Steering damping self-adaptive electric scooter and control method

Abstract

The invention discloses a steering damping self-adaptive electric scooter and a control method. The steering damping self-adaptive electric scooter comprises a scooter body, a self-balancing device, a steering stabilizing system, a main control unit and a power source. The self-balancing device detects the posture of a vehicle body through the posture sensing unit, and the balance control unit generates a control signal to achieve dynamic balance. The steering stabilizing system dynamically adjusts steering damping parameters according to the vehicle speed through a steering executing mechanism and a damping control unit, and full-speed-domain steering stability is achieved. The scooter can also be selectively provided with an automatic following system, and autonomous navigation and following are realized through an environment sensing module, a path planning module and a motion control module. The problem that a traditional scooter is insufficient in steering stability and balance is effectively solved, and riding safety, comfort and the intelligent level are remarkably improved.

Description

Technical Field

[0001] This invention relates to the field of personal mobility vehicle technology, and in particular to an adaptive electric scooter with adaptive steering damping and a control method for adaptive steering stability. Background Technology

[0002] Electric scooters, as a lightweight and environmentally friendly short-distance transportation tool, have gained widespread popularity in urban commuting and "last mile" transportation in recent years. Their traditional structure mainly includes a frame, front-wheel steering assembly, rear-wheel drive assembly, and a battery and motor system to provide power. While this classic mechanical structure achieves basic transportation functions, its inherent limitations in dynamic stability and intelligence are becoming increasingly apparent as application scenarios expand and user demands increase.

[0003] Insufficient stability of the steering system is a key technical bottleneck restricting its safety and riding experience. The steering mechanisms of most existing electric scooters rely on simple mechanical connections (such as direct fixing of the stem to the handlebars), with the steering damping fixed during the mechanical design phase and unable to be adjusted according to real-time riding conditions. This fixed damping characteristic leads to an inherent contradiction between low-speed agility and high-speed stability: at low speeds, users need light and agile steering to avoid obstacles or make U-turns in narrow spaces. However, fixed damping often makes the steering feel too stiff or cumbersome, requiring users to apply significant force, which not only makes operation inconvenient but also increases the risk of tipping over due to sluggish front wheel response.

[0004] At high speeds, users urgently need a stable steering feel to maintain straight-line stability. However, fixed damping cannot provide sufficient stability compensation at this time. Slight bumps on the road or minor, unintentional movements by the user can be amplified, causing the front of the vehicle to sway or even roll over, posing a safety hazard.

[0005] Therefore, the market urgently needs a system that can intelligently sense vehicle speed and dynamically adjust steering damping. Summary of the Invention

[0006] In view of the shortcomings of the existing technology, the purpose of this invention is to solve the problems of low-speed inflexibility and high-speed instability caused by the fixed steering damping of traditional electric scooters.

[0007] To achieve the above objectives, in a first aspect, the present invention provides a steering damping adaptive electric scooter, comprising: a vehicle body including a front wheel steering assembly, a rear wheel drive assembly, a frame connecting the front wheel steering assembly and the rear wheel drive assembly, and a power supply; a self-balancing device disposed on the vehicle body, the self-balancing device being electrically connected to the power supply, the self-balancing device comprising: an attitude sensing unit for detecting attitude information of the vehicle body; a balance control unit communicatively connected to the attitude sensing unit and capable of generating a balance control signal based on the attitude information; and a steering stability system including: a steering actuator being drive-connected to the front wheel steering assembly; a damping control unit capable of dynamically adjusting the steering damping parameters of the steering actuator based on the vehicle speed information of the rear wheel drive assembly; and a main control unit being electrically connected to the self-balancing device, the steering stability system, and the rear wheel drive assembly; wherein the steering actuator is fixed to the front wheel steering assembly by a support structure.

[0008] Furthermore, as a more preferred embodiment of the present invention, the damping control unit is configured to: apply a first damping parameter when the vehicle speed is detected to be lower than a first threshold; apply a second damping parameter when the vehicle speed is detected to be higher than the first threshold and lower than a second threshold; and apply a third damping parameter when the vehicle speed is detected to be higher than the second threshold; wherein the first damping parameter is smaller than the second damping parameter, and the second damping parameter is smaller than the third damping parameter.

[0009] Furthermore, as a more preferred embodiment of the present invention, the steering actuator includes: A drive motor; an angle detection component for detecting the rotation angle of the drive motor; the support structure includes: a first connecting part for fixed connection with the drive motor; a second connecting part for detachable connection with the vehicle frame; the output end of the drive motor is connected to the steering riser of the front wheel steering assembly via a transmission component.

[0010] Furthermore, as a more preferred embodiment of the present invention, the support structure includes a first arm and a second arm that are perpendicular to each other, and a reinforcing portion is provided between the first arm and the second arm; the first connecting portion is provided on the inner side of the end of the first arm, and the second connecting portion is provided on the inner side of the end of the second arm.

[0011] Furthermore, as a more preferred embodiment of the present invention, it also includes an automatic following system disposed on the vehicle body, the automatic following system being electrically connected to the self-balancing device, the steering stability system and the power supply, the automatic following system comprising: an environmental perception module for acquiring surrounding environmental information; a path planning module for generating a navigation path based on the environmental information; and a motion control module for controlling the self-balancing device and the steering stability system to work together according to the navigation path.

[0012] Furthermore, as a more preferred embodiment of the present invention, the environmental perception module includes at least two of a visual sensor, a positioning sensor, and a distance detection sensor.

[0013] Furthermore, as a more preferred embodiment of the present invention, the automatic following system further includes a human-computer interaction module, which includes: a voice interaction unit configured to receive a user's voice command and convert it into a control signal; and a gesture recognition unit configured to recognize a user's specific gesture and convert it into a control signal; wherein the path planning module adjusts the automatic following strategy in response to the voice command and / or gesture.

[0014] Furthermore, as a more preferred embodiment of the present invention, the voice interaction unit includes a microphone array and a voice processing chip, and is configured to recognize at least one of follow instructions, navigation instructions and system control instructions.

[0015] Furthermore, as a more preferred embodiment of the present invention, the gesture recognition unit receives the sensing signals from the visual sensor of the environmental perception module or the gesture recognition camera, and is able to recognize at least one of static gestures and dynamic gestures.

[0016] Furthermore, as a more preferred embodiment of the present invention, the adjustment of the automatic following strategy includes at least one of: turning the following mode on and off, adjusting the following distance, and replanning the following path.

[0017] In a second aspect, the present invention also provides a steering damping adaptive control method, applied to the steering damping adaptive electric scooter as described in the first aspect above, the method being executed by the main control unit and / or the damping control unit, including: acquiring real-time vehicle speed information of the rear wheel drive assembly; Based on the real-time vehicle speed information, the corresponding target steering damping parameter is determined; based on the target steering damping parameter, a damping control signal is generated; the damping control signal is sent to the steering actuator to control it to output a damping torque corresponding to the target steering damping parameter, which is then applied to the front wheel steering assembly.

[0018] Furthermore, as a more preferred embodiment of the present invention, the step of "determining the corresponding target steering damping parameter based on the real-time vehicle speed information" specifically includes: comparing the real-time vehicle speed with a preset first threshold and a second threshold, wherein the second threshold is greater than the first threshold; if the vehicle speed is lower than the first threshold, then the target steering damping parameter is determined to be a first damping parameter; if the vehicle speed is higher than or equal to the first threshold and lower than the second threshold, then the target steering damping parameter is determined to be a second damping parameter; if the vehicle speed is higher than or equal to the second threshold, then the target steering damping parameter is determined to be a third damping parameter; wherein, the first damping parameter < the second damping parameter < the third damping parameter.

[0019] Furthermore, as a more preferred embodiment of the present invention, the method further includes: acquiring real-time attitude information of the vehicle body through the attitude sensing unit in the self-balancing device; the step of "determining the corresponding target steering damping parameter based on the real-time vehicle speed information" further includes: dynamically compensating the target steering damping parameter based on the real-time attitude information; wherein, when the attitude information indicates that the vehicle body has a steering centrifugal tendency or body roll, the target steering damping parameter is increased.

[0020] Furthermore, as a more preferred embodiment of the present invention, when the electric scooter is equipped with the automatic following system as described above, the method further includes: in automatic following mode, receiving a navigation path or turning command from the path planning module; when performing a following turn, synchronously executing the above control method, and adaptively adjusting the target steering damping parameter determined based on the vehicle speed according to the curvature of the navigation path or the urgency of the turn.

[0021] Furthermore, as a more preferred embodiment of the present invention, "adaptively adjusting the target steering damping parameter determined based on vehicle speed" includes at least one of the following strategies: when a large curvature steering is required for emergency obstacle avoidance or path replanning, a damping value higher than the conventional parameter corresponding to the current vehicle speed is temporarily adopted; when a stable straight-line following or small curvature path tracking is performed, a conventional damping parameter corresponding to the current vehicle speed is adopted.

[0022] Furthermore, as a more preferred embodiment of the present invention, the steering actuator includes a drive motor, and the step of "sending the damping control signal to the steering actuator" specifically comprises: The target steering damping parameter is converted into a corresponding current setting value or torque setting value; a control command containing the current setting value or torque setting value is sent to the controller of the drive motor so that the drive motor generates the corresponding damping torque.

[0023] This invention achieves agile steering at low speeds and stable riding at high speeds through speed-sensitive damping control, thus improving riding safety and comfort. Simultaneously, the built-in self-balancing device helps users, especially beginners, to more easily maintain balance, reducing the risk of falls during starting, low speeds, and stopping, thereby expanding the user base. Attached Figure Description

[0024] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below.

[0025] Figure 1 This is a structural block diagram of the adaptive steering damping electric scooter in the embodiment.

[0026] Figure 2 This is a schematic diagram of the overall structure of the adaptive steering damping electric scooter in the embodiment.

[0027] Figure 3 This is a schematic diagram of the overall structure of the steering stabilization system in the embodiment.

[0028] Figure 4 This is a flowchart of the automatic following system in the embodiment.

[0029] Figure 5 This is a flowchart illustrating the steps of the adaptive steering damping control method in this embodiment.

[0030] Figure 6 This is a schematic diagram of the steering stability system in the embodiment, which is equipped with a headlight assembly.

[0031] Explanation of reference numerals in the attached figures: 100-Body body, 101-Frame, 102-Front wheel steering assembly, 1021-Front fork, 1022-Front wheel, 1023-Steering riser tube, 103-Rear wheel drive assembly, 1031-Wheel hub motor, 104-Power supply; 200 - Self-balancing device, 210 - Attitude sensing unit, 220 - Balance control unit; 300-Steering stability system, 310-Steering actuator, 311-Drive motor, 312-Angle detection component, 313-Transmission component, 320-Damping control unit, 330-Support structure, 331-First support arm, 332-Second support arm, 333-Reinforcing part, 334-First connecting part, 335-Second connecting part; 400 - Main Control Unit; 500 - Automatic following system, 510 - Environmental perception module, 511 - Visual sensor, 512 - Positioning sensor, 513 - Distance detection sensor, 520 - Path planning module, 530 - Motion control module, 540 - Human-computer interaction module, 541 - Voice interaction unit, 542 - Gesture recognition unit.

[0032] 600 - Headlight assembly. Detailed Implementation

[0033] To enable those skilled in the art to better understand the technical solutions in this application, the technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of the embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0034] It should be noted that when a component is referred to as being "fixed to" or "set on" another component, it can be directly on or indirectly set on the other component; when a component is referred to as being "connected to" another component, it can be directly connected to or indirectly connected to the other component.

[0035] It should be understood that the terms "length", "width", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", and "outer" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or component referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0036] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" or "several" means two or more, unless otherwise explicitly specified.

[0037] It should be noted that the structures, proportions, sizes, etc., shown in the accompanying drawings of this specification are only for the purpose of assisting those skilled in the art in understanding and reading the content disclosed in the specification, and are not intended to limit the conditions under which this application can be implemented. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in the proportions, or adjustments to the size should still fall within the scope of the technical content disclosed in this application, provided that they do not affect the effects and purposes that this application can produce.

[0038] Example This embodiment aims to address the problems of low-speed inflexibility and high-speed instability caused by the fixed steering damping of traditional electric scooters in the prior art. (Refer to...) Figure 1-4 As shown, this embodiment provides an electric scooter that achieves flexible steering at low speeds and stable steering damping at high speeds through speed-sensing damping control.

[0039] Reference Figure 1 and 2 As shown, the adaptive steering damping electric scooter includes a body 100, a self-balancing device 200, a steering stability system 300, and a main control unit 400.

[0040] The vehicle body 100 includes a front-wheel steering assembly 102, a rear-wheel drive assembly 103, a frame 101 connecting the front-wheel steering assembly 102 and the rear-wheel drive assembly 103, and a power supply 104. Further, the front-wheel steering assembly 102 includes a front fork 1021, a front wheel 1022, and a steering riser 1023. The rear-wheel drive assembly 103 includes a hub motor 1031 and a reducer. The power supply 104 is a lithium-ion battery pack, located below the bottom footrest of the frame 101 to lower the vehicle's center of gravity.

[0041] The self-balancing device 200 is installed on the vehicle body 100 and is electrically connected to the power supply 104. The self-balancing device 200 includes an attitude sensing unit 210 for detecting the attitude information of the vehicle body 100 and a balance control unit 220 that is communicatively connected to the attitude sensing unit 210. The balance control unit 220 can generate a balance control signal based on the attitude information.

[0042] The steering stability system 300 includes a steering actuator 310 and a damping control unit 320 that are connected to the front wheel steering assembly 102. The damping control unit 320 can dynamically adjust the steering damping parameters of the steering actuator 310 according to the vehicle speed information of the rear wheel drive assembly 103.

[0043] The main control unit 400 is electrically connected to the self-balancing device 200, the steering stabilization system 300, and the rear wheel drive assembly 103; wherein, the steering actuator 310 is fixed to the steering riser of the front wheel steering assembly 102 via the support structure 330.

[0044] In this embodiment, the self-balancing function is realized through a closed-loop control system of "perception-decision-execution". It monitors the vehicle body tilt state in real time and generates a reverse torque by controlling the acceleration and deceleration of the rear wheel drive motor 311 to counteract the tilting trend and maintain the dynamic balance of the vehicle body.

[0045] For example, the attitude sensing unit 210 adopts a six-axis IMU (inertial measurement unit), which integrates a three-axis gyroscope and a three-axis accelerometer. It is fixed to the center position of the frame 101 by a shock-absorbing pad and is used to detect the pitch angle, roll angle and angular velocity of the vehicle body in real time. It is locked with screws to accurately reflect the motion of the vehicle's center of gravity.

[0046] The balance control unit 220 can employ an embedded processor to run a specific balance control algorithm. It receives fused real-time attitude data from the attitude sensing unit 210 and uses a PID control algorithm as the core control strategy. This algorithm calculates a control quantity required to restore balance based on the deviation between the current attitude and the target balance attitude, and converts the calculation result of the PID algorithm into a specific balance control signal.

[0047] The hub motor 1031 and its electronic speed controller of the rear-wheel drive assembly 103 receive balance control signals from the balance control unit 220. The balance control unit 220 communicates with the attitude sensing unit 210 via an SPI bus. When forward tilt of the vehicle body is detected (e.g., pitch angle exceeding +3 degrees), the balance control unit 220 generates a balance control signal, which instructs the hub motor 1031 of the rear-wheel drive assembly 103 to accelerate moderately through the main control unit 400, generating a forward restoring torque. Conversely, when the vehicle body tilts backward, the motor is controlled to decelerate. Dynamic balance maintenance of the vehicle body can be achieved through a PID control algorithm.

[0048] The self-balancing device 200 and the steering stability system 300 work together. When the vehicle is turning, the self-balancing system communicates with the steering stability system 300 through the main control unit 400. For example, during high-speed cornering, the vehicle body will generate centrifugal force, which may cause body roll. The self-balancing system can assist in adjusting the left and right balance, while the steering stability system 300 maintains steering stability by increasing damping. The two work together to ensure the safety and comfort of riding.

[0049] The main control unit 400 coordinates the operation of the self-balancing device 200 and the steering stability system 300. For example, when the vehicle automatically accelerates to restore balance, the main control unit 400 synchronizes the acceleration signal to the damping control unit 320. The damping control unit 320 can then predict the vehicle's dynamics and fine-tune the damping parameters to ensure that steering stability is not affected during balance compensation.

[0050] Furthermore, the damping control unit 320 is communicatively connected to the scooter's speed sensor (located in the rear wheel drive assembly 103) to receive real-time vehicle speed information. The damping control unit 320 is configured to: apply a first damping parameter when the detected vehicle speed is below a first threshold; apply a second damping parameter when the detected vehicle speed is above the first threshold but below a second threshold; and apply a third damping parameter when the detected vehicle speed is above the second threshold; wherein the first damping parameter is less than the second damping parameter, and the second damping parameter is less than the third damping parameter.

[0051] For example, the damping control unit 320 employs a processor, and the steering actuator 310 applies damping to the steering. When the vehicle speed V < 5 km / h (first threshold), a first damping parameter is applied, at which point the equivalent damping torque provided by the motor is very small (e.g., 0.2 N·m), resulting in a light steering feel and facilitating low-speed turning and U-turns. When 5 km / h ≤ V < 15 km / h (second threshold), a second damping parameter is applied, providing a moderate damping torque (e.g., 1.5 N·m) to balance agility and stability.

[0052] In some embodiments, the damping control unit 320 is further configured to: receive real-time attitude information from the attitude sensing unit 210; when the attitude information indicates that the vehicle body has a tendency to turn centrifugation or the roll rate exceeds a preset value, add a dynamic compensation damping value to the basic damping parameter determined based on the current vehicle speed. For example, assuming the attitude sensing unit 210 detects that the vehicle body has a tendency to turn centrifugation and the roll rate exceeds the preset value, if the vehicle speed V is in the range of 5km / h ≤ V<15km / h, the original second damping parameter provides a damping torque of 1.5 N·m. On this basis, a dynamic compensation damping value is added, for example, by adding 0.8 N·m, then the equivalent damping torque provided by the motor becomes 2.3 N·m. This can better resist the centrifugal tendency and roll of the vehicle body, especially when riding in environments such as crosswinds and centrifugal forces in curves, which can better enhance the stability of the scooter.

[0053] Reference Figure 2 and 3 As shown, the steering actuator 310 includes a drive motor 311 and an angle detection component 312 for detecting the rotation angle of the drive motor 311. For example, the drive motor 311 is a brushless DC motor, and the angle detection component 312 is a multi-turn absolute encoder, which is directly mounted on the motor shaft and can accurately detect the absolute angle of the motor rotation.

[0054] Reference Figure 3As shown, the support structure 330 includes a first connecting portion 334 and a second connecting portion 335. The first connecting portion 334 is fixedly connected to the drive motor 311; the second connecting portion 335 is detachably connected to the frame 101; the output end of the drive motor 311 is connected to the steering riser of the front wheel steering assembly 102 via a transmission member 313. For example, the transmission member 313 is a flange with a groove on its top, which is adapted to fit with a protrusion on the steering riser, allowing them to interlock and be bolted to the steering riser for coaxial rotation.

[0055] Reference Figure 3 As shown, the support structure 330 further includes a first arm 331 and a second arm 332 that are perpendicular to each other, with a reinforcing portion 333 provided between the first arm 331 and the second arm 332; a first connecting portion 334 is provided on the inner side of the end of the first arm 331, and a second connecting portion 335 is provided on the inner side of the end of the second arm 332. For example, the first arm 331 and the second arm 332 are integrally formed, with the first arm 331 being a circular plate structure and the second arm 332 being a vertical plate structure with an arc-shaped cross-section. It can be understood that the mutually perpendicular first arm 331 and the second arm 332, together with the reinforcing portion 333, form an approximately triangular stable configuration. This design allows the reaction torque generated by the drive motor to be effectively transmitted to the frame 101, rather than being entirely borne by the steering riser, thereby extending the lifespan of the steering riser components and improving handling precision.

[0056] The steering actuator 310 is fixed to the front wheel steering assembly via the support structure 330, ensuring a stable connection, efficient transmission, and the reliability and durability of the entire steering control system.

[0057] Reference Figure 6 As shown, in some embodiments, the scooter also includes a headlight assembly 600 connected to the outer wall of the second arm 332 (on the side opposite to the drive motor 311). The connection method includes integrally forming with the second arm 332 or detachably connecting via fasteners. The headlight assembly 600 is electrically connected to a power source. Exemplarily, the headlight assembly 600 includes a headlight module with a fixed illumination direction or an existing steerable headlight module.

[0058] Furthermore, the control terminal of the headlight assembly 600 is electrically connected to the main control unit 400 to receive control commands from the steering stability system 300 or the vehicle status, and adjust the lighting behavior based on the commands to achieve functional coordination. When the headlight assembly 600 is a steerable headlight module (an existing headlight module), it is linked with the steering damping adaptive control method, including the following steps: the main control unit 400 acquires real-time steering angle information from the steering stability system 300; based on the steering angle information, it generates a corresponding headlight deflection control signal and sends it to the headlight assembly 600; the headlight assembly 600 responds to the deflection control signal, drives its internal adjustment mechanism to make the illumination beam direction deflected by a predefined angle towards the same side of the vehicle's turn, so as to illuminate the turning path in advance.

[0059] The main control unit 400 is also configured to dynamically adjust the illumination mode of the headlight assembly 600 based on the real-time vehicle speed information of the rear wheel drive assembly 103: when the vehicle speed is lower than a preset speed threshold, the headlight assembly is controlled to operate in a first mode with a wide beam pattern and uniform illuminance; when the vehicle speed is higher than the preset speed threshold, the headlight assembly is controlled to switch to a second mode with concentrated light spot and longer illumination distance.

[0060] When the electric scooter is equipped with the automatic following system 500, the headlight assembly can switch to a third working mode in the automatic following mode. The third working mode includes either keeping the position indicator light on with reduced brightness or flashing at a specific rhythm as a system status indicator.

[0061] For example, the main control unit 400 pre-stores or calculates a "steering angle-light deflection angle mapping table". When the real-time steering angle α is obtained, the corresponding target light deflection angle β is obtained by querying the mapping table. The mapping relationship is configured such that when the steering angle α is less than a first safety angle (e.g., 15°), β = k1. α (k1 is a proportionality coefficient between 0.5 and 1); when the steering angle α is greater than or equal to the first safety angle, β is limited to a fixed value not exceeding the maximum safety deflection angle (e.g., 20°). Subsequently, the main control unit 400 sends a command containing the target deflection angle β to the motor driver of the headlight assembly, driving the miniature deflection motor of the steerable headlight module to move to the target position.

[0062] Furthermore, when generating the deflection control signal, the main control unit 400 also simultaneously reads the vehicle roll rate information provided by the attitude sensing unit 210. When the roll rate exceeds a preset threshold, the proportional coefficient k1 is temporarily reduced or the beam deflection is paused to avoid uncomfortable and violent shaking of the illumination spot when the vehicle body is in dynamic condition.

[0063] The scooter also includes a power management system comprising a power monitoring unit and a power distribution unit. The power monitoring unit monitors the voltage, current, and temperature of the lithium-ion battery pack in real time and estimates the remaining power. The power distribution unit allocates power according to system priority: the self-balancing device 200 and the steering stability system 300 have the highest priority to ensure basic safety; the automatic following system 500 is next; and auxiliary functions such as entertainment and lighting have the lowest priority.

[0064] Reference Figure 4 As shown, in some embodiments, an automatic following system 500 is also included, which is disposed on the vehicle body 100. The automatic following system 500 is electrically connected to the self-balancing device 200, the steering stability system 300 and the power supply 104. The automatic following system 500 includes an environment perception module 510 for acquiring surrounding environment information, a path planning module 520 for generating a navigation path based on the environment information, and a motion control module 530 for controlling the self-balancing device 200 and the steering stability system 300 to work together according to the navigation path.

[0065] For example, the environmental perception module 510 employs a multi-sensor fusion scheme, including a visual sensor 511 (front-facing wide-angle camera), a UWB positioning sensor 512, and four distance detection sensors 513 (ultrasonic sensors). The camera is used to identify and track specific users (by recognizing the user's clothing features through a pre-trained visual algorithm); the UWB locator works in conjunction with a UWB tag carried by the user to obtain accurate distance and direction information; and the ultrasonic sensors are used to detect nearby obstacles.

[0066] The path planning module 520 receives information from the environment perception module 510 and uses a dynamic window algorithm to generate a collision-free, smooth navigation path in real time. This path always maintains a preset safe distance of 1.5 meters from the user.

[0067] Motion control module 530: Decomposes the path output by path planning module 520 into longitudinal speed command and lateral steering command. The longitudinal speed command is sent to the balance control unit 220 of self-balancing device 200 (to achieve forward and reverse movement by controlling the speed of rear wheels), and the lateral steering command is sent to the drive motor 311 of steering stability system 300 (to achieve steering by controlling the angle of front wheel 1022).

[0068] In some embodiments, the automatic following system 500 further includes a human-computer interaction module 540, which includes: a voice interaction unit 541 configured to receive user voice commands and convert them into control signals; and a gesture recognition unit 542 configured to recognize specific user gestures and convert them into control signals. The path planning module 520 adjusts the automatic following strategy in response to voice commands and / or gestures. The adjustment of the automatic following strategy includes at least one of: turning the following mode on and off, adjusting the following distance, and replanning the following path.

[0069] For example, the voice interaction unit 541 includes a four-microphone array and a dedicated voice processing chip. It is configured to recognize specific voice commands, such as the follow command "follow me," the distance command "distance from following," and the system control command "stop following." The recognized commands are converted into control signals and passed to the path planning module 520.

[0070] The gesture recognition unit 542 receives a video stream from the front-facing camera in the environment perception module 510. Through the built-in image recognition algorithm, it can recognize the user's static gestures (such as raising the palm to indicate "stop") and dynamic gestures (such as waving to indicate "come here").

[0071] The path planning module 520 responds to these voice or gesture control signals and adjusts the automatic following strategy in real time. For example, when it receives a "stop" voice command or gesture, it turns off the following mode; when it receives a "closer" command, it adjusts the preset safe distance from 1.5 meters to 1.0 meter.

[0072] In some embodiments, the human-machine interface module is further configured to: receive a user's preference setting instruction regarding steering feel; the damping control unit performs a personalized offset based on the target steering damping parameter according to the preference setting instruction; wherein the preference setting includes sport mode, comfort mode, or custom damping coefficient.

[0073] This embodiment integrates an automatic following system 500, allowing the scooter to follow the user autonomously while walking, freeing up their hands, making it particularly suitable for scenarios involving carrying luggage. Combined with voice and gesture interaction, the operation becomes more intuitive and convenient.

[0074] Reference Figure 5 As shown, this embodiment also provides a steering damping adaptive control method, applied to the steering damping adaptive electric scooter as described above. The method is executed by the main control unit 400 and / or the damping control unit 320, and includes: S1: Obtain the real-time vehicle speed information of the rear-wheel drive assembly 103; S2: Determine the corresponding target steering damping parameters based on the real-time vehicle speed information; S3: Generate a damping control signal based on the target steering damping parameters; S4: The damping control signal is sent to the steering actuator 310 to control it to output a damping torque corresponding to the target steering damping parameter, which is then applied to the front wheel steering assembly 103.

[0075] It is understood that in some embodiments, a Hall effect speed sensor, encoder, or magnetoelectric sensor is installed on the hub motor 1031 of the rear wheel drive assembly 103 or on the vehicle frame to directly measure the rotational speed of the rear wheels and transmit it to the damping control unit 320 via a signal line. In other embodiments, the main control unit 400 or the damping control unit 320 calculates the real-time vehicle speed by reading the drive current, back electromotive force, or feedback signal from the controller of the hub motor 1031, combined with motor parameters and wheel radius, using an algorithm.

[0076] The damping control unit 320 filters (e.g., low-pass filter) and preprocesses the received vehicle speed signal to eliminate noise interference and obtain a stable and reliable real-time vehicle speed value (V).

[0077] The process of "determining the corresponding target steering damping parameters based on the real-time vehicle speed information" is implemented in the embedded software of the damping control unit 320. A "vehicle speed-damping reference parameter" mapping table is pre-stored within the software. The decision-making process is as follows: the filtered real-time vehicle speed V is compared with preset vehicle speed thresholds in the mapping table (e.g., a first threshold of 5 km / h, a second threshold of 15 km / h), and the corresponding first, second, or third damping reference parameters are directly queried and output according to the corresponding speed range. The mapping table is calibrated before the system leaves the factory to ensure that the damping feel in low-speed, medium-speed, and high-speed ranges is consistent with the design target.

[0078] The electronic devices provided in the embodiments of this application have been described in detail above. Specific examples have been used to illustrate the principles and implementation methods of this application. The descriptions of the embodiments above are only for the purpose of helping to understand this application. Furthermore, those skilled in the art will recognize that, based on the ideas of this application, there will be changes in the specific implementation methods and application scope. Therefore, the content of this specification should not be construed as a limitation of this application.

Claims

1. A steering damping adaptive electric scooter, characterized in that, include: The vehicle body includes a front-wheel steering assembly, a rear-wheel drive assembly, a frame connecting the front-wheel steering assembly and the rear-wheel drive assembly, and a power supply. A self-balancing device is installed on the vehicle body, the self-balancing device is electrically connected to the power source, and the self-balancing device includes: An attitude sensing unit is used to detect the attitude information of the vehicle body. The balance control unit is communicatively connected to the attitude sensing unit and can generate a balance control signal based on the attitude information. Steering to a stable system, including: The steering actuator is connected in drive to the front wheel steering assembly; The damping control unit is capable of dynamically adjusting the steering damping parameters of the steering actuator based on the vehicle speed information of the rear-wheel drive assembly. The main control unit is electrically connected to the self-balancing device, the steering stability system, and the rear-wheel drive assembly. The steering actuator is fixed to the front wheel steering assembly by a support structure.

2. The adaptive steering damping electric scooter according to claim 1, characterized in that, The damping control unit is configured to: When the vehicle speed is detected to be below the first threshold, the first damping parameter is applied; When the vehicle speed is detected to be higher than the first threshold and lower than the second threshold, the second damping parameter is applied; When the vehicle speed is detected to be higher than the second threshold, a third damping parameter is applied; wherein the first damping parameter is less than the second damping parameter, and the second damping parameter is less than the third damping parameter.

3. The adaptive steering damping electric scooter according to claim 1, characterized in that, The steering actuator includes: Drive motor; An angle detection component is used to detect the rotation angle of the drive motor; The supporting structure includes: A first connecting part is used to be fixedly connected to the drive motor; A second connecting part is detachably connected to the vehicle frame; The output end of the drive motor is connected to the steering riser of the front wheel steering assembly via a transmission component.

4. The adaptive steering damping electric scooter according to claim 3, characterized in that, The support structure includes a first arm and a second arm that are perpendicular to each other, with a reinforcing part between the first arm and the second arm; the first connecting part is located on the inner side of the end of the first arm, and the second connecting part is located on the inner side of the end of the second arm.

5. The adaptive steering damping electric scooter according to claim 1, characterized in that, It also includes an automatic following system installed on the vehicle body, the automatic following system being electrically connected to the self-balancing device, the steering stability system and the power supply, the automatic following system comprising: The environmental perception module is used to acquire information about the surrounding environment; The path planning module is used to generate a navigation path based on the environmental information. The motion control module is used to control the self-balancing device and the steering stabilization system to work together according to the navigation path.

6. The adaptive steering damping electric scooter according to claim 5, characterized in that, The automatic following system further includes a human-computer interaction module, which includes: A voice interaction unit is configured to receive user voice commands and convert them into control signals; A gesture recognition unit is configured to recognize a user's specific gestures and convert them into control signals; The path planning module responds to the voice command and / or gesture to adjust the automatic following strategy; the adjustment of the automatic following strategy includes at least one of: turning the following mode on and off, adjusting the following distance, and replanning the following path.

7. The adaptive steering damping electric scooter according to claim 6, characterized in that, The voice interaction unit includes a microphone array and a voice processing chip, and is configured to recognize at least one of follow instructions, navigation instructions, and system control instructions.

8. A steering damping adaptive control method, applied to the steering damping adaptive electric scooter as described in any one of claims 1-7, characterized in that, The method includes: Obtain the real-time vehicle speed information of the rear-wheel drive assembly; Based on the real-time vehicle speed information, the corresponding target steering damping parameters are determined; Based on the target steering damping parameters, a damping control signal is generated; The damping control signal is sent to the steering actuator to control it to output a damping torque corresponding to the target steering damping parameter, which is then applied to the front wheel steering assembly.

9. The control method according to claim 8, characterized in that, The step of "determining the corresponding target steering damping parameters based on the real-time vehicle speed information" specifically includes: The real-time vehicle speed is compared with a preset first threshold and a second threshold, wherein the second threshold is greater than the first threshold; If the vehicle speed is lower than the first threshold, then the target steering damping parameter is determined to be the first damping parameter; If the vehicle speed is higher than or equal to the first threshold and lower than the second threshold, then the target steering damping parameter is determined to be the second damping parameter; If the vehicle speed is higher than or equal to the second threshold, the target steering damping parameter is determined to be the third damping parameter; wherein, the first damping parameter < the second damping parameter < the third damping parameter.

10. The control method according to claim 8, characterized in that, The step of "sending the damping control signal to the steering actuator" specifically includes: Convert the target steering damping parameters into corresponding current or torque settings; A control command containing the current setting value or torque setting value is sent to the controller of the drive motor to cause the drive motor to generate a corresponding damping torque.

Images