Riding system and mountain bike

Abstract

The invention relates to the technical field of bicycles, and discloses a riding system and a mountain bike, the riding system comprises a control module, a data acquisition module, an operation module and an execution module; the execution module comprises a driving module and an energy storage module which are connected with each other; the energy storage module is electrically connected with the power supply ends of the control module, the data acquisition module and the operation module; the input end of the driving module is electrically connected with the control module; the data acquisition module is electrically connected with the control module; the operation module is electrically connected with the control module; wherein the riding system is provided with a power assisting mode, a braking mode, an exercising mode and a constant speed mode which operate independently. Through the design of the riding system, operation of multiple types of modes can be met, the working modes can be flexibly switched, commuting assistance can be achieved, the exercise requirement can be met, consumed physical power is converted into the electric quantity of a battery, cooperative meeting of double requirements is achieved, and meanwhile the functions of electric assistance, energy recovery, constant speed control and exercise energy storage are achieved.

Description

Technical Field

[0001] This application belongs to the field of bicycle technology, specifically relating to a riding system and a mountain bike. Background Technology

[0002] Driven by the global popularization of green travel concepts and the upgrading of demand for healthy exercise, mountain bikes, with their all-terrain adaptability, have become a core carrier connecting outdoor travel, leisure and entertainment and sports and fitness, and are widely used in diverse scenarios such as urban commuting, mountain exploration, and daily exercise.

[0003] Traditional mountain bikes rely entirely on human power. For commuting, activities such as climbing hills and long-distance riding require a lot of physical exertion, which can easily lead to muscle fatigue, resulting in low commuting efficiency, poor experience, and greatly limiting travel radius. For exercise, although it can achieve fitness goals through human effort, it lacks flexible resistance adjustment and energy feedback mechanisms, cannot be accurately adapted to the intensity of exercise, and the kinetic energy generated during exercise is completely wasted, making it impractical.

[0004] While existing electric-assist bicycles have been optimized in terms of power output, there is still a disconnect between commuting assistance and exercise needs. Some products overemphasize commuting assistance, with the motor providing excessive auxiliary power, requiring riders to exert almost no physical effort and completely negating the exercise benefits, making them only suitable as a simple commuting tool. Other products attempt to cater to exercise needs by offering only basic resistance adjustment functions, but the physical effort consumed by riders during high-intensity exercise is converted into ineffective energy consumption and cannot be stored as battery power for subsequent commuting assistance, making it difficult to achieve a synergistic fulfillment of both needs. Summary of the Invention

[0005] To address the shortcomings of the prior art, this application provides a cycling system and a mountain bike. Through the design of the cycling system, the control module, data acquisition module, operation module, and execution module work together to meet various operating modes and flexibly switch working modes. It can not only assist commuting but also meet exercise needs, converting consumed physical energy into battery power to meet dual needs. It also realizes electric assistance, energy recovery, constant speed control, and exercise energy storage functions.

[0006] The technical effects to be achieved in this application are realized through the following aspects: In a first aspect, this application provides a cycling system, including a control module, a data acquisition module, an operation module, and an execution module; The execution module includes a drive module and an energy storage module that are connected to each other. The energy storage module is electrically connected to the power supply terminals of the control module, the data acquisition module and the operation module, respectively, and is used to provide working power for each module, as well as to recover and store energy. The input terminal of the drive module is electrically connected to the control module and is used to receive the operation commands output by the control module in order to output auxiliary driving force or cooperate to realize energy recovery. The data acquisition module is electrically connected to the control module and is used to collect relevant data during the riding process and transmit it to the control module; The operation module is electrically connected to the control module and is used for user input of operation commands and transmission to the control module; The cycling system is equipped with independently operating assist mode, braking mode, training mode and constant speed mode.

[0007] In some implementations, the resistance level is set via the operation module in the exercise mode; The control module obtains the instruction for the resistance level and the cycling load data collected by the data acquisition module, calculates and controls the drive module to provide the corresponding resistance, and at the same time converts the mechanical energy output during exercise into electrical energy and transmits it to the energy storage module to realize energy recovery and storage.

[0008] In some implementations, the riding system further includes an overheat protection module, which includes an emergency button module, a protection control unit, and a status display module; The emergency button module is electrically connected to the protection control unit and is used to allow the user to input emergency stop or protection trigger commands. The protection control unit is electrically connected to the control module and the data acquisition module respectively, and is used to receive temperature data transmitted by the data acquisition module and instructions from the emergency button module, and output protection control signals to the control module. The output terminal of the protection control unit is connected to the status display module, and is used to control the status display module to display overheat protection status information.

[0009] In some implementations, under the braking mode, the control module receives braking signals and vehicle speed data collected by the data acquisition module, combines them with the braking command from the operation module, and outputs an energy recovery control command to the execution module to control the drive module to switch to power generation mode, converting the kinetic energy generated during braking into electrical energy and transmitting it to the energy storage module for storage.

[0010] In some implementations, the power generation current of the power generation state is adjusted according to the braking force, which includes slight braking, moderate braking and emergency braking. If the braking force is slight braking, the power generation current is 5A-8A; if the braking force is emergency braking, the power generation current is 12A-15A; if the braking force is moderate braking, the power generation current is 8A-12A. Wherein, the light braking is 10%-30% of the total effective braking stroke; the moderate braking is 30%-70% of the total effective braking stroke; the emergency braking is greater than 70% of the total effective braking stroke; and the total effective braking stroke is the complete stroke from the start of the braking operation to the point where the braking effect reaches its maximum.

[0011] In some implementations, in the constant speed mode, the control module adjusts the output state of the drive module based on the vehicle condition data collected by the data acquisition module or the constant speed command set by the operation module. When the vehicle condition data reaches a set value, the control module switches to the power generation state to recover excess kinetic energy to the energy storage module for storage, thus ensuring energy recovery while maintaining constant speed driving.

[0012] In some implementations, the set values ​​for the vehicle condition data include road gradient > 5°, duration ≥ 3 seconds, and vehicle speed > 15 km / h.

[0013] In some implementations, the output state of the drive module is adjusted based on the difference between the target speed Vset of the constant speed command and the actual vehicle speed Vact collected by the data acquisition module. If Vact > Vset + 0.5 km / h, the output state of the drive module is adjusted to increase power generation and reduce vehicle speed; If Vact < Vset - 0.5 km / h, the output state of the drive module is adjusted to reduce power generation and increase vehicle speed; If Vact is within the range of Vset ± 0.5 km / h, the output state of the drive module is adjusted to downhill constant speed.

[0014] In some implementations, in the assist mode, the target assist level is input through the operation module, and the control module simultaneously acquires the assist level command transmitted by the operation module and the riding-related data collected by the data acquisition module. After calculation and processing based on a preset assist torque formula, the control module outputs the corresponding operation command to the drive module to control the drive module to provide an appropriate auxiliary driving force.

[0015] Secondly, this application provides a mountain bike, including the aforementioned riding system.

[0016] In summary, this application has at least the following advantages: The cycling system provided in this application, through the coordinated operation of the control module, data acquisition module, operation module and execution module, can meet the operation of multiple modes and flexibly switch working modes. It can not only assist commuting but also meet exercise needs, and convert the consumed physical energy into battery power. It can simultaneously meet the functions of electric assistance, energy recovery, constant speed control and exercise energy storage, realize diversified functions and greatly improve energy utilization. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the cycling system in Embodiment 1 of this application.

[0018] Figure 2 This is a schematic diagram of the overheat protection module in Embodiment 2 of this application.

[0019] Figure 3 This is a schematic diagram of the mountain bike in Embodiment 3 of this application.

[0020] Marked in the image: 100. Cycling system; 1. Control module; 2. Data acquisition module; 3. Operation module; 41. Drive module; 42. Energy storage module; 200. Mountain bike. Detailed Implementation

[0021] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. The described embodiments are only some embodiments of this application, not all embodiments.

[0022] Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely to illustrate selected embodiments of the application. All other embodiments obtained by those skilled in the art based on the embodiments in this application without inventive effort are within the scope of protection of this application.

[0023] Example 1: Please see the appendix Figure 1The cycling system of this application includes a control module 1, a data acquisition module 2, an operation module 3, and an execution module. The execution module includes a drive module 41 and an energy storage module 42 connected to each other. The energy storage module 42 is electrically connected to the power supply terminals of the control module 1, the data acquisition module 2, and the operation module 3, respectively, for providing working power to each module and for energy recovery and storage. The input terminal of the drive module 41 is electrically connected to the control module 1, for receiving the operation commands output by the control module 1 to output auxiliary driving force or to cooperate in realizing energy recovery. The data acquisition module 2 is electrically connected to the control module 1, for collecting relevant data during cycling and transmitting it to the control module 1. The operation module 3 is electrically connected to the control module 1, for allowing the user to input operation commands and transmitting them to the control module 1. The cycling system 100 is equipped with independently operating assist mode, braking mode, training mode, and constant speed mode.

[0024] Specifically, data acquisition module 2 includes a speed sensor, a braking sensor, a gradient sensor, a cadence sensor, a temperature sensor, and a torque sensor. This setup can simultaneously acquire core parameters such as vehicle speed, braking operation signals, road gradient, pedaling frequency, component temperature, and pedaling torque. Specifically, the gradient sensor can identify whether the road is climbing or descending, the braking sensor can capture the intensity of braking operations, and the cadence and torque sensors can provide feedback on the rider's output status. This provides multi-dimensional data support for intelligent switching and precise control of various operating modes, enabling the system to automatically adapt to different road conditions and user needs.

[0025] Control module 1 includes a signal receiving unit, a logic operation unit, and an instruction generation unit. The signal receiving unit receives data from data acquisition module 2 and instructions from operation module 3, avoiding signal interference and ensuring stable data transmission. The logic operation unit performs specialized calculations for different control modes, improving the accuracy of the control logic. The instruction generation unit connects to drive module 41, providing instructions to control its actions. This direct connection shortens the instruction transmission path and allows for rapid response to changes in riding status. The design of control module 1 allows for flexible adjustment of the control logic according to different mode requirements, facilitating the addition of new functions and improving the system's scalability and compatibility.

[0026] The drive module 41 uses a 24V bidirectional permanent magnet synchronous motor. This configuration allows it to output appropriate auxiliary driving force when running in the forward direction, meeting the effort-saving needs of mountain climbing and long-distance commuting. When running in the reverse direction, it can switch to power generation mode, converting braking kinetic energy, exercise mechanical energy, and downhill inertial kinetic energy into electrical energy, achieving a balance between power and energy storage. The energy storage module 42 includes a 24V lithium battery pack and an energy management unit. The 24V lithium battery pack has high energy density and is lightweight. Combined with the multi-scenario energy recovery function of the bidirectional motor, it can significantly extend the range of long-distance mountain biking, achieving long range and reducing frequent charging.

[0027] In this embodiment, the cycling system 100 can achieve four independent working modes. The assist mode, based on data from torque and cadence sensors and a preset assist torque formula, allows the control module 1 to calculate the assist driving force matching the rider's output, balancing commuting effort and cycling experience while avoiding excessive assistance that could diminish the training effect. Furthermore, energy recovery is achieved through braking and training modes. In braking mode, the brake sensor and bidirectional motor work together to convert braking kinetic energy into stored electrical energy. In training mode, the motor provides adjustable resistance while simultaneously recovering and storing the mechanical energy output by the rider during exercise. In constant speed mode, the speed sensor provides real-time feedback on the vehicle speed, and the control module 1 adjusts the motor output to ensure stable constant speed riding. When the speed exceeds a set value, the motor switches to generator mode to recover excess kinetic energy, effectively improving safety on long downhill slopes, reducing reliance on mechanical brakes, and increasing energy utilization.

[0028] Through the aforementioned technical solutions, this system integrates power assist, braking, exercise, and speed control functions into a single unit, achieving diversified functionality and catering to diverse needs such as commuting and exercise, as well as flat roads and mountainous terrain, thus improving scenario adaptability. Furthermore, energy recovery effectively enhances range and energy efficiency. Simultaneously, the coordinated operation of data acquisition module 2 and control module 1 enables comprehensive data monitoring and real-time control response, effectively mitigating the risks of brake overheating and speed loss, thereby improving safety in mountainous environments. Moreover, relying on multi-sensor scene recognition and intelligent multi-mode switching, it comprehensively addresses the diverse needs of commuting and exercise, as well as flat roads and mountainous terrain, completely resolving the issue of poor scenario adaptability.

[0029] Example 2: The difference between this embodiment and embodiment 1 is that, in the exercise mode, the resistance level is set by the operation module 3; the control module 1 obtains the instruction of the resistance level and the cycling load data collected by the data acquisition module 2, calculates and controls the drive module 41 to provide the corresponding resistance, and at the same time converts the mechanical energy output during the exercise into electrical energy and transmits it to the energy storage module 42 to realize energy recovery and storage.

[0030] Specifically, resistance levels can be divided into five grades: Grade 1 (extremely light resistance), Grade 2 (light resistance), Grade 3 (standard resistance), Grade 4 (strong resistance), and Grade 5 (extremely strong resistance). Among them: The reverse resistance torque range for level 1 is 5-12 N. m, typical torque value is 8N At a cadence of 70 rpm, the corresponding power generation range is 30-60W. It has the least resistance, close to no-load riding, and only requires slight pedaling force to maintain the cadence. The power generation is low, making it suitable for beginners or those with weak bodies.

[0031] The reverse resistance torque range for level 2 is 12-18 N. m, typical torque value is 15N At a cadence of 70 rpm, the corresponding power generation range is 60-90W. Its resistance is moderate, the pedaling force is equivalent to riding on a flat road, and the power generation is stable in the low to medium range, taking into account both exercise comfort and basic energy recovery. A single 1-hour exercise session can recover about 40Wh of electrical energy.

[0032] The reverse resistance torque range for level 3 is 18-25 N. m, typical torque value is 22N At a cadence of 70 rpm, the corresponding power generation range is 90-130W. Its resistance is suitable for most training scenarios, the pedaling force is close to that of gentle hill riding, and the power generation enters the high-efficiency range with a conversion efficiency of ≥85%. It is the system's default recommended universal setting, balancing training effect and energy recovery.

[0033] The reverse resistance torque range for level 4 is 25-33 N. m, typical torque value is 29N At a cadence of 70 rpm, the corresponding power generation range is 130-170W. Its resistance intensity is relatively high, and you need to exert significant force when pedaling. It is equivalent to riding on a flat road with a 10kg load. The power generation is increased to the medium-high range. While exercising muscle strength, the energy recovery efficiency reaches its peak. A single 30-minute workout can recover about 45Wh of electrical energy.

[0034] The reverse resistance torque range for level 5 is 33-40 N. m, typical torque value is 36N At a cadence of 70 rpm, the corresponding power generation range is 170-200W. Its resistance strength is maximized, close to the maximum reverse load capacity of the motor. Pedaling requires full force, equivalent to riding on a flat road with a 20kg load. The power generation reaches the system's upper limit, making it suitable for short-term high-intensity interval training. It has the largest energy recovery, and a single 20-minute training session can recover about 35Wh of electrical energy.

[0035] In this embodiment, the user manually activates the exercise mode via the control panel and selects the resistance levels 1-5. After receiving the command, the control module 1 drives the 24V bidirectional permanent magnet synchronous motor to generate reverse resistance through the FOC vector control algorithm. The cyclist must overcome this resistance to complete the exercise. At the same time, the motor reverses and enters the power generation state, converting the mechanical energy generated by pedaling into electrical energy in the range of 30-200W and transmitting it to the energy storage module 42 for storage. The data acquisition module 2 collects data such as power generation parameters and cycling time in real time. After calculation by the control module 1, the cumulative power generation and equivalent exercise time are displayed on the control panel. When the lithium battery pack charge is ≥95%, the energy management unit automatically cuts off the charging circuit, maintaining only the resistance output to avoid overcharging.

[0036] The multi-level adjustable resistance design adapts to different intensity training needs, covering all user scenarios from beginner rehabilitation to professional training, achieving diverse training modes, and broad applicability. This mode converts mechanical energy during exercise into electrical energy for recycling and storage, realizing the integrated function of exercise and energy storage, significantly improving energy utilization and supplementing endurance for long-distance cycling.

[0037] In some embodiments, see Figure 2 The cycling system 100 also includes an overheat protection module, which comprises an emergency button module, a protection control unit, and a status display module. The emergency button module is electrically connected to the protection control unit and is used for users to input emergency stop or protection trigger commands. The protection control unit is electrically connected to both the control module 1 and the data acquisition module 2, and is used to receive temperature data transmitted from the data acquisition module 2 and commands from the emergency button module, and output protection control signals to the control module 1. The output of the protection control unit is connected to the status display module to control the status display module to display overheat protection status information. By combining overcharge protection and dynamic resistance reduction for motor overheating, the system ensures the stability of the exercise process and the lifespan of components. At the same time, the status display module provides visual feedback on power generation and equivalent exercise time, enhancing users' motivation to exercise.

[0038] In some embodiments, in braking mode, control module 1 receives braking signals and vehicle speed data collected by data acquisition module 2, combines them with braking commands from operation module 3, and outputs energy recovery control commands to execution module 41, controlling drive module 41 to switch to power generation mode, converting the kinetic energy generated during braking into electrical energy and transmitting it to energy storage module 42 for storage. Braking mode is the highest priority mode.

[0039] The power generation current is adjusted according to the braking force, which includes light braking, moderate braking, and emergency braking. If the braking force is light braking, the power generation current is 5A-8A; if the braking force is emergency braking, the power generation current is 12A-15A; if the braking force is moderate braking, the power generation current is 8A-12A. Among them, light braking is 10%-30% of the total effective braking stroke; moderate braking is 30%-70% of the total effective braking stroke; and emergency braking is more than 70% of the total effective braking stroke. The total effective braking stroke is the complete stroke from the start of braking operation to the point where the braking effect reaches its maximum.

[0040] Specifically, when the brake sensor detects a braking action, the highest priority regenerative braking mode is immediately activated. The controller first cuts off the motor's power assist output and switches it to power generation mode. Then, it adjusts the regenerative current according to the braking stroke detected by the brake sensor. The AC power generated by the motor is rectified and filtered into 24V DC power by the controller and stored in the lithium battery pack through the BMS management circuit.

[0041] The above-mentioned mode achieves efficient recovery of braking kinetic energy, significantly improving energy utilization and battery range; the recovery current is adjusted according to braking force to adapt to different braking scenarios, and the priority design ensures braking safety; by using generator braking to assist mechanical braking, the frequency of mechanical braking operation and wear are effectively reduced, avoiding the risk of brake overheating and fade on long downhill slopes, while rapid response switching improves riding safety and stability.

[0042] In some embodiments, in constant speed mode, the control module 1 adjusts the output state of the drive module 41 based on the vehicle condition data collected by the data acquisition module 2 or the constant speed command set by the operation module 3. When the vehicle condition data reaches the set value, the control drive module 41 switches to the power generation state to recover excess kinetic energy to the energy storage module 42 for storage, thereby ensuring constant speed driving while realizing energy recovery.

[0043] The vehicle condition data settings include road gradient > 5°, duration ≥ 3 seconds, and vehicle speed > 15km / h.

[0044] The output state of the drive module 41 is adjusted according to the difference between the target speed Vset of the constant speed command and the actual vehicle speed Vact collected by the data acquisition module 2. If Vact > Vset + 0.5 km / h, the output state of the drive module 41 is adjusted to increase the power generation and decrease the vehicle speed. If Vact < Vset - 0.5 km / h, the output state of the drive module 41 is adjusted to decrease the power generation and increase the vehicle speed. If Vact is within the range of Vset ± 0.5 km / h, the output state of the drive module 41 is adjusted to maintain a constant speed on a downhill slope.

[0045] Specifically, the cruise control mode supports both automatic and manual triggering. Automatic triggering requires the slope sensor to detect a slope angle θ > 5° for at least 3 seconds and a vehicle speed > 15 km / h. The mode will activate if there is no operation within 10 seconds after a system pop-up notification. Manual triggering can be achieved by pressing and holding the "Cruise Control" button on the control panel for 2 seconds. Users can set a target speed Vset from 5-25 km / h using the "±" buttons. The speed sensor collects the actual vehicle speed Vact in real time, and the controller dynamically adjusts the motor's generator resistance based on the difference: when Vact > Vset + 0.5 km / h, the generator resistance increases to reduce the vehicle speed; when Vact < Vset - 0.5 km / h, the generator resistance decreases to increase the vehicle speed, ensuring Vact remains stable within Vset ± 0.5 km / h for downhill cruise control. Generated energy is stored in the lithium battery pack in real time, and the panel simultaneously displays "Cumulative Downhill Power Generation." When emergency braking is detected (braking signal > 70% or slope θ > 25°), cruise control mode automatically exits to ensure safety.

[0046] This mode, employing high-precision speed control of ±0.5km / h, avoids frequent reliance on mechanical brakes, effectively ensuring stability during long downhill descents. It converts downhill inertial energy into electrical energy for recovery and storage, significantly improving energy efficiency and replenishing power for extended range. Furthermore, the safety design of automatic disengagement during emergency braking and steep slopes avoids the risks of mechanical brake overheating and speed loss, enhancing riding safety. The intelligent triggering of automatic condition recognition and the flexible design of manual intervention adapt to different rider habits and complex road conditions, effectively strengthening the system's adaptability to mountainous environments while ensuring riding stability, energy efficiency, and safety.

[0047] In some embodiments, in the assist mode, the target assist level is input through the operation module 3, and the control module 1 synchronously acquires the assist level command transmitted by the operation module 3 and the riding-related data collected by the data acquisition module 2. After calculation and processing based on the preset assist torque formula, the corresponding operation command is output to the drive module 41 to control the drive module 41 to provide an appropriate auxiliary driving force.

[0048] Specifically, the assist torque formula is: Assist torque (T) = Basic human torque (F) × Assist level coefficient (K) × Gradient-speed compensation coefficient (f(θ,V)). It adopts a three-dimensional dynamic calculation of assist intensity. Specifically, the "basic human torque (F)" is the core to ensure that the assist is synchronized with the rider's force exertion rhythm and avoid "forced drag" or "assist delay". The "assist level coefficient (K)" is an adjustment switch, allowing users to actively control the assist ratio according to their physical strength and riding needs. The "gradient-speed compensation coefficient (f(θ,V))" is an adaptive module, allowing the system to dynamically optimize the assist according to real-time road conditions (gradient θ) and safety requirements (speed V), realizing intelligent control of "automatic force increase when climbing and automatic force decrease when going high".

[0049] The assist level is divided into 5 levels: Level 1 (micro-assistance), Level 2 (light assist), Level 3 (standard assist), Level 4 (strong assist), and Level 5 (ultra-strong resistance). Level 1 has a power assist coefficient K of 0.2, corresponding to a power assist ratio of 20%. It offers the lowest power assist intensity, primarily relying on human power with the motor providing only slight assistance. The maximum assist torque is 16N. This reduces battery consumption while maintaining the riding experience, avoiding over-reliance on electric assist. It is suitable for low-speed riding on flat roads at speeds ≤10km / h, short-distance commutes (<10km one way), and daily riding for those with good physical fitness. The 20% assist ratio means that the auxiliary driving force provided by the motor is equal to 20% of the rider's own pedaling power output; that is, the corresponding assist ratio = the corresponding level of assist torque (K×80N). m) / Maximum assist torque of motor (80N) m)×100%.

[0050] Level 2 has a power assist coefficient K of 0.4, corresponding to a power assist ratio of 40%. Its power assist intensity is moderate, balancing human effort and battery range, with a maximum assist torque of 32 N. The m-shaped design can alleviate muscle fatigue during long-distance riding on flat roads or gentle slopes, making it suitable for most daily commuting scenarios while balancing practicality and economy. It is suitable for medium-speed riding on flat roads with speeds greater than 10km / h and ≤18km / h, gentle slopes with an incline of θ≤5°, and daily commutes of 10-20km one way.

[0051] Level 3 assist level coefficient K is 0.6, corresponding to an assist ratio of 60%. Its assist intensity is suitable for mainstream mountain biking scenarios, significantly improving the proportion of motor assistance, and the maximum assist torque is 48N. The m setting significantly reduces pedaling effort when riding on moderate inclines, while also preventing excessive energy consumption due to over-assistance. It is the system's default recommended universal setting. Suitable for high-speed riding on flat roads at speeds greater than 18km / h and ≤25km / h, and for outdoor recreational riding on moderate inclines with an angle θ greater than 5° and ≤15°.

[0052] Level 4 power assist has a coefficient K of 0.8, corresponding to a power assist ratio of 80%. It offers high power assist, with motor assistance playing a dominant role, and a maximum assist torque of 64 N. The m-type assist motor can specifically compensate for the extra resistance caused by steep slopes and headwinds, helping cyclists reduce excessive physical exertion and ensure smooth passage through high-resistance sections without triggering motor overload. The specific motor rated power is 250-500W, suitable for this level of assist. It is suitable for steep slopes (15° < θ ≤ 25°), headwind riding, and lightly loaded riding with a small amount of outdoor gear.

[0053] Level 5 power assist has a coefficient K of 1.0, corresponding to a power assist ratio of 100%, meaning the power assist is at its maximum, and the motor operates at its rated maximum assist torque of 80N. With m-level output, it is fully adapted to complex and high-resistance mountainous terrain, minimizing the burden on riders. Combined with real-time data from the system's "slope sensor (range -35°~+35°)," it ensures stable power assist even on extremely steep slopes, guaranteeing riding traverseability. Suitable for extremely steep slopes with a gradient θ > 25°, heavy-load cycling with a full set of outdoor camping gear, climbing hills for those with lower physical strength, or long-distance cycling trips > 20km.

[0054] The basic torque (F) is collected in real time by a torque sensor with a range of 0-120N. With an accuracy of ±1.5%, the sensor is mounted at the bottom bracket position, directly detecting pedal force and crank angle. The torque value is converted using the formula "F = pedal force (N) × crank length (m, standard mountain bike crank length is 0.17m)". Data is transmitted to the controller every 10ms via the CAN bus to ensure real-time performance. The basic human-powered torque (F) ranges from 0-80N. m is matched to the maximum assist torque of the motor to avoid exceeding the motor load due to excessive manual torque. When unloaded or coasting, F=0N. At this point, the controller outputs T=0, and the motor provides no assistance; during light pedaling, F=10-30N. m, when riding at a constant speed on a flat road, the cyclist applies light force; when pedaling at full power, F=50-80N. m, such as starting on a steep slope or accelerating against the wind, is where the rider exerts maximum force.

[0055] The gradient-speed compensation coefficient (f(θ,V)) is a compensation coefficient that dynamically adjusts based on real-time gradient (θ) and speed (V). Its core function is to adapt to road resistance and ensure riding safety, upgrading the power assist system from a fixed-ratio assist to intelligent, scenario-based assist. Gradient (θ) is collected by a gradient sensor with a range of -35° to +35° and an accuracy of ±0.2°. Real-time gradient is calculated by detecting the vehicle's riding posture, distinguishing between "downhill (θ < 0°), flat road (θ = 0°)," and "uphill (θ > 0°)." Speed ​​(V) is collected by a Hall effect speed sensor with a range of 0-60 km / h and an accuracy of ±0.3 km / h. Real-time speed is calculated by detecting wheel rotation speed and wheel circumference. The standard wheel diameter of a mountain bike is approximately 2.1m, and data is transmitted to the controller every 20ms.

[0056] The gradient-velocity compensation coefficient (f(θ,V)) ranges from 0.5 to 1.5, which can prevent abnormal coefficients from causing loss of power assist. The gradient-velocity compensation coefficient adopts a two-factor calculation logic of "gradient-dominant and velocity-corrected", specifically: f(θ,V) = base f(θ) value + velocity correction coefficient (Δf).

[0057] For the basic f(θ) value, the specific rules are as follows: When the speed V is constant, the slope determines the magnitude of road resistance. The greater the slope, the greater the resistance, and the larger f(θ,V) becomes, thus enhancing the assist to compensate for the resistance. For extreme downhill slopes where θ < -20°, the downhill resistance is minimal, significantly reducing the assist and preventing excessive speed and loss of control; the basic f(θ) value is 0.5. For normal downhill slopes where -20° ≤ θ < 0°, the f value increases slowly as the absolute value of the slope decreases, balancing gliding and safety; the basic f(θ) value is 0.5-0.7. For flat roads where θ = 0°, the resistance is stable, and the f value is taken as an intermediate value, without additional assist; the basic f(θ) value is 0.8-1.0. For gentle slopes where 0° < θ ≤ 15°, the f value increases linearly as the slope increases, moderately enhancing the assist to compensate for small resistances; the basic f(θ) value is 1.0-1.2. For steep slopes where 15° < θ ≤ 25°, the slope resistance increases significantly, and the f value rises rapidly. Enhanced assistance reduces the burden on manpower, with a basic f(θ) value of 1.2-1.4. For extreme steep slopes where θ > 25°, the slope resistance is at its maximum, and the f value reaches its maximum value. Combined with level 5 assistance, the strongest compensation is achieved, with a basic f(θ) value of 1.4-1.5.

[0058] The specific rules for the speed correction factor (Δf) are as follows: With a fixed gradient θ, speed determines the cycling safety risk; the faster the speed, the higher the risk, and the smaller the value of f(θ,V), thus reducing the assistance to control speed. At low speeds (V≤10km / h), the safety risk is low, so the f value is increased to ensure sufficient assistance for starting and low-speed climbing; the speed correction coefficient Δf is +0.1. At medium speeds (10km / h<V≤25km / h), which is the normal speed, no f value is corrected to maintain basic assistance; the speed correction coefficient Δf is 0. At high speeds (25km / h<V≤35km / h), the risk increases, so the f value is reduced to weaken assistance and prevent speed spikes; the speed correction coefficient Δf is -0.1 to -0.2. At ultra-high speeds (V>35km / h), safety limits are triggered, the f value is significantly reduced, forcing the speed to drop; the speed correction coefficient Δf is -0.3 to -0.5.

[0059] Based on the above rule analysis, we can further illustrate this with examples from various scenarios: Scenario 1: In a daily commute scenario, i.e., riding at a moderate speed of V=15km / h on a flat road with θ=0°, select Level 2 assist. The specific parameter values ​​are: basic human torque F=25N. For a level 2 light-assist riding experience (m), riding at a medium speed on a flat road with light pedaling, the assist level coefficient K=0.4. According to the gradient-speed compensation coefficient f(θ,V)=base f(θ) value+speed correction coefficient (Δf), since the gradient θ=0°, the base f(θ) value=0.9. Since V=15km / h, the speed correction coefficient Δf=0. Therefore, f(θ,V)=0.9+0=0.9. Thus, the assist torque calculation is: T=25×0.4×0.9=9N. m. That is, the motor output is 9N. m of assist torque, plus 25N of manual force m, total driving torque 34N With m, cyclists can maintain a speed of 15km / h without having to pedal hard, which meets the needs of daily commuting that saves effort and electricity.

[0060] Scenario 2: In a steep mountain cycling scenario, the cyclist is climbing a 20° slope at a speed of V=8km / h, selecting level 4 assist. Specific parameters include: basic human torque F=60N. m, steep slope climbing, full pedaling; Level 4 light assist coefficient K=0.8; according to the slope-speed compensation coefficient f(θ,V)=base f(θ) value+speed correction coefficient (Δf), since the slope θ=20°, the base f(θ) value=1.3, and since V=8km / h, the speed correction coefficient Δf=+0.1, therefore f(θ,V)=1.3+0.1=1.4; therefore, the assist torque calculation is: T=60×0.8×1.4=67.2N m. That is, the motor output is 67.2N. m of assist torque, plus 60N of manual power m, total drive torque 127.2N m, which can easily handle a 20° steep slope and avoid excessive physical exertion for cyclists.

[0061] Scenario 3: High-speed cycling on a flat road with acceleration. The cyclist is riding at a speed of V=32km / h on a flat road with θ=0°, and selects level 3 assist. The specific parameter values ​​are: basic human torque F=30N. For a speed of [m], high-speed riding with moderate pedaling; the assist level coefficient K=0.6 for level 3 light assist; according to the gradient-speed compensation coefficient f(θ,V)=base f(θ) value+speed correction coefficient (Δf), since gradient θ=0°, the base f(θ) value=0.9, and since V=32km / h, the speed correction coefficient Δf=-0.15, therefore f(θ,V)=0.9-0.15=0.75; thus, the assist torque calculation is: T=30×0.6×0.75=13.5N m. That is, the motor output is 13.5N. The low assist torque prevents excessive assist from causing the speed to rise further and exceed the 35km / h safety threshold, while maintaining slight assist to reduce muscle fatigue during high-speed riding, thus balancing speed and safety.

[0062] In the above-mentioned assist mode, to avoid abnormal calculation results that could lead to motor overload, battery over-discharge, or riding hazards, the following three constraints apply: Assist torque upper limit constraint: Motor assist torque T≤80N m. If the calculated assist torque T > 80N m, forced to take T=80N m, to avoid overloading and burning out the motor.

[0063] Assist torque lower limit constraint: Motor assist torque T≥0N m. If the calculation result T < 0N When m, if the coefficient is too small when going downhill, force T=0N. m, to avoid the motor dragging in the opposite direction.

[0064] Abnormal parameter protection: If any of the following parameters is abnormally collected, such as the basic torque F, slope θ, or speed V, or if the sensor fails, the control module 1 will immediately set the assist level coefficient K to 0.2, which is level 1 micro-assistance, and set the basic f(θ) value to 0.8, which is the default value for medium speed on flat roads, to ensure that the assist intensity is reduced to a safe level. At the same time, a fault code will be displayed on the operation terminal.

[0065] In power-assist mode, the user selects power-assistance levels 1-5 via operation module 3. Control module 1 simultaneously acquires the power-assistance command and real-time data from data acquisition module 2, including the basic human torque F, road gradient θ, and real-time vehicle speed V. Based on the preset power-assistance torque formula: Power-assistance torque (T) = Basic human torque (F) × Power-assistance level coefficient (K) × Gradient-speed compensation coefficient (f(θ,V)), where f(θ,V) is a gradient-speed compensation coefficient of 0.5-1.5, composed of the basic f(θ) value and the speed correction coefficient Δf. This achieves dynamic calculation of power-assistance torque, where the greater the gradient, the stronger the power-assistance, and the faster the speed, the weaker the power-assistance. Simultaneously, it adheres to the principle of 0N power-assistance. m≤T≤80N The upper and lower limits of m and the abnormal parameter protection rules are used to output instructions to the drive module 41 to provide an appropriate auxiliary driving force.

[0066] Through the aforementioned dynamic settings, the limitations of existing fixed-ratio assist can be effectively overcome, achieving intelligent adaptation with automatic force increase during uphill climbs and automatic force decrease at high speeds. The 5-level assist rating design covers all scenarios from short-distance commuting on flat roads to extreme steep uphill riding with heavy loads, satisfying the exercise needs of those with better physical strength while providing sufficient assistance for those with weaker physical strength or in high-resistance scenarios, thus improving scenario adaptability.

[0067] Furthermore, the combination of a torque sensor and a dual-factor compensation coefficient in this mode ensures that the assist is synchronized with the rider's exertion rhythm, avoiding forced drag or assist delay, and improving the smoothness of the ride. In addition, upper and lower limit constraints and anomaly protection mechanisms avoid motor overload, battery over-discharge, and riding hazards. Combined with precise assist control in multiple scenarios, it effectively optimizes battery energy consumption and extends the range while ensuring riding safety and stability, achieving a seamless integration of effortless commuting and exercise.

[0068] Example 3: This embodiment is based on the above embodiment; please refer to [link / reference]. Figure 3 A mountain bike 200 is provided, including the aforementioned riding system 100.

[0069] The mountain bike 200 in this embodiment achieves real-time collection of all-dimensional riding data through multi-sensor configuration, and is equipped with control module 1 to ensure efficient response of command processing and execution. It relies on 24V bidirectional permanent magnet synchronous motor to achieve bidirectional empowerment of auxiliary power output and energy recovery in braking, exercise and downhill scenarios. Combined with energy storage module 42 containing 24V lithium battery pack and energy management unit, it builds an integrated system of energy storage, power supply and protection, which significantly improves the range and operational safety.

[0070] Meanwhile, the four independent working modes of assist, braking, training, and constant speed work in deep collaboration with the core components. Through graded assist and intelligent compensation, it can adapt to various road conditions such as flat roads and mountains, as well as different needs such as commuting and training. It can also realize the integrated functions of energy storage during training, braking, or downhill kinetic energy recovery, effectively improving the versatility and energy utilization of the Mountain Bike 200, enhancing the safety of riding in mountain scenarios, improving scenario adaptability, and greatly improving the overall experience of mountain biking.

[0071] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0072] In the description of this application, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship commonly used when the product of this application is in use. They are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on this application. In addition, the terms "first," "second," and "third," etc., are only used to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0073] Furthermore, terms such as "horizontal," "vertical," and "sag" do not imply that components must be absolutely horizontal or suspended, but rather that they can be slightly tilted. For example, "horizontal" simply means that its direction is more horizontal than "vertical," not that the structure must be completely horizontal, but can be slightly tilted.

[0074] In this application, unless otherwise expressly specified and limited, "above or below" a first feature may include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on" a first feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" a first feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0075] Although the description of this application has been made in conjunction with the specific embodiments described above, it is obvious to those skilled in the art that many substitutions, modifications, and variations can be made based on the above description. Therefore, all such substitutions, modifications, and variations are included within the spirit and scope of the appended claims.

Claims

1. A cycling system, characterized in that, It includes a control module, a data acquisition module, an operation module, and an execution module; The execution module includes a drive module and an energy storage module that are connected to each other. The energy storage module is electrically connected to the power supply terminals of the control module, the data acquisition module and the operation module, respectively, and is used to provide working power for each module, as well as to recover and store energy. The input terminal of the drive module is electrically connected to the control module and is used to receive the operation commands output by the control module in order to output auxiliary driving force or cooperate to realize energy recovery. The data acquisition module is electrically connected to the control module and is used to collect relevant data during the riding process and transmit it to the control module; The operation module is electrically connected to the control module and is used for user input of operation commands and transmission to the control module; The cycling system is equipped with independently operating assist mode, braking mode, training mode and constant speed mode.

2. The cycling system according to claim 1, characterized in that, In the exercise mode, the resistance level is set through the operation module; The control module obtains the instruction for the resistance level and the cycling load data collected by the data acquisition module, calculates and controls the drive module to provide the corresponding resistance, and at the same time converts the mechanical energy output during exercise into electrical energy and transmits it to the energy storage module to realize energy recovery and storage.

3. The cycling system according to claim 2, characterized in that, The riding system also includes an overheat protection module, which includes an emergency button module, a protection control unit, and a status display module. The emergency button module is electrically connected to the protection control unit and is used to allow the user to input emergency stop or protection trigger commands. The protection control unit is electrically connected to the control module and the data acquisition module respectively, and is used to receive temperature data transmitted by the data acquisition module and instructions from the emergency button module, and output protection control signals to the control module. The output terminal of the protection control unit is connected to the status display module, and is used to control the status display module to display overheat protection status information.

4. The cycling system according to claim 1, characterized in that, In the braking mode, the control module receives the braking signal and vehicle speed data collected by the data acquisition module, combines them with the braking command from the operation module, and outputs an energy recovery control command to the execution module to control the drive module to switch to the power generation state, converting the kinetic energy generated during braking into electrical energy and transmitting it to the energy storage module for storage.

5. The cycling system according to claim 4, characterized in that, The power generation current in the power generation state is adjusted according to the braking force, which includes slight braking, moderate braking and emergency braking. If the braking force is slight braking, the power generation current is 5A-8A; if the braking force is emergency braking, the power generation current is 12A-15A; if the braking force is moderate braking, the power generation current is 8A-12A. Wherein, the light braking is 10%-30% of the total effective braking stroke; the moderate braking is 30%-70% of the total effective braking stroke; the emergency braking is greater than 70% of the total effective braking stroke; and the total effective braking stroke is the complete stroke from the start of the braking operation to the point where the braking effect reaches its maximum.

6. The cycling system according to claim 1, characterized in that, In the constant speed mode, the control module adjusts the output state of the drive module based on the vehicle condition data collected by the data acquisition module or the constant speed command set by the operation module. When the vehicle condition data reaches the set value, the control module switches to the power generation state to recover excess kinetic energy to the energy storage module for storage, thus ensuring energy recovery while maintaining constant speed driving.

7. The cycling system according to claim 6, characterized in that, The vehicle condition data settings include road gradient > 5°, duration ≥ 3 seconds, and vehicle speed > 15km / h.

8. The cycling system according to claim 6, characterized in that, The output state of the drive module is adjusted based on the difference between the target speed Vset of the speed control command and the actual vehicle speed Vact collected by the data acquisition module. If Vact > Vset + 0.5 km / h, the output state of the drive module is adjusted to increase power generation and reduce vehicle speed; If Vact < Vset - 0.5 km / h, the output state of the drive module is adjusted to reduce power generation and increase vehicle speed; If Vact is within the range of Vset ± 0.5 km / h, the output state of the drive module is adjusted to downhill constant speed.

9. The cycling system according to claim 1, characterized in that, In the assist mode, the target assist level is input through the operation module. The control module simultaneously acquires the assist level command transmitted by the operation module and the riding-related data collected by the data acquisition module. After calculation and processing based on the preset assist torque formula, the control module outputs the corresponding operation command to the drive module to control the drive module to provide an appropriate auxiliary driving force.

10. A mountain bike, characterized in that, The cycling system included in any one of claims 1-9 above.

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