Two-wheeled vehicle, two-wheeled vehicle control method, and two-wheeled vehicle control device

Abstract

The embodiment of the invention provides a two-wheeled vehicle, a two-wheeled vehicle control method and a two-wheeled vehicle control device.The two-wheeled vehicle comprises a speed regulation rotating handle, a motor and a controller; the controller is used for responding to the normal load working condition of the two-wheeled vehicle, generating a speed instruction according to a first motor control strategy and controlling the motor through the speed instruction, and the first motor control strategy means that the actual rotating speed of the motor is controlled to reach the target speed according to a first rotating handle signal output by the speed regulation rotating handle; in response to the fact that the two-wheeled vehicle is switched from the normal load working condition to the heavy load working condition, a torque instruction is generated according to a second motor control strategy, the motor is controlled through the torque instruction, and the second motor control strategy means that the actual torque of the motor is controlled to reach the target torque according to a second rotating handle signal output by the speed regulation rotating handle. According to the method and the device, the technical problem that the safety of the two-wheeled vehicle is reduced due to the fact that the motor controller adopts a fixed control strategy under different working conditions is solved.

Description

Technical Field

[0001] This application relates to motor control technology in the field of two-wheeled vehicles, specifically to a two-wheeled vehicle, a two-wheeled vehicle control method, and a two-wheeled vehicle control device. Background Technology

[0002] Currently, the electric two-wheeler industry is developing rapidly. The mainstream motor drive system's motor controller controls the motor to reach and stabilize at a set speed based on the user's throttle input. However, this single and fixed control strategy presents multiple safety hazards under high loads or complex road conditions, and significantly impacts driving comfort. In particular, low-traction surfaces such as hills, mud, and sand are frequently encountered in two-wheeler riding scenarios. In these situations, the drawbacks of a single control mode include the potential for motor overcurrent, tire slippage, or impacts. Existing methods to improve safety mostly rely on external auxiliary functions and equipment such as multiple sensors and GPS satellites. There is a lack of a motor control method that can automatically sense road conditions and adaptively switch control strategies at the motor end to improve the passability and safety of electric two-wheelers in various road conditions. Summary of the Invention

[0003] This application provides a two-wheeled vehicle, a two-wheeled vehicle control method, and a two-wheeled vehicle control device to at least solve the technical problem in the related art where the use of a fixed control strategy by the motor controller under different operating conditions leads to a reduction in the safety of the two-wheeled vehicle.

[0004] According to one aspect of the embodiments of this application, a two-wheeled vehicle is provided, including handlebars, a frame, wheels, and a power system; the handlebars are mounted on the frame and include a throttle; the power system includes a motor and a controller; the controller is configured to, in response to the two-wheeled vehicle being under normal load, generate a speed command according to a first motor control strategy, and control the motor through the speed command, wherein the first motor control strategy refers to controlling the actual rotational speed of the motor to reach a target speed based on a first throttle signal output by the throttle; the controller is further configured to, in response to the two-wheeled vehicle switching from a normal load condition to a heavy load condition, generate a torque command according to a second motor control strategy, and control the motor through the torque command, wherein the second motor control strategy refers to controlling the actual torque of the motor to reach a target torque based on a second throttle signal output by the throttle; the motor is configured to output torque according to the speed command or the torque command output by the controller to drive the wheels to rotate.

[0005] According to another aspect of the embodiments of this application, a two-wheeled vehicle control method is also provided, comprising: in response to the two-wheeled vehicle being in a normal load condition, generating a speed command according to a first motor control strategy, and controlling the motor of the two-wheeled vehicle through the speed command, wherein the first motor control strategy refers to controlling the actual rotational speed of the motor to reach a target speed based on a first throttle signal output by the throttle of the two-wheeled vehicle; in response to the two-wheeled vehicle switching from a normal load condition to a heavy load condition, generating a torque command according to a second motor control strategy, and controlling the motor through the torque command, wherein the second motor control strategy refers to controlling the actual torque of the motor to reach a target torque based on a second throttle signal output by the throttle.

[0006] According to another aspect of the embodiments of this application, a two-wheeled vehicle control device is also provided, comprising: a first response module, configured to, in response to the two-wheeled vehicle being under normal load conditions, generate a speed command according to a first motor control strategy, and control the motor of the two-wheeled vehicle through the speed command, wherein the first motor control strategy refers to controlling the actual rotational speed of the motor to reach a target speed based on a first throttle signal output by the throttle of the two-wheeled vehicle; and a second response module, configured to, in response to the two-wheeled vehicle switching from normal load conditions to heavy load conditions, generate a torque command according to a second motor control strategy, and control the motor through the torque command, wherein the second motor control strategy refers to controlling the actual torque of the motor to reach a target torque based on a second throttle signal output by the throttle.

[0007] According to another aspect of the embodiments of this application, a computer-readable storage medium is also provided, wherein a computer program is stored therein, wherein the computer program is configured to perform the steps in any of the above method embodiments when executed by a processor.

[0008] According to another aspect of the embodiments of this application, a computer program product or computer program is provided, the computer program product or computer program including computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions, causing the computer device to perform the steps in any of the method embodiments described above.

[0009] According to another aspect of the embodiments of this application, an electronic device is also provided, including a memory and a processor, wherein the memory stores a computer program, and the processor is configured to perform the steps of any of the above method embodiments through the computer program.

[0010] This application employs different motor control strategies under normal load and heavy load conditions. Under normal load conditions, a first motor control strategy controls the two-wheeled vehicle's motor. This strategy determines the driver's speed requirement based on the first throttle signal under normal load conditions and intelligently adjusts the motor output to control the motor to reach and stabilize at the target speed, providing a smooth and efficient driving experience while maximizing energy utilization efficiency. Under heavy load conditions, a second motor control strategy controls the two-wheeled vehicle's motor. This strategy determines the driver's torque requirement based on the second throttle signal under heavy load conditions, precisely adjusts the motor torque output to provide sufficient driving force, and actively limits the maximum torque output, effectively preventing drive wheel slippage and motor overload. This ensures stable motor operation, significantly improving driving safety and vehicle durability. It avoids problems such as tire slippage, motor overheating, or damage caused by sudden current increases under normal load conditions, thus solving the technical problem of reduced two-wheeled vehicle safety caused by using a fixed control strategy for the motor controller under different conditions. Attached Figure Description

[0011] Figure 1 This is a schematic diagram of an optional control architecture for a two-wheeled vehicle according to an embodiment of this application;

[0012] Figure 2 This is a comparison chart of motor parameters under an optional high-load condition according to an embodiment of this application;

[0013] Figure 3 This is a comparison chart of motor parameters under an optional high-resistance operating condition according to an embodiment of this application;

[0014] Figure 4 This is a schematic diagram of switching control for an optional motor control strategy according to an embodiment of this application;

[0015] Figure 5 This is a flowchart illustrating an optional two-wheeled vehicle control method according to an embodiment of this application;

[0016] Figure 6 This is a structural block diagram of an optional two-wheeled vehicle control device according to an embodiment of this application. Detailed Implementation

[0017] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0018] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0019] According to one aspect of the embodiments of this application, a two-wheeled vehicle is provided. Optionally, in this embodiment, the two-wheeled vehicle includes handlebars, a frame, wheels, and a power system; the handlebars are mounted on the frame and include a throttle; the power system includes a motor and a controller; the controller is used to control the movement of the motor to drive the wheels.

[0020] In this embodiment, a two-wheeled vehicle refers to a two-wheeled vehicle driven by an electric motor, such as an electric motorcycle or electric scooter. A two-wheeled vehicle includes handlebars, a frame, wheels, and a power system. The handlebars refer to the driving control device on the two-wheeled vehicle, mounted at the front of the frame. The driver can control the direction by turning the handlebars. The handlebars also integrate a speed control throttle for adjusting the vehicle's speed. The speed control throttle is a component on the handlebars that inputs speed commands through the driver's rotation, regulating the motor's output power and directly affecting the vehicle's speed and torque output. The frame refers to the basic frame structure of the two-wheeled vehicle, supporting the entire vehicle and connecting key components such as wheels, motor, and battery, ensuring the vehicle's structural stability and bearing weight and transmitting force. The wheels are the moving parts of the two-wheeled vehicle, directly contacting the ground, responsible for transmitting the vehicle's forward power and controlling direction. Driven by the motor, they are a crucial part of the vehicle's interaction with the road surface. The power system refers to the core drive components, including the motor and controller, responsible for energy conversion and power output, and is the power source for the vehicle's movement. The controller plays a core control role. The motor refers to the electric motor in the power system, which converts electrical energy into mechanical energy to directly drive the wheels. Its performance determines the acceleration and top speed of the two-wheeled vehicle. The controller refers to the intelligent control unit in the power system, which receives speed commands from the throttle and monitors the vehicle's operating status in real time. Based on preset strategies, it controls the torque and speed output of the motor to achieve precise and efficient driving of the two-wheeled vehicle.

[0021] In this embodiment, the controller is used to generate a speed command according to a first motor control strategy in response to the two-wheeled vehicle being under normal load conditions, and to control the motor through the speed command. The first motor control strategy refers to controlling the actual speed of the motor to reach the target speed based on the first throttle signal output by the speed control throttle. The controller is also used to generate a torque command according to a second motor control strategy in response to the two-wheeled vehicle switching from normal load conditions to heavy load conditions, and to control the motor through the torque command. The second motor control strategy refers to controlling the actual torque of the motor to reach the target torque based on the second throttle signal output by the speed control throttle. The motor is used to output torque according to the speed command or torque command output by the controller to drive the wheels to rotate.

[0022] Currently, the electric two-wheeler industry is developing rapidly. The mainstream motor drive system's motor controller controls the motor to reach and stabilize at a set speed based on the user's throttle input. However, this single and fixed control strategy presents multiple safety hazards under high loads or complex road conditions, and significantly impacts driving comfort. In particular, low-traction surfaces such as hills, mud, and sand are frequently encountered in two-wheeler riding scenarios. In these situations, the drawbacks of a single control mode include the potential for motor overcurrent, tire slippage, or impacts. Existing methods to improve safety mostly rely on external auxiliary functions and equipment such as multiple sensors and GPS satellites. There is a lack of a motor control method that can automatically sense road conditions and adaptively switch control strategies at the motor end to improve the passability and safety of electric two-wheelers in various road conditions.

[0023] For example, in scenarios where the two-wheeled vehicle is an electric motorcycle, most electric motorcycle motor controllers on the market employ a fixed control strategy, typically based on speed loop control. This means the controller controls the motor to reach and stabilize at a set speed based on the user's throttle input. However, this single control strategy reveals significant shortcomings in real-world, complex road conditions. For instance, when an electric motorcycle is climbing a hill or under heavy load, if speed loop control is maintained, a sudden increase in resistance (such as on a steep slope) will cause the controller to drastically increase the output current (torque) to maintain the set speed. This can easily lead to motor overcurrent and overheating, and more commonly, it can cause the drive tires to slip or produce a strong impact, affecting safety and comfort. Furthermore, when an electric motorcycle is on low-traction surfaces such as mud or sand, the rapid response of the speed loop attempts to maintain the speed, but the road surface cannot provide sufficient friction, causing the tires to spin, the motorcycle to get stuck, and the vehicle to lose control.

[0024] Therefore, to solve the above problems, this application provides a two-wheeled vehicle that can automatically sense road conditions and adopt different motor control strategies under normal load and heavy load conditions. Specifically, under normal load conditions, a first motor control strategy is used to control the motor of the two-wheeled vehicle. This strategy determines the driver's speed requirement based on the first throttle signal under normal load conditions and intelligently adjusts the motor output to control the motor to reach and stabilize at the target speed, providing a smooth and efficient driving experience while maximizing energy utilization efficiency. Under heavy load conditions, a second motor control strategy is used... The control strategy controls the motor of the two-wheeled vehicle. Specifically, it determines the driver's torque requirement based on the second throttle signal under heavy load conditions, precisely adjusts the motor torque output to provide sufficient driving force, and actively limits the maximum torque output. This effectively prevents drive wheel slippage and motor overload, ensuring smooth motor operation, significantly improving driving safety and vehicle durability. It avoids problems such as tire slippage, motor overheating, or damage caused by sudden current increases under normal load conditions, and solves the technical problem of reduced safety of two-wheeled vehicles caused by the use of a fixed control strategy by the motor controller under different operating conditions.

[0025] In this context, "normal load condition" refers to a relatively gentle load state encountered by the two-wheeled vehicle during operation, such as on a flat road or under light load. In this embodiment, when the two-wheeled vehicle is under normal load condition, the motor load is low, making a first motor control strategy suitable. The first motor control strategy refers to a control method where, under normal load condition, the controller adjusts the motor output according to the speed command set by the driver via a first throttle signal, ensuring that the actual rotational speed matches the target speed. For example, the first motor control strategy can be a speed loop control strategy. That is, the opening value of the speed control throttle is determined based on the first throttle signal, such as an opening value from 0% to 100%, where 0% may correspond to a stop command and 100% may correspond to the maximum acceleration demand. Based on the mapping relationship between the opening value of the speed control throttle and the speed (which can be established through experimental data, empirical formulas, or lookup tables), the speed demand value (i.e., the target speed) corresponding to the first throttle signal is determined. The controller calculates the speed error between the actual motor speed and the target speed, performs proportional-integral-derivative (PID) processing on the speed error, obtains the motor control signal calculated based on the speed error, and converts the motor control signal into specific control commands for the motor to adjust the actual motor speed until the error approaches zero or meets the preset error range. This ensures that the actual motor speed is stable near the target speed, enabling the motor to accurately follow the speed command and ensuring smooth and efficient cruising. For example, the first motor control strategy can also be to define the aforementioned speed error and error change rate as a fuzzy set, such as "small", "medium", and "large"; determine the fuzzy level of the error based on the membership function of the current error and error change rate; calculate the fuzzy control output using a pre-set fuzzy rule reasoning system, such as "if the error is large and changes rapidly, then significantly increase the control output"; and convert the fuzzy control output into a clear value through a defuzzification process, which serves as the final motor control signal to adjust the motor speed to approximate the target speed.

[0026] The first throttle signal refers to the speed demand signal input by the driver through the throttle under normal load conditions. The controller determines the target speed based on this signal. The target speed refers to the desired motor speed calculated by the controller based on the first throttle signal under normal load conditions. It is the ideal operating state of the motor and is used to ensure the smooth and efficient driving of the two-wheeled vehicle. Figure 1 This is a schematic diagram of the control architecture of a two-wheeled vehicle according to an embodiment of this application, such as... Figure 1As shown, the two-wheeled vehicle includes a controller 102 and a motor 104. The controller 102 includes a signal acquisition module 1021, a processing module 1022, and a power module 1023. The signal acquisition module 1021 is responsible for real-time acquisition of key parameters of the motor 104, such as actual speed, torque, motor phase current, bus current, and throttle input signal (representing the driver's desired speed), and converts the acquired information into digital signals, which are then transmitted to the processing module 1022. The processing module 1022, acting as an intelligent decision-making center, analyzes the received signals and dynamically adjusts the control strategy according to the current load state (normal or heavy load), calculating the target speed or target torque. Subsequently, the processing module 1022 transmits control commands to the power module 1023. The power module 1023 adjusts the motor drive current according to the control commands sent by the processing module 1022, ultimately controlling the speed and torque of the motor 104 to ensure that the two-wheeled vehicle can operate smoothly and efficiently under different working conditions.

[0027] Load conditions refer to the high or suddenly increased load encountered by a two-wheeled vehicle during operation, such as climbing a hill or carrying a heavy load. In the embodiments of this application, the operating condition can be determined based on the motor speed and torque. For example, load conditions can be divided into high load conditions and high resistance conditions. High load conditions refer to the condition where the two-wheeled vehicle carries a large load, while high resistance conditions refer to the condition where the two-wheeled vehicle is subjected to additional resistance from the external environment, such as climbing a hill, driving against the wind, or driving on low-traction surfaces such as mud or sand. Figure 2 This is a comparison chart of motor parameters under high load conditions in the embodiments of this application, such as... Figure 2 As shown, when the torque suddenly decreases and the speed increases rapidly, the load on the controller shows a weakening trend. At this time, the controller enters a high-load condition, limits the speed, and controls the motor with constant torque. For example, if the torque change is greater than a certain threshold (e.g., -10 N·m) and the speed change rate is also greater than another threshold (e.g., 100 r / min / s) within a specified time range (e.g., 300 ms), it is determined that the two-wheeled vehicle is in a high-load condition. Figure 3 This is a comparison chart of motor parameters under high resistance conditions in the embodiments of this application, as shown in the figure. Figure 3 As shown, when the speed decreases and the torque gradually increases, but the target speed corresponding to the throttle cannot be reached, the controller enters a high-resistance condition to compensate for the torque and prevent the speed from dropping to zero. For example, when the torque conversion rate is greater than a certain threshold (e.g., 5 N·m / s) and the speed change rate is also greater than another threshold (e.g., -10 r / min / s), the two-wheeled vehicle is determined to be in a high-resistance condition.

[0028] Under heavy load conditions, the motor experiences high loads. Related technologies employ a first motor control strategy under normal load conditions, which can lead to motor overcurrent, overheating, and, more commonly, tire slippage or strong impact. This application provides a motor control method with intelligent switching control strategies. This method enables the controller to determine the vehicle's load status in real time and intelligently and smoothly switch or merge between different motor control strategies accordingly. This achieves optimal drive under various road conditions, improving the electric motorcycle's passability, safety, and energy efficiency. Optionally, the "vehicle load status (motor speed and torque)" is introduced as a control variable and used as the basis for switching motor control strategies (such as speed loop control strategy / torque loop control strategy). Without user intervention, the system automatically identifies road conditions and selects the best control strategy, enhancing product intelligence and user experience.

[0029] When the two-wheeled vehicle switches from normal load to heavy load conditions, a second motor control strategy is employed to protect the motor and maintain driving stability. Specifically, the first motor control strategy is used under normal road conditions to maintain efficient speed control, while the second motor control strategy is used under adverse road conditions to prevent slippage and unnecessary idling, reducing energy waste. The second motor control strategy refers to a control method where, under heavy load conditions, the controller adjusts the motor torque output based on the second throttle signal to ensure that the actual motor torque is close to the target torque, avoiding drive problems caused by excessive load. It should be noted that under heavy load conditions (such as climbing steep slopes or a sudden increase in load), if speed control is continued, the controller may significantly increase the motor's output current (and thus increase torque) in order to maintain the target speed. Under high torque output, especially on wet or low-friction surfaces, the drive wheels are prone to losing good contact with the ground, leading to slippage. However, the torque control method used in this application under heavy load conditions can more precisely manage the motor output, avoiding a sudden surge in torque and thus reducing the risk of slippage. In addition, the current demand under heavy load under speed control may far exceed the motor's normal operating range, leading to overheating and overload, shortening the motor's lifespan. The torque control method used in this application under heavy load conditions allows setting an upper limit for the maximum output torque, effectively limiting the motor current even under high loads, avoiding overload, and protecting the motor.

[0030] For example, the second motor control strategy can be a torque loop control strategy, which interprets the second throttle signal as a demand torque (or demand current) command. For example, the 50% opening value of the speed control throttle represented by the second throttle signal corresponds to 50% of the rated torque of the motor, and the controller directly controls the motor to output a smooth and limited torque. For example, the opening value of the speed control throttle is determined based on the second throttle signal, such as an opening value from 0% to 100%, where 0% may correspond to a stop command and 100% may correspond to the maximum acceleration demand. Based on the mapping relationship between the opening value of the speed control throttle and the torque (which can be established through experimental data, empirical formulas, or table lookup), the torque demand value (i.e., the target torque) corresponding to the second throttle signal is determined. The controller performs proportional-integral (PI) processing on the torque error between the actual torque of the motor and the target torque to obtain the adjustment signal calculated based on the torque error. This is then converted into specific control commands for the motor to adjust the actual output torque of the motor, making the actual torque of the motor close to the target torque, while avoiding motor overload and tire slippage, ensuring stable driving of the two-wheeled vehicle under heavy load conditions. In challenging road conditions such as uphill climbs and muddy terrain, torque loop control actively limits the maximum output torque, effectively preventing tire slippage due to sudden torque changes, increasing traction, and ensuring driving safety. Furthermore, it provides stable torque output during uphill climbs, avoiding current surges and vehicle jerking under the speed loop, resulting in a smoother ride. Simultaneously, it prevents prolonged motor overcurrent, extending its lifespan. Another example is the sliding mode control strategy, which sets the difference between the motor's actual torque and the target torque—the torque error—as a state variable. A sliding mode surface (s(t)) is defined, designed to smoothly transition the system state along this surface to the target torque. Based on the sign of the sliding mode surface (s(t)), a control law is calculated to change the motor's torque output, causing it to quickly converge to the target torque.

[0031] The second throttle signal refers to the torque demand signal input by the driver through the throttle under heavy load conditions. The controller calculates the target torque based on this signal and realizes intelligent adjustment of the motor through the second motor control strategy. The target torque refers to the ideal motor torque output level determined by the controller based on the second throttle signal and the current load state under heavy load conditions, which is used to ensure that the two-wheeled vehicle can provide stable and controlled driving force under high load conditions.

[0032] In some embodiments, the motor control function of the intelligent switching control strategy can also be turned on or off via external settings in the two-wheeled vehicle.

[0033] The embodiments provided in this application employ different motor control strategies under normal load and heavy load conditions. Under normal load conditions, a first motor control strategy controls the two-wheeled vehicle's motor. This strategy determines the driver's speed requirement based on the first throttle signal under normal load conditions and intelligently adjusts the motor output to control the motor to reach and stabilize at the target speed, providing a smooth and efficient driving experience while maximizing energy utilization efficiency. Under heavy load conditions, a second motor control strategy controls the two-wheeled vehicle's motor. This strategy determines the driver's torque requirement based on the second throttle signal under heavy load conditions, precisely adjusts the motor torque output to provide sufficient driving force, and actively limits the maximum torque output, effectively preventing drive wheel slippage and motor overload. This ensures stable motor operation, significantly improving driving safety and vehicle durability. It avoids problems such as tire slippage, motor overheating, or damage caused by sudden current increases under normal load conditions, thus solving the technical problem of reduced two-wheeled vehicle safety caused by using a fixed control strategy under different operating conditions.

[0034] In one exemplary embodiment, the controller is further configured to, in response to the two-wheeled vehicle being under normal load conditions, acquire a first throttle signal of the two-wheeled vehicle under normal load conditions, and generate a speed command based on the first throttle signal and a first mapping relationship; the first throttle signal characterizes the rotation angle of the speed control throttle of the two-wheeled vehicle under normal load conditions; the speed command is used to control the motor of the two-wheeled vehicle to reach a target speed; the first mapping relationship characterizes the mapping relationship between the rotation angle of the speed control throttle of the two-wheeled vehicle and the speed of the motor; and adjust the current output of the motor according to the speed command until the actual speed of the motor reaches the target speed.

[0035] The speed control throttle, also known as the acceleration throttle, is a control device installed on a two-wheeled vehicle. It reflects the driver's speed requirements through changes in its rotation angle. In this embodiment, the first throttle signal represents the electrical signal indicating the rotation angle of the speed control throttle under normal load conditions, used to indicate the speed the driver desires for the two-wheeled vehicle to reach.

[0036] The speed command is a control signal generated by the controller based on the first throttle signal and a first mapping relationship, indicating the target motor speed. The first mapping relationship refers to a preset mathematical relationship between the rotation angle of the throttle on the two-wheeled vehicle and the motor speed, ensuring that throttle operation is directly and accurately converted into motor control commands to achieve the target speed. The first mapping relationship can be established through experimental data, empirical formulas, or lookup tables. For example, the first mapping relationship can represent the mapping between throttle rotation angles of 0° to 65° and motor speeds of 0 rpm to 600 rpm.

[0037] Optionally, under normal load conditions, the controller obtains a first throttle signal from the position sensor information of the throttle lever via the signal acquisition module. It then queries an internally stored first mapping table to calculate the target speed matching the first throttle signal and generates a corresponding speed command. The controller compares the speed command with the actual current motor speed, calculates the speed difference, and, based on the speed difference and a preset control algorithm (such as a PID algorithm), calculates the current command required to adjust the motor speed. This calculated current command is then sent to the power module, which adjusts the motor's current output to move the motor speed towards the target speed.

[0038] In this embodiment, under normal load conditions, the system accurately calculates the target speed that the motor should reach based on the first throttle signal emitted by the driver through the speed control throttle, and then generates the corresponding speed command. This process ensures that the electric motorcycle's operating speed under light load or flat road conditions can accurately and smoothly respond to the driver's operation, providing a better driving experience.

[0039] In one exemplary embodiment, under heavy load conditions, the motor is likely to output a high torque to overcome the load and ensure power. However, when switching to normal load conditions, due to the response characteristics of speed control (i.e., the first motor control strategy), the motor may rapidly increase its speed to reach the higher target speed set by the driver, causing the vehicle to accelerate suddenly, which may cause strong discomfort to the driver and passengers and even pose a safety hazard. In addition, when the two-wheeled vehicle switches from heavy load conditions (such as climbing steep slopes or driving with a heavy load) to normal load conditions (such as driving on flat roads with a light load), if the two-wheeled vehicle directly switches from the second motor control strategy (such as torque loop control) to the first motor control strategy (such as speed loop control), the mismatch between the speed command and the current state of the motor will force the motor to undergo large changes in speed and current in a short period of time. This may cause mechanical and electrical shocks inside the motor, which will accelerate the wear of the motor in the long run and affect its service life and reliability.

[0040] Therefore, to solve this problem, in this embodiment, when switching from heavy-load to normal-load conditions, the controller does not immediately sever the connection with the torque loop, but instead begins to integrate the control signals of the torque loop and speed loop, adjusting the motor output in a gradual manner. This allows the two-wheeled vehicle to smoothly transition from heavy-load to normal-load conditions, avoiding defects such as sudden speed changes and motor shocks. Optionally, the controller is further configured to, in response to the two-wheeled vehicle switching from heavy-load to normal-load conditions, acquire the current speed of the two-wheeled vehicle, determine the current rotational speed of the motor at the current speed based on the current speed and a second mapping relationship; the second mapping relationship characterizes the mapping relationship between the speed of the two-wheeled vehicle and the rotational speed of the motor; determine the current rotational speed as the target speed, and generate a speed command based on the target speed.

[0041] The current speed refers to the actual speed of the two-wheeled vehicle at the instant of switching from a heavy-load condition to a normal-load condition. The second mapping relationship refers to the mapping rule used to convert the vehicle's speed into motor speed during the transition from heavy-load to normal-load conditions. The second mapping relationship can be established through experimental data, empirical formulas, or lookup tables. The current speed refers to the actual speed of the motor when the vehicle starts to switch from a heavy-load condition to a normal-load condition. In the dual-loop fusion control, the current speed will serve as the reference point for the speed loop to achieve a smooth transition. In this embodiment, the target speed refers to the expected stable speed of the motor, calculated based on the current speed and the second mapping relationship, when the two-wheeled vehicle switches from a heavy-load condition to a normal-load condition.

[0042] Optionally, when the two-wheeled vehicle switches from a heavy-load condition to a normal-load condition, the controller acquires the current speed of the two-wheeled vehicle in real time. Based on a preset second mapping relationship, i.e., a dynamic correspondence between the vehicle's speed and the motor's speed, the controller finds or calculates the current speed that matches the current speed and takes the current speed as the target speed, i.e., the speed reference at which the motor should stably operate after switching to the normal-load condition. The controller generates a speed command using a PID algorithm based on the target speed, instructing the motor to adjust its speed to reach the target speed. After this, the controller acquires the first throttle signal of the two-wheeled vehicle under normal-load conditions and uses a first motor control strategy to control the speed based on the first throttle signal.

[0043] This embodiment addresses the issues of unstable driving, strong impact, and reduced driving comfort that may result from a direct change in motor control mode when a two-wheeled vehicle switches from heavy-load conditions (such as climbing hills or heavy-load driving) to normal-load conditions. By using the second mapping relationship, the actual speed of the motor is set as the target speed during the transition from heavy-load to normal-load conditions. This ensures that the motor speed matches the current speed of the two-wheeled vehicle, avoiding vehicle speed instability caused by sudden changes in control mode, reducing driver discomfort, and also reducing the instantaneous impact on the motor, protecting the motor hardware from damage, and improving the overall performance of the electric motorcycle and user satisfaction.

[0044] In one exemplary embodiment, the controller is further configured to, in response to the two-wheeled vehicle being in a heavy-load condition, acquire a second throttle signal of the two-wheeled vehicle under heavy-load conditions, and generate a torque command based on the second throttle signal and a third mapping relationship; the second throttle signal characterizes the rotation angle of the speed control throttle of the two-wheeled vehicle under heavy-load conditions; the torque command is used to control the motor of the two-wheeled vehicle to reach a target torque; the third mapping relationship characterizes the mapping relationship between the rotation angle of the speed control throttle of the two-wheeled vehicle and the torque of the motor; and adjust the current output of the motor according to the torque command until the actual torque of the motor reaches the target torque.

[0045] The second throttle signal refers to the signal generated by the throttle position when the two-wheeled vehicle is under heavy load, representing the magnitude of the acceleration or torque intended by the driver.

[0046] The third mapping relationship is a pre-set mapping algorithm in the controller used to convert the rotation angle of the throttle into motor torque, ensuring a precise correspondence between the driver's operation and the motor's output torque under heavy load conditions. The third mapping relationship can be established through experimental data, empirical formulas, or lookup tables.

[0047] The torque command refers to the control information calculated by the controller based on the second throttle signal and the third mapping relationship, indicating the torque value that the motor should output to meet the driving needs under heavy load conditions.

[0048] Optionally, in response to the two-wheeled vehicle being under heavy load, the controller receives a second throttle signal representing the driver's rotation angle from the throttle sensor. Based on the second throttle signal, the controller looks up or calculates the corresponding target motor torque in a preset third mapping table. The controller then generates a torque command based on the calculated target torque. This command specifies the target torque the motor should be adjusted to, ensuring sufficient torque output under heavy load conditions. Based on the difference between the motor's current torque and the target torque, the controller calculates the specific amount the current output should be adjusted and sends the adjusted current command to the power module. This gradually or continuously adjusts the motor's current output, ensuring the motor torque can smoothly increase or decrease to the target torque.

[0049] In this embodiment, in response to the two-wheeled vehicle being under heavy load, a torque command is generated through a third mapping relationship. Based on the third mapping relationship, a target torque can be intelligently generated according to the rotation angle of the speed control throttle, which can actively adapt to different loads and road conditions, ensuring that the torque output of the motor is smoother and more controllable, avoiding unnecessary torque mutations, and enhancing driving safety and comfort. By precisely adjusting the motor current through the torque command, the controller can actively manage the motor output under heavy load conditions, avoiding tire slippage caused by excessive torque.

[0050] In an exemplary embodiment, under normal load conditions, the first motor control strategy (such as the speed loop control strategy) keeps the motor speed relatively stable. However, when suddenly switching to the second motor control strategy (i.e., the torque loop control strategy), the controller may drastically adjust the motor torque in order to quickly respond to heavy load demands, resulting in a sudden increase in torque. This sudden change physically manifests as strong vehicle acceleration or jerking, affecting driving safety. In addition, the drastic change in torque impacts the motor, which may accelerate the wear of internal components of the motor over time, shorten the motor's lifespan, and even lead to motor failure in extreme cases.

[0051] In the above embodiments, the desired torque is directly used as the target torque, and a torque command is generated. However, when the two-wheeled vehicle switches from normal load conditions to heavy load conditions, if the torque is instantly increased to the desired torque value, it will cause a sudden increase in the motor torque. This may cause the vehicle to accelerate too suddenly, generating a strong impact and affecting driving comfort and safety. To avoid this problem, in this embodiment, the desired speed corresponding to the desired torque is determined according to the fourth mapping relationship, and the desired speed is used for limiting. That is, when the desired speed is less than or equal to the target speed of the two-wheeled vehicle under normal load conditions, the desired torque is determined as the target torque. When the desired speed is greater than the target speed, the maximum torque of the motor at the target speed is determined according to the fourth mapping relationship, and the maximum torque is determined as the target torque. In this way, even when torque is prioritized, it can be ensured that the vehicle speed will not exceed the safe range or the driver's expectations, realizing the coordinated optimization control of speed and torque, further enhancing driving safety and user driving experience.

[0052] In some embodiments, the controller is further configured to, in response to the two-wheeled vehicle switching from a normal load condition to a heavy load condition, determine the desired torque corresponding to the second throttle signal based on the second throttle signal and a third mapping relationship; determine the desired speed of the motor corresponding to the desired torque based on the desired torque and a fourth mapping relationship; the fourth mapping relationship characterizes the mapping relationship between the motor torque and the motor speed; in response to the desired speed being less than or equal to the target speed, determine the desired torque as the target torque; in response to the desired speed being greater than the target speed, determine the maximum torque of the motor corresponding to the target speed based on the fourth mapping relationship, and determine the maximum torque as the target torque; the target speed refers to the motor speed before the two-wheeled vehicle is in a heavy load condition; and generate a torque command based on the target torque.

[0053] Among them, the expected torque is the motor torque value that a two-wheeled vehicle should theoretically achieve when steering under heavy load conditions, calculated based on the second throttle signal and the third mapping relationship.

[0054] The fourth mapping relation is another pre-defined mapping algorithm used to predict the motor speed under a given torque; conversely, it can also be used to calculate the maximum torque that the motor can output based on the target speed or rotational speed, in order to balance the relationship between speed and torque. The desired speed is the theoretically optimal speed of the motor under heavy load conditions, calculated based on the desired torque and the fourth mapping relation.

[0055] In this embodiment, the target speed refers to the speed of the motor before the switching point when the two-wheeled vehicle switches from normal load condition to heavy load condition. This speed is used as a reference speed in the subsequent control process to ensure a smooth transition between speed and torque control.

[0056] A desired rotational speed less than or equal to the target speed means that the desired speed has not exceeded the target speed range. This indicates that the increase in motor output torque will not cause the rotational speed to exceed the speed value set by the driver before or actually operating under heavy load conditions. Therefore, the controller can safely operate according to the desired torque command to meet the torque requirements of the current heavy load environment, such as the extra power required for climbing or acceleration. This effectively overcomes high loads or high resistance on the road, improving the driving performance and experience of the two-wheeled vehicle under heavy load conditions.

[0057] A desired speed exceeding the target speed means that, under the current throttle input from the driver, the motor will attempt to increase its speed to achieve the desired torque, but this speed exceeds or may exceed the vehicle's speed before switching to heavy-load conditions. To avoid unexpected speed increases and ensure safe motor operation, this embodiment uses a fourth mapping relationship to determine the maximum torque the motor can output at the target speed. This maximum torque, as the target torque, limits the motor's torque output under heavy-load conditions, ensuring that while maintaining or approaching the speed before heavy-load conditions, it provides sufficient torque to overcome the current high-load or high-resistance environment, thus balancing speed and torque, avoiding motor overload and suboptimal battery energy utilization, and ensuring driving safety and comfort. It can be understood that the maximum torque corresponding to the target speed refers to the maximum torque value that the motor can safely and stably output at the target speed.

[0058] As can be seen from the above, the target torque in this embodiment refers to the torque that the motor should output. It is either directly equal to the expected torque, or when the expected speed exceeds the target speed, it is limited by the maximum torque that the motor can output at the target speed to avoid excessive speed.

[0059] This embodiment proposes a method to intelligently determine whether to use the desired torque as the target torque or limit it to the maximum torque based on the comparison between the desired rotational speed and the target speed. That is, by comparing the desired rotational speed and the target speed, if the desired rotational speed is not high, the desired torque is maintained; if the desired rotational speed is too high, the maximum torque is limited. This avoids unexpected acceleration and excessive resource consumption, and ensures driving safety and efficient energy use.

[0060] In an exemplary embodiment, during the actual operation of two-wheeled vehicles such as electric motorcycles, subtle changes in road conditions, load, and driver operation can rapidly affect the motor's load state. For example, when traversing continuous small slopes or uneven surfaces, the driver may frequently change the position of the throttle, causing rapid fluctuations in torque demand and motor load. Furthermore, even on relatively straight roads, changes in wind resistance and road surface slippage can cause minor fluctuations in motor speed and torque. The controller immediately switches control loops each time a change in load state is detected. Frequent control loop switching leads to unstable motor output, manifesting as "jumping" acceleration and deceleration during vehicle operation, reducing driving comfort and potentially causing safety hazards. Therefore, to address this issue, this embodiment incorporates hysteresis comparison and delayed confirmation logic. When the controller detects a potential heavy load signal, it does not immediately respond but instead sets a certain time window to confirm whether the change persists. If the vehicle remains under high load during the delay period, the controller will then switch from a first motor control strategy (e.g., speed loop) to a second motor control strategy (e.g., torque loop). This effectively avoids misjudging transient changes, ensures more precise adjustment of control strategies, and improves the overall performance of the system.

[0061] In some embodiments, the controller is further configured to acquire first operating state data of the two-wheeled vehicle in response to the two-wheeled vehicle being in a normal load condition; and to switch the two-wheeled vehicle from a normal load condition to a heavy load condition after the first operating state data has continuously met the determination condition of a heavy load condition for a first duration.

[0062] The first operating status data includes, but is not limited to, the actual motor speed, motor phase current, bus current, and throttle input signal. This data is used to monitor the operating status of the two-wheeled vehicle in real time and help determine whether it is in or about to enter a heavy-load condition.

[0063] The criteria for determining heavy-load operating conditions refer to a set of preset rules or algorithms used to determine whether a two-wheeled vehicle is in or about to enter a heavy-load operating condition based on changes in first-stage operating state data. These criteria include, but are not limited to, characteristics such as decreased engine speed and increased torque demand. For example, Figure 4 This is a schematic diagram of a switching control method for a motor control strategy provided in an embodiment of this application, as shown below. Figure 4 As shown, the criteria for determining heavy-load conditions can be either a decrease in torque and a sharp increase in speed, or a decrease in speed and an increase in torque.

[0064] The first duration refers to the set delay confirmation time, ensuring the continuity of changes in the first operating state data, avoiding unnecessary control strategy switching triggered by transient interference, and achieving more accurate heavy-load condition determination. Optionally, the range of the first duration can be 800ms-1200ms. In this embodiment, as... Figure 4As shown, the first duration can preferably be 1000ms. When the first operating state data of the two-wheeled vehicle (such as torque and speed) continuously meet the following conditions... Figure 4 The heavy-load condition determination condition shown is established 1000ms later. At this time, the two-wheeled vehicle switches from normal load to heavy-load condition. The second motor control strategy is then used for control. Figure 4 As shown, torque loop control is adopted. The second throttle is absorbed as the torque loop input, and the target torque is obtained through the PI algorithm to limit the motor speed.

[0065] In this embodiment, to avoid misjudgment caused by transient interference or brief operation by the driver, this application introduces a delayed confirmation mechanism. Only when the detected heavy load condition signal continuously meets the preset first duration will it be confirmed that the heavy load condition has been entered. This effectively filters out noise in the signal and improves the accuracy of the judgment.

[0066] In an exemplary embodiment, in order to further reduce the safety hazards caused by frequent switching of motor control strategies, the controller is further configured to: acquire second operating state data of the two-wheeled vehicle in response to the two-wheeled vehicle being in a heavy-load condition; and switch the two-wheeled vehicle from the heavy-load condition to the normal-load condition after the second operating state data continuously meets the determination condition of the normal load condition for a second duration.

[0067] The second operating status data is similar to the first operating status data, including the actual motor speed, motor phase current, bus current, throttle input signal, etc. In this embodiment, it specifically refers to the data set continuously collected under heavy load conditions to determine whether it can be switched back to normal load conditions.

[0068] The criteria for determining normal load conditions refer to a set of standards used to judge whether a two-wheeled vehicle can switch from heavy load conditions to normal load conditions, including but not limited to characteristics such as decreased torque demand and stable motor speed. For example, Figure 4 As shown, the criteria for determining normal load conditions can be that the torque decreases to the normal driving level (such as a preset torque threshold) and the speed increases uniformly.

[0069] The second duration is a set waiting time used to confirm whether the changes in the second operating state data of the two-wheeled vehicle under heavy load conditions are stable and reach the time threshold for the determination condition, ensuring the reliability and effectiveness of the load state changes. Optionally, the range of the second duration can be 2500ms-3500ms. In this embodiment, as shown... Figure 4 As shown, the second duration can preferably be 3000ms.

[0070] Optionally, the second duration can be longer than the first. This is because when facing steep slopes or sudden heavy loads, electric motorcycles need to quickly switch to torque control to ensure safety. Therefore, a shorter first duration (1000ms) is set to ensure immediate response to high load changes. However, the situation is more delicate when returning from a heavy load to a normal load. It is necessary to avoid accidental switching due to a brief improvement in road conditions. Therefore, a longer second duration (3000ms) is used to confirm that the load has truly decreased, reduce control fluctuations, optimize the driving experience and energy efficiency, and demonstrate the system's intelligence and robustness.

[0071] In this embodiment, when the second operating status data indicates that the two-wheeled vehicle has entered a normal load condition, and this state continues to meet the preset second duration, the controller will smoothly transition from the second motor control strategy to the first motor control strategy. By setting the second duration, the accuracy of switching control strategies is ensured, and misjudgments caused by short-term load fluctuations are avoided, thereby reducing the frequent switching of control strategies and improving the driving experience and system stability.

[0072] It should be noted that, for the sake of simplicity, the foregoing method embodiments are all described as a series of actions. However, those skilled in the art should understand that this application is not limited to the described order of actions, as some steps may be performed in other orders or simultaneously according to this application. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are preferred embodiments, and the actions and modules involved are not necessarily essential to this application.

[0073] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods according to the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as read-only memory (ROM) / random access memory (RAM), magnetic disk, optical disk), and includes several instructions to cause a terminal device (which may be a mobile phone, computer, server, or network device, etc.) to execute the methods described in the various embodiments of this application.

[0074] According to another aspect of the embodiments of this application, a two-wheeled vehicle control method is also provided, applied to... Figure 1 The controller in, such as Figure 5 As shown, the method includes:

[0075] Step S502: In response to the two-wheeled vehicle being under normal load, a speed command is generated according to the first motor control strategy, and the motor of the two-wheeled vehicle is controlled by the speed command. The first motor control strategy refers to controlling the actual speed of the motor to reach the target speed according to the first throttle signal output by the throttle of the two-wheeled vehicle.

[0076] Step S504: In response to the two-wheeled vehicle switching from normal load condition to heavy load condition, a torque command is generated according to the second motor control strategy, and the motor is controlled by the torque command. The second motor control strategy refers to controlling the actual torque of the motor to reach the target torque according to the second throttle signal output by the speed control throttle.

[0077] The two-wheeled vehicle control method has been explained in the above embodiments and will not be repeated here.

[0078] According to another aspect of the embodiments of this application, a motor control device is also provided, which can be used to implement the motor control method provided in the above embodiments, and will not be repeated hereafter. As used below, the term "module" can be a combination of software and / or hardware that implements a predetermined function. Although the device described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0079] Figure 6 This is a structural block diagram of an optional two-wheeled vehicle control device according to an embodiment of this application, such as... Figure 6 As shown, the two-wheeled vehicle control device includes:

[0080] The first response module 602 is used to respond to the two-wheeled vehicle being under normal load conditions, generate a speed command according to the first motor control strategy, and control the motor of the two-wheeled vehicle through the speed command. The first motor control strategy refers to controlling the actual speed of the motor to reach the target speed according to the first throttle signal output by the speed control throttle.

[0081] The second response module 604 is used to respond to the two-wheeled vehicle switching from normal load condition to heavy load condition, generate torque command according to the second motor control strategy, and control the motor through the torque command. The second motor control strategy refers to controlling the actual torque of the motor to reach the target torque according to the second throttle signal output by the speed control throttle.

[0082] It should be noted that the first response module 602 in this embodiment can be used to execute the above step S502, and the second response module 604 in this embodiment can be used to execute the above step S504.

[0083] The embodiments provided in this application employ different motor control strategies under normal load and heavy load conditions. Under normal load conditions, a first motor control strategy controls the two-wheeled vehicle's motor. This strategy determines the driver's speed requirement based on the first throttle signal under normal load conditions and intelligently adjusts the motor output to control the motor to reach and stabilize at the target speed, providing a smooth and efficient driving experience while maximizing energy utilization efficiency. Under heavy load conditions, a second motor control strategy controls the two-wheeled vehicle's motor. This strategy determines the driver's torque requirement based on the second throttle signal under heavy load conditions, precisely adjusts the motor torque output to provide sufficient driving force, and actively limits the maximum torque output, effectively preventing drive wheel slippage and motor overload. This ensures stable motor operation, significantly improving driving safety and vehicle durability. It avoids problems such as tire slippage, motor overheating, or damage caused by sudden current increases under normal load conditions, thus solving the technical problem of reduced two-wheeled vehicle safety caused by using a fixed control strategy under different operating conditions.

[0084] In an exemplary embodiment, the first response module 602 is further configured to, in response to the two-wheeled vehicle being under normal load conditions, acquire a first throttle signal of the two-wheeled vehicle under normal load conditions, and generate a speed command based on the first throttle signal and a first mapping relationship; the first throttle signal represents the rotation angle of the speed control throttle of the two-wheeled vehicle under normal load conditions; the speed command is used to control the motor of the two-wheeled vehicle to reach a target speed; the first mapping relationship represents the mapping relationship between the rotation angle of the speed control throttle of the two-wheeled vehicle and the speed of the motor; and adjust the current output of the motor according to the speed command until the actual speed of the motor reaches the target speed.

[0085] In an exemplary embodiment, the first response module 602 is further configured to, in response to the two-wheeled vehicle switching from a heavy-load condition to a normal-load condition, acquire the current speed of the two-wheeled vehicle, determine the current rotational speed of the motor at the current speed based on the current speed and a second mapping relationship; the second mapping relationship characterizes the mapping relationship between the speed of the two-wheeled vehicle and the rotational speed of the motor; determine the current rotational speed as the target speed, and generate a speed command based on the target speed.

[0086] In an exemplary embodiment, the second response module 604 is further configured to, in response to the two-wheeled vehicle being in a heavy-load condition, acquire a second throttle signal of the two-wheeled vehicle under heavy-load conditions, and generate a torque command based on the second throttle signal and a third mapping relationship; the second throttle signal represents the rotation angle of the speed control throttle of the two-wheeled vehicle under heavy-load conditions; the torque command is used to control the motor of the two-wheeled vehicle to reach a target torque; the third mapping relationship represents the mapping relationship between the rotation angle of the speed control throttle of the two-wheeled vehicle and the torque of the motor; and adjust the current output of the motor according to the torque command until the actual torque of the motor reaches the target torque.

[0087] In one exemplary embodiment, the second response module 604 is further configured to, in response to the two-wheeled vehicle switching from a normal load condition to a heavy load condition, determine the desired torque corresponding to the second throttle signal based on the second throttle signal and a third mapping relationship; determine the desired speed of the motor corresponding to the desired torque based on the desired torque and a fourth mapping relationship; the fourth mapping relationship characterizes the mapping relationship between the motor torque and the motor speed; in response to the desired speed being less than or equal to the target speed, determine the desired torque as the target torque; in response to the desired speed being greater than the target speed, determine the maximum torque of the motor corresponding to the target speed based on the fourth mapping relationship, and determine the maximum torque as the target torque; the target speed refers to the motor speed before the two-wheeled vehicle is in a heavy load condition; and generate a torque command based on the target torque.

[0088] In an exemplary embodiment, the first response module 602 is further configured to, in response to the two-wheeled vehicle being in a normal load condition, acquire first operating state data of the two-wheeled vehicle; and, in response to the first operating state data continuously meeting the determination condition of heavy load condition for a first duration, switch the two-wheeled vehicle from the normal load condition to the heavy load condition.

[0089] In an exemplary embodiment, the second response module 604 is further configured to, in response to the two-wheeled vehicle being in a heavy-load condition, acquire second operating state data of the two-wheeled vehicle; and, in response to the second operating state data continuously meeting the determination condition of normal load condition for a second duration, switch the two-wheeled vehicle from the heavy-load condition to the normal load condition.

[0090] It should be noted that the above modules can be implemented by software or hardware. For the latter, they can be implemented in the following ways, but are not limited to: all the above modules are located in the same processor; or, the above modules are located in different processors in any combination.

Claims

1. A two-wheeled vehicle, characterized in that, The bicycle includes handlebars, a frame, wheels, and a power system; the handlebars are mounted on the frame and include a throttle; the power system includes a motor and a controller. The controller is used to generate a speed command according to a first motor control strategy in response to the two-wheeled vehicle being under normal load conditions, and to control the motor through the speed command. The first motor control strategy refers to controlling the actual speed of the motor to reach the target speed according to the first throttle signal output by the speed control throttle. The controller is also configured to respond to the two-wheeled vehicle switching from normal load condition to heavy load condition, generate torque command according to the second motor control strategy, and control the motor through the torque command, wherein the second motor control strategy refers to controlling the actual torque of the motor to reach the target torque according to the second throttle signal output by the speed control throttle; The motor is used to output torque according to the speed command or torque command output by the controller, so as to drive the wheel to rotate.

2. The two-wheeled vehicle according to claim 1, characterized in that, The controller is also used for: In response to the two-wheeled vehicle being in the normal load condition, the first throttle signal of the two-wheeled vehicle under the normal load condition is acquired, and the speed command is generated according to the first throttle signal and the first mapping relationship; the first throttle signal represents the rotation angle of the speed control throttle of the two-wheeled vehicle under the normal load condition. The speed command is used to control the motor of the two-wheeled vehicle to reach the target speed; The first mapping relationship represents the mapping relationship between the rotation angle of the speed control throttle of the two-wheeled vehicle and the speed of the motor; Adjust the current output of the motor according to the speed command until the actual speed of the motor reaches the target speed.

3. The two-wheeled vehicle according to claim 2, characterized in that, The controller is also used for: In response to the two-wheeled vehicle switching from the heavy load condition to the normal load condition, the current speed of the two-wheeled vehicle is obtained, and the current speed of the motor at the current speed is determined according to the current speed and the second mapping relationship. The second mapping relationship represents the mapping relationship between the movement speed of the two-wheeled vehicle and the rotational speed of the motor; The current rotational speed is determined as the target speed, and the speed command is generated based on the target speed.

4. The two-wheeled vehicle according to claim 1, characterized in that, The controller is also used for: In response to the two-wheeled vehicle being in the heavy-load condition, the second throttle signal of the two-wheeled vehicle under the heavy-load condition is acquired, and the torque command is generated according to the second throttle signal and the third mapping relationship; the second throttle signal represents the rotation angle of the speed control throttle of the two-wheeled vehicle under the heavy-load condition. The torque command is used to control the motor of the two-wheeled vehicle to achieve the target torque; The third mapping relationship represents the mapping relationship between the rotation angle of the speed control throttle of the two-wheeled vehicle and the torque of the motor; Adjust the current output of the motor according to the torque command until the actual torque of the motor reaches the target torque.

5. The two-wheeled vehicle according to claim 4, characterized in that, The controller is also used for: In response to the two-wheeled vehicle switching from the normal load condition to the heavy load condition, the desired torque corresponding to the second throttle signal is determined according to the second throttle signal and the third mapping relationship; Based on the desired torque and the fourth mapping relationship, the desired speed of the motor corresponding to the desired torque is determined; the fourth mapping relationship characterizes the mapping relationship between the torque of the motor and the speed of the motor. In response to the desired rotational speed being less than or equal to the target speed, the desired torque is determined as the target torque; in response to the desired rotational speed being greater than the target speed, the maximum torque of the motor at the target speed is determined according to the fourth mapping relationship, and the maximum torque is determined as the target torque. The target speed refers to the motor speed of the two-wheeled vehicle before it is in the heavy load condition; The torque command is generated based on the target torque.

6. The two-wheeled vehicle according to claim 1, characterized in that, The controller is also used for: In response to the two-wheeled vehicle being in the normal load condition, the first operating status data of the two-wheeled vehicle is acquired; In response to the first operating status data continuously meeting the determination condition of the heavy-load condition for a first duration, the two-wheeled vehicle is switched from the normal load condition to the heavy-load condition.

7. The two-wheeled vehicle according to claim 6, characterized in that, The controller is also used for: In response to the two-wheeled vehicle being in the heavy-load condition, the second operating status data of the two-wheeled vehicle is acquired; In response to the second operating state data continuously meeting the determination condition of the normal load condition for a second duration, the two-wheeled vehicle is switched from the heavy load condition to the normal load condition.

8. The two-wheeled vehicle according to claim 7, characterized in that, The first duration is shorter than the second duration.

9. A two-wheeled vehicle control method, characterized in that, include: In response to the two-wheeled vehicle being under normal load conditions, a speed command is generated according to the first motor control strategy, and the motor of the two-wheeled vehicle is controlled by the speed command. The first motor control strategy refers to controlling the actual speed of the motor to reach the target speed according to the first throttle signal output by the throttle of the two-wheeled vehicle. In response to the two-wheeled vehicle switching from normal load condition to heavy load condition, a torque command is generated according to the second motor control strategy, and the motor is controlled by the torque command. The second motor control strategy refers to controlling the actual torque of the motor to reach the target torque according to the second throttle signal output by the speed control throttle.

10. A two-wheeled vehicle control device, characterized in that, include: The first response module is used to respond to the two-wheeled vehicle being under normal load conditions, generate a speed command according to the first motor control strategy, and control the motor of the two-wheeled vehicle through the speed command. The first motor control strategy refers to controlling the actual speed of the motor to reach the target speed according to the first throttle signal output by the throttle of the two-wheeled vehicle. The second response module is used to respond to the two-wheeled vehicle switching from normal load condition to heavy load condition, generate torque command according to the second motor control strategy, and control the motor through the torque command. The second motor control strategy refers to controlling the actual torque of the motor to reach the target torque according to the second throttle signal output by the speed control throttle.

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