Electric two-wheeled vehicle abrupt slope slow descent control method and system and electric two-wheeled vehicle

Abstract

The invention discloses an electric two-wheeled vehicle abrupt slope slow descent control method and system and an electric two-wheeled vehicle, and relates to the field of electric two-wheeled vehicle control. The method comprises the steps that when it is detected that a rotating handle is loosened and has no output, the real-time acceleration of the electric two-wheeled vehicle is calculated according to the vehicle speed collected according to a preset period; when the real-time acceleration is larger than a preset acceleration threshold value, a preset braking parameter calibration table is inquired according to the real-time acceleration, and the maximum allowable bus feedback current value and the maximum allowable vehicle speed value matched with the current acceleration are obtained; the braking parameter calibration table is obtained through calibration according to downhill gradients, load conditions and road adhesion conditions corresponding to different accelerations; feedback current closed-loop control is conducted on the vehicle based on the maximum allowable bus feedback current value, and meanwhile vehicle speed closed-loop control is conducted on the vehicle based on the maximum allowable vehicle speed value. According to the method, the downhill gradient is reflected through the real-time acceleration, braking parameters during downhill are dynamically adjusted, smooth downhill of the vehicle is achieved, and therefore braking safety and downhill comfort are improved.

Description

Technical Field

[0001] This invention relates to the field of electric two-wheeled vehicle control, and in particular to a method, system, and electric two-wheeled vehicle for controlling steep slope descent. Background Technology

[0002] Hill descent control is a crucial safety control technology for electric two-wheelers when descending slopes. Its core function is to effectively suppress the acceleration tendency of the vehicle due to inertia on downhill sections, preventing dangerous situations such as speeding and loss of control, and ensuring riding safety. Currently, hill descent control on electric two-wheelers is mainly achieved in two ways: one is the traditional mechanical friction braking scheme, and the other is the electronic auxiliary braking control strategy, which achieves braking and descent by applying negative torque to the motor. Among these, electronic auxiliary braking has become the mainstream application method due to its advantages in handling and smoothness.

[0003] However, existing electronic brake assist control strategies typically use a fixed maximum permissible bus feedback current value as the core control parameter. This fixed parameter cannot adapt to changes in actual driving conditions such as downhill gradient and total vehicle load (including the total weight of the rider and vehicle), resulting in significant defects in the actual use of hill descent control: First, if the preset maximum permissible bus feedback current value is too small, it will directly lead to insufficient maximum permissible feedback power and negative torque of the system. When the vehicle is traveling on a steep slope or with a large total load, it cannot provide sufficient braking force to achieve effective braking, and the vehicle speed will continue to rise, seriously threatening riding safety. Second, if the preset maximum permissible bus feedback current value is too large, when the vehicle is traveling on a gentle slope or with a small total load, after activating the hill descent control function, due to the excessive power adjustment range of the system, a large braking torque will be output initially, causing a sudden drop in vehicle speed or even sudden stopping of the vehicle, reducing the smoothness of downhill riding and seriously affecting the user's riding experience.

[0004] In summary, the existing hill descent control technology for electric two-wheelers cannot dynamically adjust the maximum allowable feedback current and related braking parameters according to the actual downhill conditions, making it difficult to simultaneously ensure the safety of downhill braking and the smoothness of riding. This is the core technical problem that urgently needs to be solved in the current hill descent control technology for electric two-wheelers. Summary of the Invention

[0005] To address the aforementioned problems and technical requirements, the inventors have proposed a method, system, and electric two-wheeler for steep slope descent control. This solution uses real-time acceleration to reflect the downhill gradient and dynamically adjusts braking parameters such as the maximum permissible bus feedback current and maximum permissible vehicle speed during descent, thereby improving braking safety and downhill comfort. The technical solution of this invention is as follows:

[0006] In a first aspect, this application provides a hill descent control system for an electric two-wheeled vehicle, comprising the following steps: S0. Detect the output status of the throttle of the electric two-wheeler, and simultaneously collect the speed of the electric two-wheeler in real time according to a preset cycle. S2. When it is detected that there is no output when the throttle is released, the real-time acceleration of the electric two-wheeler is calculated based on the vehicle speed collected according to the preset cycle. The real-time acceleration reflects the current downhill slope and the inertia of the vehicle. S4. Determine whether the real-time acceleration is greater than the preset acceleration threshold. If so, proceed to step S6 to execute the steep slope descent control logic. S6. Based on the real-time acceleration, query the preset braking parameter calibration table to obtain the maximum allowable bus feedback current value and the maximum allowable vehicle speed value that match the current real-time acceleration. The braking parameter calibration table is calibrated according to the downhill gradient, load conditions, and road surface adhesion conditions corresponding to different accelerations. S8. Based on the maximum allowable bus feedback current value, the vehicle is subjected to feedback current closed-loop control, and at the same time, based on the maximum allowable vehicle speed value, the vehicle is subjected to speed closed-loop control. By dynamically adjusting the braking parameters when going downhill, the vehicle can smoothly go downhill.

[0007] Its further technical solution is that the steep slope descent control logic also includes: S7. Based on the real-time acceleration and current vehicle speed, query the preset torque calibration table to obtain the initial negative torque that matches the current working condition, and apply it to the motor of the electric two-wheeler to make the motor operate in braking condition, thereby realizing the vehicle's steep slope descent function.

[0008] Its further technical solution is that the steep slope descent control logic also includes: If the current vehicle speed is detected to exceed the maximum permissible speed value, a compensating negative torque output by the vehicle speed closed-loop control is added on top of the initial negative torque until the actual vehicle speed drops below the maximum permissible speed value.

[0009] A further technical solution is that the maximum permissible bus feedback current value in the braking parameter calibration table increases with the increase of real-time acceleration; the initial negative torque in the torque calibration table increases with the increase of real-time acceleration or vehicle speed.

[0010] A further technical solution is that, in step S8, the feedback current closed-loop control process includes: The actual bus feedback current of the electric two-wheeler is detected in real time. If the actual bus feedback current exceeds the maximum allowable bus feedback current value, the feedback current PI controller performs PI calculation based on the current difference between the actual bus feedback current and the maximum allowable bus feedback current value, outputs a compensating positive torque and adds it to the total output torque of the motor, so that the actual bus feedback current is reduced to within the maximum allowable bus feedback current value.

[0011] The further technical solution is that, in step S8, the vehicle speed closed-loop control process includes: If the current vehicle speed is detected to exceed the maximum permissible speed value, the speed PI controller performs PI calculation based on the speed difference between the actual vehicle speed and the maximum permissible speed value, outputs a compensating negative torque, and adds it to the total output torque of the motor to ensure that the actual vehicle speed does not exceed the maximum permissible speed value.

[0012] A further technical solution is that the method also includes a steep slope descent control logic exit step: If, during the execution of the hill descent control logic, the real-time acceleration is detected to be less than the preset acceleration threshold, or if an output signal is detected from the throttle, the hill descent control logic will exit, the motor output torque will be cleared to zero, and the vehicle will return to normal driving status.

[0013] Secondly, this application also provides a hill descent control system for an electric two-wheeled vehicle, comprising: The status detection module is used to detect the output status of the throttle of the electric two-wheeler in real time, and to collect the speed of the electric two-wheeler in real time according to a preset period. The acceleration calculation module, connected to the state detection module, is used to calculate the real-time acceleration of the electric two-wheeler based on the vehicle speed collected at a preset cycle when there is no output when the throttle is released. The real-time acceleration reflects the current downhill slope and the inertia of the vehicle. The threshold judgment module is connected to the acceleration calculation module. It has a preset acceleration threshold stored in the module. It is used to judge whether the real-time acceleration is greater than the preset acceleration threshold and outputs a valid steep slope descent control logic execution signal when it is greater. The parameter matching module, connected to the threshold judgment module, has a built-in preset braking parameter calibration table. When a valid steep slope descent control logic execution signal is received, the module queries the braking parameter calibration table based on the real-time acceleration to obtain the maximum allowable bus feedback current value and the maximum allowable vehicle speed value that match the current real-time acceleration. The braking parameter calibration table is calibrated according to the downhill gradient, load conditions, and road surface adhesion conditions corresponding to different accelerations. The closed-loop control module, connected to the parameter matching module, is used to perform feedback current closed-loop control on the vehicle based on the maximum allowable bus feedback current value, and simultaneously perform vehicle speed closed-loop control based on the maximum allowable vehicle speed value. The system uses the coordinated operation of its various modules to reflect the downhill gradient in real time with acceleration and dynamically adjusts the braking parameters during downhill driving to ensure a smooth descent for the vehicle.

[0014] A further technical solution is that the parameter matching module also has a built-in preset torque calibration table, which is used to query the torque calibration table according to the real-time acceleration and the current vehicle speed when a valid steep slope descent control logic execution signal is received, and obtain the initial negative torque that matches the current working condition. In the closed-loop control module, an initial negative torque is applied to the motor of the electric two-wheeler, causing the motor to operate in braking mode and enabling the vehicle to descend steep slopes.

[0015] Thirdly, this application also provides an electric two-wheeled vehicle, including a body, a motor, a power battery, and a controller MCU. The MCU is electrically connected to the motor and the power battery. The MCU includes a memory and a processor. The memory stores a computer program. When the computer program is executed by the processor, it implements the steps of the electric two-wheeled vehicle steep slope descent control method as described in the first aspect.

[0016] The beneficial technical effects of this invention are: 1. The vehicle's real-time acceleration accurately reflects actual working conditions such as downhill gradient and total vehicle load, enabling dynamic adaptation and adjustment of the maximum allowable bus feedback current and the maximum allowable vehicle speed. This solves the problem of insufficient braking force or excessive braking under traditional fixed parameter strategies. On steep slopes, it can provide sufficient braking power and negative torque to prevent the vehicle speed from continuously increasing. On gentle slopes, it can match moderate braking force to prevent the vehicle speed from dropping suddenly or even stopping abruptly, balancing downhill braking safety and riding smoothness.

[0017] 2. By combining feedback current PI closed-loop control and vehicle speed PI closed-loop control, the braking parameters are precisely and in real time adjusted in a closed loop, effectively controlling the actual feedback current and vehicle speed to not exceed the preset threshold, achieving smooth control of the braking process, and further improving the comfort of downhill riding and the accuracy of braking control.

[0018] 3. Based on acceleration and vehicle speed matching, the initial negative torque for steep slope descent is matched, and the negative torque can be superimposed to compensate for vehicle speed exceeding the limit, so that the braking intervention is more in line with the actual working conditions, realizing smooth braking start and dynamic adjustment, and avoiding the problem of abrupt braking intervention.

[0019] 4. The preset braking parameter calibration table covers real vehicle test conditions with different slopes, loads, and road surface adhesion. Combined with clear conditions for the execution and disengagement of hill descent control, the control strategy has stronger adaptability to different conditions. It can respond to changes in driving status in real time, execute or disengage hill descent control in a timely manner, and ensure the continuity and safety of vehicle driving.

[0020] 5. The entire control scheme relies on the existing controller MCU and sensing and power components of the electric two-wheeler, without the need for a large amount of additional hardware. The control logic is simple and easy to implement. While improving the performance of steep slope descent, it will not significantly increase the production and manufacturing cost of the vehicle, and has good practical application value. Attached Figure Description

[0021] Figure 1 This is a flowchart of the slope descent control method for electric two-wheeled vehicles provided in this application; Figure 2This is a schematic diagram showing the changes over time of parameters such as the maximum permissible busbar feedback current, the maximum permissible vehicle speed, and the initial negative torque of the vehicle as it travels from a normal road section to a downhill road section. Figure 3 This is a schematic diagram of the hill descent control system for the electric two-wheeled vehicle provided in this application. Detailed Implementation

[0022] The specific embodiments of the present invention will be further described below with reference to the accompanying drawings.

[0023] Please refer to Figure 1 As shown, one embodiment of this application provides a method for controlling steep slope descent of an electric two-wheeled vehicle. This method is implemented based on the controller MCU of the electric two-wheeled vehicle and specifically includes the following steps: S0: Detect the output status of the electric two-wheeler's throttle and simultaneously collect the electric two-wheeler's speed in real time according to a preset cycle.

[0024] S2. When it is detected that there is no output when the throttle is released, calculate the real-time acceleration a of the electric two-wheeler based on the vehicle speed collected at a preset period T.

[0025] The real-time acceleration is calculated using the formula a = ΔV / T, where ΔV is the difference in vehicle speed between two adjacent preset cycles. According to Newton's laws of motion, the real-time acceleration 'a' of a vehicle on a slope reflects the current gradient and overall vehicle inertia. If the vehicle is heavy or the slope is steep, the acceleration collected by the MCU will be higher due to inertia. Conversely, if the vehicle is light or the slope is gentle, the acceleration collected by the MCU will be lower. Therefore, this embodiment prioritizes using the vehicle's real-time acceleration to reflect actual conditions such as the downhill gradient and total vehicle load, to adjust braking parameters such as the maximum permissible bus feedback current and the maximum permissible vehicle speed when the vehicle is performing hill descent control.

[0026] S4. Determine whether the real-time acceleration is greater than the preset acceleration threshold. If not, do not execute the steep slope descent control logic; if so, proceed to step S6 to execute the steep slope descent control logic.

[0027] The preset acceleration threshold is a constant value pre-set based on the actual overall performance and braking requirements of the electric vehicle.

[0028] S6. Based on the real-time acceleration, query the preset braking parameter calibration table to obtain the maximum allowable bus feedback current value and the maximum allowable vehicle speed value that match the current real-time acceleration.

[0029] The braking parameter calibration table is derived based on different downhill gradients, load conditions, and road surface adhesion conditions corresponding to different accelerations. Specifically, this table is calibrated based on actual downhill test experiments of electric vehicles, covering different gradients, different vehicle loads, and different road surface adhesion conditions. The specific downhill test calibration process will not be detailed here.

[0030] S8. Perform feedback current closed-loop control on the vehicle based on the maximum allowable bus feedback current value, and simultaneously perform vehicle speed closed-loop control based on the maximum allowable vehicle speed value.

[0031] In the above embodiment, the hill descent control logic reflects the downhill gradient with real-time acceleration and achieves smooth downhill driving by dynamically adjusting the braking parameters during descent.

[0032] In step S6, the maximum permissible bus feedback current value in the braking parameter calibration table increases with the increase of real-time acceleration. The reason is as follows: When the acceleration is high, it is equivalent to a steep slope. At this time, a larger negative torque is needed to provide to the motor so that its speed does not increase, thereby achieving the purpose of vehicle descent. According to the motor power characteristics (Note: motor power = motor torque) When the motor speed remains constant, the maximum allowable output torque and the allowable output power of the motor are related (and the allowable output power of the motor is related to the allowable output power of the battery). In this case, the braking power demand is high, so it's necessary to ensure the battery has sufficient power headroom to provide the motor with the braking negative torque. Therefore, a larger maximum allowable bus feedback current is required (Note: the battery voltage does not change abruptly, so power is only positively correlated with current). Similarly, when the acceleration is low, which is equivalent to a gentle slope, the required braking power is lower, so a larger maximum allowable bus feedback current is not needed.

[0033] In step S8, the feedback current closed-loop control process includes: real-time detection of the actual bus feedback current of the electric two-wheeler; when the actual bus feedback current exceeds the maximum allowable bus feedback current value, the feedback current PI controller performs PI calculation based on the current difference between the actual bus feedback current and the maximum allowable bus feedback current value, outputs a compensating positive torque and superimposes it on the total output torque of the motor, so that the actual bus feedback current is reduced to within the maximum allowable bus feedback current value, thereby realizing current closed-loop control.

[0034] In step S8, the vehicle speed closed-loop control process includes: if the current vehicle speed is detected to exceed the maximum permissible vehicle speed value V... max The speed PI controller then determines the speed based on the actual vehicle speed and the maximum permissible vehicle speed value V. max The speed difference is calculated using PI, and the output compensation negative torque T1 is added to the total output torque of the motor to ensure that the actual vehicle speed does not exceed the maximum permissible vehicle speed value V. max This enables closed-loop speed control.

[0035] In this embodiment, the steep slope descent control logic further includes: S7. Based on the real-time acceleration and current vehicle speed, query the preset torque calibration table to obtain the initial negative torque Te that matches the current working condition, and apply it to the motor of the electric two-wheeler to make the motor operate in braking condition, thereby realizing the vehicle's steep slope descent function.

[0036] The preset torque calibration table is also based on actual experimental tests of electric vehicles, corresponding to different initial negative torque values ​​adapted to different accelerations and vehicle speeds. The initial negative torque increases with the increase of real-time acceleration or vehicle speed. If the acceleration is large or the vehicle speed is high, a higher negative torque is required to quickly achieve a slowdown effect; conversely, if the acceleration is low or the vehicle speed is low, a higher negative torque is not required. Furthermore, if the current vehicle speed is detected to exceed the maximum permissible speed value V... max Then, a compensating negative torque T1, output by the vehicle speed closed-loop control, is superimposed on the initial negative torque Te until the actual vehicle speed drops to the maximum permissible vehicle speed value V. max Within this range. Ultimately, the total torque actually applied to the motor under the steep descent control logic is the sum of Te, T1, and the compensating positive torque T2.

[0037] If, during the execution of the hill descent control logic, the real-time acceleration is detected to be less than the preset acceleration threshold, or if an output signal is detected from the throttle, the hill descent control logic will exit, the motor output torque will be cleared to zero, and the vehicle will return to normal driving status.

[0038] Based on the aforementioned steep slope descent control method, this embodiment provides an example of a vehicle traveling from a normal road section to a downhill section, such as... Figure 2 As shown, the vehicle travels normally at a constant speed V0, maximum allowable bus current I0, and positive torque T0 before time t0. Starting from time t0, it enters a downhill section. At this point, it is detected that the throttle is released and there is no output; the motor torque is zero, but the vehicle is still accelerating. Until the acceleration value corresponding to the vehicle speed V1 collected at time t1 is greater than the preset acceleration threshold, the conditions for executing the hill descent control function are met. At this point, the initial braking torque value Te, the maximum allowable bus feedback current value I1, and the maximum allowable speed value for downhill driving at the current acceleration are obtained from a table. The ultimate goal is to achieve a smooth and rapid braking experience to within the target speed until the hill descent control function is discontinued.

[0039] Based on the same inventive concept, one embodiment of this application also provides a hill descent control system for an electric two-wheeled vehicle. This system is integrated into the controller MCU of the electric two-wheeled vehicle, such as... Figure 3As shown, the system includes a state detection module, an acceleration calculation module, a threshold judgment module, a parameter matching module, and a closed-loop control module. Through the coordinated operation of these modules, the system uses real-time acceleration to reflect the downhill gradient and dynamically adjusts braking parameters to ensure a smooth descent. The functions of each module are as follows: The status detection module is electrically connected to the throttle and speed sensor of the electric vehicle to detect the output status of the throttle in real time and to collect the speed of the electric two-wheeler in real time according to a preset cycle.

[0040] The acceleration calculation module is connected to the status detection module. When there is no output when the throttle is released, it calculates the real-time acceleration of the electric two-wheeler based on the vehicle speed collected at a preset cycle. The real-time acceleration reflects the current downhill slope and the inertia of the vehicle.

[0041] The threshold judgment module is connected to the acceleration calculation module and has a preset acceleration threshold stored in it. It is used to judge whether the real-time acceleration is greater than the preset acceleration threshold. If it is greater than the threshold, it outputs a valid steep slope descent control logic execution signal; otherwise, it outputs an invalid execution signal.

[0042] The parameter matching module is connected to the threshold judgment module and has a built-in preset braking parameter calibration table. When a valid steep slope descent control logic execution signal is received, the module queries the braking parameter calibration table based on the real-time acceleration to obtain the maximum permissible bus feedback current value and the maximum permissible vehicle speed value that match the current real-time acceleration. The braking parameter calibration table is calibrated according to the downhill gradient, load conditions, and road surface adhesion conditions corresponding to different accelerations.

[0043] The closed-loop control module is connected to the parameter matching module and is used to perform feedback current closed-loop control on the vehicle based on the maximum allowable bus feedback current value, and at the same time, to perform vehicle speed closed-loop control based on the maximum allowable vehicle speed value.

[0044] In this embodiment, the parameter matching module also has a built-in preset torque calibration table. Upon receiving a valid hill descent control logic execution signal, it queries the torque calibration table based on real-time acceleration and current vehicle speed to obtain the initial negative torque matching the current operating condition. In the closed-loop control module, the initial negative torque is applied to the motor of the electric two-wheeler, causing the motor to operate in braking mode, thus realizing the vehicle's hill descent control function. Furthermore, in addition to applying the initial negative torque to the motor, the closed-loop control module also superimposes various compensation torques through different closed-loop controls.

[0045] Since the solution provided by this system is similar to the solution described in the above method, the specific limitations of each module in the system embodiment can be found in the limitations of the electric two-wheeled vehicle steep slope descent control method described above, and will not be repeated here.

[0046] One embodiment of this application also provides an electric two-wheeled vehicle, including a vehicle body, a motor, a power battery, a vehicle speed sensor, a throttle, and a controller MCU. The vehicle speed sensor and the throttle are electrically connected to the MCU, and the MCU is bidirectionally electrically connected to the motor and the power battery. The MCU includes a memory and a processor. The memory stores a computer program. When the computer program is executed by the processor, it implements the steps in the above embodiment of the electric two-wheeled vehicle steep slope descent control method, which will not be repeated here.

[0047] The above descriptions are merely preferred embodiments of this application, and the present invention is not limited to the above embodiments. It is understood that other improvements and variations directly derived or conceived by those skilled in the art without departing from the spirit and concept of the present invention should be considered to be included within the protection scope of the present invention.

Claims

1. A method for controlling steep slope descent of an electric two-wheeled vehicle, characterized in that, Includes the following steps: The output status of the throttle of the electric two-wheeler is detected, and the speed of the electric two-wheeler is collected in real time according to a preset cycle. When the throttle is released and there is no output, the real-time acceleration of the electric two-wheeler is calculated based on the vehicle speed collected at a preset cycle. The real-time acceleration reflects the current downhill slope and the inertia of the vehicle. Determine whether the real-time acceleration is greater than a preset acceleration threshold. If so, execute the following steep slope descent control logic: According to the real-time acceleration, a preset braking parameter calibration table is queried to obtain the maximum allowable bus feedback current value and the maximum allowable vehicle speed value that match the current real-time acceleration. The braking parameter calibration table is calibrated according to the downhill slope, load conditions, and road surface adhesion conditions corresponding to different accelerations. The vehicle is controlled by feedback current closed-loop control based on the maximum permissible bus feedback current value, and the vehicle is controlled by speed closed-loop control based on the maximum permissible vehicle speed value. The vehicle can smoothly descend the slope by dynamically adjusting the braking parameters when going downhill.

2. The method for controlling steep slope descent of an electric two-wheeled vehicle according to claim 1, characterized in that, The steep slope descent control logic also includes: Based on the real-time acceleration and current vehicle speed, a preset torque calibration table is consulted to obtain an initial negative torque that matches the current operating conditions. This torque is then applied to the motor of the electric two-wheeler, causing the motor to operate in braking mode and enabling the vehicle to perform a steep slope descent function.

3. The method for controlling steep slope descent of an electric two-wheeled vehicle according to claim 2, characterized in that, The steep slope descent control logic also includes: If the current vehicle speed is detected to exceed the maximum permissible vehicle speed value, a compensating negative torque output by the vehicle speed closed-loop control is added to the initial negative torque until the actual vehicle speed drops below the maximum permissible vehicle speed value.

4. The method for controlling steep slope descent of an electric two-wheeled vehicle according to claim 2, characterized in that, The process of the feedback current closed-loop control includes: Real-time detection of the actual busbar feedback current of electric two-wheelers; If the actual bus feedback current exceeds the maximum allowable bus feedback current value, the feedback current PI controller performs PI calculation based on the current difference between the actual bus feedback current and the maximum allowable bus feedback current value, outputs a compensating positive torque and adds it to the total output torque of the motor, so that the actual bus feedback current is reduced to within the maximum allowable bus feedback current value.

5. The method for controlling steep slope descent of an electric two-wheeled vehicle according to claim 2, characterized in that, The maximum permissible bus feedback current value in the braking parameter calibration table increases with the increase of real-time acceleration; The initial negative torque in the torque calibration table increases with the increase of real-time acceleration or vehicle speed.

6. The method for controlling steep slope descent of an electric two-wheeled vehicle according to claim 1 or 3, characterized in that, The process of closed-loop vehicle speed control includes: If the current vehicle speed is detected to exceed the maximum permissible vehicle speed value, the speed PI controller performs PI calculation based on the speed difference between the actual vehicle speed and the maximum permissible vehicle speed value, outputs a compensating negative torque, and adds it to the total output torque of the motor to ensure that the actual vehicle speed does not exceed the maximum permissible vehicle speed value.

7. The method for controlling steep slope descent of an electric two-wheeled vehicle according to claim 1, characterized in that, The method further includes: During the execution of the hill descent control logic, if the real-time acceleration is detected to be less than the preset acceleration threshold, or if an output signal is detected from the throttle, the hill descent control logic is exited, the motor output torque is cleared to zero, and the vehicle is restored to normal driving status.

8. A hill descent control system for an electric two-wheeled vehicle, characterized in that, include: The status detection module is used to detect the output status of the throttle of the electric two-wheeler in real time, and to collect the speed of the electric two-wheeler in real time according to a preset period. An acceleration calculation module, connected to the state detection module, is used to calculate the real-time acceleration of the electric two-wheeler based on the vehicle speed collected at a preset cycle when there is no output when the throttle is released. The real-time acceleration reflects the current downhill slope and the inertia of the vehicle. The threshold judgment module is connected to the acceleration calculation module and has a preset acceleration threshold stored in it. It is used to determine whether the real-time acceleration is greater than the preset acceleration threshold and outputs an effective steep slope descent control logic execution signal when it is greater than the preset acceleration threshold. The parameter matching module, connected to the threshold judgment module, has a built-in preset braking parameter calibration table. When a valid steep slope descent control logic execution signal is received, the module queries the braking parameter calibration table based on the real-time acceleration to obtain the maximum allowable bus feedback current value and the maximum allowable vehicle speed value that match the current real-time acceleration. The braking parameter calibration table is calibrated based on the downhill gradient, load conditions, and road surface adhesion conditions corresponding to different accelerations. A closed-loop control module, connected to the parameter matching module, is used to perform feedback current closed-loop control on the vehicle based on the maximum allowable bus feedback current value, and simultaneously perform vehicle speed closed-loop control based on the maximum allowable vehicle speed value. The system, through the coordinated operation of its various modules, reflects the downhill gradient in real time with acceleration and dynamically adjusts the braking parameters during downhill driving to ensure a smooth descent for the vehicle.

9. The electric two-wheeled vehicle steep slope descent control system according to claim 8, characterized in that, The parameter matching module also has a built-in preset torque calibration table, which is used to query the torque calibration table according to the real-time acceleration and the current vehicle speed when the effective steep slope descent control logic execution signal is received, and obtain the initial negative torque that matches the current working condition. In the closed-loop control module, the initial negative torque is applied to the motor of the electric two-wheeler, causing the motor to operate in braking mode and realizing the vehicle's steep slope descent function.

10. An electric two-wheeled vehicle, characterized in that, The device includes a vehicle body, a motor, a power battery, and a controller MCU. The MCU is electrically connected to the motor and the power battery. The MCU includes a memory and a processor. The memory stores a computer program. When the computer program is executed by the processor, it implements the steps of the electric two-wheeled vehicle steep slope descent control method as described in any one of claims 1-7.

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