enters a weak signal area (such as an underground garage), the communication management module can store critical data and automatically synchronize it after the network is restored. In shared electric vehicles or fleet management scenarios, remote management can optimize data flow through the cloud to ensure the operational status of each vehicle is trackable. When an abnormality occurs during vehicle operation (such as motor overheating, abnormal battery charge, or collision detection), the system automatically triggers protective measures to prevent further damage or safety risks. This ensures safe vehicle operation, reduces the risk of hardware damage, and improves user safety. For example, when the motor temperature exceeds 80°C, the system automatically reduces motor power output to prevent high-temperature burnout. When the battery temperature exceeds 50°C, the charge and discharge rate is automatically limited, and the user is reminded to stop using the battery as soon as possible.

[0068] Real-time monitoring and feedback of the vehicle's operating status further enhances vehicle safety. For example, when the vehicle detects an abnormality, such as battery overheating or motor failure, it promptly sends an alert to the user, prompting them to take appropriate action. Furthermore, the vehicle is equipped with a variety of safety protection features, such as overcurrent protection, overvoltage protection, and undervoltage protection, to ensure safe operation in various operating conditions.

[0069] It should be noted that this embodiment may also be an improvement based on any one or more of the second to fourth embodiments.

[0070] It is not difficult to find that compared with the relevant technology, in this embodiment, the vehicle-side control system is equipped with a controller, a motor and a braking system. Because the controller can receive and parse the command signal from the user-side control platform, it can accurately control the motor and the braking system to perform corresponding operations; and because the motor can realize forward rotation, reverse rotation and kinetic energy recovery according to the controller command, the braking system can also provide braking force according to the command to complete kinetic energy recovery braking or safety control during reversing. Therefore, the three work together to form a complete closed loop from command reception, parsing to execution. Under the causal linkage, not only can the intelligent control of vehicle driving, reversing, energy recovery and other functions be realized, but also the stable operation of the vehicle under various working conditions can be guaranteed, thereby greatly improving the vehicle's handling performance and driving safety, bringing users a more efficient and safer driving experience.

[0071] Sixth embodiment

[0072] The sixth embodiment is an improvement based on the first embodiment. The specific improvement is that: in this embodiment, the system can also include: a cloud server, which is used to interact with the user-side control platform and the vehicle-side control system through a communication network, and is used to receive instructions and status information from the user-side control platform or the vehicle-side control system, and send control strategies, vehicle status information or alarm information to the user-side control platform or the vehicle-side control system.

[0073] Optionally, in some embodiments, the cloud server may include: a data storage unit for storing operating data, log information, and user operation records from the user-side control platform and the vehicle-side control system; an analysis and optimization module for modeling and analyzing kinetic energy recovery braking intensity and driving mode parameters based on the data in the data storage unit to generate an optimization strategy; a fault diagnosis module for locating faults and predicting faults in the vehicle status when abnormal data is detected, and sending the prediction results to the user-side control platform or the vehicle-side control system through the communication module.

[0074] Specifically, the vehicle-side control system and the user-side control platform regularly upload data to the cloud server. The data storage unit stores the user's driving habits and vehicle operation data to facilitate data analysis and personalized optimization. It also records the user's operation log and vehicle operation status, and provides remote debugging and historical query functions. The analysis and optimization module realizes flexible adjustment of the kinetic energy recovery braking intensity, enabling the vehicle to recover energy more effectively according to user needs and actual road conditions, thereby improving energy recovery efficiency. The fault diagnosis module is used to detect and push early warning information to the cloud server when an abnormality occurs in the vehicle motor, battery or sensor. The cloud server can also combine big data analysis to predict possible failures in advance and reduce maintenance costs.

[0075] By applying IoT technology to two-wheeled electric vehicles, real-time communication and data sharing between the app and the vehicle control system can be achieved, enabling the vehicle to intelligently adjust based on the user's operating habits and needs. This technology not only enhances the vehicle's intelligence level but also provides users with a more convenient and personalized riding experience.

[0076] It should be noted that this embodiment may also be an improvement based on any one or more of the second to fifth embodiments.

[0077] It is not difficult to find that, compared with the related art, in this embodiment, the system can also include a cloud server. Since the cloud server can exchange data with the user-side control platform and the vehicle-side control system through the communication network, it can receive instructions and status information from the user-side control platform or the vehicle-side control system, and grasp the user's operation intention and vehicle operation status in real time. Because the cloud server can send control strategies, vehicle status information or alarm information to the user-side control platform or the vehicle-side control system, when the vehicle is in an abnormal state, the cloud server can quickly analyze the data and send alarm information to the user side, reminding the user to deal with it in time, and at the same time push optimized control strategies to the vehicle side to ensure the safe operation of the vehicle. Under the causal linkage, the cloud server becomes an intelligent hub between users, vehicles and systems, which can not only realize the efficient transmission and sharing of data, but also improve the intelligence level and safety of vehicle management through intelligent analysis and policy issuance, providing users with more comprehensive and timely services and guarantees.

[0078] Seventh embodiment

[0079] The seventh embodiment is an improvement based on the first embodiment. The specific improvement is that: in this embodiment, the communication module may include: a communication protocol framework unit, which is used to construct a unified data format and transmission rules according to the interaction requirements of the user-side control platform and the vehicle-side control system, and establish a communication link based on the initialized communication configuration parameters; a Bluetooth low energy communication unit, which is used to establish a connection channel between the user-side and the vehicle-side according to the communication configuration parameters, and optimize the signal transmission delay to maintain a stable connection; a data integrity check unit, which is used to generate a data packet code and a check code during data transmission, and trigger a retransmission mechanism if the check finds that the data packet is damaged until the data packet is confirmed to be complete;

[0080] The vehicle-side control system may include: a hierarchical parsing unit for decomposing a complete data packet into control instructions and parameter fields and extracting the content of the operation instructions; an instruction mapping unit for mapping the operation instructions to the corresponding vehicle control module and verifying the execution conditions according to a preset instruction execution priority; a path optimization execution unit for optimizing the signal transmission path for instructions that meet the execution conditions, generating a control signal and obtaining execution feedback results; and an encryption feedback unit for encrypting the vehicle status data and transmitting it back to the user end;

[0081] The user-side control platform may further include: a status synchronization unit, configured to update the interface display content and synchronize the vehicle operating status according to the encrypted feedback data.

[0082] Specifically, a pre-established communication protocol framework can be used to establish unified data formats and transmission rules for interaction between the user-side control platform and the vehicle-side control system. Initial communication configuration parameters are obtained, and the baseline state of the communication link is determined. Based on these initial communication configuration parameters, Bluetooth low energy technology is used to establish a connection channel between the application and the vehicle control system. Signal transmission delays are optimized and adjusted to achieve a stable connection environment. Based on this stable connection environment and to ensure stable data transmission, a packet integrity verification mechanism is implemented. By encoding and generating a checksum for each packet, it is determined whether any packet has been lost or damaged during transmission. If the verification result indicates packet corruption, a retransmission mechanism is triggered to retrieve the corresponding control command packet from the application. Through multiple transmission attempts, the packet integrity status is determined. Once the packet integrity status is confirmed, a layered parsing approach is used to accurately analyze the command, breaking the packet into control command and parameter fields to extract the specific operational command content. Based on the acquired operational instructions and the requirements of vehicle function integration, the instructions are mapped to the corresponding vehicle control module. The preset instruction execution priority is used to determine whether the instructions meet the execution conditions. If the instructions meet the execution conditions, the corresponding control signal is generated by the vehicle control module. The signal transmission path is optimized to meet the real-time response speed requirements, and the final execution feedback result is obtained. Based on the execution feedback results and the system feedback mechanism requirements, the vehicle status data is transmitted back to the application end, and the security status of the returned data is determined through data encryption processing. Based on the returned data with confirmed security status, the application interface display content is updated to meet the depth of application interaction requirements, synchronize the current vehicle operating status, and obtain the user's input instructions for subsequent operations.

[0083] For example, suppose a user uses a mobile phone app to operate the reverse handle of a two-wheeled electric vehicle to achieve the reversing function: the system can pre-establish a communication protocol framework, and build a unified data format and transmission rules based on the interaction requirements between the user-side control platform and the vehicle-side control system. For example, it can define the data packet format including the frame header, instruction type, parameter content and CRC32 checksum, obtain the initialization communication configuration parameters to determine the reference state of the communication link, and then use Bluetooth low energy technology to establish a connection channel based on this. By switching channels, adjusting the sending interval, etc., the signal transmission delay is optimized to form a stable connection environment; in this environment, a data packet integrity verification mechanism is constructed. When the vehicle receives a data packet such as a reversing instruction sent by the App, the verification code is used to determine whether it is If the signal is damaged, the retransmission mechanism will be triggered. After multiple attempts until the verification is passed, the control instructions and parameters will be extracted by layered parsing. For example, the instruction of "reversing at a speed of 5km / h for 16 seconds" is parsed, and then the instruction is mapped to the motor control module. The execution condition is judged according to the preset priority (reversing priority is higher than kinetic energy recovery). When the condition is met, a PWM control signal is generated and the transmission path is optimized. It is quickly transmitted to the motor driver through the LIN bus to reverse the motor at the specified speed. At the same time, the vehicle speed, power and other status data are encrypted by AES and sent back to the App. After decryption, the App updates the interface to display the reversing speed, remaining time and other information, synchronizes the vehicle status and obtains the user's subsequent operation instructions, forming a complete closed loop from instruction sending, execution to feedback.

[0084] Exemplarily, the unified data format can be: [frame header (2 bytes) + command type (1 byte) + data length (1 byte) + parameter content (n bytes) + CRC32 checksum (4 bytes)]. When a user triggers the "reverse mode" of the reverse handlebar through the app, the data packet frame header generated by the app is 0x5A A5, the command type 0x03 represents reverse, and the parameter content includes the reverse speed 0x05 (5 km / h) and the reverse duration 0x10 (16 seconds). Finally, the CRC32 checksum 0x12345678 can be calculated based on the data content.

[0085] Furthermore, after the user turns on the electric vehicle, the mobile app scans for Bluetooth devices, matches the vehicle's MAC address (00:1A:2B:3C:4D:5E), and establishes a connection via the BLE protocol. If the system detects a signal delay of 80ms (exceeding the 50ms threshold) during the initial connection, it automatically switches the Bluetooth transmission channel (from channel 37 to 38) and adjusts the packet transmission interval (from 20ms to 15ms), ultimately optimizing the delay to 45ms to ensure real-time command delivery. For example, if the app sends the reverse command packet: [0x5A A5 0x03 0x04 0x05 0x10 0x12 34 56 78], the vehicle receives the packet [0x5A A5 0x03 0x04 0x05 0x10 0x12 34 56 79] (the last bit of the checksum is incorrect). The vehicle uses the CRC32 algorithm to recalculate the data portion [0x5A A5 0x03 0x04 0x05 0x10 0x12 34 56], finding the checksum 0x12345678. This is inconsistent with the received value 0x12345679, determining that the data packet is corrupted and triggering a retransmission mechanism. The vehicle sends a retransmission request (command type 0x07) to the app. Upon receiving the request, the app resends the reverse command packet. If the first retransmission fails (e.g., due to Bluetooth signal interruption), the system waits 50ms before retrying, for a maximum of three attempts. After the second retransmission, the vehicle verifies that the packet integrity status is "valid."

[0086] Furthermore, the vehicle side can perform layered analysis on the received valid data packets: first layer: parse the frame header 0x5A A5 to confirm the legitimacy of the data; second layer: command type 0x03 corresponds to "reverse mode", and data length 0x04 indicates that the parameter occupies 4 bytes; third layer: parameter content 0x05 (speed) and 0x10 (duration), which is parsed as "reverse at 5km / h for 16 seconds".

[0087] Furthermore, the system can map reverse commands to the motor control module, assuming a preset priority order of emergency braking (priority 1) > reverse (priority 2) > kinetic energy recovery (priority 3). At this point, the vehicle is stationary (speed = 0 km / h) and there is no emergency braking signal. The command meets the execution conditions, and the motor control module is ready to receive the reverse signal. This allows the motor control module to generate a PWM signal (30% duty cycle) to control motor reverse rotation. This optimizes the signal transmission path, bypassing redundant CAN bus nodes and transmitting the signal directly to the motor driver via the LIN bus, reducing response time from 70ms to 35ms. The motor initiates reverse at 5 km / h, simultaneously activating the reverse lights. Simultaneously, the vehicle collects real-time status data: speed 5 km / h, motor current 10A, battery charge 85%, and encapsulates it into a data packet [0x5A A5 0x04 0x06 0x05 0x0A 0x55 85...]. This data can be partially encrypted using, for example, an AES-128 algorithm, and the generated ciphertext is then transmitted back to the app. The app receives the encrypted vehicle status data, decrypts it using a key, and interprets it as follows: Reverse speed: 5 km / h (reverse icon and number displayed on the interface); Remaining reverse time: 14 seconds (progress bar displayed); Battery charge: 85% (battery icon updates). Users can view the status in real time and generate new control commands by clicking the "Stop Reverse" button in the app.

[0088] It should be noted that this embodiment may also be an improvement based on any one or more of the second to sixth embodiments.

[0089] Understandably, achieving deep integration between an app and the reverse steering function of a two-wheeled electric vehicle requires resolving challenges such as communication protocols, data transmission, and command parsing between the app and the vehicle control system. Research in these areas is relatively scarce in related technologies, and there are no mature technical solutions to draw upon. This results in a low level of integration between the app and vehicle functions, hindering precise control of the vehicle's reverse steering function. However, this embodiment addresses these challenges through modularization and functional collaboration. Within the communication module, the communication protocol framework unit establishes a unified data format and transmission rules, establishing a stable communication link and laying the foundation for interaction. The Bluetooth low energy communication unit optimizes signal transmission latency to ensure a stable connection and avoid data interruptions. The data integrity verification unit ensures data accuracy and integrity during transmission through encoding, checksums, and retransmission mechanisms. On the vehicle control system side, the hierarchical parsing unit accurately extracts operational commands. The command mapping unit maps commands to the corresponding modules based on priority and verifies execution conditions to ensure the rationality of command execution. The path optimization execution unit optimizes the transmission path for qualified commands, achieving rapid response. The encrypted feedback unit encrypts and transmits vehicle status data back to ensure data security. The status synchronization unit of the user-side control platform updates the interface based on the returned data, synchronizes the vehicle status in real time, and ultimately achieves a deep integration of the App and the reverse steering function of the two-wheeled electric vehicle to achieve precise control.

[0090] Eighth embodiment

[0091] The eighth embodiment is an improvement based on the first embodiment. The specific improvement is that: in this embodiment, the system can further include: a user-defined configuration engine for dynamic configuration and verification of personalized functions.

[0092] Optionally, in some embodiments, the user-defined configuration engine may further include: an operation acquisition module for obtaining the user's setting operation records in the function customization interface and generating a user demand analysis data set; an interface optimization module for adjusting the interface display layout according to the user demand analysis data set and outputting optimized interface configuration parameters; a hardware adapter module for converting the parameters into a hardware control instruction set when the interface configuration parameters meet a preset flexibility threshold, and parsing and generating a control signal compatible with the vehicle hardware; a conflict detector for verifying the interactive compatibility of the hardware adaptation results with the existing functional modules and outputting a conflict detection report; a configuration storage module for storing the hardware adaptation results and personalized settings in the system database when there is no conflict in the conflict detection report; a dynamic feedback executor for performing the following operations: extracting setting data from the system database to generate an interface update signal; compressing the update signal to generate an efficient transmission package; updating the system stability assurance module through the transmission package and generating a system operation status report.

[0093] Specifically, in some embodiments, the user-defined configuration engine realizes the function customization of the two-wheeled electric vehicle through the following process: first, the operation acquisition module obtains the user's setting operation record in the function customization interface and generates a user demand analysis data set; then, the interface optimization module adjusts the interface display layout based on the data set and outputs the optimized interface configuration parameters; when these parameters meet the preset flexibility threshold, the hardware adapter module converts them into a hardware control instruction set, and further parses and generates a control signal compatible with the vehicle hardware to complete the hardware adaptation; then, the conflict detector analyzes the data interaction between the hardware adaptation result and the existing functional module, determines whether there is a compatibility problem, and outputs a conflict detection report; if the report shows that there is no conflict, the configuration storage module stores the hardware adaptation result and personalized settings in the system database; finally, the dynamic feedback actuator extracts the setting data from the database, generates an interface update signal, and compresses it to form an efficient transmission package, which is used to update the system stability assurance module and output a system operation status report, thereby realizing real-time adjustment of function customization and system status feedback.

[0094] For example, suppose a user wants to set the custom function of the reverse handlebar of a two-wheeled electric vehicle to "long press to trigger the push mode, short press to turn on the seat heating." The specific implementation steps of the user-defined configuration engine are as follows:

[0095] User A can link the "stroller mode" and "seat heating" functions to the reverse handlebar by dragging icons in the App's function customization interface, and set the trigger logic for long and short presses. The operation acquisition module records these operations in real time and generates a user demand analysis data set containing information such as function selection, triggering method, and priority. Based on the above data set, the interface optimization module can recognize that user A has selected two functions at the same time. To avoid interface clutter, it can automatically adjust the layout, enlarge the display area of ​​the reverse handlebar custom function, use different colors to distinguish the function icons corresponding to long and short presses, and output the optimized interface configuration parameters.

[0096] Furthermore, the system can determine whether the optimized interface configuration parameters meet the flexibility threshold (for example, the function combination does not exceed the hardware load limit). The hardware adapter module can then convert the parameters into a hardware control instruction set. For example, the "long press to trigger cart mode" instruction is parsed into a low-current drive motor slow rotation control signal, and the "short press to turn on seat heating" instruction is parsed into a signal to connect the seat heating circuit, ensuring compatibility with the vehicle hardware.

[0097] Furthermore, the conflict detector can analyze the hardware adaptation results to check whether the low-current operation of the motor in push mode conflicts with other vehicle motor control functions (such as normal driving), and whether the activation of the seat heating circuit will affect battery power priority. After testing, it is confirmed that there is no data interaction conflict between the two functions and existing modules, and a conflict-free detection report is output. After receiving the conflict-free detection report, the configuration storage module can store the personalized settings of "long press for push mode, short press for seat heating" and the corresponding hardware control signal parameters in the system database for subsequent access. When user A actually operates the reverse handlebar, the dynamic feedback actuator extracts the setting data from the database, generates an interface update signal, and displays "Push mode is on" or "Seat heating is activated" in real time on the app interface. At the same time, the compressed update signal can generate an efficient transmission packet, update the system stability assurance module, ensure the stable operation of the vehicle system during function switching, and generate an operation status report containing information such as function execution status and hardware load, which is fed back to the user and the system backend.

[0098] Optionally, in some embodiments, the interface optimization module may specifically analyze the data set according to the user needs, adjust the interface display layout using an interactive logic optimization algorithm, and output optimized interface configuration parameters.

[0099] Among them, the interactive logic optimization algorithm is based on multi-dimensional user behavior analysis and interface element correlation model, and realizes interface optimization through the following steps: parsing the user demand analysis data set through the data analysis layer, constructing the correlation matrix between user operation behavior and interface elements through the interactive model layer, and identifying high-frequency operation patterns; dynamically adjusting the position, size and hierarchy of interface elements according to user operation habits and function importance through the layout optimization layer; and iteratively optimizing interface configuration parameters based on user instant operations through the real-time feedback layer.

[0100] For example, the user demand analysis data set may include, but is not limited to, operation records, function preferences, usage frequency and other information.

[0101] For example, the following features can be extracted from a user demand analysis dataset: operation frequency, operation sequence, operation spatial distribution, and functional relevance. Operation frequency counts the number and duration of each function's use; operation sequence analyzes the sequential triggering patterns between functions (e.g., first activating kinetic energy recovery, then switching driving modes); operation spatial distribution records the heat map of user clicks on the screen and identifies frequently used areas; and functional relevance calculates the co-occurrence probability between functions (e.g., reverse is often used simultaneously with the horn function).

[0102] Furthermore, all operation records in the user needs analysis dataset can be traversed and counted to calculate the number of times each function was used and the total duration. For example, in a month's worth of operation records, a user triggered the "Kinetic Energy Recovery" function 30 times, with a cumulative usage time of 2 hours, while the "Reverse Mode" function was used 10 times, for a total of 0.5 hours. This method creates a frequency list of function usage, visually demonstrating the user's reliance on different functions. Furthermore, the temporal distribution of these frequencies can be analyzed, such as whether certain functions are frequently used during specific time periods (such as rush hour), to further refine usage patterns. Furthermore, based on the time series of operation records, co-occurrence relationships between functions can be discovered. A specific approach might be to consider two functions triggered within a short period of time (e.g., within a 5-second interval) as a linked operation. For example, if a user activates "Reverse Mode" and then uses the "Reverse Image" function, the number of times these two functions are linked is incremented by 1. Through extensive data analysis, a function correlation matrix is ​​generated, with each element in the matrix representing the co-occurrence frequency of the corresponding two functions. For example, the intersection of "Reverse Mode" and "Reverse Image" in the matrix has a value of 25, indicating that these two functions were used together 25 times during the statistical period. Algorithms such as the Pearson correlation coefficient can be used to quantify the degree of correlation and identify strongly associated function combinations, such as "Navigation + Lighting Adjustment." Furthermore, device sensors (such as touchscreen coordinates) can be used to collect the specific location information of user clicks, swipes, and other actions on the interface to generate a click heatmap. A heatmap uses color depth to visually display the usage popularity of each interface area, with darker colors indicating higher frequency of operation. For example, when users set the reverse steering function, the confirmation button area in the lower right corner of the screen has the darkest color, indicating that this area is frequently used. The interface can be further divided into multiple grid areas, and the percentage of operations in each area is calculated to determine the user's spatial preference for different operation tasks. For example, for shortcut functions, users tend to operate in the left area of ​​the screen. This allows for structured integration of the extracted data such as operation frequency, function association, and spatial preference. Using functions as indexes, a multidimensional matrix is ​​constructed: the rows and columns of the matrix correspond to different functions, and the matrix elements contain the frequency of use of the function, the correlation coefficient with other functions, and the preference weight in the operation space (such as the proportion of operations in a certain area). For example, for the matrix element "reverse handle customization function", its usage frequency is recorded as 15 times per week, the correlation with the "mode switching" function is 0.7 (strong correlation), and the operation accounts for 60% on the right side of the screen. The user behavior matrix finally formed can fully and systematically characterize the characteristics of user operation behavior.

[0103] Furthermore, the importance score of each interface element can be calculated according to the following formula: Importance score = α × operation frequency + β × number of associated functions + γ × urgency - δ × operation complexity.

[0104] Among them, α, β, γ, and δ are weight coefficients, which can be dynamically adjusted through machine learning.

[0105] Among them, "operation frequency" can be directly derived from the analysis results of the user behavior matrix, reflecting how frequently a function is used; "number of associated functions" can rely on the calculation of the correlation between functions in the matrix; "urgency" can be combined with system presets or additional user annotations, and the analysis process can also refer to information such as function usage scenarios in the behavior matrix; "operation complexity" can be used to determine whether the function operation steps are cumbersome based on user behavior data. By assigning corresponding weight coefficients (α, β, γ, δ) to different dimensional data, user behavior characteristics are converted into specific quantitative scores, thus clearly judging the importance of each interface element and providing direct decision-making indicators for interface layout optimization.

[0106] Furthermore, based on importance scores and spatial preferences, the following optimization strategies can be implemented: element position adjustment, such as placing high-frequency functions in the prime area of ​​the screen (within thumb reach); element size optimization: for example, enlarging high-importance function icons by 15%-30%; and hierarchical structure optimization, such as grouping highly related functions in the same operating area or linking them through shortcut menus. This can also simplify operational processes by consolidating repeated steps and reducing user operation paths. Furthermore, user feedback can be collected through A / B testing, and reinforcement learning algorithms can be used to continuously optimize weight coefficients, gradually aligning interface configuration parameters with users' optimal operating habits.

[0107] Optionally, in some embodiments, the conflict detector is specifically configured to verify the interactive compatibility of the hardware adaptation result with the existing functional modules through a functional conflict detection algorithm, and output a conflict detection report.

[0108] The function conflict detection algorithm is used to identify possible conflicts between hardware adaptation results and existing function modules, and to prevent system failures or safety hazards caused by abnormal function interactions.

[0109] Exemplarily, the functional conflict detection algorithm may adopt a layered detection architecture to systematically evaluate functional compatibility through three dimensions: static rule verification, dynamic behavior analysis, and security boundary checking.

[0110] Step 1: Static rule verification. The static rule verification method may include: performing hardware resource conflict detection, that is, checking whether the hardware adaptation result and the existing functional module share the same hardware resources, such as communication bus, I / O port, processor time slice, etc., and calculating the probability of conflict occurrence through resource occupancy. For example, if two functions occupy the same I / O port at the same time, signal interference may occur. Then, instruction set semantic conflict verification is performed, mainly to check whether there is a semantic contradiction between the control signal of the new function and the instruction set of the existing module. For example, the same instruction code is given completely different execution meanings in different functions, which will cause errors when the system parses the instruction. Finally, a timing conflict analysis can be performed to determine whether there is a timing overlap or deadlock risk by sorting out the function execution sequence. For example, when two functions request to modify the same register at the same time, if the timing is not properly planned, it may cause data overwrite or system deadlock.

[0111] Step 2: Dynamic Behavior Analysis. The dynamic behavior analysis method may include conducting state transition simulations, constructing system state transition diagrams, and analyzing the interaction between the new function and existing modules under different operating conditions. For example, simulating the interaction between the newly added custom function and the existing powertrain control system when the vehicle switches from a stationary state to a moving state can identify potential state conflicts. Abnormal behavior prediction is then performed, using historical data to train an anomaly detection model, such as the isolation forest algorithm, to learn the behavioral patterns of normal system operation. Based on this, abnormal operations or data fluctuations that may occur after the introduction of the new function are predicted. For example, if the current change when a function is triggered deviates from the historical normal range, a warning of potential abnormal risks is issued. Finally, a high-load stress test can be performed to simulate extreme scenarios such as multitasking and low battery to observe the interaction between the new function and existing modules. For example, when executing navigation, lighting adjustment, and reverse steering with a battery level below 20%, the system can be evaluated to determine whether it can still operate stably, thereby determining the system's reliability under complex conditions.

[0112] Step 3: Safety Boundary Check. This safety boundary check may include physical constraint verification, focusing on verifying whether the functional combination exceeds the physical limits of the hardware. For example, if the system simultaneously sends forward and reverse rotation commands to the motor, this will directly violate the physical rules of motor operation and may cause hardware damage. Such conflicting commands must be intercepted promptly. Next, safety threshold monitoring can be performed. By presetting safe ranges for key parameters such as current, temperature, and speed, parameter changes during the operation of the new function can be monitored in real time. If the battery charging current exceeds the rated threshold or the motor temperature is too high, the system can immediately trigger an alert and implement load reduction measures to prevent failures caused by parameter excursions. Finally, a fault chain analysis can be performed, using a fault tree analysis (FTA) method to deduce the potential chain reactions from a single component failure. For example, if a battery management system fails, FTA can be used to analyze how it affects other modules such as power output and charging control, identifying potential systemic risks in advance and improving contingency plans.

[0113] Exemplarily, the quantitative evaluation of the conflict detection algorithm is based on the following mathematical model: CRI=α1·Rr+β1·Rd+γ1·Rs.

[0114] Where: Rr represents the static rule conflict score (0-100); Rd represents the dynamic behavior conflict score (0-100); Rs represents the safety boundary conflict score (0-100); α1, β1, γ1 represent weight coefficients, which can be optimized through historical conflict data training (e.g., α1 = 0.4, β1 = 0.4, γ1 = 0.2).

[0115] Furthermore, the conflict type classification results may include: hard conflict, soft conflict, and potential conflict. The hard conflict may directly lead to system crash or hardware damage (CRI>80); the soft conflict may lead to functional abnormality or performance degradation (50≤CRI≤80); the potential conflict represents a conflict that has no current impact but may be triggered under certain conditions (CRI<50).

[0116] Optionally, in some embodiments, the dynamic feedback executor is specifically used to perform the following operations: extract setting data from the system database to generate an interface update signal; use a data transmission efficiency optimization algorithm to compress the update signal to generate an efficient transmission package; update the system stability assurance module through the transmission package and generate a system operation status report.

[0117] The data transmission efficiency optimization algorithm is used to maximize the speed and reliability of data transmission.

[0118] Exemplarily, the data transmission efficiency optimization algorithm adopts a layered compression architecture to systematically improve transmission efficiency through three dimensions: data reduction, coding optimization, and adaptive transmission.

[0119] Step 1: Data simplification and filtering. The data simplification and filtering method includes: incremental update detection, the system automatically compares the current interface display status with the configuration data stored in the database, accurately identifies the changes, and only transmits the differences such as newly added custom functions and modified parameters to avoid repeated transmission of complete configuration data. Priority is then dynamically allocated to prioritize data based on the importance and timeliness of the functions. For example, critical data related to driving safety, such as emergency braking parameters, are set to the highest priority, while non-emergency information such as interface layout settings are given a lower priority to ensure that high-priority data is transmitted first. Finally, redundant data cleaning can be performed, and the system can actively screen and eliminate duplicate or invalid configuration information, such as default parameters for unenabled functions, initial settings that have not been modified by the user, etc., to further reduce unnecessary data transmission and thus improve overall transmission efficiency.

[0120] Step 2: Coding Optimization and Compression. The coding optimization and compression method includes: First, data type adaptation compression can be performed. The system can select a target encoding method based on the data type. For example, for numeric data, differential encoding can be used to transmit only the numeric change, or quantization encoding can be used to reduce precision and reduce the number of data bits. For example, if a motor speed changes from 1000 rpm to 1200 rpm, only the change of 200 rpm is transmitted. For text data, Huffman coding or the LZ77 algorithm can be used for lossless compression, reducing data size while ensuring information integrity. For example, function names and prompt text can be compressed to 30%-50% of their original size. For image / icon data, JPEG or WebP format compression can be used, with the quality factor dynamically adjusted. For interface icons, the quality factor can be reduced to 70% without affecting recognition, significantly reducing the amount of data transmitted. Furthermore, a lightweight protocol header design can be implemented, allowing the system to streamline transmission protocol header information and reduce metadata overhead. For example, fixed-length fields can be used instead of variable-length fields to avoid transmitting additional data to identify the field length, further improving transmission efficiency.

[0121] Step 3: Adaptive Transmission Strategy. This adaptive transmission strategy involves channel state awareness. The system monitors Bluetooth channel quality in real time, including key metrics such as signal strength and packet loss rate, and dynamically adjusts transmission parameters based on the monitoring results. For example, when signal strength falls below a threshold, the transmission rate is automatically reduced to improve stability. Next, fragmentation and reliable transmission are implemented. The system can split large data packets into fixed-size segments and employ an ARQ (Automatic Repeat Request) mechanism to ensure reliable data transmission. Furthermore, an exponential backoff algorithm is introduced to optimize retransmission intervals to avoid network congestion caused by frequent retransmissions. For example, the first retransmission may wait 10ms; if it still fails, wait 20ms, 40ms, and so on. Finally, intelligent scheduling optimization can be implemented. The system uses a predictive algorithm based on historical transmission data to predict future bandwidth trends. During periods of sufficient bandwidth, low-priority data (such as non-critical interface configuration) is prioritized, reserving transmission resources for high-priority data (such as emergency braking commands), maximizing overall transmission efficiency.

[0122] Exemplarily, the quantitative evaluation of the data transmission efficiency optimization algorithm is based on the following mathematical model:

[0123] The transmission efficiency index is calculated by the following formula: TEI = (1-compression ratio) × (1-retransmission ratio) / transmission delay.

[0124] Among them, compression ratio = compressed data size / original data size; retransmission rate = number of retransmissions / total number of transmissions; transmission delay = average time from sending to receiving confirmation (seconds).

[0125] Data priority is calculated using the following formula: Priority = α2·Importance + β2·Timeliness - γ2·Data Volume; α2, β2, γ2: weight coefficients, which can be adjusted according to business needs (e.g., α2=0.5, β2,=0.3, γ2=0.2).

[0126] It should be noted that this embodiment may also be an improvement based on any one or more of the second to seventh embodiments.

[0127] Understandably, traditional technologies, to meet users' demands for personalized vehicle functions, require apps with powerful custom settings interfaces and flexible hardware interfaces. Furthermore, they must ensure compatibility between customized functions and existing vehicle functions to avoid conflicts or even system crashes. However, fully realizing the diversity and personalization of user-defined functions remains difficult with related technologies. In this embodiment, modular collaboration and full-process verification address these challenges. The operation acquisition module records user-defined operations in real time and generates a demand dataset, providing accurate data support for the interface optimization module, enabling it to dynamically adjust the interface layout based on user habits and create configuration parameters that adapt to personalized needs. The hardware adapter module converts parameters that meet the flexibility threshold into hardware-compatible control signals, enabling flexible mapping between software configuration and hardware interfaces. A conflict detector verifies the compatibility of hardware adaptation results with existing functions using a multi-layered algorithm, preventing system anomalies caused by functional conflicts. The configuration storage module stores personalized settings after ensuring there are no conflicts, ensuring data reliability. The dynamic feedback actuator achieves real-time synchronization and status feedback of customized functions through efficient data transmission and system updates. The solution forms a closed loop from demand collection, interface optimization, hardware adaptation, conflict detection to real-time feedback. It can not only meet the flexibility of the App customized interface and the adaptability of the hardware interface, but also avoid functional conflicts through strict compatibility testing, thereby effectively realizing the diversification and personalization of user-defined functions.

[0128] Ninth embodiment

[0129] The ninth embodiment is an improvement based on the combined use of the seventh and eighth embodiments. It is understood that the following technical issues may arise when combining the seventh and eighth embodiments: If the native function library does not cover all custom scenarios, the hardware adapter module will be unable to extract the corresponding safety conditions, allowing the custom function to bypass safety checks; when custom functions are mapped to multiple native functions, the priority inheritance mechanism of the instruction mapping unit may cause inconsistent execution orders, resulting in hardware conflicts; when the vehicle state changes rapidly, the dynamic feedback actuator may cause safety prompts to be out of sync with actual execution due to communication delays; if the flexibility threshold is not linked to hardware resource usage, resource conflicts may cause failures even if the configuration requirements are met; the hierarchical detection of the conflict detector may output ambiguous reports, increasing the difficulty of fault location; the complexity of priority checking under high load may cause instruction processing delays, exceeding the system's real-time requirements. These issues are essentially systemic risks caused by conflicts such as mapping completeness dependence, priority transmission logic, and detection feedback real-time when integrating "custom flexibility" and "system security."

[0130] In this embodiment, the specific improvement is that the hardware adapter module can have a mapping verification function, so as to ensure that the system native function and its security rules are associated when the custom function is triggered.

[0131] Specifically, the hardware adapter module in the eighth embodiment is specifically used to: convert the parameters into a hardware control instruction set when the interface configuration parameters meet the preset flexibility threshold; match with the system native function library to confirm the native functions corresponding to the instructions (such as reversing, kinetic energy recovery) and their priority rules; parse and generate control signals compatible with vehicle hardware, and add safety verification conditions for native functions (such as stationary state detection).

[0132] Correspondingly, the instruction mapping unit of the seventh embodiment may have a priority inheritance mechanism, so as to ensure that the customized functions follow the global priority system.

[0133] Specifically, the instruction mapping unit is specifically used to: if the operation instruction comes from a user-defined function, extract the priority of the native function to which it is mapped (such as reversing priority 2); map the operation instruction to the corresponding vehicle control module according to the preset global priority system (emergency braking>reversing>kinetic energy recovery); forcibly verify the execution conditions of the native function (such as reversing requires the vehicle speed to be 0km / h), and if not met, refuse to execute and provide feedback to the user.

[0134] Correspondingly, the conflict detector in the eighth embodiment may have a detection function, thereby preventing the custom function from bypassing the security rules.

[0135] Specifically, the conflict detector is used to: verify the interactive compatibility of the hardware adaptation results with the existing functional modules; if the hardware adaptation results come from user-defined functions, detect whether they are associated with the safety verification conditions of the native functions (such as whether reversing while driving bypasses stationary detection); if there is a risk of bypassing safety rules, output a conflict detection report and mark it as "safety rule incompatibility" type.

[0136] Correspondingly, a user prompt logic may be added to the dynamic feedback executor of the eighth embodiment to clarify the priority limit of the customized function.

[0137] Specifically, the dynamic feedback actuator is used to: extract setting data from the system database to generate an interface update signal; if the custom function is not executed due to safety conditions not being met (such as triggering reversing while driving), a prompt message is synchronously displayed on the interface (such as "Current vehicle speed > 0, the function cannot be executed"); compress the update signal to generate an efficient transmission package, which includes the priority status of the custom function (such as "Reversing priority: 2 / Emergency braking priority: 1"); update the system stability assurance module through the transmission package and generate a system operation status report.

[0138] Correspondingly, a priority mapping step may be inserted into the custom function process of the eighth embodiment.

[0139] Specifically, when these parameters meet the preset flexibility threshold: the hardware adapter module converts them into a hardware control instruction set; retrieves the system native function library to confirm the native function corresponding to the instruction (such as "short press to reverse" corresponds to the native reversing function); takes the priority rules of the native function (such as reversing priority 2) and safety conditions (stationary state), and appends them to the control signal; analyzes and generates a control signal that is compatible with the vehicle hardware to complete hardware adaptation.

[0140] In some examples, when the user defines a short press of the reverse handlebar as the "reverse" function, the operation acquisition module records the configuration, the hardware adapter module matches it to the native reverse function, and extracts priority 2 and the "stationary state" condition; if the user short presses the handlebar while the vehicle is traveling at 20 km / h, the command mapping unit verifies that the vehicle speed is greater than 0 and refuses to execute the command. The dynamic feedback actuator prompts "The vehicle is moving and cannot reverse"; when the vehicle is stationary, the user short presses the handlebar to trigger the reverse command. Because its priority is higher than kinetic energy recovery, the motor control module executes the reverse operation, and the encrypted feedback unit sends the "reverse priority activated" status back to the App to achieve function execution and status feedback.

[0141] In summary, this solution achieves a deep integration of user-defined functions and the system's global priority system through the coordinated optimization of the hardware adapter, instruction mapping unit, conflict detector, and dynamic feedback actuator. When a user configures a custom function (such as "short press to reverse"), the hardware adapter module maps it to the native function (reverse) and extracts the priority rules (priority 2) and safety conditions (stationary state). The instruction mapping unit enforces these conditions during execution (such as refusing to reverse when the vehicle speed is > 0). The conflict detector ensures that the custom function does not bypass the safety rules, and the dynamic feedback actuator synchronizes the priority status with the safety prompt (such as "Current vehicle speed > 0, cannot be executed") in real time. This closed-loop mechanism of "mapping-inheritance-detection-feedback" can not only ensure the flexibility of custom functions, but also eliminate dangerous operations such as accidentally triggering reverse while driving by inheriting the safety rules and priority system of the native function, thus achieving the unity of personalized needs and system safety.

[0142] In practice, this solution addresses the pain points of traditional technologies through a hierarchical control mechanism. For example, when a user triggers a "short press to reverse" command at a vehicle speed of 20 km / h, the system automatically refuses to execute and prompts a safety warning. However, when the vehicle is stationary, the reverse command can be executed normally because it has a higher priority than kinetic energy recovery, and the app simultaneously displays the "reverse priority activated" status. This technology not only improves the user experience (such as intuitively understanding function limitations), but also ensures vehicle operation safety from the bottom up through mandatory safety verification and priority inheritance. It is suitable for scenarios with extremely high safety requirements, such as electric vehicles and autonomous driving.

[0143] It is not difficult to find that through the technical solution provided by this embodiment, the user-defined function of the eighth embodiment will be fully compatible with the global priority system of the seventh embodiment, avoiding security risks caused by priority conflicts while maintaining the flexibility of function customization.

[0144] Tenth embodiment

[0145] The present application provides a control method for a two-wheeled electric vehicle control system as described in any one or more of the above embodiments. The control method may include the following steps:

[0146] Step S101, configuring control parameters on a user-side control platform, wherein the control parameters include a reverse handlebar operation mode, kinetic energy recovery braking intensity, and a reverse function;

[0147] Step S102: The user-side control platform generates a control instruction from the control parameter and sends it to the vehicle-side control system via a communication module;

[0148] Step S103: the vehicle-side control system parses the control instruction, and the controller controls the motor and the brake system to execute the control instruction to achieve the corresponding function;

[0149] In step S104, the vehicle-side control system monitors the vehicle status information in real time and returns it to the user-side control platform through the communication module for feedback review.

[0150] Reference Figure 3 As shown in the figure, the operation process during vehicle riding is as follows: when riding, if the user twists the handlebar in the opposite direction, the App sends the corresponding command signal to the vehicle control system according to the operation mode set in advance by the user. If the user sets the "kinetic energy recovery braking mode", after receiving the command, the vehicle control system controls the motor to enter the power generation mode, converts part of the vehicle's kinetic energy into electrical energy, and stores it in the battery. At the same time, a certain braking force is provided through the braking system to realize the kinetic energy recovery braking function. If the user sets the "driving mode switching mode", after receiving the command, the vehicle control system adjusts the output power and speed of the motor according to the driving mode parameters set by the user to realize the switching of the vehicle driving mode.

[0151] Operational process when the vehicle is stationary: When the vehicle is stationary, the user turns the handle in the opposite direction, and the App sends the corresponding command signal to the vehicle control system based on the function options set by the user. If the user sets it to "reverse function", the vehicle control system controls the motor to reverse after receiving the command, driving the vehicle backward. At the same time, the braking system and sensors monitor the vehicle's reversing speed and distance in real time to ensure the safety and controllability of the reversing process. If the user sets it to "custom function", after receiving the command, the vehicle control system triggers the corresponding function according to the custom function parameters set by the user, such as playing personalized sound effects, opening the trunk lid, and heating the seats.

[0152] In summary, the embodiment of the present application provides a two-wheeled electric vehicle control system and method, which detects the user's operation of the reverse handlebar through the user-side control platform, and generates corresponding control instructions according to the pre-configured function settings; the communication module is used to transmit command signals and vehicle status information in real time and bidirectionally between the user-side control platform and the vehicle-side control system; the vehicle-side control system is used to receive and parse control instructions, determine the driving or stationary state of the vehicle, and perform kinetic energy recovery braking or driving mode switching in the driving state, and perform reversing function or custom function in the stationary state, and feedback the vehicle execution result or vehicle status information through the communication module. The present application deeply integrates the user-side control platform with the vehicle control system, and intelligently configures the reverse handlebar operation through the user-side control platform. The user can flexibly set the function of the reverse handlebar under different working conditions on the user-side control platform to achieve kinetic energy recovery braking, driving mode switching, reversing and a variety of custom functions, thereby improving the safety, controllability and personalization level of the vehicle, and avoiding the cumbersome operation of traditional physical buttons. The reverse handlebar can be used as a kinetic energy recovery control device. During driving, users can flexibly adjust the kinetic energy recovery force, converting the vehicle's kinetic energy into electrical energy and storing it in the battery, thereby improving energy recovery efficiency.

[0153] It is not difficult to find that this embodiment is a method embodiment corresponding to the first embodiment, and this embodiment can be implemented in conjunction with the first embodiment. The relevant technical details mentioned in the first embodiment are still valid in this embodiment, and to reduce repetition, they are not repeated here. Accordingly, the relevant technical details mentioned in this embodiment can also be applied to the first embodiment.

[0154] The flowcharts or block diagrams in the accompanying drawings illustrate the possible architectures, functions and operations of the devices, methods and computer program products according to various embodiments of the present application. In this regard, each box in the flowchart or block diagram can represent a module, program segment or part of code, and the module, program segment or part of code contains one or more executable instructions for implementing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the box can also occur in an order different from that marked in the accompanying drawings. For example, two boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram and / or flowchart, as well as the combination of boxes in the block diagram and / or flowchart, can be implemented with a dedicated hardware-specific system that performs the specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions.

[0155] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any person skilled in the art may easily propose variations or substitutions within the technical scope disclosed in the present application, and such variations or substitutions shall be encompassed within the scope of protection of the present application. Therefore, the scope of protection of the present application shall be subject to the scope of protection of the claims, and the above embodiments shall be regarded as exemplary and non-limiting.

Claims

1. A two-wheeled electric vehicle control system, characterized in that: include: The user-side control platform is used to detect the user's operation on the reverse handle and generate corresponding control instructions according to the pre-configured function settings; A communication module for real-time bidirectional transmission of command signals and vehicle status information between the user-side control platform and the vehicle-side control system; The vehicle-side control system is used to receive and analyze the control instructions, determine the driving or stationary state of the vehicle, and perform kinetic energy recovery braking or driving mode switching in the driving state, and perform reversing function or custom function in the stationary state, and feedback the vehicle execution results or vehicle status information through the communication module.

2. The system according to claim 1, wherein: The user terminal control platform includes: A reverse handlebar operation mode setting unit, used to configure the driving mode switching mode or kinetic energy recovery braking mode triggered when the user twists the handlebar during driving; A kinetic energy recovery braking intensity adjustment unit is used to provide energy recovery braking intensity options for different gears and transmit the user selection to the vehicle-side control system; A reversing function setting unit is used to set relevant parameters of the reversing function when the vehicle is stationary; The custom function setting unit is used to configure the custom function triggered by twisting the handle in the opposite direction when the vehicle is stationary.

3. The system according to claim 1, wherein: The vehicle-side control system includes: An instruction receiving and parsing unit, configured to receive a control instruction from the communication module and parse the control instruction; A vehicle state determination unit, configured to determine whether the vehicle is in a driving state or a stationary state based on real-time operating parameters of the vehicle; an execution unit, configured to execute kinetic energy recovery braking or driving mode switching according to the control instruction when the vehicle is in motion, or to execute a reverse function or a custom function included in the control instruction when the vehicle is stationary; A feedback unit is used to send vehicle execution results or vehicle status information to the communication module.

4. The system according to claim 1, wherein: The vehicle-side control system further includes: A controller, configured to receive and analyze command signals from the user-side control platform and control the motor and brake system to perform corresponding operations; The motor is used to realize forward rotation, reverse rotation and kinetic energy recovery according to the instructions of the controller; The braking system is used to provide braking force according to the instructions of the controller to achieve safety control during kinetic energy recovery braking or reversing.

5. The two-wheeled electric vehicle control system according to claim 4, characterized in that: The vehicle-side control system further includes: A sensor module is used to collect vehicle status information and send the vehicle status information to the controller for analysis. The vehicle status information includes: speed, motor temperature, battery power and vehicle posture data; A communication management module, configured to package the controller execution results and sensor module data and transmit them to the user-end control platform via the communication module; The safety protection module is used to trigger protection measures in time when an abnormality occurs in the vehicle and report the abnormality information to the user-end control platform.

6. The two-wheeled electric vehicle control system according to claim 1, characterized in that: The system also includes: a cloud server, which is used to interact with the user-side control platform and the vehicle-side control system through a communication network, and is used to receive instructions and status information from the user-side control platform or the vehicle-side control system, and to send control strategies, vehicle status information or alarm information to the user-side control platform or the vehicle-side control system.

7. The two-wheeled electric vehicle control system according to claim 6, characterized in that: The cloud server includes: A data storage unit for storing operating data, log information, and user operation records from the user-side control platform and the vehicle-side control system; An analysis and optimization module, configured to model and analyze the kinetic energy recovery braking intensity and driving mode parameters based on the data in the data storage unit, and generate an optimization strategy; The fault diagnosis module is used to locate and predict the vehicle status when abnormal data is monitored, and send the prediction result to the user-side control platform or the vehicle-side control system through the communication module.

8. The two-wheeled electric vehicle control system according to claim 1, characterized in that: The communication module includes: a communication protocol framework unit, which is used to construct a unified data format and transmission rules according to the interaction requirements of the user-side control platform and the vehicle-side control system, and establish a communication link based on initialized communication configuration parameters; a Bluetooth low energy communication unit, which is used to establish a connection channel between the user-side and the vehicle-side according to the communication configuration parameters and optimize the signal transmission delay to maintain a stable connection; a data integrity check unit, which is used to generate a data packet code and a check code during data transmission, and trigger a retransmission mechanism if the check finds that the data packet is damaged until the data packet is confirmed to be complete; The vehicle-side control system includes: a hierarchical parsing unit for decomposing a complete data packet into control instructions and parameter fields and extracting the content of the operation instructions; an instruction mapping unit for mapping the operation instructions to the corresponding vehicle control module and verifying the execution conditions according to the preset instruction execution priority; a path optimization execution unit for optimizing the signal transmission path for instructions that meet the execution conditions, generating control signals and obtaining execution feedback results; and an encryption feedback unit for encrypting the vehicle status data and transmitting it back to the user end. The user-side control platform includes: a status synchronization unit, which is used to update the interface display content and synchronize the vehicle operation status according to the encrypted feedback data.

9. The two-wheeled electric vehicle control system according to claim 1, characterized in that: The system also includes: a user-defined configuration engine for dynamic configuration and verification of personalized functions.

10. A control method for a two-wheeled electric vehicle control system according to any one of claims 1 to 9, characterized in that: The control method includes: Configuring control parameters on the user-side control platform, including the reverse handlebar operation mode, kinetic energy recovery braking intensity, and reverse function; The user-side control platform generates control instructions from the control parameters and sends them to the vehicle-side control system through the communication module; The vehicle-side control system parses the control command, and the controller controls the motor and brake system to execute the command to achieve the corresponding function; The vehicle-side control system monitors the vehicle status information in real time and returns it to the user-side control platform through the communication module for feedback review.

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