Passive carrier control method and device and passive carrier

Abstract

The invention discloses a passive carrier control method and device and a passive carrier, and relates to the technical field of passive carriers. According to the passive carrier control method, operation state data of a passive carrier are obtained, then the moving trend of the passive carrier is determined according to the operation state data of the passive carrier, and then corresponding auxiliary power is output and loaded to the passive carrier based on the moving trend of the passive carrier. By means of the method, when the passive carrier advances at the current moving speed, the auxiliary power corresponding to the current moving speed can be output and loaded to the passive carrier; when the passive carrier advances in a speed changing mode, auxiliary power corresponding to the moving speed after speed changing or the moving acceleration of the passive carrier can be output and loaded to the passive carrier. Therefore, according to the method, it can be ensured that the passive carrier can obtain appropriate and accurate auxiliary power support in different operation states, so that the operation stability and safety of the passive carrier are improved, and the power assisting effect of the passive carrier is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of passive carriers, in particular to a passive carrier control method and device and a passive carrier. BACKGROUND

[0002] Passive carriers are carriers that move under the action of external forces, such as shopping carts, baby strollers, trolleys, trailers, wheelchairs, and disabled pet power carts. Such carriers are widely used in daily life and mostly rely on animal or human power to move. In actual use, due to the design limitations of the passive carrier itself or when the passive carrier is heavily loaded, the user will face great difficulty in pushing or pulling.

[0003] To solve the above problems, there are electric power assistance schemes in the prior art, which output additional forces through motors to assist the user in pushing or pulling the passive carrier, thereby reducing the operating burden of the passive carrier. However, the electric power assistance schemes in the prior art usually provide assistance to the passive carrier according to preset values or user operations, and the assistance effect is poor.

[0004] The above content is only used to assist in understanding the technical solutions of the present application and does not represent the acknowledgement of the above content as prior art. SUMMARY

[0005] The main purpose of the present application is to provide a passive carrier control method and device and a passive carrier, aiming to improve the assistance effect of the passive carrier.

[0006] To achieve the above purpose, the present application provides a passive carrier control method, which comprises: acquiring running state data of the passive carrier; determining the movement trend of the passive carrier according to the running state data of the passive carrier; outputting corresponding auxiliary power based on the movement trend of the passive carrier and loading it on the passive carrier.

[0007] In an embodiment, the running state data of the passive carrier includes a plurality of movement speeds of the passive carrier within a current preset time period; The step of determining the movement trend of the passive carrier according to the running state data of the passive carrier comprises: According to the preset speed interval in which the plurality of moving speeds of the passive carrier are located, the moving trend of the passive carrier is determined; the step of determining the moving trend of the passive carrier according to the preset speed interval in which the plurality of moving speeds of the passive carrier are located comprises: when the plurality of moving speeds of the passive carrier are all in the same preset speed interval, it is determined that the moving trend of the passive carrier is to keep the current moving speed; when the plurality of moving speeds of the passive carrier change from a first preset speed interval to a second preset speed interval, it is determined that the moving trend of the passive carrier is to change the speed; when the plurality of moving speeds of the passive carrier are all in a preset stop speed interval, it is determined that the moving trend of the passive carrier is to stop moving.

[0008] In an embodiment, the step of determining that the moving trend of the passive carrier is to change the speed when the plurality of moving speeds of the passive carrier change from a first preset speed interval to a second preset speed interval specifically comprises: when the plurality of moving speeds of the passive carrier change from a first preset speed interval to a second preset speed interval, and the first preset speed interval is smaller than the second preset speed interval, it is determined that the moving trend of the passive carrier is to accelerate; when the plurality of moving speeds of the passive carrier change from a first preset speed interval to a second preset speed interval, and the first preset speed interval is larger than the second preset speed interval, it is determined that the moving trend of the passive carrier is to decelerate; or, when the preset speed interval in which the moving speed of the passive carrier is located changes from a first preset speed interval to a second preset speed interval, and the moving speed of the passive carrier is maintained in the second preset speed interval for a first preset time length, it is determined that the user's intention is to change the speed; or, when the preset speed interval in which the moving speed of the passive carrier is located changes from a first preset speed interval to a second preset speed interval, and the moving speed of the passive carrier reaches a target speed value in the second preset speed interval, it is determined that the user's intention is to change the speed.

[0009] In an embodiment, the running state data of the passive carrier comprises a plurality of moving accelerations in a current preset time period; The step of determining the moving trend of the passive carrier according to the running state data of the passive carrier comprises: when the moving accelerations of the passive carrier are all in a first preset acceleration interval, it is determined that the moving trend of the passive carrier is to keep the current moving speed; In the step of determining the moving trend of the passive carrier, when the moving accelerations of the passive carrier are all in the second preset acceleration interval or the third preset acceleration interval, it is determined that the moving trend of the passive carrier is speed changing; and the step of determining the moving trend of the passive carrier when the moving accelerations of the passive carrier are all in the second preset acceleration interval or the third preset acceleration interval specifically comprises: when the moving accelerations of the passive carrier are all in the second preset acceleration interval, it is determined that the moving trend of the passive carrier is accelerating; and when the moving accelerations of the passive carrier are all in the third preset acceleration interval, it is determined that the moving trend of the passive carrier is decelerating. In the step of determining the moving trend of the passive carrier, when the moving accelerations of the passive carrier are all in the fourth preset acceleration interval, it is determined that the moving trend of the passive carrier is stopping; wherein the fourth preset acceleration interval is smaller than the third preset acceleration interval, the third preset acceleration interval is smaller than the first preset acceleration interval, and the first preset acceleration interval is smaller than the second preset acceleration interval.

[0010] In an embodiment, the running state data of the passive carrier comprises a plurality of moving directions in a current preset time period; and the step of determining the moving trend of the passive carrier according to the running state data of the passive carrier comprises: determining the moving trend of the passive carrier according to the offset of the plurality of moving directions of the passive carrier relative to an initial direction; and the step of determining the moving trend of the passive carrier according to the offset of the plurality of moving directions of the passive carrier relative to the initial direction comprises: when the offsets of the moving directions of the passive carrier relative to the initial direction are all smaller than a preset offset threshold, it is determined that the moving trend of the passive carrier is keeping the current moving direction; and when there is at least one of the moving directions of the passive carrier relative to the initial direction not smaller than the offset threshold, it is determined that the moving trend of the passive carrier is turning.

[0011] In an embodiment, the passive carrier comprises a motor assembly and a driving wheel set in transmission connection with the motor assembly; and the step of outputting the corresponding auxiliary power on the passive carrier based on the moving trend of the passive carrier comprises: controlling the motor assembly to rotate at a corresponding speed to correspondingly control the rotating speed of the driving wheel set, so that the driving wheel set outputs the corresponding auxiliary power on the passive carrier.

[0012] In an embodiment, the auxiliary power is not smaller than 0.5 times of the force for keeping the current speed of the passive carrier, and the auxiliary power is not greater than 1.5 times of the force for keeping the current speed of the passive carrier.

[0013] In an embodiment, the driving wheel set comprises a first driving wheel and a second driving wheel, the motor assembly comprises a first motor, the first driving wheel and the second driving wheel are respectively in driving connection with the first motor, the step of controlling the motor assembly to rotate at a corresponding speed based on the moving tendency of the passive carrier to correspondingly control the rotation speed of the driving wheel set, so that the driving wheel set outputs corresponding auxiliary power to load on the passive carrier, comprises: controlling the first motor to rotate at a corresponding speed based on the moving tendency of the passive carrier to correspondingly control the first driving wheel and the second driving wheel to rotate synchronously, so that the first driving wheel and the second driving wheel output corresponding auxiliary power to load on the passive carrier; the step of controlling the first motor to rotate at a corresponding speed based on the moving tendency of the passive carrier to correspondingly control the first driving wheel and the second driving wheel to rotate synchronously, so that the first driving wheel and the second driving wheel output corresponding auxiliary power to load on the passive carrier, specifically comprises: when the moving tendency of the passive carrier is to maintain the current moving speed, controlling the first motor to rotate at a speed corresponding to the preset speed interval where the current moving speed is located, to correspondingly control the rotation speed of the driving wheel set, so that the driving wheel set outputs auxiliary power corresponding to the preset speed interval where the current moving speed is located to load on the passive carrier; when the moving tendency of the passive carrier is to change speed, controlling the first motor to rotate at a speed corresponding to the preset speed interval where the moving speed after changing speed is located or corresponding to the preset acceleration interval where the moving acceleration is located, to correspondingly control the rotation speed of the driving wheel set, so that the driving wheel set outputs auxiliary power corresponding to the preset speed interval where the moving speed after changing speed is located or corresponding to the preset acceleration interval where the moving acceleration is located to load on the passive carrier; or, The driving wheel set comprises a first driving wheel and a second driving wheel, the motor assembly comprises a first motor and a second motor, the first driving wheel is in driving connection with the first motor, the second driving wheel is in driving connection with the second motor, the step of controlling the motor assembly to rotate at a corresponding speed based on the moving tendency of the passive carrier to correspondingly control the rotation speed of the driving wheel set, so that the driving wheel set outputs corresponding auxiliary power to load on the passive carrier, comprises: controlling the first motor and the second motor to rotate at corresponding speeds based on a movement tendency of the passive carrier to correspondingly control the first driving wheel and the second driving wheel to rotate synchronously or asynchronously, so that the first driving wheel and the second driving wheel output corresponding auxiliary power to be loaded on the passive carrier; the step of controlling the first motor and the second motor to rotate at corresponding speeds based on a movement tendency of the passive carrier to correspondingly control the first driving wheel and the second driving wheel to rotate synchronously or asynchronously, so that the first driving wheel and the second driving wheel output corresponding auxiliary power to be loaded on the passive carrier specifically includes: when the movement tendency of the passive carrier is to maintain a current moving speed, controlling the first motor and the second motor to rotate at speeds corresponding to a preset speed interval in which the current moving speed is located, to correspondingly control the first driving wheel and the second driving wheel to rotate synchronously, so that the driving wheel group outputs auxiliary power corresponding to the preset speed interval in which the current moving speed is located to be loaded on the passive carrier; when the movement tendency of the passive carrier is to change speed, controlling the first motor and the second motor to rotate at speeds corresponding to a preset speed interval in which a moving speed after the change of speed is located or corresponding to a preset acceleration interval in which a moving acceleration is located, to correspondingly control the first driving wheel and the second driving wheel to rotate synchronously, so that the driving wheel group outputs auxiliary power corresponding to the preset speed interval in which the moving speed after the change of speed is located or corresponding to the preset acceleration interval in which the moving acceleration is located, and loads on the passive carrier; when the movement tendency of the passive carrier is to turn, controlling the first motor and the second motor to rotate asynchronously, so that the first driving wheel and the second driving wheel output auxiliary power corresponding to a turning direction of the passive carrier, and load on the passive carrier.

[0014] In an embodiment, the passive carrier further includes a steering wheel, the motor assembly includes a third motor, the steering wheel is in transmission connection with the third motor, and the step of outputting corresponding auxiliary power based on the movement tendency of the passive carrier to be loaded on the passive carrier includes: when the movement tendency of the passive carrier is to turn, controlling a rotation angle of the third motor to correspondingly control a rotation direction of the steering wheel, so that the steering wheel outputs auxiliary power corresponding to a turning direction of the passive carrier to be loaded on the passive carrier; and / or, the passive carrier further includes a brake assembly, the brake assembly is arranged on the driving wheel group, and the step of outputting auxiliary power based on the movement tendency of the passive carrier to be loaded on the passive carrier further includes: when the movement tendency of the passive carrier is to decelerate or stop, controlling the brake assembly to act to correspondingly reduce a rotation speed of the driving wheel group, so that the driving wheel group outputs corresponding auxiliary power to be loaded on the passive carrier.

[0015] In an embodiment, the method further comprises: acquiring running environment data of the passive carrier; the environment data of the passive carrier comprises bumpiness of a road surface on which the passive carrier travels, and the step of acquiring the environment data of the passive carrier comprises determining the bumpiness of the road surface on which the passive carrier travels based on the running state data of the passive carrier; and / or, the environment data of the passive carrier comprises a slope of the road surface on which the passive carrier travels, and the step of acquiring the environment data of the passive carrier comprises acquiring the slope of the road surface on which the passive carrier travels based on an angle detection device; adjusting the auxiliary power applied to the passive carrier based on the running environment data of the passive carrier; the step of adjusting the auxiliary power applied to the passive carrier based on the running environment data of the passive carrier specifically comprises acquiring an external force acting on the passive carrier caused by the bumpiness of the road surface on which the passive carrier travels and / or the slope of the road surface on which the passive carrier travels; and adjusting the auxiliary power applied to the passive carrier based on the external force to eliminate the external force.

[0016] In an embodiment, the running state data of the passive carrier comprises a plurality of moving speeds of the passive carrier in a preset time period, and the step of determining the bumpiness of the road surface on which the passive carrier travels based on the running state data of the passive carrier comprises: acquiring fluctuation data of the moving speeds according to the plurality of moving speeds of the passive carrier; determining the bumpiness of the road surface on which the passive carrier travels based on the fluctuation data and a preset corresponding relationship between fluctuation data and bumpiness of the road surface on which the passive carrier travels.

[0017] In an embodiment, the passive carrier further comprises an occupancy sensor, and the method further comprises: acquiring human body information around the passive carrier based on the occupancy sensor; controlling the passive carrier to be locked based on the determination that there is no human body information in a preset range of the passive carrier.

[0018] In addition, to achieve the above-mentioned purposes, the present application further provides a passive carrier control device, which comprises a memory, a processor, and a passive carrier control program stored in the memory and executable on the processor, and the passive carrier control program is configured to implement the steps of the passive carrier control method.

[0019] In addition, to achieve the above-mentioned purposes, the present application further provides a passive carrier, which uses the passive carrier control method or comprises the passive carrier control device.

[0020] In an embodiment, the passive carrier comprises a running state detection device electrically connected to the control device; the running state detection device comprises at least one of the following: a grating sensor, a Hall sensor, a code disc sensor, and an acceleration sensor; the running state detection device is configured to acquire running state data of the passive carrier and output the data to the control device.

[0021] In an embodiment, the passive carrier further comprises a motor assembly and a drive wheel set drivingly connected to the motor assembly; the motor assembly is configured to rotate at a corresponding speed based on a movement trend of the passive carrier to correspondingly control a rotation speed of the drive wheel set, so that the drive wheel set outputs corresponding auxiliary power to the passive carrier.

[0022] In an embodiment, the drive wheel set comprises a first drive wheel and a second drive wheel, and the motor assembly comprises a first motor; the first drive wheel and the second drive wheel are respectively drivingly connected to the first motor. Or, The drive wheel set comprises a first drive wheel and a second drive wheel, and the motor assembly comprises a first motor and a second motor; the first drive wheel is drivingly connected to the first motor, and the second drive wheel is drivingly connected to the second motor.

[0023] In an embodiment, the passive carrier further comprises a steering wheel, and the motor assembly comprises a third motor; the third motor is configured to rotate at a corresponding angle based on a movement trend of the passive carrier to correspondingly control a rotation direction of the steering wheel, so that the steering wheel outputs corresponding auxiliary power to the passive carrier. And / or, The passive carrier further comprises a brake assembly arranged on the drive wheel set; the brake assembly is configured to act when the movement trend of the passive carrier is deceleration or stop, to correspondingly reduce a rotation speed of the drive wheel set, so that the drive wheel set outputs corresponding auxiliary power to the passive carrier.

[0024] In an embodiment, the passive carrier comprises an angle detection device; the angle detection device is configured to acquire a slope of a running surface of the passive carrier. And / or, The passive carrier further comprises an occupancy sensor; the occupancy sensor is configured to acquire human body information around the passive carrier.

[0025] The passive vehicle control method proposed in the present application obtains the operating status data of the passive vehicle, and then determines the movement trend of the passive vehicle based on the operating status data of the passive vehicle, and then outputs the corresponding auxiliary power based on the movement trend of the passive vehicle and loads it onto the passive vehicle. Through the above method, when the passive vehicle maintains the current moving speed, the auxiliary power corresponding to the current moving speed can be output and loaded onto the passive vehicle; when the passive vehicle changes speed, the auxiliary power corresponding to the moving speed after the speed change or the moving acceleration of the passive vehicle can be output and loaded onto the passive vehicle. In this way, this method can ensure that the passive vehicle can obtain appropriate and accurate auxiliary power support under different operating conditions, thereby improving its operating stability and safety, and improving the power-assisting effect of the passive vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0027] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0028] Figure 1 A flowchart illustrating an embodiment of a passive vehicle control method of the present application; Figure 2 A flowchart illustrating another embodiment of the passive vehicle control method of the present application; Figure 3 A flowchart illustrating another embodiment of the passive vehicle control method of the present application; Figure 4 A flowchart illustrating another embodiment of the passive vehicle control method of the present application; Figure 5 A flowchart illustrating another embodiment of the passive vehicle control method of the present application is provided; Figure 6 A flowchart illustrating another embodiment of the passive vehicle control method of the present application; Figure 7 A flowchart illustrating another embodiment of the passive vehicle control method of the present application; Figure 8 A flowchart illustrating another embodiment of the passive vehicle control method of the present application; Figure 9 A flowchart illustrating another embodiment of the passive vehicle control method of the present application is provided; Figure 10Flowchart diagram provided for another embodiment of the passive carrier control method of the present application; Figure 11 Flowchart diagram provided for yet another embodiment of the passive carrier control method of the present application; Figure 12 Flowchart diagram provided for still another embodiment of the passive carrier control method of the present application; Figure 13 Flowchart diagram provided for yet another embodiment of the passive carrier control method of the present application; Figure 14 Flowchart diagram provided for another embodiment of the passive carrier control method of the present application; Figure 15 Flowchart diagram provided for yet another embodiment of the passive carrier control method of the present application; Figure 16 Flowchart diagram provided for still another embodiment of the passive carrier control method of the present application; Figure 17 Flowchart diagram provided for yet another embodiment of the passive carrier control method of the present application; Figure 18 Flowchart diagram provided for another embodiment of the passive carrier control method of the present application; Figure 19 Flowchart diagram provided for yet another embodiment of the passive carrier control method of the present application; Figure 20 Flowchart diagram provided for still another embodiment of the passive carrier control method of the present application; Figure 21 Flowchart diagram provided for yet another embodiment of the passive carrier control method of the present application; Figure 22 Flowchart diagram provided for another embodiment of the passive carrier control method of the present application; Figure 23 Flowchart diagram provided for yet another embodiment of the passive carrier control method of the present application; Figure 24 Flowchart diagram provided for still another embodiment of the passive carrier control method of the present application; Figure 25 Circuit module diagram provided for an embodiment of the passive carrier control device of the present application; Figure 26 Structure diagram provided for an embodiment of the passive carrier control of the present application; Figure 27 Structure diagram provided for another embodiment of the passive carrier control of the present application.

[0029] Explanation of reference numerals: 01, memory; 02, processor; 10, running state detection device; 21, first motor; 22, second motor; 23, third motor; 31, first drive wheel; 32, second drive wheel; 33, steering wheel; 40, brake assembly; 50, angle detection device; 60, occupancy sensor.

[0030] The purposes, functional features and advantages of the present application will be further described with reference to the embodiments and the accompanying drawings. DETAILED DESCRIPTION

[0031] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor fall within the scope of protection of the present application.

[0032] It should be noted that the execution subject of the present embodiment can be a computing service device with data processing, network communication and program running functions, such as a tablet computer, a personal computer, a mobile phone, etc., or an electronic device capable of realizing the above functions, a passive carrier control device, etc. The present embodiment and the following embodiments will be described below taking the passive carrier control device as an example.

[0033] The passive carrier is a carrier that moves under the action of external force, such as a shopping cart, a baby stroller, a handcart, a trailer, a wheelchair, a disabled pet power-assisted vehicle, etc. Such carriers are widely used in daily life and mostly rely on animal or human power to push or pull for movement. In actual use, due to the design limitations of the passive carrier itself or when the passive carrier carries a heavy load, the user will face great difficulty in pushing or pulling.

[0034] To solve the above problems, an electric power-assisted scheme is designed to provide additional force through a motor to assist the user in pushing or pulling the passive carrier, thereby reducing the operating burden of the passive carrier. However, the electric power-assisted scheme in the prior art usually provides power assistance to the passive carrier according to a preset value or the user's operation, and the power assistance effect is poor.

[0035] Based on this, the present application proposes a passive carrier control method, which refers to Figure 1 , Figure 26 and Figure 27 The passive carrier control method comprises steps S100-S300: Step S100, acquiring running state data of the passive carrier.

[0036] It can be understood that the running state data of the passive carrier can be specifically the speed, acceleration or steering angle of the passive carrier, etc. The running state data of the passive carrier can be collected by the running state detection device 10, which can be installed at key parts of the passive carrier, such as wheels, axles, vehicle bodies, etc., to ensure that the running state data of the passive carrier can be obtained in real time and accurately. The running state detection device 10 is connected to the communication interface of the passive carrier control device, and transmits the detected data to the passive carrier control device in real time. The running state detection device 10 includes but is not limited to grating sensors, Hall sensors, code disc sensors, acceleration sensors, gyroscopes, angle sensors, pressure sensors, etc. The grating sensor can determine the displacement and speed of the passive carrier by measuring the movement of the grating stripes, the Hall sensor can detect the change of the magnetic field to obtain the speed of the carrier, and the code disc sensor can determine the rotating speed and position of the carrier by measuring the marks on the code disc, and then determine the moving speed of the passive carrier. The acceleration sensor can detect the acceleration change of the carrier in each direction, and provide dynamic information about the motion state of the carrier to the control device. The gyroscope can provide accurate data about the rotational motion of the carrier, helping the control device to judge the inclination and steering state of the carrier. The angle sensor is used to measure the steering angle of the carrier, and provides real-time data about the steering state of the carrier to the control device. The above-mentioned sensors can be used alone or in combination, so that the running state detection device 10 can perceive and feedback the motion state of the passive carrier in real time, and provide data support for the subsequent control strategy of the passive carrier.

[0037] In step S200, the moving trend of the passive carrier is determined according to the running state data of the passive carrier.

[0038] In this embodiment, after obtaining the running state data of the passive carrier, the passive carrier control device can determine the movement trend of the passive carrier according to the passive state data. Specifically, by analyzing the change trend of parameters such as speed, acceleration, and steering angle, the next movement direction or speed change of the passive carrier can be predicted. For example, if it is detected that the movement speed of the passive carrier remains in a certain specific speed range for a period of time, it can be determined that the movement trend of the passive carrier is to maintain the current speed to advance; if it is detected that the movement speed of the passive carrier changes from a certain specific speed range to another specific speed range for a period of time, it can be determined that the movement trend of the passive carrier is to change the driving speed to advance, i.e. to change the speed to advance; if it is detected that the movement speed of the passive carrier remains close to zero for a period of time, it can be determined that the movement trend of the passive carrier is to stop advancing; if it is detected that the movement direction of the passive carrier changes from a certain specific direction range to another specific direction range, it can be determined that the movement trend of the passive carrier is to change the driving direction to advance, i.e. to change the direction to advance. By determining the movement trend of the passive carrier, the subsequent control strategy of the passive carrier control device for the passive carrier can be provided.

[0039] In step S300, the corresponding auxiliary power is output based on the movement trend of the passive carrier and loaded on the passive carrier.

[0040] In this embodiment, the auxiliary power can act on the passive carrier to assist in pushing or pulling the passive carrier, so as to keep the passive carrier running or accelerate the passive carrier. The auxiliary power can also act on the passive carrier to decelerate or stop the passive carrier. In addition, the auxiliary power can also act on the passive carrier to assist the passive carrier to change its movement direction. Specifically, the auxiliary power can be transmitted to the driving wheel, steering wheel 33 or other components of the passive carrier by one or more motors through a transmission device (such as a gear, a chain, a belt, etc.), so that the driving wheel, the steering wheel 33 or other components load the auxiliary power on the passive carrier.

[0041] For example, when the moving tendency of the passive carrier is to keep the current moving speed, the motor is controlled to rotate at a speed corresponding to the current moving speed of the passive carrier, to control the rotation speed of the driving wheel, so that the driving wheel outputs the auxiliary power corresponding to the current moving speed to load on the passive carrier; when the moving tendency of the passive carrier is to change the speed, the motor is controlled to rotate at a speed corresponding to the speed after changing the speed of the passive carrier or the speed of changing the speed of the passive carrier, to drive the driving wheel to rotate correspondingly, and output the auxiliary power corresponding to the speed after changing the speed of the passive carrier or the speed of changing the speed of the passive carrier to load on the passive carrier; when the moving tendency of the passive carrier is to stop, the motor is controlled to stop rotating, so as to stop providing the auxiliary power to the passive carrier; when the moving tendency of the passive carrier is to turn, the motor is controlled to output the auxiliary power corresponding to the turning direction of the passive carrier to load on the passive carrier.

[0042] In the embodiment, the motor assembly can be powered by a battery, but of course in other embodiments, the battery is not limited, any driving force can be generated to drive the motor assembly to work, and suitable for the passive carrier, should be included. And it needs to be explained that the motor assembly can drive the passive carrier to move to provide auxiliary power, or through the way of aerodynamics, such as through the use of fan to generate airflow to push the passive carrier, or through the way of magnetic force, to realize the effective transmission and application of auxiliary power.

[0043] In the embodiment, the running state data of the passive carrier is obtained, and then the moving tendency of the passive carrier is determined according to the running state data of the passive carrier, and the corresponding auxiliary power is output based on the moving tendency of the passive carrier to load on the passive carrier. Through the above method, when the passive carrier keeps the current moving speed, the auxiliary power corresponding to the current moving speed can be output to load on the passive carrier; when the passive carrier changes the speed, the auxiliary power corresponding to the moving speed after changing the speed or the moving acceleration of the passive carrier can be output to load on the passive carrier; when the passive carrier turns, the auxiliary power corresponding to the turning direction of the passive carrier can be output to load on the passive carrier. In this way, the method can ensure that the passive carrier can obtain appropriate and accurate auxiliary power support in different running states, so as to improve the running stability and safety, and improve the assisting effect of the passive carrier.

[0044] In an embodiment, the operation state data of the passive carrier includes a plurality of moving speeds of the passive carrier in a preset time period from a current time. The preset time period from the current time can be one second, two seconds, three seconds, etc. The more moving speeds of the passive carrier are obtained, the more accurate the prediction of the moving trend of the passive carrier is. By obtaining the plurality of moving speeds of the passive carrier in the preset time period from the current time, a time sequence can be formed to more comprehensively understand the speed change trend of the passive carrier, so as to more accurately predict the motion characteristics and dynamic changes of the passive carrier.

[0045] In an embodiment, the reference Figure 2 , step S200 includes step S210 of determining the moving trend of the passive carrier according to preset speed intervals in which the plurality of moving speeds of the passive carrier are located.

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

[0047] In an embodiment, the reference Figure 3 , step S210 includes step S211 of determining that the moving trend of the passive carrier is to maintain the current moving speed when the plurality of moving speeds of the passive carrier are all in the same preset speed interval, determining that the moving trend of the passive carrier is to change the speed when the plurality of moving speeds of the passive carrier change from a first preset speed interval to a second preset speed interval, and determining that the moving trend of the passive carrier is to stop when the plurality of moving speeds of the passive carrier are all in a preset stop speed interval.

[0048] In this embodiment, if it is detected that the multiple moving speeds of the passive carrier stably fall within a certain specific preset speed gear interval at consecutive time points, and there is no obvious speed fluctuation or jump to other gear interval, it can be determined that the passive carrier is currently in a stable running state, i.e. maintaining the current moving speed. At this time, the passive carrier control device will keep the control signal to the motor unchanged to ensure that the auxiliary power matches the current moving speed of the passive carrier, thereby maintaining its stable operation.

[0049] It can be understood that during the operation of the passive carrier, the speed of the passive carrier may be temporarily fluctuated due to external interference factors (such as wind speed change, speed bump, manhole, road bumps or potholes, etc.), so that the moving speed temporarily exceeds or is lower than the current preset speed gear interval. Therefore, when the moving speed of the passive carrier temporarily deviates from the current preset speed gear interval, but the deviation amplitude does not exceed the set speed fluctuation threshold, and the duration does not exceed the preset tolerance time, the system still considers that the passive carrier is within the current speed gear interval, i.e. maintaining the current moving speed. The preset tolerance time can be 0.5 seconds, 1 second, 1.5 seconds, etc., and its specific value can be adjusted according to actual application scenarios and user needs. By setting the tolerance time, the system can effectively filter out the speed fluctuation of the passive carrier caused by temporary interference factors, avoid frequent adjustment of auxiliary power support, and thus ensure the smoothness and stability of the passive carrier operation. The speed fluctuation threshold can be the difference between the preset speed interval in which the current moving speed is located and the target speed value in the adjacent preset speed interval, and the target speed value is used to reflect the significant change of the speed of the passive carrier, which can be the middle value of the preset speed interval or other reasonably set value. For example, if the passive carrier is currently in the medium speed gear (5-10 km / h), the speed fluctuation threshold can be set to 2 km / h. This means that as long as the speed fluctuation of the passive carrier relative to the interval is within 2 km / h, the system will not consider that the passive carrier has a significant speed change, thereby avoiding unnecessary adjustment of auxiliary power. In addition, the speed fluctuation threshold can also be adjusted according to the specific type of the passive carrier, the running environment and user needs, to ensure that the system can accurately distinguish between normal speed fluctuation and significant speed change caused by external interference.

[0050] In the embodiment, the first preset speed interval and the second preset speed interval are only used to represent two different preset speed intervals, and do not represent that the first preset speed interval and the second preset speed interval are preset speed intervals corresponding to two specific speed ranges. Since in actual application, the running state of the passive carrier can change due to human operation (such as the intention of the driver to change), the passive carrier control device also needs to have the ability to sensitively capture the speed change trend. When it is detected that the multiple moving speeds of the passive carrier gradually transition from the first preset speed interval where the passive carrier currently locates to the second preset speed interval, the system determines that the passive carrier is about to perform speed change travel. At this time, the system needs to adjust the control strategy of the motor in advance to change the output of the auxiliary power so that it can smoothly transition to a level matched with the speed of the passive carrier after the speed change, thereby avoiding the instability of the running caused by the original auxiliary power being too large or too small after the speed change.

[0051] In a feasible implementation manner, with reference to Figure 4 , the step of determining that the moving trend of the passive carrier is speed change travel when the multiple moving speeds of the passive carrier change from the first preset speed interval to the second preset speed interval specifically includes the following step S211A: the speed change travel includes acceleration travel and deceleration travel; when the multiple moving speeds of the passive carrier change from the first preset speed interval to the second preset speed interval, and the first preset speed interval is smaller than the second preset speed interval, it is determined that the moving trend of the passive carrier is acceleration travel; when the multiple moving speeds of the passive carrier change from the first preset speed interval to the second preset speed interval, and the first preset speed interval is greater than the second preset speed interval, it is determined that the moving trend of the passive carrier is deceleration travel.

[0052] In the embodiment, the first preset speed interval being smaller than the second preset speed interval specifically means that any speed in the first preset speed interval is smaller than the minimum speed in the second preset speed interval, to indicate the acceleration trend of the passive carrier. To cope with the acceleration demand, the passive carrier control device needs to dynamically adjust the output of the auxiliary power to ensure not only matching the current speed but also assisting the acceleration process, so that the acceleration of the passive carrier is more smooth and stable. Similarly, the first preset speed interval being greater than the second preset speed interval specifically means that any speed in the first preset speed interval is greater than the maximum speed in the second preset speed interval, to indicate the deceleration trend of the passive carrier. To cope with the deceleration demand, the passive carrier control device needs to correspondingly adjust the control strategy of the motor to reduce the output of the auxiliary power, to ensure that the passive carrier can smoothly decelerate, and avoid the instability of the running of the passive carrier caused by the deceleration being too fast or the auxiliary power being too large.

[0053] It can be understood that during the operation of the passive carrier, the speed of the passive carrier may fluctuate temporarily due to external interference factors (such as wind speed changes, speed bumps, manhole covers, road bumps, or the like), so that the moving speed temporarily exceeds or is lower than the current preset speed gear interval. When the moving speed temporarily exceeds or is lower than the current preset speed gear interval, the auxiliary power of the passive carrier is immediately adjusted, which is easy to cause the passive carrier to overreact and waste energy.

[0054] Therefore, in a feasible implementation manner, with reference to Figure 5 , step S211 is specifically step S211B, when the moving speed of the passive carrier changes from a first preset speed interval to a second preset speed interval, and the moving speed of the passive carrier is maintained in the second preset speed interval for a first preset time length, it is determined that the user intends to travel at a changed speed; or when the moving speed of the passive carrier changes from the first preset speed interval to the second preset speed interval, and the moving speed of the passive carrier reaches a target speed value in the second preset speed interval, it is determined that the user intends to travel at a changed speed.

[0055] In this embodiment, the preset first time length and the target speed value can be set based on analysis of historical data and actual application scenarios. The preset first time length should be long enough to exclude temporary fluctuations in speed caused by temporary interference factors, and short enough to respond to the true speed change intention of the passive carrier in time. For example, it is set to be between 2 seconds and 5 seconds, and the specific time length can be flexibly adjusted according to the response speed of the passive carrier, the road conditions, and the user habits, which is not limited here. Similarly, the preset value should be set to a reasonable speed threshold, which can reflect the significant change of the speed of the passive carrier, and can avoid misjudgment caused by slight fluctuations. For example, if the second preset speed interval is the first gear of medium speed (4-6 km / h), the preset value can be set to 5 km / h, that is, when the speed of the passive carrier stably reaches or exceeds 5 km / h, the passive carrier control device confirms that the user intends to accelerate to the first gear of medium speed. Of course, the preset value can also be set differently according to the importance of different speed gears or the specific needs of application scenarios. For example, in the transition from the low speed gear (0-5 km / h) to the medium speed gear (5-10 km / h), considering safety and smoothness, the preset value can be set relatively low, such as 7 km / h, to ensure that the passive carrier does not suddenly become too abrupt during acceleration, affecting the comfort and safety of the passive carrier.

[0056] In this embodiment, the preset stop speed interval can be set as a speed range close to or equal to zero, for example, can be set as an interval of 0-0.5 km / h, which is used to capture the state of the passive carrier approaching or having stopped. When the plurality of movement speeds of the passive carrier are continuously within the preset stop speed interval, the passive carrier control device determines that the movement trend of the passive carrier is to stop moving. At this time, in order to save energy and avoid unnecessary wear and tear, the control system immediately sends a command to the motor to stop rotating, thereby stopping the passive carrier from being provided with auxiliary power.

[0057] In this embodiment, the movement trend of the passive carrier is determined by the preset speed interval in which the plurality of movement speeds of the passive carrier are located, so that the passive carrier control device can output corresponding auxiliary power based on the movement trend of the passive carrier to the passive carrier, thereby realizing accurate matching of power output and significantly improving the use experience and energy utilization efficiency of the passive carrier.

[0058] In a feasible implementation, in order to further improve the power matching accuracy and driving stability of the passive carrier, the embodiment further introduces acceleration data as a judgment basis. As a measure of speed change rate, acceleration can more directly reflect the change trend of the power demand and driving state of the passive carrier. In this embodiment, the operating state data of the passive carrier further includes a plurality of movement accelerations in the current preset time period. Referring to Figure 6 , step S200 further includes step S220 of determining the movement trend of the passive carrier according to a preset acceleration interval in which the plurality of movement accelerations of the passive carrier are located.

[0059] In this embodiment, the preset acceleration interval can be set as different thresholds to distinguish between acceleration, deceleration and constant speed driving states. For example, when the plurality of movement accelerations of the passive carrier are continuously within a positive preset acceleration interval, the control system determines that the passive carrier is in an acceleration state; on the contrary, when the plurality of movement accelerations are continuously within a negative preset deceleration interval, the control system determines that the passive carrier is in a deceleration state; and when the plurality of movement accelerations are continuously within a preset constant speed interval close to zero, the control system determines that the passive carrier is in a constant speed driving state.

[0060] In a feasible implementation, referring to Figure 7, the step S220 comprises a step S221, when the moving accelerations of the passive carrier are all in a first preset acceleration interval, determining that the moving trend of the passive carrier is to keep the current moving speed; when the moving accelerations of the passive carrier are all in a second preset acceleration interval or a third preset acceleration interval, determining that the moving trend of the passive carrier is to change the speed; when the moving accelerations of the passive carrier are all in a fourth preset acceleration interval, determining that the moving trend of the passive carrier is to stop; wherein the fourth preset acceleration interval is smaller than the third preset acceleration interval, the third preset acceleration interval is smaller than the first preset acceleration interval, and the first preset acceleration interval is smaller than the second preset acceleration interval.

[0061] In the embodiment, the first preset acceleration interval is set as an acceleration range representing a stable running state of the passive carrier, which usually contains small positive and negative accelerations, for example, within ±0.2 m / s², to capture normal acceleration fluctuations of the carrier at a stable speed due to slight changes in road conditions or minor adjustments in operation. When the moving accelerations of the passive carrier are continuously within this interval, the passive carrier control device will determine that the carrier is in a stable state of keeping the current moving speed and maintain the existing auxiliary power output, ensuring smooth and comfortable driving.

[0062] In a feasible implementation, the reference Figure 8 , when the moving accelerations of the passive carrier are all in the second preset acceleration interval or the third preset acceleration interval, determining that the moving trend of the passive carrier is to change the speed, specifically comprises a step S221A, when the moving accelerations of the passive carrier are all in the second preset acceleration interval, determining that the moving trend of the passive carrier is to accelerate; and when the moving accelerations of the passive carrier are all in the third preset acceleration interval, determining that the moving trend of the passive carrier is to decelerate.

[0063] In the embodiment, the speed change includes acceleration and deceleration. The second preset acceleration interval is set as an acceleration range representing the acceleration of the passive carrier, and when the moving accelerations of the passive carrier are all in the second preset acceleration interval, it is determined that the moving trend of the passive carrier is to accelerate. The lower limit of the second preset acceleration interval is higher than the upper limit of the first preset acceleration interval, and the upper limit is set according to the maximum acceleration capacity of the carrier, for example, from 0.2 m / s² to 1.5 m / s². This interval can clearly identify the trend of the passive carrier to actively accelerate, whether it is due to user's active acceleration operation or natural acceleration caused by road conditions. At this time, the control device can automatically adjust the output of the auxiliary power and increase the torque or power of the motor to support the carrier to accelerate more quickly and smoothly, thereby improving the user's driving experience.

[0064] In the embodiment, the third preset acceleration interval is opposite to the second preset acceleration, and is used to represent an acceleration range of deceleration of the passive carrier. When the movement accelerations of the passive carrier are all in the third preset acceleration interval, it is determined that the movement trend of the passive carrier is deceleration. The upper limit of the third preset acceleration interval is lower than the lower limit of the first preset acceleration interval. The lower limit can be set according to the minimum safe acceleration of the passive carrier in deceleration but not stop, for example, from -1.0 m / s2 to -0.2 m / s2. The third preset acceleration interval can effectively capture the deceleration trend of the passive carrier, whether it is because of the active deceleration operation of the user or the situation of needing to decelerate in the face of the front obstacles, traffic signals and the like. The control device can adjust the output of the auxiliary power based on the acceleration in the third preset acceleration interval to decelerate the passive carrier.

[0065] In the embodiment, the fourth preset acceleration interval is set to represent an acceleration range of stop of the passive carrier. The upper limit of the fourth preset acceleration interval is lower than the lower limit of the third preset acceleration interval. The lower limit can be set according to the braking performance and safety requirements of the carrier, for example, from -2 m / s2 to -1 m / s2. When the movement acceleration of the passive carrier is continuously in this interval, it indicates that it is experiencing a sharp deceleration process and is most likely to stop. Specifically, when it is detected that the movement acceleration is in the fourth preset acceleration interval for a long time, the control device will judge that the movement trend of the passive carrier is stop, and immediately execute a series of preset stop operations.

[0066] In the embodiment, by introducing acceleration data as a judgment basis, the passive carrier control system in the embodiment can more accurately identify the driving intention of the user and the running state of the carrier, thereby realizing dynamic adjustment and optimization of the output of the auxiliary power. This comprehensive judgment strategy based on acceleration improves the power matching accuracy and running stability of the carrier, and improves the energy utilization efficiency and use experience.

[0067] In a possible implementation, the running state data of the passive carrier further includes a plurality of movement directions. With reference to Figure 9 , step S200 further includes step S230 of determining the movement trend of the passive carrier according to the offset of the plurality of movement directions of the passive carrier relative to the initial direction.

[0068] In the embodiment, the offset of the plurality of movement directions of the passive carrier relative to the initial direction is set to represent a parameter of change of the running direction of the carrier. The initial direction can be the direction set by the passive carrier at startup, or the first acquired movement direction in the plurality of movement directions within the current preset time period. The offset can be an angle value of the offset of the movement direction relative to the initial direction, or a distance value of the offset of the movement direction relative to the initial direction, depending on the running environment and control requirements of the passive carrier.

[0069] It can be understood that, in actual driving, the vehicle can change the driving direction due to road conditions, traffic rules or the operation of the driver. In order to more accurately judge the moving trend of the vehicle, the control system monitors multiple moving directions of the vehicle in real time, and calculates the offset amount relative to the initial direction. By obtaining the current driving direction data of the vehicle, and then comparing with the initial direction, the offset amount is calculated. If the offset amount is within the preset threshold range, the control system will judge that the vehicle is still in a stable state of the current driving direction. However, if the offset amount exceeds the preset threshold, the control system will judge the moving trend of the vehicle as turning according to the size and direction of the offset amount. Specifically, when the offset amount is positive, it indicates that the vehicle is turning to the right; when the offset amount is negative, it indicates that the vehicle is turning to the left. The control system will judge the turning amplitude according to the absolute value of the offset amount. For example, a smaller offset amount may indicate that the vehicle is slightly adjusting the driving direction, while a larger offset amount may indicate that the vehicle is performing a larger turning operation.

[0070] In this embodiment, in order to ensure driving safety and comfort, the passive vehicle control device dynamically adjusts the auxiliary power output according to the judgment result of the turning. For example, when turning to the right, the passive vehicle control device increases the torque of the left wheel to help the vehicle complete the turning more smoothly. Conversely, when turning to the left, the passive vehicle control device increases the torque of the right wheel.

[0071] In a possible implementation, the reference Figure 10 , step S230 further includes step S231: when the offset amount of the moving direction of the passive vehicle relative to the initial direction is all less than a preset offset amount threshold, determining that the moving trend of the passive vehicle is to maintain the current moving direction; and when there is an offset amount of the moving direction of the passive vehicle relative to the initial direction that is not less than the offset amount threshold, determining that the moving trend of the passive vehicle is turning.

[0072] In this embodiment, the preset offset amount threshold can be set according to the actual driving environment and the performance of the vehicle. For example, when the passive vehicle moves on a road with complex road conditions, the offset amount threshold can be set to be larger in order to adapt to frequent changes in driving direction. While on a good road, since the driving environment is relatively simple, the offset amount threshold can be set to be smaller in order to ensure the stability and safety of driving. After determining the moving trend of the vehicle, the control system will adopt a corresponding control strategy according to different moving trends. For example, in the case of maintaining the current moving direction, the control system will maintain the current auxiliary power output to ensure the stability and comfort of the vehicle when driving in a straight line. In the case of turning, the control system will dynamically adjust the torque output of each wheel according to the direction and amplitude of the turning to achieve a more stable and safer turning operation.

[0073] In this embodiment, when the moving direction data of the carrier continuously and stably is less than the preset offset threshold, it is considered that the passive carrier will maintain the current moving direction, thereby helping to reduce misjudgment and ensuring that the control system will not adjust the travel direction or auxiliary power output for no reason when traveling in a straight line. When the offset of the moving direction of the passive carrier relative to the initial direction is not less than the offset threshold, it is judged that the moving trend of the passive carrier is turning. In this embodiment, the moving direction data is used as the basis for judgment, and the initial direction and the size of the offset are combined. The passive carrier control system in this embodiment can realize comprehensive monitoring and accurate control of the travel state of the carrier. Whether it is straight travel or turning operation, the passive carrier control device can dynamically adjust the output of the auxiliary power and the control strategy of the travel direction according to the real-time data, thereby improving the control flexibility and travel safety of the carrier.

[0074] Based on any of the above embodiments, in a possible implementation, the same or similar content as the above embodiment one can be referred to the above introduction, and will not be described in detail. The passive carrier includes a motor assembly and a drive wheel set in transmission connection with the motor assembly. In this embodiment, the drive wheel set can include one, two or other number of drive wheels, which are driven by the power provided by the motor assembly. The motor assembly can include one, two or other number of motors. When the motor is one, the motor can be connected to one drive wheel alone or simultaneously connected to multiple drive wheels, thereby simultaneously driving multiple drive wheels to rotate synchronously. The motor can be an electric motor, a hybrid motor or other type of motor, which is selected according to different carrier types and requirements. The transmission connection between the drive wheel set and the motor assembly can adopt gear transmission, belt transmission or other transmission modes to ensure efficient power transmission.

[0075] In this embodiment, the output power of the motor assembly can be dynamically adjusted according to the instructions output by the passive carrier control device. When it is detected that the passive carrier needs to accelerate, the control device will instruct the motor assembly to increase the output power, thereby increasing the travel speed of the carrier. Conversely, when deceleration or stopping is required, the control device will instruct the motor assembly to reduce the output power, or even perform reverse driving to achieve the braking effect. Referring to Figure 11 , step S300 includes step S310 of controlling the motor assembly to rotate at a corresponding speed based on the moving trend of the passive carrier, to correspondingly control the rotation speed of the drive wheel set, so that the drive wheel set outputs corresponding auxiliary power to load on the passive carrier.

[0076] In this embodiment, when the motor is controlled to rotate at a corresponding speed, the passive carrier control device analyzes the prediction results of the movement trend, including but not limited to maintaining the current movement speed, changing the speed, stopping the movement, and turning the movement. For each movement trend, the control system will take corresponding strategies to accurately adjust the output of the motor to achieve precise control of the rotation speed of the drive wheel, and then output the auxiliary power corresponding to the movement trend to ensure that the driving state of the passive carrier is highly consistent with the user's intention. For example, when it is predicted that the passive carrier will maintain the current movement speed, the control system will stabilize the output power of the motor to make the drive wheel rotate at a constant speed, thereby maintaining the smooth forward movement of the carrier. When it is predicted that the carrier needs to accelerate or decelerate, the passive carrier control device will increase or decrease the input current of the motor accordingly to achieve rapid adjustment of the rotation speed of the drive wheel group, meeting the needs of the carrier speed change.

[0077] In a possible implementation, the auxiliary power is not less than 0.5 times the force to maintain the current speed of the passive carrier, and the auxiliary power is not greater than 1.5 times the force to maintain the current speed of the passive carrier.

[0078] In this embodiment, the force to maintain the current speed of the passive carrier is specifically the force formed by the superposition of various forces received by the passive carrier during driving, including but not limited to the superposition of the propulsive force provided by the user, the frictional force, the rolling resistance, the air resistance, and the slope resistance. Since the auxiliary power is not less than 0.5 times the force to maintain the current speed of the passive carrier, when driving in a straight line, the auxiliary power can effectively reduce the resistance received by the carrier during driving, improving the driving efficiency. At the same time, the auxiliary power is not greater than 1.5 times the force to maintain the current speed of the passive carrier, which ensures that sufficient power is provided while not causing excessive burden on the structure and transmission system of the carrier, thereby prolonging the service life of the carrier.

[0079] In a possible implementation, the auxiliary power is not less than 0.5 times the force to maintain the current speed of the passive carrier, and the auxiliary power is not greater than 1 times the force to maintain the current speed of the passive carrier.

[0080] In this embodiment, since the auxiliary power is not greater than 1 times the force required to maintain the current speed of the passive carrier, the user can reduce the force required to push or pull the carrier while avoiding instability during travel due to excessive auxiliary power. This balanced design allows the carrier to maintain good maneuverability and safety while providing auxiliary power. At the same time, during steering operation, the auxiliary power can ensure that the carrier maintains proper stability during turning, while avoiding tire skidding or excessive wear due to excessive power output. In addition, by controlling the auxiliary power within a reasonable range, energy consumption can be effectively reduced, and the endurance of the carrier can be improved.

[0081] In this embodiment, there is a predetermined correspondence between the preset speed interval and the motor speed, and there is also a predetermined correspondence between the motor speed and the hub speed. The predetermined correspondence between the preset speed interval and the motor speed and the predetermined correspondence between the motor speed and the hub speed can be obtained through experimental data or simulation testing and stored in the memory of the passive carrier, so that the passive carrier control device can quickly respond and accurately adjust the speed of the motor to ensure that the auxiliary power output by the hub matches the operating state of the passive carrier.

[0082] In a possible implementation, the drive wheel set includes a first drive wheel 31 and a second drive wheel 32, and the motor assembly includes a first motor 21, and the first drive wheel 31 and the second drive wheel 32 are respectively in driving connection with the first motor 21. Referring to Figure 12 Step S310 includes step S311A, which controls the first motor 21 to rotate at a corresponding speed based on the movement trend of the passive carrier, to correspondingly control the synchronous rotation of the first drive wheel 31 and the second drive wheel 32, so that the first drive wheel 31 and the second drive wheel 32 output corresponding auxiliary power to load on the passive carrier. In this embodiment, by synchronously connecting the first motor 21 with the first drive wheel 31 and the second drive wheel 32, the consistent rotation speed and power output of the two drive wheels during travel can be ensured, thereby helping to improve the stability and maneuverability of the carrier.

[0083] In a possible implementation, referring to Figure 13 Step S311A specifically includes step S311A1, when the movement trend of the passive carrier is to maintain the current movement speed, the first motor 21 is controlled to rotate at a speed corresponding to the preset speed interval in which the current movement speed is located, to correspondingly control the rotation speed of the drive wheel set, so that the drive wheel set outputs auxiliary power corresponding to the preset speed interval in which the current movement speed is located to load on the passive carrier. When the moving tendency of the passive carrier is to change the moving speed, the first motor 21 is controlled to rotate at a speed corresponding to the preset speed interval of the changed moving speed or the preset acceleration interval of the moving acceleration, so as to control the rotation speed of the drive wheel group, and the drive wheel group outputs the auxiliary power corresponding to the preset speed interval of the changed moving speed or the preset acceleration interval of the moving acceleration to the passive carrier.

[0084] In the embodiment, when the moving tendency of the passive carrier is to maintain the current moving speed, the passive carrier control device adjusts the rotation speed of the first motor 21 to a level matching the preset speed interval according to the moving speed of the carrier, so that the drive wheel group can rotate at a stable and consistent speed, ensuring that the carrier maintains smooth and smooth during driving; when the moving tendency of the passive carrier is to change the moving speed, the passive carrier control device dynamically adjusts the rotation speed of the first motor 21 according to the preset speed interval or the acceleration interval, so as to ensure smooth transition of the carrier during speed change, and also improve the acceleration performance and braking effect of the carrier to a certain extent. For example, in the case of acceleration, the control system instructs the first motor 21 to increase the rotation speed, so as to quickly increase the driving speed of the carrier; and in the case of deceleration, the control system instructs the first motor 21 to reduce the rotation speed, or even reverses the driving to achieve the braking effect.

[0085] In an available embodiment, the drive wheel group includes a first drive wheel 31 and a second drive wheel 32, and the motor assembly includes a first motor 21 and a second motor 22, the first drive wheel 31 is in driving connection with the first motor 21, and the second drive wheel 32 is in driving connection with the second motor 22. In the embodiment, by connecting the first motor 21 with the first drive wheel 31 and connecting the second motor 22 with the second drive wheel 32, more flexible and independent control can be achieved. Under different driving conditions, the two motors can independently adjust the output power as needed, so as to provide different auxiliary power for each drive wheel. This design not only improves the controllability of the carrier, but also better adapts to complex road conditions.

[0086] In the embodiment, referring to Figure 14 , step S310 includes step S311B of controlling the first motor 21 and the second motor 22 to rotate at corresponding speeds based on the moving tendency of the passive carrier, so as to control the first drive wheel 31 and the second drive wheel 32 to rotate synchronously or asynchronously, and make the first drive wheel 31 and the second drive wheel 32 output corresponding auxiliary power to the passive carrier.

[0087] In the embodiment, when the moving tendency of the passive carrier is to stop, the first motor 21 and the second motor 22 can be controlled to rotate at a speed corresponding to the stop state, so as to control the rotation speed of the first driving wheel 31 and the second driving wheel 32 correspondingly, and the driving wheel set outputs the auxiliary power corresponding to the stop state and loads the auxiliary power on the passive carrier. In this state, the passive carrier control device instructs the first motor 21 and the second motor 22 to rotate at a very low speed, so as to ensure that the driving wheel set does not produce unnecessary sliding or impact during the stopping process, thereby achieving smooth stopping. When the moving tendency of the passive carrier is to turn, the first motor 21 and the second motor 22 can be controlled to rotate at a speed corresponding to the required turning speed, so as to control the rotation speed of the first driving wheel 31 and the second driving wheel 32 correspondingly, and the driving wheel set outputs the auxiliary power corresponding to the required turning and loads the auxiliary power on the passive carrier. In this state, the passive carrier control device dynamically adjusts the rotation speed of the first motor 21 and the second motor 22 according to the turning angle and speed, so as to realize independent control of the driving wheel set and ensure that the carrier remains stable and smooth during the turning process.

[0088] In an embodiment, referring to Figure 15 , the step S311B is specifically step S311B1. When the moving tendency of the passive carrier is to maintain the current moving speed, the first motor 21 and the second motor 22 are controlled to rotate at a speed corresponding to the preset speed interval in which the current moving speed is located, so as to control the first driving wheel 31 and the second driving wheel 32 to rotate synchronously, and the driving wheel set outputs the auxiliary power corresponding to the preset speed interval in which the current moving speed is located and loads the auxiliary power on the passive carrier. When the moving tendency of the passive carrier is to change speed, the first motor 21 and the second motor 22 are controlled to rotate at a speed corresponding to the preset speed interval in which the moving speed after the speed change is located or the preset acceleration interval in which the moving acceleration is located, so as to control the first driving wheel 31 and the second driving wheel 32 to rotate synchronously, and the driving wheel set outputs the auxiliary power corresponding to the preset speed interval in which the moving speed after the speed change is located or the preset acceleration interval in which the moving acceleration is located and loads the auxiliary power on the passive carrier. When the moving tendency of the passive carrier is to turn, the first motor 21 and the second motor 22 are controlled to rotate asynchronously, and the first driving wheel 31 and the second driving wheel 32 output the auxiliary power corresponding to the turning direction of the passive carrier and load the auxiliary power on the passive carrier.

[0089] In the embodiment, when the movement tendency of the passive carrier is to maintain the current moving speed, the passive carrier control device ensures that the first motor 21 and the second motor 22 rotate at the same speed, so that the first drive wheel 31 and the second drive wheel 32 rotate synchronously, which helps to maintain the straight driving stability of the carrier and avoid the yawing moment caused by the inconsistent rotation speed of the drive wheels, thereby improving the stability of driving. When the movement tendency of the passive carrier is to change speed, the passive carrier control device dynamically adjusts the rotation speed of the first motor 21 and the second motor 22 according to the preset speed interval or acceleration interval, to ensure that the two drive wheels rotate synchronously during the speed change process, thereby helping the carrier to maintain smooth transition during acceleration or deceleration and avoiding body shaking or instability caused by inconsistent rotation speed. When the movement tendency of the passive carrier is to turn, the passive carrier control device adjusts the rotation speed of the first motor 21 and the second motor 22 according to the turning angle and speed, so that the first motor 21 and the second motor 22 rotate at different speeds, thereby realizing independent control of the first drive wheel 31 and the second drive wheel 32, which helps to provide appropriate auxiliary power for each drive wheel during turning, ensures the stability and smoothness of the carrier during turning, and reduces tire wear and improves turning response speed.

[0090] In a feasible embodiment, the passive carrier further comprises a steering wheel 33, and the motor assembly comprises a third motor 23, and the steering wheel 33 is in transmission connection with the third motor 23.

[0091] In the embodiment, the transmission connection between the third motor 23 and the steering wheel 33 can further improve the handling performance of the carrier. During turning, the third motor 23 can dynamically adjust its output power according to the turning angle and speed to provide appropriate auxiliary power for the steering wheel 33. This design enables the steering wheel 33 to obtain more accurate and timely power support during turning, thereby improving the sensitivity and stability of turning. When the movement tendency of the passive carrier is to turn, the third motor 23 dynamically adjusts its rotation speed according to the change of the turning angle and speed. When the carrier needs to turn left or right, the third motor 23 outputs corresponding auxiliary power to enable the steering wheel 33 to more easily complete the turning action. This independent control method not only reduces tire wear during turning, but also improves the turning response speed, making the carrier have better handling performance in complex road conditions. In addition, when the movement tendency of the passive carrier is to change speed, the third motor 23 can also be adjusted as needed. For example, in the case of deceleration and turning, the third motor 23 can work with the first motor 21 and the second motor 22 to provide additional auxiliary power to the steering wheel 33, to ensure that the carrier maintains smooth and smooth during deceleration and turning.

[0092] In the embodiment, reference is made to the above description of the first motor 21 and the second motor 22. Figure 16The step S300 includes a step S320, which controls the rotation angle of the third motor 23 based on the movement trend of the passive vehicle to correspondingly control the rotation direction of the steering wheel 33, so that the steering wheel 33 outputs auxiliary power corresponding to the steering direction of the passive vehicle and loads it on the passive vehicle.

[0093] In this embodiment, when the passive vehicle's movement trend is to maintain its current direction of movement, the passive vehicle control device ensures that the third motor 23 remains within a preset rotation angle range, thereby maintaining the steering wheel 33 in a straight-line driving state. This control method helps improve the vehicle's stability when driving in a straight line, and avoids side slip or shaking caused by improper steering wheel 33 angles.

[0094] In one possible embodiment, reference Figure 17 Step S320 includes step S321, when the passive vehicle moves in a turning direction, controlling the rotation angle of the third motor 23 to correspondingly control the rotation direction of the steering wheel 33, so that the steering wheel 33 outputs an auxiliary power corresponding to the turning direction of the passive vehicle and loads it onto the passive vehicle.

[0095] In this embodiment, when the passive vehicle's movement is turning, the passive vehicle control device dynamically adjusts the rotation angle of the third motor 23 based on the steering angle and speed to achieve independent control of the steering wheel 33. This design enables the steering wheel 33 to obtain more precise and timely power support during the steering process, thereby improving steering sensitivity and stability. During the steering process, the third motor 23 can dynamically adjust its output power based on changes in the steering angle and speed to provide appropriate auxiliary power to the steering wheel 33. This not only reduces tire wear during steering, but also improves steering response speed, making the vehicle more maneuverable in complex road conditions.

[0096] In a feasible implementation manner, the passive vehicle further includes a brake assembly 40 , and the brake assembly 40 is disposed on the driving wheel assembly.

[0097] In this embodiment, by providing a brake assembly 40 on the driving wheel assembly, the safety and handling performance of the vehicle can be further improved. When deceleration or parking is required, the brake assembly 40 can dynamically adjust the braking force according to the driving state of the vehicle to ensure that the vehicle decelerates smoothly or stops quickly. When the movement trend of the passive vehicle is to decelerate, the brake assembly 40 can dynamically adjust the braking force according to the current speed of the vehicle and the predetermined deceleration target. By precisely controlling the braking force, the brake assembly 40 can keep the vehicle stable during the deceleration process, avoiding body shaking or yaw caused by excessive or uneven braking force.

[0098] In an embodiment, the brake assembly 40 comprises an electronic control unit (ECU) connected to the first motor 21, the second motor 22 and the third motor 23 for comprehensive control of the brake assembly 40. In this embodiment, by combining the brake assembly 40 with the motor assembly and comprehensively controlling them through the electronic control unit (ECU), comprehensive monitoring and precise control of the running state of the carrier can be achieved. The ECU can obtain real-time running data of the carrier, including speed, acceleration, steering angle, etc., and dynamically adjust the working state of the motor and the brake assembly 40 according to these data to ensure that the carrier can maintain optimal running performance and safety under various running conditions. When the moving trend of the passive carrier is speed change, the ECU will dynamically adjust the speed of the first motor 21 and the second motor 22 according to the preset speed interval or acceleration interval, and control the brake force of the brake assembly 40 to ensure that the carrier maintains smooth transition during acceleration or deceleration. When steering, the ECU will dynamically adjust the speed and angle of the first motor 21, the second motor 22 and the third motor 23 according to the steering angle and speed, and control the brake force of the brake assembly 40 to ensure that the carrier maintains stability and smoothness during steering. In this way, the carrier can not only maintain optimal handling performance and running stability during running, but also effectively improve safety and reduce the risk of accidents caused by improper operation or changes in road conditions.

[0099] In an embodiment, referring to Figure 18 , the step S300 comprises a step S330 of controlling the brake assembly 40 to act when the moving trend of the passive carrier is deceleration or stop, so as to correspondingly reduce the rotation speed of the drive wheel set and load the corresponding auxiliary power output by the drive wheel set on the passive carrier.

[0100] In this embodiment, the adjustment of brake force is based on the current running speed of the carrier and the predetermined deceleration target. Specifically, when the carrier needs to decelerate, the brake assembly 40 will dynamically adjust the brake force according to the change of the preset speed interval of the moving speed of the passive carrier and the change of the acceleration interval of the passive carrier. In this way, it can be ensured that the carrier will not appear body shaking or yawing phenomenon caused by sudden braking or uneven braking during deceleration, thereby improving the stability and safety of running.

[0101] In a feasible implementation, when the moving trend of the passive carrier is to change speed, in addition to the need to adjust according to the current speed and the predetermined deceleration target, the brake assembly 40 also needs to work cooperatively with the motor assembly to ensure smooth transition of the carrier during acceleration or deceleration. For example, in the case of needing to decelerate quickly and turn, the brake assembly 40 will adjust cooperatively with the first motor 21, the second motor 22 and the third motor 23 to ensure smooth and smooth transition of the carrier during deceleration and turning. In this way, by comprehensively controlling the brake force and the motor speed, the carrier can more flexibly cope with various complex road conditions, improve the overall driving performance.

[0102] In this embodiment, by reasonably controlling the speed and angle of the first motor 21, the second motor 22 and the third motor 23 and the brake assembly 40, comprehensive control of the passive carrier can be achieved, ensuring that it can maintain stable, smooth and efficient auxiliary power output in various driving states. Not only improves the handling performance of the carrier, but also effectively reduces energy consumption and improves driving efficiency, bringing users a more comfortable and safe driving experience.

[0103] Reference Figure 19 , the passive carrier control method further comprises steps S400-S500, wherein: Step S400, obtaining the running environment data of the passive carrier.

[0104] In this embodiment, the running environment data of the passive carrier can include road surface conditions, weather conditions, traffic conditions and other information. These data can be obtained through various sensors and external information sources, such as cameras, radars, GPS, vehicle-mounted communication systems, etc. Obtaining these data can ensure that the carrier can provide accurate auxiliary power in various complex environments, thereby providing data support for the adjustment of auxiliary power.

[0105] In a feasible implementation, the environment data of the passive carrier includes the bump degree of the road surface on which the passive carrier travels and / or the slope of the road surface on which the passive carrier travels.

[0106] In this embodiment, the road surface condition has an important influence on the driving performance and safety of the carrier. By obtaining the bump degree and slope information of the road surface on which the passive carrier travels, the auxiliary power output of the carrier can be further optimized. For example, when a high bump degree of the road surface is detected, the control device can appropriately increase the output power of the motor to ensure that the carrier maintains stable driving on the bumpy road surface. Similarly, when the carrier travels on a road surface with a large slope, the control device can dynamically adjust the speed and torque of the motor to provide sufficient traction to help the carrier smoothly climb or descend the slope.

[0107] In a feasible implementation, referring to Figure 20, step S400 includes step S410A, determining the bumpiness of the road surface traveled by the passive carrier based on the operating state data of the passive carrier.

[0108] In this embodiment, by accurately measuring and analyzing the operating state data of the passive carrier, the bumpiness of the road surface can be evaluated in real time. For example, through sensors such as accelerometers and gyroscopes, the vibration and inclination experienced by the carrier during driving can be detected, so as to calculate the bumpiness of the road surface.

[0109] In a feasible implementation, with reference to Figure 21 , step S410A includes steps S410A1-S410A2, wherein: Step S410A1, according to the plurality of moving speeds of the passive carrier, obtaining fluctuation data of the moving speed.

[0110] In this embodiment, by analyzing the operating state of the passive carrier at different speeds, the bumpiness of the road surface can be more accurately evaluated. The fluctuation data of the moving speed can reflect the influence of the road surface condition on the driving stability of the carrier. For example, when the carrier has a large speed fluctuation in a certain speed range, it may indicate that the road bumpiness is high, and the motor output needs to be adjusted accordingly.

[0111] Step S410A2, based on the fluctuation data and a preset corresponding relationship between the fluctuation data and the bumpiness of the road surface traveled by the passive carrier, determining the bumpiness of the road surface traveled by the passive carrier.

[0112] In this embodiment, by analyzing the operating fluctuation data of the passive carrier at different speeds, the bumpiness of the road surface can be more accurately evaluated. For example, when the carrier is driving at high speed, small bumps on the road surface may cause large speed fluctuations, and these fluctuation data can be captured and recorded by sensors. By comparing with the preset fluctuation data, the bumpiness of the current road surface can be determined. The preset corresponding relationship between the fluctuation data and the road bumpiness can be obtained through experiments or historical data, thereby providing a basis for real-time evaluation.

[0113] In a feasible implementation, with reference to Figure 22 , step S400 includes step S410B, obtaining the slope of the road surface traveled by the passive carrier based on the angle detection device 50.

[0114] In this embodiment, the angle detection device 50 can be arranged at each key position of the passive carrier, such as the wheels or the vehicle body, to ensure that the road surface condition information can be accurately obtained. Through the angle detection device 50, specifically, for example, an inclination sensor or an inertial measurement unit (IMU), the inclination angle of the carrier relative to the ground can be accurately measured, and the slope of the road surface can be determined.

[0115] Step S500, adjusting the auxiliary power loaded on the passive carrier based on the running environment data of the passive carrier.

[0116] In this embodiment, the adjustment of auxiliary power is the key to ensure the safe and efficient operation of the carrier in various complex environments. By acquiring and analyzing the running environment data of the passive carrier, precise control of the auxiliary power can be achieved. In this embodiment, the acquired running environment data can be analyzed comprehensively first. For example, according to the information of road conditions, weather conditions and traffic conditions, the influence degree of the current environment on the driving performance of the carrier can be determined. Then, according to these data, the passive carrier control device can dynamically adjust the output of the auxiliary power to adapt to different driving conditions. For example, in rainy and snowy weather, the friction coefficient of the road surface will decrease, at this time the control device can appropriately reduce the output power of the motor to avoid slipping and losing control. In addition, if the front traffic congestion is detected, the control device can slow down in advance to ensure the smooth driving of the carrier in the congested road section. In practical application, the control device can use advanced algorithms such as fuzzy logic, neural network or genetic algorithm to realize intelligent adjustment of the auxiliary power. These algorithms can continuously optimize the control strategy according to historical data and real-time data, thereby improving the driving performance and safety of the carrier.

[0117] In a feasible implementation manner, referring to Figure 23 , step S500 includes steps S510-S520, wherein: Step S510, acquiring the external force acting on the passive carrier by the bump degree of the road surface traveled by the passive carrier and / or the slope of the road surface traveled by the passive carrier.

[0118] In this embodiment, by accurately measuring the external force acting on the passive carrier during driving, the adjustment strategy of the auxiliary power can be further optimized. For example, when the carrier drives on a bumpy road surface, the unevenness of the road surface will generate additional impact force on the carrier, which will affect the driving stability and ride comfort of the carrier. In addition, when the carrier drives on a road section with a large slope, the gravity component will generate additional push-pull force on the carrier, which will also affect the driving stability and power output of the carrier. By acquiring the data of these external forces, more accurate basis can be provided for the adjustment of the auxiliary power. By acquiring the data of these external forces, the auxiliary power can be adjusted accordingly to offset these adverse effects, so as to ensure that the carrier can provide the best auxiliary power in various complex road conditions, thereby maintaining the good driving performance of the passive carrier.

[0119] Step S520, adjusting the auxiliary power loaded on the passive carrier based on the external force to eliminate the external force.

[0120] In this embodiment, by accurately measuring the external forces acting on the passive carrier during driving, the adjustment strategy of the auxiliary power can be further optimized. For example, when the carrier drives on a bumpy road, the unevenness of the road will generate additional impact force on the carrier, which will affect the driving stability and ride comfort of the carrier. In addition, when the carrier drives on a road with a large slope, the gravity component will generate additional push-pull force on the carrier, which will also affect the driving stability and power output of the carrier. By obtaining the data of these external forces, more accurate basis can be provided for the adjustment of the auxiliary power. Based on these external force data, the auxiliary power can be adjusted accordingly to offset these adverse effects, so as to ensure that the passive carrier can provide the best auxiliary power under various complex road conditions, thereby maintaining good driving performance of the passive carrier. For example, if a large bumping force is detected, the control device can increase the output power of the motor to ensure that the carrier can overcome the unevenness of the road and maintain smooth driving. Similarly, if the carrier is subjected to a large gravity component force on an uphill road, the control device can appropriately increase the output power of the motor to ensure that the carrier can smoothly climb the slope and avoid stagnation or deceleration due to insufficient power.

[0121] In this embodiment, during the adjustment of the auxiliary power, the passive carrier control device can also monitor the driving state of the carrier in real time, such as speed, acceleration, steering angle, etc., to ensure that the adjustment of the auxiliary power matches the actual driving needs of the carrier. In addition, the control device can also reasonably allocate the output of the auxiliary power according to the battery capacity, motor temperature and other parameters of the carrier, to avoid excessive consumption of battery capacity or overheating of the motor. In this way, the carrier can provide the best auxiliary power under various complex road conditions, thereby maintaining good driving performance of the passive carrier.

[0122] In a feasible implementation, the passive carrier further comprises an occupancy sensor 60.

[0123] In this embodiment, the introduction of the occupancy sensor 60 further enhances the sensing ability of the passive carrier to the surrounding environment. These sensors can be installed at key positions of the carrier, such as front and rear bumpers, sides and tail, etc., to monitor the distance and relative position of the passive carrier to the surrounding human body.

[0124] In a feasible implementation, with reference to Figure 24 The passive carrier control method further comprises steps S610-S620. Step S610, obtaining human body information around the passive carrier based on the occupancy sensor 60.

[0125] In this embodiment, by obtaining human body information around the passive carrier based on the occupancy sensor 60, the passive carrier can better identify and respond to the surrounding environment. The occupancy sensor 60 can detect the presence, position and motion state of the human body, thereby providing real-time environmental perception data for the carrier. For example, when the carrier is driving in a parking lot or narrow road, the occupancy sensor 60 can timely discover the presence of pedestrians or other obstacles, thereby avoiding potential collision accidents. When the occupancy sensor 60 determines that there is no human body information around the passive carrier, the passive carrier control device can control the passive carrier to stop or lock, to ensure the safety of the passive carrier and avoid unnecessary energy waste.

[0126] Step S620, based on the determination that there is no human body information in the preset range of the passive carrier, controlling the passive carrier to lock.

[0127] In this embodiment, the locking mechanism can be physical, such as fixing the wheels of the carrier by automatically extending a lock, or electronic, such as disabling the control system of the carrier to prevent unauthorized use. By implementing the locking mechanism, the passive carrier is ensured to be in a safe state without human supervision. When the occupancy sensor 60 detects that there is no human body information around, the control device will automatically start the locking program to prevent the carrier from moving or being illegally stolen, thereby improving the safety of the passive carrier.

[0128] In this embodiment, by obtaining the running state data of the passive carrier, and then determining the moving trend of the passive carrier according to the running state data of the passive carrier, and outputting the corresponding auxiliary power to the passive carrier based on the moving trend of the passive carrier. Through the above method, when the passive carrier maintains the current moving speed, the auxiliary power corresponding to the current moving speed can be output to the passive carrier; when the passive carrier changes speed, the auxiliary power corresponding to the moving speed after changing speed or the moving acceleration of the passive carrier can be output to the passive carrier; when the passive carrier turns, the auxiliary power corresponding to the turning direction of the passive carrier can be output to the passive carrier. In this way, the method can ensure that the passive carrier can obtain appropriate and accurate auxiliary power support under different running states, thereby improving the running stability and safety of the passive carrier and improving the assistance effect of the passive carrier.

[0129] The application also provides a passive carrier control device, referring to Figure 25 , the passive carrier control device comprises a memory 01, a processor 02 and a passive carrier control program stored in the memory 01 and executable on the processor 02, the passive carrier control program is configured to realize the steps of the passive carrier control method.

[0130] The passive carrier control device provided in the application adopts the passive carrier control method in the above embodiments, and can improve the assistance effect of the passive carrier. Compared with the prior art, the passive carrier control device provided in the application has the same beneficial effects as the passive carrier control method provided in the above embodiments, and other technical features in the passive carrier control device are the same as the features disclosed in the above embodiments, which will not be repeated here.

[0131] The application also provides a passive carrier, which uses the passive carrier control method or includes the passive carrier control device.

[0132] In a feasible implementation, the running state detection device 10 can be installed at key positions of the passive carrier, such as wheels, axles, vehicle bodies, etc., to ensure that the running state data of the passive carrier can be obtained in real time and accurately. The running state detection device 10 is connected to the communication interface of the passive carrier control device, and transmits the detected data to the passive carrier control device in real time. The running state detection device 10 includes but is not limited to a grating sensor, a Hall sensor, a code disc sensor, an acceleration sensor, a gyroscope, an angle sensor, and a pressure sensor, etc. The grating sensor can determine the displacement and speed of the passive carrier by measuring the movement of grating stripes, the Hall sensor can detect the change of the magnetic field to obtain the speed of the carrier, and the code disc sensor can determine the rotating speed and position of the carrier by measuring the marks on the code disc, and then determine the moving speed of the passive carrier. The acceleration sensor can detect the acceleration change of the carrier in each direction to provide dynamic information about the motion state of the carrier for the control device. The gyroscope can provide accurate data about the rotational motion of the carrier to help the control device determine the inclination and steering state of the carrier. The angle sensor is used to measure the steering angle of the carrier to provide real-time data about the steering state of the carrier for the control device. The above sensors can be used alone or in combination, so that the running state detection device 10 can sense and feedback the motion state of the passive carrier in real time, and provide data support for the subsequent control strategy of the passive carrier.

[0133] In a feasible implementation, the passive carrier further includes a motor assembly and a driving wheel set in transmission connection with the motor assembly; the motor assembly is used to rotate at a corresponding speed based on the moving trend of the passive carrier, to correspondingly control the rotating speed of the driving wheel set, so as to output corresponding auxiliary power on the passive carrier by the driving wheel set.

[0134] In this embodiment, the drive wheel set can include one, two or other number of drive wheels, which are driven by the power provided by the motor assembly. The motor assembly can include one, two or other number of motors. When the motor is one, the motor can be connected to one drive wheel alone or simultaneously connected to multiple drive wheels respectively, so as to simultaneously drive multiple drive wheels to rotate synchronously. The motor can be an electric motor, a hybrid motor or other types of motor, which is selected according to different types of carriers and requirements. The transmission connection between the drive wheel set and the motor assembly can adopt gear transmission, belt transmission or other transmission modes to ensure efficient power transmission.

[0135] In this embodiment, the output power of the motor assembly can be dynamically adjusted according to the instructions output by the passive carrier control device. When it is detected that the passive carrier needs to be accelerated, the control device will instruct the motor assembly to increase the output power, so as to increase the driving speed of the carrier. Conversely, when it is needed to decelerate or stop, the control device will instruct the motor assembly to reduce the output power, or even to reverse drive to achieve the braking effect.

[0136] In a feasible implementation, referring to Figure 26 , the drive wheel set includes a first drive wheel 31 and a second drive wheel 32, and the motor assembly includes a first motor 21, and the first drive wheel 31 and the second drive wheel 32 are respectively in transmission connection with the first motor 21.

[0137] In this embodiment, by synchronously connecting the first motor 21 with the first drive wheel 31 and the second drive wheel 32, it can be ensured that the two drive wheels maintain consistent rotating speed and power output during driving, thereby helping to improve the stability and maneuverability of the carrier.

[0138] In this embodiment, when the movement trend of the passive carrier is to maintain the current movement speed, the passive carrier control device will adjust the rotating speed of the first motor 21 to a level matched with the preset speed interval according to the current movement speed of the carrier, so that the drive wheel set can rotate at a stable and consistent speed, ensuring that the carrier maintains smooth and smooth during driving; when the movement trend of the passive carrier is to change the speed, the passive carrier control device dynamically adjusts the rotating speed of the first motor 21 according to the preset speed interval or the acceleration interval, so as to ensure smooth transition of the carrier during speed change, and also improve the acceleration performance and braking effect of the carrier to a certain extent. For example, in the case of acceleration, the control system will instruct the first motor 21 to increase the rotating speed, so as to quickly increase the driving speed of the carrier; and in the case of deceleration, the control system will instruct the first motor 21 to reduce the rotating speed, or even to reverse drive to achieve the braking effect.

[0139] In a feasible implementation, referring to Figure 27The drive wheel set comprises a first drive wheel 31 and a second drive wheel 32, and the motor assembly comprises a first motor 21 and a second motor 22. The first drive wheel 31 is in driving connection with the first motor 21, and the second drive wheel 32 is in driving connection with the second motor 22. In this embodiment, the first motor 21 is connected with the first drive wheel 31, and the second motor 22 is connected with the second drive wheel 32, so that more flexible and independent control can be realized. Under different driving conditions, the two motors can independently adjust the output power as needed, so as to provide different auxiliary power for each drive wheel. This design not only improves the maneuverability of the carrier, but also better adapts to complex road conditions.

[0140] In this embodiment, when the movement trend of the passive carrier is to maintain the current moving speed, the first motor 21 and the second motor 22 are controlled to rotate at a speed corresponding to the preset speed interval in which the current moving speed is located, so as to control the first drive wheel 31 and the second drive wheel 32 to rotate synchronously, so that the drive wheel set outputs the auxiliary power corresponding to the preset speed interval in which the current moving speed is located and loads the auxiliary power on the passive carrier; when the movement trend of the passive carrier is to change the speed, the first motor 21 and the second motor 22 are controlled to rotate at a speed corresponding to the preset speed interval in which the moving speed after changing the speed is located or corresponding to the preset acceleration interval in which the moving acceleration is located, so as to control the first drive wheel 31 and the second drive wheel 32 to rotate synchronously, so that the drive wheel set outputs the auxiliary power corresponding to the preset speed interval in which the moving speed after changing the speed is located or corresponding to the preset acceleration interval in which the moving acceleration is located, and loads the auxiliary power on the passive carrier; when the movement trend of the passive carrier is to change the direction, the first motor 21 and the second motor 22 are controlled to rotate asynchronously, so that the first drive wheel 31 and the second drive wheel 32 output the auxiliary power corresponding to the turning direction of the passive carrier and load the auxiliary power on the passive carrier.

[0141] In a feasible embodiment, the passive carrier further comprises a steering wheel 33, and the motor assembly comprises a third motor 23; the third motor 23 is used to rotate at a corresponding angle based on the movement trend of the passive carrier, so as to control the rotation direction of the steering wheel 33, so that the steering wheel 33 outputs the corresponding auxiliary power and loads the auxiliary power on the passive carrier.

[0142] In this embodiment, the third motor 23 is connected to the steering wheel 33 through a transmission mechanism, which can further improve the steering performance of the vehicle. During steering, the third motor 23 can dynamically adjust its output power according to the steering angle and speed, providing appropriate auxiliary power to the steering wheel 33. This design allows the steering wheel 33 to obtain more precise and timely power support during steering, thereby improving the sensitivity and stability of steering. When the passive vehicle is moving in a steering direction, the third motor 23 dynamically adjusts its speed according to the changes in steering angle and speed. When the vehicle needs to turn left or right, the third motor 23 will output corresponding auxiliary power, making it easier for the steering wheel 33 to complete the steering action. This independent control method not only reduces tire wear during steering, but also improves steering response speed, making the vehicle more maneuverable in complex road conditions. In addition, when the passive vehicle is moving in a speed-changing direction, the third motor 23 can also be adjusted as needed. For example, in the case of deceleration and steering, the third motor 23 can work with the first motor 21 and the second motor 22 to provide additional auxiliary power to the steering wheel 33, ensuring that the vehicle remains smooth and smooth during deceleration and steering.

[0143] In a possible implementation, the passive vehicle further includes a brake assembly 40 disposed on the drive wheel set; the brake assembly 40 is used when the passive vehicle is moving in a deceleration or stop direction to correspondingly reduce the rotation speed of the drive wheel set, so that the drive wheel set outputs corresponding auxiliary power to the passive vehicle.

[0144] In this embodiment, by providing a brake assembly 40 on the drive wheel set, the safety and steering performance of the vehicle can be further improved. When deceleration or parking is required, the brake assembly 40 can dynamically adjust the brake force according to the running state of the vehicle to ensure smooth deceleration or rapid stopping of the vehicle. When the passive vehicle is moving in a deceleration direction, the brake assembly 40 can dynamically adjust the brake force according to the current speed of the vehicle and the predetermined deceleration target. By precisely controlling the brake force, the brake assembly 40 can keep the vehicle stable during deceleration, avoiding body sway or yaw caused by excessive or uneven brake force.

[0145] In a possible implementation, the passive vehicle includes an angle detection device 50; the angle detection device 50 is used to obtain the slope of the road surface on which the passive vehicle is running.

[0146] In this embodiment, the angle detection device 50 can be arranged at key positions of the passive carrier, such as wheels, suspension systems or vehicle body, to ensure that the road condition information can be accurately obtained. Through the angle detection device 50, such as an inclination sensor or an inertial measurement unit (IMU), the inclination angle of the carrier relative to the ground can be accurately measured, and then the slope of the road can be determined.

[0147] In a feasible implementation, the passive carrier further comprises an occupancy sensor 60, which is used to obtain human body information around the passive carrier.

[0148] In this embodiment, the occupancy sensor 60 further enhances the sensing ability of the passive carrier to the surrounding environment. The occupancy sensor 60 can be installed at key positions of the carrier, such as front and rear bumpers, sides and tail, etc., to monitor the distance and relative position between the passive carrier and the surrounding human body. By obtaining the human body information around the passive carrier based on the occupancy sensor 60, the passive carrier can better identify and respond to the surrounding environment. The occupancy sensor 60 can detect the presence, position and motion state of the human body, thereby providing real-time environmental sensing data for the carrier. For example, when the carrier is driving in a parking lot or a narrow road, the occupancy sensor 60 can timely find the presence of pedestrians or other obstacles, thereby avoiding potential collision accidents. When the occupancy sensor 60 determines that there is no human around the passive carrier, the passive carrier control device can control the passive carrier to stop or lock, to ensure the safety of the passive carrier, and to avoid unnecessary energy waste.

[0149] In this embodiment, by obtaining the running state data of the passive carrier, and then determining the moving trend of the passive carrier according to the running state data of the passive carrier, and then outputting the corresponding auxiliary power based on the moving trend of the passive carrier to the passive carrier. Through the above method, when the passive carrier maintains the current moving speed, the auxiliary power corresponding to the current moving speed can be output to the passive carrier; when the passive carrier changes speed, the auxiliary power corresponding to the moving speed after changing speed or the moving acceleration of the passive carrier can be output to the passive carrier; when the passive carrier turns, the auxiliary power corresponding to the turning direction of the passive carrier can be output to the passive carrier. In this way, the method can ensure that the passive carrier can obtain appropriate and accurate auxiliary power support under different running states, thereby improving the running stability and safety of the passive carrier, and improving the assistance effect of the passive carrier.

[0150] The above only describes some embodiments of the present application, and does not limit the patent scope of the present application. Any equivalent structural transformation based on the technical concept of the present application, or direct / indirect application in other related technical fields is included in the patent protection scope of the present application.

Claims

1. A passive vehicle control method, characterized in that: The passive vehicle control method includes: Obtain the operating status data of the passive vehicle; Determine the movement trend of the passive vehicle based on the operating status data of the passive vehicle; Based on the movement trend of the passive vehicle, corresponding auxiliary power is output and loaded onto the passive vehicle.

2. The passive vehicle control method according to claim 1, wherein: The operating status data of the passive vehicle includes a plurality of moving speeds of the passive vehicle within a current preset time period; The step of determining the movement trend of the passive vehicle according to the operating status data of the passive vehicle includes: The moving trend of the passive vehicle is determined based on the preset speed range in which the multiple moving speeds of the passive vehicle are located; the step of determining the moving trend of the passive vehicle based on the preset speed range in which the multiple moving speeds of the passive vehicle are located includes: when the multiple moving speeds of the passive vehicle are all in the same preset speed range, the moving trend of the passive vehicle is determined to maintain the current moving speed; when the multiple moving speeds of the passive vehicle change from the first preset speed range to the second preset speed range, the moving trend of the passive vehicle is determined to change speed; when the multiple moving speeds of the passive vehicle are all in the preset stop speed range, the moving trend of the passive vehicle is determined to stop.

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

4. The passive vehicle control method according to claim 1, wherein: The operating status data of the passive vehicle includes a plurality of movement accelerations within a current preset time period; The step of determining the movement trend of the passive vehicle according to the operating status data of the passive vehicle includes: When the movement acceleration of the passive vehicle is within the first preset acceleration range, determining that the movement trend of the passive vehicle is to maintain the current movement speed; When the movement acceleration of the passive vehicle is in the second preset acceleration interval or the third preset acceleration interval, determining that the movement trend of the passive vehicle is speed change; when the movement acceleration of the passive vehicle is in the second preset acceleration interval or the third preset acceleration interval, the step of determining that the movement trend of the passive vehicle is speed change specifically includes: when the movement acceleration of the passive vehicle is in the second preset acceleration interval, determining that the movement trend of the passive vehicle is accelerating; when the movement acceleration of the passive vehicle is in the third preset acceleration interval, determining that the movement trend of the passive vehicle is decelerating; When the moving acceleration of the passive vehicle is in the fourth preset acceleration range, it is determined that the moving trend of the passive vehicle is to stop moving; wherein, the fourth preset acceleration range is smaller than the third preset acceleration range, the third preset acceleration range is smaller than the first preset acceleration range, and the first preset acceleration range is smaller than the second preset acceleration range.

5. The passive vehicle control method according to claim 2, wherein: The operating status data of the passive vehicle includes multiple moving directions within a current preset time period; The step of determining the movement trend of the passive vehicle according to the operating status data of the passive vehicle includes: The moving trend of the passive vehicle is determined based on the offsets of multiple moving directions of the passive vehicle relative to the initial direction; the step of determining the moving trend of the passive vehicle based on the offsets of multiple moving directions of the passive vehicle relative to the initial direction includes: when the offsets of the moving directions of the passive vehicle relative to the initial direction are all less than a preset offset threshold, determining that the moving trend of the passive vehicle is to maintain the current moving direction; when there is a moving direction of the passive vehicle with an offset relative to the initial direction that is not less than the offset threshold, determining that the moving trend of the passive vehicle is to turn.

6. The passive vehicle control method according to claim 1, wherein: The passive vehicle includes a motor assembly and a driving wheel assembly transmission-connected to the motor assembly; The step of outputting corresponding auxiliary power based on the movement trend of the passive vehicle and loading it onto the passive vehicle includes: Based on the movement trend of the passive vehicle, the motor assembly is controlled to rotate at a corresponding speed, so as to correspondingly control the rotation speed of the driving wheel group, so that the driving wheel group outputs corresponding auxiliary power to be loaded on the passive vehicle.

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

8. The passive vehicle control method according to claim 6, wherein: The driving wheel assembly includes a first driving wheel and a second driving wheel, the motor assembly includes a first motor, and the first driving wheel and the second driving wheel are respectively connected to the first motor in a transmission manner. The steps of controlling the motor assembly to rotate at a corresponding speed based on the movement trend of the passive vehicle to correspondingly control the rotation speed of the driving wheel assembly so that the driving wheel assembly outputs corresponding auxiliary power to load the passive vehicle include: Based on the moving trend of the passive vehicle, the first motor is controlled to rotate at a corresponding speed, so as to correspondingly control the first drive wheel and the second drive wheel to rotate synchronously, so that the first drive wheel and the second drive wheel output corresponding auxiliary power to be loaded on the passive vehicle; the step of controlling the first motor to rotate at a corresponding speed based on the moving trend of the passive vehicle, so as to correspondingly control the first drive wheel and the second drive wheel to rotate synchronously, so that the first drive wheel and the second drive wheel output corresponding auxiliary power to be loaded on the passive vehicle is specifically: when the moving trend of the passive vehicle is to maintain the current moving speed, the first motor is controlled to rotate at a speed corresponding to the current moving speed. The first motor is controlled to rotate at a speed within a preset speed range to correspondingly control the rotation speed of the driving wheel group, so that the driving wheel group outputs an auxiliary power corresponding to the preset speed range of the current moving speed and is loaded on the passive vehicle; when the moving trend of the passive vehicle is speed-changing, the first motor is controlled to rotate at a speed within a preset speed range corresponding to the moving speed after the speed change or within a preset acceleration range corresponding to the moving acceleration, so as to correspondingly control the rotation speed of the driving wheel group, so that the driving wheel group outputs an auxiliary power corresponding to the preset speed range of the moving speed after the speed change or within the preset acceleration range of the moving acceleration and is loaded on the passive vehicle; or, The driving wheel assembly includes a first driving wheel and a second driving wheel, the motor assembly includes a first motor and a second motor, the first driving wheel is in transmission connection with the first motor, and the second driving wheel is in transmission connection with the second motor. The steps of controlling the motor assembly to rotate at a corresponding speed based on the movement trend of the passive vehicle to correspondingly control the rotation speed of the driving wheel assembly so that the driving wheel assembly outputs corresponding auxiliary power to load the passive vehicle include: Based on the moving trend of the passive vehicle, the first motor and the second motor are controlled to rotate at corresponding speeds, so as to correspondingly control the first drive wheel and the second drive wheel to rotate synchronously or asynchronously, so that the first drive wheel and the second drive wheel output corresponding auxiliary power to be loaded on the passive vehicle; the step of controlling the first motor and the second motor to rotate at corresponding speeds based on the moving trend of the passive vehicle, so as to correspondingly control the first drive wheel and the second drive wheel to rotate synchronously or asynchronously, so that the first drive wheel and the second drive wheel output corresponding auxiliary power to be loaded on the passive vehicle is specifically as follows: when the moving trend of the passive vehicle is to maintain the current moving speed, the first motor and the second motor are controlled to rotate at a speed corresponding to the preset speed range of the current moving speed, so as to correspondingly control the first drive wheel and the second drive wheel to rotate synchronously, so that the The driving wheel group outputs an auxiliary power corresponding to the preset speed range of the current moving speed and is loaded on the passive vehicle; when the moving trend of the passive vehicle is speed change, the first motor and the second motor are controlled to rotate at a speed corresponding to the preset speed range of the moving speed after the speed change or the preset acceleration range of the moving acceleration, so as to control the first driving wheel and the second driving wheel to rotate synchronously, so that the driving wheel group outputs an auxiliary power corresponding to the preset speed range of the moving speed after the speed change or the preset acceleration range of the moving acceleration, and is loaded on the passive vehicle; when the moving trend of the passive vehicle is turning, the first motor and the second motor are controlled to rotate asynchronously, so that the first driving wheel and the second driving wheel output auxiliary power corresponding to the turning direction of the passive vehicle and are loaded on the passive vehicle.

9. The passive vehicle control method according to claim 6, wherein: The passive vehicle further includes a steering wheel, the motor assembly includes a third motor, and the steering wheel is in transmission connection with the third motor. The step of outputting corresponding auxiliary power based on the movement trend of the passive vehicle and loading it onto the passive vehicle includes: When the passive vehicle is moving in a turning direction, controlling the rotation angle of the third motor to correspondingly control the rotation direction of the steering wheel, so that the steering wheel outputs auxiliary power corresponding to the turning direction of the passive vehicle and loads the passive vehicle; and / or, The passive vehicle further includes a brake assembly, and the brake assembly is disposed on the driving wheel assembly; the step of outputting auxiliary power based on the moving trend of the passive vehicle and loading it on the passive vehicle further includes: When the passive vehicle moves in a direction of decelerating or stopping, the brake assembly is controlled to operate so as to correspondingly reduce the rotation speed of the driving wheel group so that the driving wheel group outputs corresponding auxiliary power to be loaded on the passive vehicle.

10. The passive vehicle control method according to claim 1, wherein: The method further comprises: Acquiring operating environment data of a passive vehicle; the passive vehicle's environmental data includes: a degree of bumpiness of a road surface on which the passive vehicle is traveling; the step of acquiring the passive vehicle's environmental information includes: determining the degree of bumpiness of a road surface on which the passive vehicle is traveling based on the operating state data of the passive vehicle; and / or, the passive vehicle's environmental data includes a slope of a road surface on which the passive vehicle is traveling; the step of acquiring the passive vehicle's environmental information includes: acquiring the slope of the road surface on which the passive vehicle is traveling based on an angle detection device; The auxiliary power loaded on the passive vehicle is adjusted based on the operating environment data of the passive vehicle; the step of adjusting the auxiliary power loaded on the passive vehicle based on the operating environment data of the passive vehicle is specifically: obtaining the external force acting on the passive vehicle caused by the bumpiness of the road surface on which the passive vehicle is traveling and / or the slope of the road surface on which the passive vehicle is traveling; adjusting the auxiliary power loaded on the passive vehicle based on the external force to eliminate the external force.

11. The passive vehicle control method according to claim 10, wherein: The passive vehicle's operating status data includes a plurality of moving speeds of the passive vehicle within a current preset time period; and the step of determining the bumpiness of the road surface on which the passive vehicle is traveling based on the passive vehicle's operating status data includes: acquiring movement speed fluctuation data according to a plurality of movement speeds of the passive vehicle; The bumpiness of the road surface on which the passive vehicle is traveling is determined based on the fluctuation data and a correspondence between the preset fluctuation data and the bumpiness of the road surface on which the passive vehicle is traveling.

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

13. A passive vehicle control device, characterized in that: The passive vehicle control device includes a memory, a processor, and a passive vehicle control program stored in the memory and executable on the processor, wherein the passive vehicle control program is configured to implement the steps of the passive vehicle control method according to any one of claims 1 to 12.

14. A passive vehicle, characterized in that: The passive vehicle uses the passive vehicle control method according to any one of claims 1 to 12, or the passive vehicle includes the passive vehicle control device according to claim 13.

15. The passive vehicle according to claim 14, wherein: The passive vehicle includes an operating status detection device, which is electrically connected to the control device; the operating status detection device includes at least one of the following: a grating sensor, a Hall sensor, a code disk sensor, and an acceleration sensor; the operating status detection device is used to obtain the operating status data of the passive vehicle and output it to the control device.

16. The passive vehicle according to claim 14, wherein: The passive vehicle also includes a motor assembly and a drive wheel group that is transmission-connected to the motor assembly; the motor assembly is used to rotate at a corresponding speed based on the movement trend of the passive vehicle to correspondingly control the rotation speed of the drive wheel group so that the drive wheel group outputs corresponding auxiliary power loaded on the passive vehicle.

17. The passive vehicle according to claim 14, wherein: The driving wheel assembly includes a first driving wheel and a second driving wheel, the motor assembly includes a first motor, and the first driving wheel and the second driving wheel are respectively connected to the first motor in a transmission manner; or, The driving wheel group includes a first driving wheel and a second driving wheel, the motor assembly includes a first motor and a second motor, the first driving wheel is drivingly connected to the first motor, and the second driving wheel is drivingly connected to the second motor.

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

19. The passive vehicle according to claim 14, wherein: The passive vehicle comprises: Angle detection device; the angle detection device is used to obtain the slope of the road surface on which the passive vehicle is traveling; and / or, The occupancy sensor is used to obtain human body information around the passive vehicle.

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