Electric two-wheeled vehicle head-up control method, electric two-wheeled vehicle, and storage medium

Abstract

This application provides a method for controlling the wheelie of an electric two-wheeler, the electric two-wheeler itself, and a storage medium. The method includes: continuously acquiring the vehicle body angle detected by an attitude sensor when the electric two-wheeler is in wheelie mode; determining a target output torque for the motor based on the current angle difference between the acquired current vehicle body angle and a first wheelie angle, and outputting a target torque command to the motor controller, wherein the target torque command indicates the target output torque, and the first wheelie angle is the expected wheelie angle in wheelie mode; and controlling the motor output torque according to the target output torque through the motor controller in response to the target torque command. This application solves the technical problem of low safety in wheelie control methods for electric two-wheelers due to high control precision requirements, thereby improving the safety of wheelie control.

Description

Technical Field

[0001] This application relates to the field of two-wheeled vehicles, and more specifically, to a method for controlling the wheelie of an electric two-wheeled vehicle, an electric two-wheeled vehicle, and a storage medium. Background Technology

[0002] In related technologies, users generate torque commands based on the degree of throttle control and vehicle attitude information to control the vehicle's wheelie angle, keeping it within a target angle threshold (the maximum wheelie angle that ensures the vehicle does not roll over). However, even small output or calculation errors can cause the wheelie angle to exceed the target angle threshold, leading to a rollover. Therefore, high control precision is required. Furthermore, since the wheelie angle is controlled based on the vehicle's throttle and attitude information, the operation is complex and may result in a rollover due to user error with the throttle component.

[0003] It is evident that the wheelie control methods for electric two-wheeled vehicles in related technologies suffer from low safety due to the high requirements for control precision. Summary of the Invention

[0004] This application provides a method for controlling the wheelie of an electric two-wheeled vehicle, an electric two-wheeled vehicle, and a storage medium, in order to at least solve the technical problem of low safety caused by the high requirements for control precision in the wheelie control methods of electric two-wheeled vehicles in the related art.

[0005] According to one aspect of the embodiments of this application, a method for controlling the wheelie of an electric two-wheeler is provided. The electric two-wheeler includes an attitude sensor, a motor controller, and a motor. The motor controller is used to control the output torque of the motor. The method includes: when the electric two-wheeler is in a wheelie mode, continuously acquiring the vehicle body angle of the electric two-wheeler detected by the attitude sensor; determining a target output torque of the motor based on the current angle difference between the acquired current vehicle body angle and a first wheelie angle, and outputting a target torque command to the motor controller, wherein the target torque command is used to indicate the target output torque, and the first wheelie angle is the expected wheelie angle in the wheelie mode; and responding to the target torque command, controlling the output torque of the motor according to the target output torque through the motor controller.

[0006] According to another aspect of the embodiments of this application, an electric two-wheeled vehicle is also provided, including: an attitude sensor, a control component, and a motor controller, wherein the control component is electrically connected to both the attitude sensor and the motor controller; wherein the attitude sensor is used to detect the body angle of the electric two-wheeled vehicle; the control component is used to continuously acquire the body angle of the electric two-wheeled vehicle detected by the attitude sensor when the electric two-wheeled vehicle is in a wheelie mode; based on the current angle difference between the acquired current body angle and a first wheelie angle, determine the target output torque of the motor, and output a target torque command to the motor controller, wherein the target torque command is used to indicate the target output torque, and the first wheelie angle is the expected wheelie angle in the wheelie mode; the motor controller is used to control the output torque of the motor according to the target output torque in response to the target torque command.

[0007] In an exemplary embodiment, the current angle difference is the difference obtained by subtracting the first pitch angle from the current vehicle body angle. The control component is further configured to: determine an output torque less than the current output torque of the motor as the target output torque when the current angle difference is greater than a first angle difference threshold, wherein the first angle difference threshold is greater than or equal to 0; determine an output torque greater than the current output torque as the target output torque when the current angle difference is less than a second angle difference threshold, wherein the second angle difference threshold is less than or equal to 0; and determine the current output torque as the target output torque when the current angle difference is greater than or equal to the second angle difference threshold and less than or equal to the first angle difference threshold.

[0008] In an exemplary embodiment, the current angle difference is the difference obtained by subtracting the first pitch angle from the current vehicle body angle. The control unit is further configured to sum the products of the proportional coefficient and the proportional term, the integral coefficient and the integral term, and the derivative coefficient and the derivative term, and determine the summation result as the target output torque. The proportional term is the current angle difference, the integral term is the sum of the products of each angle error in the input angle error sequence and the control cycle, and the derivative term is the result of dividing the difference between the current angle difference and the previous angle difference by the control cycle. The control cycle is the acquisition cycle of the vehicle body angle of the electric two-wheeled vehicle.

[0009] In one exemplary embodiment, the wheelie mode includes multiple levels of modes. Each level of the multiple levels of modes is configured with a corresponding vehicle body angle range and a corresponding limit vehicle body angle. The first wheelie angle is the expected wheelie angle in the first activated mode of the multiple levels of modes, and the first wheelie angle is located within the vehicle body angle range corresponding to the first mode. The different levels of modes in the multiple levels of modes correspond to different vehicle body angle ranges. The limit vehicle body angle corresponding to each level of mode is greater than or equal to the maximum vehicle body angle of the vehicle body angle range corresponding to each level of mode. In two adjacent levels of modes in the multiple levels of modes, the maximum vehicle body angle of the vehicle body angle range corresponding to the previous level of mode is less than or equal to the minimum vehicle body angle of the vehicle body angle range corresponding to the next level of mode.

[0010] In one exemplary embodiment, the electric two-wheeler further includes an interaction module; the interaction module is configured to acquire an angle configuration instruction, wherein the angle configuration instruction is configured to configure the second wheelie angle as the expected wheelie angle in the second mode of the multi-level modes, the angle configuration instruction being received from a terminal device bound to the electric two-wheeler via a wireless communication module, the interaction module including the wireless communication module; or, the angle configuration instruction is generated based on an interactive operation performed on an interactive component, the interaction module including the interactive component; the control component is further configured to determine the second wheelie angle as the expected wheelie angle in the second mode when the second wheelie angle is within the vehicle body angle range corresponding to the second mode.

[0011] In one exemplary embodiment, the electric two-wheeler further includes a set of state sensors, each of the state sensors being used to detect at least one operating state of the electric two-wheeler;

[0012] The control component is further configured to acquire fault detection results of each sensor among the attitude sensor and the set of state sensors, wherein the fault detection results of each sensor are used to indicate whether each sensor is faulty; when the fault detection results of each sensor indicate that each sensor is not faulty, the battery state of charge of the electric two-wheeler is acquired to obtain a first charge state; when the first charge state is greater than a preset state threshold, the wheelie mode is configured to be enabled; when the battery state of charge is less than or equal to the preset state threshold, the wheelie mode is configured to be disabled; when a fault detection result among the attitude sensor and the set of state sensors indicates that the corresponding sensor is faulty, the wheelie mode is configured to be disabled.

[0013] The control component is further configured to, when the electric two-wheeled vehicle is in a wheelie mode, acquire the battery state of charge of the electric two-wheeled vehicle to obtain a second charge state; and, based on the state interval to which the second charge state belongs among multiple state intervals, perform wheelie angle control on the electric two-wheeled vehicle, wherein each of the multiple state intervals corresponds to a wheelie angle threshold, and the wheelie angle control is used to control the wheelie angle of the electric two-wheeled vehicle within the wheelie angle threshold corresponding to the state interval to which the second charge state belongs.

[0014] In one exemplary embodiment, the control component is further configured to switch the electric two-wheeler to the wheelie mode in response to a mode triggering condition being met, wherein the mode triggering condition includes: the rider on the electric two-wheeler performing a specified action, and at least one of the following: the duration for which the throttle opening of the electric two-wheeler is greater than or equal to a first opening threshold is greater than or equal to a first time threshold; the speed of the electric two-wheeler is less than or equal to a first speed threshold.

[0015] In an exemplary embodiment, the designated action includes at least one of the following: lifting the front wheel of the electric two-wheeler; the rider standing with their feet staggered; when the designated action includes the rider standing with their feet staggered, the electric two-wheeler further includes a first pressure sensor and a second pressure sensor; the first pressure sensor is disposed in front of the second pressure sensor along the forward direction of the electric two-wheeler; the first pressure sensor is disposed on the pedal of the electric two-wheeler, and the second pressure sensor is disposed on the pedal or on the rear fender of the electric two-wheeler; the control component is further configured to determine that the rider performs the designated action when the ratio of the pressure value detected by the first pressure sensor to the pressure value detected by the second pressure sensor is within a preset ratio range.

[0016] In one exemplary embodiment, the electric two-wheeler includes a braking module and a warning component; the control component is further configured to, when the current vehicle body angle is greater than a first angle threshold, exit the wheelie mode, output a torque cut-off command to the motor controller, control the braking module to brake, and control the warning component to issue a wheelie angle over-limit alarm, wherein the torque cut-off command is used to instruct the motor controller to control the motor to stop torque output; the motor controller is further configured to, in response to the torque cut-off command, control the motor to stop torque output; the braking module is configured to, in response to the control of the control component, brake the electric two-wheeler; and the warning component is configured to, in response to the control of the control component, issue a wheelie angle over-limit alarm.

[0017] In an exemplary embodiment, the control component is further configured to, when the electric two-wheeled vehicle is in the wheelie mode, control the electric two-wheeled vehicle to exit the wheelie mode in response to a mode exit condition; the motor controller is further configured to control the output torque of the motor to continuously decrease according to a preset period until an attenuation end condition is met, wherein the attenuation end condition includes one of the following: the output torque of the motor is less than or equal to a preset torque threshold, and the attenuation ratio of the output torque of the motor is greater than or equal to a preset ratio threshold; wherein the mode exit condition includes at least one of the following: the duration for which the throttle opening of the electric two-wheeled vehicle is less than a second opening threshold is greater than or equal to a second time threshold; a brake signal is obtained; the tilt angle of the electric two-wheeled vehicle is greater than a second angle threshold; the electric two-wheeled vehicle malfunctions; a wheelie mode disable signal is obtained; and the vehicle speed of the electric two-wheeled vehicle is greater than a second speed threshold.

[0018] In one exemplary embodiment, the control component is either the vehicle controller of the electric two-wheeled vehicle or the motor controller of the electric two-wheeled vehicle.

[0019] According to another aspect of the embodiments of this application, a computer-readable storage medium is also provided, wherein a computer program is stored therein, wherein the computer program is configured to perform the steps in any of the above method embodiments when executed by a processor.

[0020] According to another aspect of the embodiments of this application, a computer program product or computer program is provided, the computer program product or computer program including computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions, causing the computer device to perform the steps in any of the method embodiments described above.

[0021] This application addresses the issue of a wheelie in a tilting mode. By continuously acquiring the vehicle's body angle detected by an attitude sensor, and determining the target output torque based on the current angle difference between the current body angle and a first tilting angle, a target torque command is sent to the motor controller. This controls the vehicle's body angle to be near the expected tilting angle, achieving stable control of the wheelie in the desired posture. It eliminates the need to consider the maximum tilting angle to prevent rollover, reducing the risk of rollover during tilting. Furthermore, by controlling the motor's output torque solely based on the body angle, without considering throttle control, tilting control becomes more convenient while effectively preventing rollover risks due to user misoperation of the throttle components, thus improving the safety of tilting control. Therefore, this invention solves the technical problem of low safety in tilting control methods for electric two-wheelers due to high control precision requirements, thereby improving the safety of tilting control. Attached Figure Description

[0022] Figure 1 This is a schematic diagram illustrating an application scenario of a wheelie control method for an electric two-wheeled vehicle according to an embodiment of this application.

[0023] Figure 2 This is a flowchart illustrating an optional wheelie control method for an electric two-wheeled vehicle according to an embodiment of this application.

[0024] Figure 3 This is a schematic diagram of an optional wheelie control method for an electric two-wheeled vehicle according to an embodiment of this application;

[0025] Figure 4 This is a flowchart illustrating another optional method for controlling the wheelie of an electric two-wheeled vehicle according to an embodiment of this application.

[0026] Figure 5 This is a schematic flowchart of another optional wheelie control method for an electric two-wheeled vehicle according to an embodiment of this application;

[0027] Figure 6 This is a schematic flowchart of another optional wheelie control method for an electric two-wheeled vehicle according to an embodiment of this application;

[0028] Figure 7 This is a schematic flowchart of another optional wheelie control method for an electric two-wheeled vehicle according to an embodiment of this application;

[0029] Figure 8 This is a schematic flowchart of another optional wheelie control method for an electric two-wheeled vehicle according to an embodiment of this application;

[0030] Figure 9This is a schematic flowchart of another optional wheelie control method for an electric two-wheeled vehicle according to an embodiment of this application;

[0031] Figure 10 This is a structural block diagram of an optional electric two-wheeler according to an embodiment of this application;

[0032] Figure 11 This is a structural block diagram of another optional electric two-wheeler according to an embodiment of this application;

[0033] Figure 12 This is a computer system architecture block diagram of an optional electronic device according to an embodiment of this application. Detailed Implementation

[0034] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0035] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0036] According to one aspect of the embodiments of this application, a method for controlling the wheelie of an electric two-wheeled vehicle is provided. Optionally, in this embodiment, the above-described method for controlling the wheelie of an electric two-wheeled vehicle can be applied, but is not limited to, to applications such as... Figure 1 The hardware environment shown includes an electric two-wheeler 102 and a server 104. The server 104 can be connected to the electric two-wheeler 102 via a network and can be used to provide services (e.g., application services, etc.) to the electric two-wheeler 102 or clients installed on the electric two-wheeler 102. A database can be set up on or independently of the server 104 to provide data storage services to the server 104.

[0037] The aforementioned network may include, but is not limited to, at least one of the following: wired network and wireless network. The aforementioned wired network may include, but is not limited to, at least one of the following: wide area network (WAN), metropolitan area network (MAN), and local area network (LAN). The aforementioned wireless network may include, but is not limited to, at least one of the following: Wireless Fidelity (WIFI) and Bluetooth. The electric two-wheeled vehicle 102 may be, but is not limited to, an electric scooter, electric motorcycle, electric bicycle, electric balance scooter, or electric pedal-powered vehicle. The server 104 may be, but is not limited to, a cloud server, a server cluster, or other server types.

[0038] The wheelie control method for an electric two-wheeled vehicle according to this application embodiment can be executed by server 104, electric two-wheeled vehicle 102, or jointly by server 104 and electric two-wheeled vehicle 102. Alternatively, the wheelie control method can be executed by a client installed on the electric two-wheeled vehicle 102.

[0039] Taking the wheelie control method of the electric two-wheeler in this embodiment as an example, which is executed by the electric two-wheeler 102, the electric two-wheeler includes an attitude sensor, a motor controller, and a motor. The motor controller is used to control the output torque of the motor. Figure 2 This is a flowchart illustrating an optional wheelie control method for an electric two-wheeled vehicle according to an embodiment of this application, as shown below. Figure 2 As shown, the process of this method may include the following steps:

[0040] Step S202: When the electric two-wheeler is in the wheelie mode, continuously acquire the body angle of the electric two-wheeler detected by the attitude sensor.

[0041] Step S204: Based on the current angle difference between the current vehicle body angle and the first tilt angle, determine the target output torque of the motor and output the target torque command to the motor controller. The target torque command is used to indicate the target output torque, and the first tilt angle is the expected tilt angle in the tilt mode.

[0042] Step S206: In response to the target torque command, the motor output torque is controlled by the motor controller according to the target output torque.

[0043] The wheelie control method for electric two-wheeled vehicles in this embodiment can be applied to the field of two-wheeled vehicles, specifically to scenarios where users practice wheelies on two-wheeled vehicles. A wheelie is a dynamic posture in which, during the movement of an electric two-wheeled vehicle, the longitudinal acceleration generated by the rear-wheel drive causes the front wheel to lift off the ground or partially lift off the ground, resulting in the front of the vehicle body lifting upwards with the rear wheel as the fulcrum. Specifically, this manifests as the front of the electric two-wheeled vehicle tilting upwards, the front wheel suspended or nearly suspended in the air, and the vehicle body forming a forward tilt angle with the ground.

[0044] In related technologies, users control electric two-wheelers to perform wheelies for practice. A first torque command is generated based on the degree of throttle control, and a second torque command is generated based on the vehicle's posture information. The first and second torque commands are weighted and summed to obtain a third torque command, which controls the wheelie angle within a target angle threshold (the maximum wheelie angle that prevents the vehicle from tipping over). However, even small output or calculation errors can cause the wheelie angle to exceed the target angle threshold, leading to a tipping over. Therefore, high control precision is required. Furthermore, since the wheelie angle control in these technologies is based on the vehicle's throttle and posture information, the operation is complex, and user error in operating the throttle component can also cause a tipping over. Thus, the wheelie control methods for electric two-wheelers in these technologies suffer from a technical problem of lower safety due to the high precision requirements.

[0045] To at least partially solve the aforementioned technical problems, in this embodiment, by continuously acquiring the vehicle body angle detected by the attitude sensor when the electric two-wheeler is in wheelie mode, and determining the target output torque based on the current angle difference between the current vehicle body angle and the first wheelie angle, a target torque command is output to the motor controller based on the target output torque. This controls the vehicle body angle to be near the expected wheelie angle, achieving stable control of the electric two-wheeler in the expected posture. It eliminates the need to consider the maximum wheelie angle to prevent the vehicle from tipping over, reducing the risk of tipping over during wheelie. Furthermore, by controlling the motor's output torque solely based on the vehicle body angle, without considering throttle control, wheelie control becomes more convenient while effectively avoiding the risk of tipping over due to user misoperation of the throttle component, thus improving the safety of wheelie control. Therefore, this invention solves the technical problem of low safety in related electric two-wheeler wheelie control methods due to high control precision requirements, achieving the effect of improving the safety of wheelie control.

[0046] It should be noted that the attitude sensor is an inertial measurement device used to detect the spatial attitude angles (such as pitch and roll angles) of the electric two-wheeled vehicle relative to a gravitational reference frame, as well as its angular velocity and acceleration. It is typically composed of a three-axis accelerometer and a three-axis gyroscope integrated together (e.g., an IMU, Inertial Measurement Unit). A magnetometer can also be integrated to enhance azimuth stability. In this embodiment, the attitude sensor is mainly used to detect the pitch angle of the electric two-wheeled vehicle. Optionally, the attitude sensor can be installed near the central axle of the electric two-wheeled vehicle's frame, or above the rear axle, etc. For example, as... Figure 3 As shown, the attitude sensor can be installed above the front wheel at the front of the vehicle.

[0047] Optionally, the number of attitude sensors can be one or more. When there are multiple attitude sensors, they can be installed at different locations on the electric two-wheeler. Based on the detection data from multiple attitude sensors, the vehicle body angle of the electric two-wheeler can be determined in at least one of the following ways: any one attitude sensor can be used as the main sensor, and the other sensors as auxiliary sensors. Under normal circumstances, the detection data of the main sensor is used as the vehicle body angle, and when the main sensor fails, the detection data of the auxiliary sensors is used as the vehicle body angle; different weights are determined based on the installation positions of multiple attitude sensors, and the detection data of multiple attitude sensors are weighted and fused to obtain the vehicle body angle of the electric two-wheeler.

[0048] The motor controller is an electronic control unit that receives target torque commands from control components and adjusts the motor input current, voltage, and phase in real time according to the target torque commands to precisely control the motor output torque. The motor is an electric drive device that converts electrical energy into mechanical energy and outputs controllable rotational torque to drive the rear wheel of an electric two-wheeler. In this embodiment, the longitudinal acceleration generated by the rear wheel drive of the electric two-wheeler is controlled by the target output torque of the motor, thereby controlling the wheelie angle of the electric two-wheeler. Optionally, the motor may include a brushless DC motor, a permanent magnet synchronous motor, or a brushed DC motor, etc. In this embodiment, the motor can be a rear-wheel drive type motor with high dynamic response capability and wide-range continuous torque adjustment capability.

[0049] It should be noted that the wheelie mode is an intelligent mode in which the vehicle control system actively controls the vehicle's body angle during operation. The body angle is the pitch angle between the vehicle's frame reference axis (which can be a horizontal baseline passing through the center of gravity along the front and rear axes) and a horizontal reference plane (i.e., the horizontal plane perpendicular to the direction of gravity), used to characterize the degree of tilt between the front and rear wheels. The larger the body angle, the more pronounced the wheelie. To avoid the risk of rollover due to excessive body angle, this embodiment limits the vehicle's body angle using a first angle threshold.

[0050] Optionally, if the first tilt angle is less than a first angle threshold, to ensure that the vehicle's tilt angle does not exceed the physical limit that would cause a rollover, a first angle threshold can be set to constrain the upper limit of the allowed vehicle body angle in tilt mode. The first angle threshold can be set based on system presets, hardware defaults, or any numerical configuration method that can achieve its function. The first tilt angle is a reference angle value used to calculate the degree to which the current posture deviates from the desired posture. When the current vehicle body angle is less than the first tilt angle, the output torque of the motor can be increased to increase the vehicle body angle; when the current vehicle body angle is greater than the first tilt angle, the output torque of the motor can be decreased to decrease the vehicle body angle. The current vehicle body angle is the tilt angle value of the electric two-wheeled vehicle, detected in real time by the posture sensor, representing the vehicle's current posture in tilt mode.

[0051] It should be noted that the target output torque is the desired torque value that the system intends to apply to the motor to achieve the desired nose-up posture, calculated by the system. The target torque command is the control signal sent by the system to the motor controller to convey this target output torque value.

[0052] Optionally, the method for determining the target output torque of the motor based on the current angle difference between the current vehicle body angle and the first turnaround angle may include: obtaining the target output torque based on a preset mapping relationship between the current angle difference and the target output torque; when the absolute value of the current angle difference is less than a certain difference threshold, setting the preset mapping relationship to a high-gain mapping relationship (i.e., a small angle deviation triggers a significant torque change); when the absolute value of the current angle difference is greater than or equal to a certain difference threshold, setting the mapping relationship to a low-gain mapping relationship (i.e., a large angle deviation only adjusts the torque by a small amount); when the current angle difference is less than a certain small difference threshold and the duration exceeds a set time threshold, the current vehicle body angle can be updated to the first turnaround angle.

[0053] This embodiment and application, through continuous acquisition of the vehicle's body angle detected by the attitude sensor when the electric two-wheeler is in wheelie mode, and determination of the target output torque based on the current angle difference between the current body angle and the first wheelie angle, outputs a target torque command to the motor controller based on the target output torque. This controls the body angle to be near the expected wheelie angle, achieving stable control of the electric two-wheeler in the expected posture. It eliminates the need to consider the maximum wheelie angle to prevent rollover, reducing the risk of rollover during wheelie. Furthermore, by controlling the motor's output torque solely based on the body angle, without considering throttle control, wheelie control becomes more convenient while effectively avoiding the risk of rollover due to user misoperation of the throttle component, thus improving the safety of wheelie control. Therefore, it solves the technical problem of low safety in related electric two-wheeler wheelie control methods due to high control precision requirements, achieving the effect of improving the safety of wheelie control.

[0054] In one exemplary embodiment, the current angle difference is the difference obtained by subtracting the first tilt angle from the current vehicle body angle; determining the target output torque of the motor based on the obtained current angle difference between the current vehicle body angle and the first tilt angle includes: if the current angle difference is greater than a first angle difference threshold, determining an output torque less than the current output torque of the motor as the target output torque, wherein the first angle difference threshold is greater than or equal to 0; if the current angle difference is less than a second angle difference threshold, determining an output torque greater than the current output torque as the target output torque, wherein the second angle difference threshold is less than or equal to 0; and if the current angle difference is greater than or equal to the second angle difference threshold and less than or equal to the first angle difference threshold, determining the current output torque as the target output torque.

[0055] It should be noted that the first angle difference threshold is a boundary reference value used by the electric two-wheeler in hover mode to determine whether the current vehicle angle deviates excessively from the expected hover angle. When the current vehicle angle is greater than the first angle threshold, it indicates that the current vehicle angle is excessively greater than the expected hover angle, and the current output torque of the motor is reduced. Optionally, the first angle difference threshold can be obtained based on the vehicle's rollover critical angle and historical operation data (including the peak angle of each hovering attempt by the user).

[0056] The second angle difference threshold is a boundary reference value used by electric two-wheelers in wheelie mode to determine whether the current vehicle angle is significantly smaller than the expected wheelie angle. If the current vehicle angle is smaller than the second angle threshold, it indicates that the current vehicle angle is excessively smaller than the expected wheelie angle, and the current output torque of the motor is increased. Optionally, the second angle threshold can be obtained based on the maximum torque change rate of the motor, historical operation data (including the valley value of the angle of each wheelie by the user), etc.

[0057] When the current angle difference is greater than or equal to the second angle difference threshold and less than or equal to the first angle difference threshold, the current vehicle body angle is already within the ideal stable range recognized by the system. There is no need to actively increase or decrease torque. The current output torque should be maintained to keep the vehicle smoothly turning.

[0058] In this embodiment, by setting a first angle difference threshold and a second angle difference threshold to form a three-segment control logic, the current output torque of the motor is adjusted only when the vehicle body angle deviates significantly from the expected wheelie angle, and the current output torque is maintained in the middle segment. This effectively suppresses frequent torque fluctuations caused by sensor noise or minor disturbances, and achieves stable maintenance of the wheelie posture.

[0059] In an exemplary embodiment, the current angle difference is the difference obtained by subtracting the first tilt angle from the current vehicle body angle; based on the current angle difference between the current vehicle body angle and the first tilt angle, the target output torque of the motor is determined, including: summing the products of the proportional coefficient and the proportional term, the integral coefficient and the integral term, and the derivative coefficient and the derivative term, and determining the summation result as the target output torque, wherein the proportional term is the current angle difference, the integral term is the sum of the products of each angle error in the input angle error sequence and the control cycle, and the derivative term is the result of dividing the difference between the current angle difference and the previous angle difference by the control cycle, and the control cycle is the acquisition cycle of the vehicle body angle of the electric two-wheeled vehicle.

[0060] It should be noted that the proportional coefficient represents the degree of influence of the current angle difference on the target output torque. The larger the proportional coefficient, the greater the influence of the current angle difference on the target output torque. Optionally, the proportional coefficient can be a non-fixed coefficient, and can be adaptively adjusted based on the current angle difference (the absolute value of the current angle difference is positively correlated with the proportional coefficient) and the current speed of the electric two-wheeler (since the higher the current speed, the greater the vehicle inertia, and excessive output torque may cause rollover, the current speed is negatively correlated with the proportional coefficient).

[0061] The integral term represents the cumulative angle error within the control cycle. It should be noted that the control cycle is the sampling time interval at which the electric two-wheeler's control system continuously acquires vehicle body angle data at fixed time intervals. This is the reference time unit for calculating the differential and integral terms, and can be 0.01s, 0.1s, etc. The integral coefficient is the correction strength coefficient for the cumulative effect of long-term attitude deviations, used to eliminate the system's steady-state error. The integral coefficient can be obtained by continuously adjusting the output torque based on the cumulative error angle of the electric two-wheeler within the control cycle to make the vehicle body angle equal to the expected wheelie angle. Optionally, the integral coefficient can be adaptively adjusted based on the electric two-wheeler's current speed (current speed is negatively correlated with the integral coefficient) and the user's historical integral coefficients. Alternatively, a preset integral term threshold can be set. If the absolute value of the integral term exceeds the preset threshold, the preset threshold is used as the integral term to avoid overcorrection.

[0062] The differential term represents the rate of change of the angle difference. The differential coefficients are the correction strength coefficients of the system for the cumulative attitude deviation per unit time. Optionally, the differential coefficients can be set based on motor actuation capability, historical user behavior, and battery state of charge.

[0063] For example, ,in, Let be the target output torque at time t. This is the proportionality coefficient. Let be the current angle difference at time t. The integral coefficient is... For angular error, To control the cycle, These are the differential coefficients. This is the previous angle difference value of the current angle difference value.

[0064] In this embodiment, the target output torque is calculated using proportional, integral, and derivative terms. The cumulative angle error and the rate of change of the current angle difference are fully considered to affect the target output torque, thereby achieving multi-dimensional dynamic compensation to ensure precise control of the vehicle body angle.

[0065] In one exemplary embodiment, the wheelie mode includes multiple levels of modes. Each level of the multiple levels of modes is configured with a corresponding vehicle body angle range and a corresponding limit vehicle body angle. The first wheelie angle is the expected wheelie angle in the first activated mode of the multiple levels of modes, and the first wheelie angle is located within the vehicle body angle range corresponding to the first mode. The vehicle body angle ranges corresponding to different levels of modes in the multiple levels of modes are different. The limit vehicle body angle corresponding to each level of mode is greater than or equal to the maximum vehicle body angle of the vehicle body angle range corresponding to each level of mode. In two adjacent levels of modes in the multiple levels of modes, the maximum vehicle body angle of the vehicle body angle range corresponding to the previous level of mode is less than or equal to the minimum vehicle body angle of the vehicle body angle range corresponding to the next level of mode.

[0066] It should be noted that the multi-level mode refers to multiple selectable hierarchical control modes for the electric two-wheeler in wheelie mode. Each level corresponds to a different range and limit on the vehicle's angle. Activation involves switching a specific wheelie mode from a disabled or standby state to an active state based on user commands or trigger conditions. Activation can be manual by the user or automatic by the electric two-wheeler based on trigger conditions. The vehicle angle range refers to the ideal wheelie angle interval for each level, prioritizing the control of the electric two-wheeler's vehicle angle within the corresponding range. This range can be adaptively adjusted based on user behavior data (i.e., the average vehicle angle data when novice, ordinary, and advanced users perform wheelie actions) and safety redundancy angles. The vehicle angle limit is a hard safety upper limit for the vehicle angle in each level. The maximum safe angle threshold in wheelie mode can trigger an exit from wheelie mode.

[0067] Optionally, the median value within the vehicle body angle range of each mode can be used as the expected pitching angle of that mode. Alternatively, the angle value with the strongest attitude stability within the vehicle body angle range of each mode can be used as the expected pitching angle of that mode. Alternatively, cluster analysis can be performed on historical pitching operation data (including the actual maintained pitching angle, maintenance duration, and mode level) to obtain the average stable angle of each mode as the expected pitching angle of that mode.

[0068] When the vehicle body angle exceeds the range of the current mode's corresponding vehicle body angle but is less than the limit vehicle body angle, different control operations can be performed based on the duration of the vehicle body angle. For example, if the duration is less than the first duration threshold, no operation can be performed. If the duration is greater than or equal to the first duration threshold but less than the second duration threshold, the electric two-wheeler can be controlled to perform an alarm operation. If the duration is greater than or equal to the second duration threshold, the vehicle body angle can be automatically switched to the mode corresponding to the vehicle body angle.

[0069] Optionally, the triggering conditions for switching between each level of the multi-level mode may include at least one of the following: the vehicle body angle continuously exceeds the vehicle body angle range corresponding to each level of the mode and is within the vehicle body angle range corresponding to another level of the mode; when the vehicle load is detected to be greater than a certain preset weight threshold, the current mode can be automatically downgraded by one level; when the slipperiness of the driving surface is detected to be high, the current mode can be automatically downgraded by one level.

[0070] In adjacent modes, the maximum body angle of the body angle range corresponding to the previous mode is less than or equal to the minimum body angle of the body angle range corresponding to the next mode. This can avoid torque jitter and attitude oscillation during mode switching, improve control stability, provide clear trigger conditions for mode switching, and achieve smooth progression driven by user behavior.

[0071] For example, such as Figure 4 As shown, it includes two-level modes (supporting APP / instrument switching) or multi-level modes, such as learning mode (body angle range of 15°-30°, hard limit (maximum body angle) of 35°, suitable for beginners) and advanced mode (body angle range of 0°-60°, hard limit (maximum body angle) of 60°, suitable for professional players), parameter adjustment, fine-tuning of PID (Proportional-Integral-Derivative) or target angle in the APP, instrument switching mode, real-time parameter saving, and automatic loading upon power-on.

[0072] This embodiment achieves personalized safety control for different user groups in the wheelie mode by setting multiple modes and configuring different body angle ranges and limits for each mode. At the same time, the seamless connection of angle ranges between each mode avoids sudden torque changes and attitude oscillations during switching, thus improving the stability of wheelie control.

[0073] In one exemplary embodiment, an angle configuration instruction is obtained, wherein the angle configuration instruction is used to configure a second wheelie angle as the expected wheelie angle in the second mode of a multi-level mode. The angle configuration instruction is received from a terminal device bound to the electric two-wheeler via the wireless communication module of the electric two-wheeler, or the angle configuration instruction is generated based on an interactive operation performed on the interactive components of the electric two-wheeler.

[0074] If the second pitching angle is within the range of the vehicle body angle corresponding to the second mode, the second pitching angle is determined as the expected pitching angle in the second mode.

[0075] It should be noted that the second mode is a non-default mode in the multi-level wheelie mode where the user can customize any desired wheelie angle. The wireless communication module is an interactive interface that receives configuration commands sent by the terminal device via a wireless protocol, enabling remote control. Optionally, the wireless communication module can be a Bluetooth module, a WiFi module, a cellular mobile network module, an NB-IoT (Narrowband Internet of Things) module, etc. The terminal device bound to the electric two-wheeler can be a smartphone, tablet, smartwatch, vehicle-mounted smart terminal, laptop, etc. For example, the user sets the wheelie angle through a mobile app, and the Bluetooth module sends the corresponding angle configuration command to the electric two-wheeler, adjusting the vehicle's body angle to that wheelie angle.

[0076] Interactive components are human-machine interface devices installed on the electric two-wheeler body for users to directly perform physical or touch operations, enabling local real-time configuration or control of vehicle functions. Interactive components may include physical buttons, touchscreen panels, knobs, toggle switches (such as a three-position sliding switch), voice input modules, or gesture sensing modules. Interactive operations are the user's active adjustment of configuration settings through direct contact with the interactive components on the electric two-wheeler body, using physical contact, touch, voice, or non-contact sensing. Interactive operations may include rotation, pressing, and sliding operations. For example, if the electric two-wheeler has physical buttons for high, medium, and low angles, pressing the medium-angle button sets the tilt angle in the current mode to the medium angle within the corresponding body angle range, i.e., the median value within the body angle range.

[0077] Optionally, the vehicle body angle range and limit for each mode, the mapping relationship between the current angle difference and the target output torque, and the trigger conditions for switching between multiple modes can also be configured through a mobile terminal or interactive component.

[0078] When the second wheelie angle falls within the vehicle body angle range corresponding to the second mode, determining the second wheelie angle as the expected wheelie angle in the second mode can avoid invalid or dangerous parameter configurations and ensure the safety of wheelie control. Optionally, when the second wheelie angle exceeds the vehicle body angle range corresponding to the second mode, the boundary value closest to the second wheelie angle among the boundary values ​​of the corresponding vehicle body angle range can be used as the expected wheelie angle in the second mode.

[0079] For example, such as Figure 5As shown, the APP interaction (interaction component) process includes: the APP connects to the decision layer via Bluetooth (wireless communication module) (automatic pairing), the APP displays the real-time status (mode or vehicle angle, etc.), the APP operation options include parameter adjustment (PID parameters, target angle range (vehicle angle range)), mode switching (learning mode or advanced mode), data viewing (fault log, historical records), parameter saving (synchronized to the decision layer and instrument panel), the APP prompts success, and the instrument panel synchronizes.

[0080] This embodiment allows users to customize the second pitching angle via terminal devices or interactive components, and determines whether to set it as the expected pitching angle for the mode based on whether the second pitching angle is within the vehicle body angle range. This achieves intelligent coordination between personalized configuration and system safety constraints, meeting users' personalized needs.

[0081] In one exemplary embodiment, the electric two-wheeler further includes a set of state sensors, each of which is used to detect at least one operating state of the electric two-wheeler; the method further includes: acquiring fault detection results of the attitude sensor and each of the set of state sensors, wherein the fault detection result of each sensor is used to indicate whether each sensor is faulty; when the fault detection result of each sensor indicates that each sensor is not faulty, acquiring the battery state of charge of the electric two-wheeler to obtain a first charge state; when the first charge state is greater than a preset state threshold, configuring the wheelie mode as an enabled state; when the battery state of charge is less than or equal to the preset state threshold, configuring the wheelie mode as a disabled state; and when a fault detection result of the attitude sensor and the set of state sensors indicates that the corresponding sensor is faulty, configuring the wheelie mode as a disabled state.

[0082] It should be noted that state sensors are sensors used to detect in real time key operating state variables directly related to safety, power, energy, environment, or system reliability during the operation of electric two-wheelers. Optionally, state sensors may include battery charge state sensors, battery temperature sensors, motor current sensors, motor temperature sensors, controller temperature sensors, braking system pressure sensors, tire pressure sensors, communication status detection modules, grounding fault detectors, etc. By monitoring the operating status of electric two-wheelers in real time through state sensors, the healthy operating condition of the electric two-wheelers can be ensured.

[0083] If the fault detection results of the attitude sensor and any set of status sensors indicate that the corresponding sensor is faulty, the hover mode will be configured to be disabled, effectively preventing control misjudgments and vehicle loss of control due to sensing failure. It should be noted that the disabled state is a safety protection mechanism whereby the control unit actively and forcibly locks the hover function shut down, preventing the user from reactivating the hover function through any conventional operation (such as an app or interactive components). Optionally, sensor faults may include hardware failure, communication interruption, data anomalies, calibration failure, self-test failure, etc. Optionally, the disabled state may be implemented by: outputting a disable flag using the control unit; sending a zero-torque command to the motor controller; or automatically triggering slight braking or parking via the braking module.

[0084] Assuming no sensor malfunctions, the battery state of charge of the electric two-wheeler is acquired. It should be noted that the battery state of charge is a key parameter in the battery management system used to characterize the percentage of the battery's current remaining usable charge relative to its full capacity, and it can be obtained through the battery state of charge sensor.

[0085] When the initial charge state is greater than a preset threshold, the wheelie mode is enabled. The preset threshold is one or more critical values ​​pre-defined based on battery performance characteristics, safe operating boundaries, environmental conditions, and user scenarios. It is used to determine whether the battery's state of charge, temperature, current, and other operating states meet the activation conditions for high-risk functions (such as wheelie mode). It should be noted that the enabled state is the state in which the system grants permission to operate the wheelie function. Only when the electric two-wheeler is in the enabled state can it respond to angle configuration commands, adjust the target output torque, and perform wheelie actions.

[0086] For example, such as Figure 6 As shown, the decision-making layer is integrated into the VCU (Vehicle Control Unit) (reusing original vehicle resources) or the motor controller (saving space). All sensors (a set of status sensors) perform self-checks to determine if there are any sensor faults. If the sensors are normal, the user-configured parameters are read, and the vehicle status (battery charge status) (SOC (State of Charge, ≥20% etc.)) is verified. If the vehicle status is satisfied, the PID is loaded, making the decision-making layer ready and in standby mode. The throttle, vehicle speed, and attitude sensors (IMU (Inertial Measurement Unit)) are monitored. If there are sensor faults or the vehicle status is not satisfied, the WCS (Wheellift Control System) is disabled, the instrument panel displays a fault message, and the APP pushes fault information. PID calculation and fault determination are then performed.

[0087] This embodiment utilizes a status sensor to detect the operating status of the electric two-wheeler. In the event of a malfunction of either the attitude sensor or the status sensor, or when the battery power is insufficient, the wheelie mode is automatically disabled. This effectively prevents the risk of loss of control due to sensor failure or insufficient power, thereby improving the safety and reliability of the electric two-wheeler.

[0088] In one exemplary embodiment, the method further includes: when the electric two-wheeled vehicle is in a wheelie mode, acquiring the battery state of charge of the electric two-wheeled vehicle to obtain a second charge state; and performing wheelie angle control on the electric two-wheeled vehicle based on the state interval to which the second charge state belongs among multiple state intervals, wherein each of the multiple state intervals corresponds to a wheelie angle threshold, and the wheelie angle control is used to control the wheelie angle of the electric two-wheeled vehicle within the wheelie angle threshold corresponding to the state interval to which the second charge state belongs.

[0089] The second charge state is the current battery state of charge value collected in real time by the control system while the electric two-wheeler is operating in wheelie mode, used to dynamically assess the remaining battery energy level. Multiple state intervals are several non-overlapping, ordered numerical ranges pre-defined in the control system, divided according to the remaining battery capacity.

[0090] Each second charge state falls into one of multiple state intervals. The tilt angle threshold corresponding to each state interval can be obtained based on the preset mapping relationship between state intervals and tilt angle thresholds. The second charge state and the tilt angle threshold are positively correlated. When the state interval to which the second charge state belongs is the high charge zone, users can freely try tilting actions, with only slight adjustments made when the vehicle angle approaches the tilt angle threshold of 30°. When the state interval to which the second charge state belongs is the low charge zone, the vehicle angle is limited to not exceeding the tilt angle threshold of 15°.

[0091] The lift-off angle threshold is the maximum allowable lift-off angle of the vehicle body, dynamically determined based on the current state of battery charge (second charge state) to ensure the safe operation of the electric two-wheeler in lift-off mode. When the vehicle body angle is detected to exceed this lift-off angle threshold, the vehicle body angle can be limited within the lift-off angle threshold by reducing the motor output torque, activating the brakes, or issuing an alarm.

[0092] In this embodiment, by dynamically matching the corresponding tilting angle threshold according to the real-time battery charge state in tilting mode, adaptive safety control based on power perception is achieved, avoiding the risk of uncontrolled backflip, attitude instability or voltage collapse caused by the decrease in motor output capacity, and improving the safety of tilting control.

[0093] In one exemplary embodiment, in response to the satisfaction of a mode triggering condition, the electric two-wheeler is switched to a wheelie mode, wherein the mode triggering condition includes: the rider on the electric two-wheeler performing a specified action, and at least one of the following: the duration for which the throttle opening of the electric two-wheeler is greater than or equal to a first opening threshold is greater than or equal to a first time threshold; the speed of the electric two-wheeler is less than or equal to a first speed threshold.

[0094] It should be noted that the mode trigger condition is that the electric two-wheeler automatically activates the tilt-up mode when it meets a preset combination of riding states that align with the intention of tilting the wheelie. The tilt-up mode can be triggered by the rider performing a specified action, which may include standing with feet staggered, raising the front of the vehicle to a certain angle threshold (e.g., 10°), or leaning back. Methods for recognizing the specified action include: detecting pressure data at different positions on the electric two-wheeler's pedals using pressure sensors and determining whether the rider has performed the specified action based on the pressure data; determining whether the rider has performed the specified action based on the angle of the electric two-wheeler; or determining whether the rider has performed the specified action based on pressure data detected by the seat pressure sensor or seat tilt sensor on the electric two-wheeler.

[0095] The first throttle opening threshold is the lowest effective value of throttle opening set to identify riders with a clear intention to wheelie, used to distinguish between normal acceleration intentions and stable acceleration performed to execute a wheelie maneuver. Optionally, the first throttle opening threshold can be obtained based on user historical behavior data and false trigger suppression data (setting the first throttle opening threshold to different values ​​and obtaining the user false trigger rate under different first throttle opening thresholds).

[0096] The first time threshold is designed to prevent accidental touches or brief jitters from triggering the wheelie mode. It requires the throttle opening to remain above the first opening threshold for the shortest possible time. The first time threshold can be obtained based on user historical behavior data and interference suppression data (by setting the first time threshold to different values ​​and obtaining the user accidental touch rate under different first time thresholds).

[0097] The first speed threshold is the maximum permissible speed at which the system allows the wheelie function to be activated. The system only allows the user to trigger the wheelie mode via throttle operation when the electric two-wheeler's speed is less than or equal to the first speed threshold; when the speed exceeds the first speed threshold, the system automatically disables the wheelie function to ensure riding safety. The first speed threshold can be obtained based on physical safety boundaries, false trigger suppression data (by setting the first speed threshold to different values ​​and obtaining the user's false trigger rate at different first speed thresholds), tire pressure, road slope, etc.

[0098] Optionally, the permission level of each user can be obtained based on the user's historical behavior data. Each permission level corresponds to a set of executable wheelie modes. The wheelie modes that the riding object is allowed to trigger can be configured based on the permission level of the riding object through physical buttons on the electric two-wheeler, the dashboard, or the APP of the bound terminal device.

[0099] This embodiment restricts the switching of wheelie mode on electric two-wheeled vehicles by setting mode trigger conditions, effectively distinguishing between the user's conscious intention to wheelie and accidental operations (such as road bumps, acceleration during start-up, or sensor vibration), reducing the false trigger rate of wheelie mode and improving the safety of system operation.

[0100] In one exemplary embodiment, the designated action includes at least one of the following: lifting the front wheel of the electric two-wheeler; the rider standing with their feet staggered; wherein, when the designated action includes the rider standing with their feet staggered, the electric two-wheeler further includes a first pressure sensor and a second pressure sensor; the first pressure sensor is disposed in front of the second pressure sensor along the forward direction of the electric two-wheeler; the first pressure sensor is disposed on the pedal of the electric two-wheeler, and the second pressure sensor is disposed on the pedal or on the rear fender of the electric two-wheeler; the method further includes: determining that the rider is performing the designated action if the ratio of the pressure value detected by the first pressure sensor to the pressure value detected by the second pressure sensor is within a preset ratio range.

[0101] Optionally, the specified action can be to lift the front wheel of the electric two-wheeler so that the vehicle body angle reaches a certain angle threshold, such as 10°.

[0102] The first pressure sensor is a sensing device installed at the front of the pedal of an electric two-wheeler to detect the pressure applied by the rider's forefoot. The process of determining the specific installation location of the first pressure sensor includes: installing the first pressure sensor at the front of the pedal of the electric two-wheeler; acquiring pressure data detected by the first pressure sensor when users of different body types perform specified actions; generating a pressure distribution heatmap based on this pressure data; performing a clustering algorithm on the pressure distribution heatmap to obtain pressure peak areas as candidate areas for the installation of the first pressure sensor; establishing a simulation model to obtain the impact of different installation locations on signal sensitivity and anti-interference; and selecting the location with the highest signal strength and least interference among the candidate areas as the specific installation location of the first pressure sensor. The first pressure sensor can be a pressure sensing array composed of resistive sensors, piezoelectric sensors, strain gauge sensors, etc.

[0103] The second pressure sensor is a sensing device used to detect the pressure applied by the rider's rear foot to the rear area of ​​the electric two-wheeler. The second pressure sensor can be a pressure sensing array composed of resistive sensors, piezoelectric sensors, strain gauge sensors, etc.

[0104] The ratio of the pressure value detected by the first pressure sensor to the pressure value detected by the second pressure sensor represents the front-to-back pressure distribution pattern of the rider in the pedal area of ​​the electric vehicle. This ratio is used to determine whether the rider is performing a designated action of standing with their feet staggered. When this ratio is within a preset range, it is determined that the rider is performing the designated action. The preset range is a pre-defined effective interval of the front-to-back pressure ratio for accurately recognizing the intention of tilting the head up with feet staggered. The preset range can be determined based on ergonomic experimental data, multi-user test statistics, and vehicle dynamics characteristics. Optionally, the preset range can be non-fixed and can be adaptively adjusted based on a baseline range, the rider's standing position on the pedal, and the rider's weight.

[0105] This embodiment achieves high-precision, non-contact recognition of the user's active posture intentions by setting two pressure sensors distributed in the front and rear on the pedals and / or rear fender of the electric two-wheeler, and determining whether the rider has performed the specified action of standing with their feet staggered based on the ratio of the detected pressure values. This effectively distinguishes between genuine wheelie intentions and erroneous operations (such as standing on one foot or braking), improving the accuracy and safety of wheelie mode triggering.

[0106] In an exemplary embodiment, the electric two-wheeled vehicle further includes a braking module and a warning component; the method further includes: when the current vehicle body angle is greater than a first angle threshold, exiting the wheelie mode, outputting a torque cut-off command to the motor controller, controlling the braking module to brake, and controlling the warning component to issue a wheelie angle over-limit alarm, wherein the torque cut-off command is used to instruct the motor controller to control the motor to stop torque output; in response to the torque cut-off command, controlling the motor to stop torque output through the motor controller.

[0107] It should be noted that the braking module is an electromechanical integrated actuator in an electric two-wheeler used to actively apply braking force to achieve wheel deceleration or stabilization. It includes at least an electrically controlled braking actuator and may optionally be equipped with mechanical braking components, a braking force adjustment unit, and safety control logic that works in conjunction with the motor controller. The warning component is an intelligent human-machine interface device in an electric two-wheeler used to issue visual, auditory, or tactile warning signals to the rider when an excessive wheelie angle is detected. Optionally, the warning component may include visual, auditory, and vibration warning components, such as LED (Light Emitting Diode) warning lights, voice prompt modules, and handlebar vibration motors.

[0108] It should be noted that the first angle threshold is the upper limit of the vehicle body angle allowed in the first mode, and is the vehicle body limit angle corresponding to the first mode. When the current vehicle body angle is greater than the first angle threshold, a torque cut-off command is output to the motor controller. The torque cut-off command is a digital control signal sent by the control component of the electric two-wheeler (such as the vehicle controller or the motor controller) to the motor controller to immediately stop the motor output torque.

[0109] The wheelie angle over-limit alarm refers to the system proactively issuing a clear, timely, and conspicuous safety warning signal to the rider when the tilt angle of the electric two-wheeler exceeds a preset safety threshold (i.e., the first angle threshold). This warning is delivered through visual, auditory, tactile, or multimodal interaction methods. Optionally, different levels of wheelie angle over-limit alarms can be issued based on the degree of over-limit. For example, if the difference between the current vehicle angle and the first angle threshold is less than or equal to a first preset difference, a mild over-limit alarm can be issued (e.g., a yellow LED indicator light and slight handlebar vibration). If the difference between the current vehicle angle and the first angle threshold is greater than the first preset difference, a moderate over-limit alarm can be issued (e.g., a red LED indicator light, an audible beep, and moderate handlebar vibration).

[0110] For example, such as Figure 7 As shown, in standby mode, it checks whether WCS is enabled. If enabled, it checks if the triggering conditions are met. If not, it remains in standby mode. If met, it performs closed-loop feedback: the decision layer receives data, performs PID calculations, and the motor outputs 80%-90% torque to initiate a lift. It then determines the posture. If the actual angle (current vehicle body angle) is less than the target angle (first lift angle), the PID positively corrects to increase torque. If the actual angle is greater than the target angle, the PID negatively corrects to reduce torque and applies electric braking. If the actual angle is greater than the hard limit (first angle threshold), emergency intervention is initiated, including torque cut-off, electric braking, and an alarm. If the actual angle equals the target angle, the PID slightly corrects to stabilize torque. In non-standby mode, it checks whether to exit triggering. In WCS-disabled mode, it operates in normal power mode, with the motor outputting power according to the throttle.

[0111] This embodiment achieves a safety closed loop of mode exit, power cut-off, and behavior guidance by exiting the wheelie mode, braking, and issuing a wheelie angle over-limit warning when the current vehicle body angle is greater than the first angle threshold. This improves the safety and controllability of electric two-wheeled vehicles in dangerous wheelie states.

[0112] In one exemplary embodiment, the method further includes: when the electric two-wheeler is in a wheelie mode, controlling the electric two-wheeler to exit the wheelie mode in response to a mode exit condition; controlling the output torque of the motor to continuously decrease according to a preset period through a motor controller until an attenuation end condition is met, wherein the attenuation end condition includes one of the following: the output torque of the motor is less than or equal to a preset torque threshold, and the attenuation ratio of the output torque of the motor is greater than or equal to a preset ratio threshold; wherein the mode exit condition includes at least one of the following: the duration for which the throttle opening of the electric two-wheeler is less than a second opening threshold is greater than or equal to a second time threshold; obtaining a brake signal; the tilt angle of the electric two-wheeler is greater than a second angle threshold; the electric two-wheeler malfunctions; obtaining a wheelie mode disable signal; and the speed of the electric two-wheeler is greater than a second speed threshold.

[0113] When exiting wheelie mode, if the motor's output torque drops to zero instantly, the rider may lose balance due to the violent shaking of the vehicle's posture, resulting in a risk of tipping over. Furthermore, the large impact load may damage the motor or gears.

[0114] In this embodiment, the output torque of the control motor continuously decreases according to a preset period. It should be noted that the preset period is a time interval unit pre-set by the control system to control the torque decay rate after the electric two-wheeler exits the wheelie mode, in order to achieve a smooth and controllable decrease in the motor's output torque. The preset period can be adaptively adjusted based on the electric two-wheeler's speed, vehicle tilt angle, and battery state of charge (when the battery charge is low, regenerative braking capability is limited, requiring more aggressive torque decay; therefore, the preset period is negatively correlated with the battery state of charge).

[0115] The preset torque threshold is a target value for the motor output torque set before the electric two-wheeler exits wheelie mode to determine whether the torque decay is complete, and is used to terminate the decay process. The preset torque threshold can be adaptively adjusted based on factors such as the motor's rated torque, the vehicle's tilt angle, and the battery's state of charge.

[0116] The output torque attenuation ratio refers to the percentage reduction in the motor's current actual output torque compared to its initial torque value at the moment of exiting wheelie mode. The preset ratio threshold is the minimum percentage attenuation the motor's current output torque should achieve compared to its initial torque at the moment of exiting wheelie mode, set in advance to determine whether the motor's output torque attenuation has reached a safe and comfortable completion state during the exit process of the electric two-wheeler. The preset ratio threshold can be adaptively adjusted based on the motor's maximum torque, the system static friction torque (the minimum torque required to start slight rotation of the transmission system (gears, chains, bearings, wheel hubs, etc.) by external force when the motor has completely stopped outputting torque and the vehicle is stationary), and electronic control temperature rise data (the temperature change data of key internal electronic components (such as capacitors) over time when the motor controller or driver continuously outputs different proportions of torque).

[0117] The second throttle opening threshold is the critical value of throttle opening used to determine whether the rider has actively ended their acceleration intention when the electric two-wheeler exits wheelie mode. The second time threshold is the minimum duration for which the throttle opening must remain below the second throttle opening threshold to confirm that the rider has genuinely and continuously abandoned their acceleration intention when the electric two-wheeler exits wheelie mode.

[0118] The second angle threshold is the ultimate safe tilt angle threshold at which the system forcibly exits the wheelie mode and triggers safety braking and warnings to prevent excessive forward tilting of the vehicle, which could lead to loss of control, rollover, or user falling. The second speed threshold is the maximum permissible speed threshold at which the system forcibly exits the wheelie mode to prevent loss of steering control, rollover, or user falling due to the front wheels leaving the ground at high speeds while the electric two-wheeler is in wheelie mode.

[0119] Optionally, the enclosure protection rating of the electronic components of the electric two-wheeler can be IP67 for environmental adaptability and waterproofing, or IP67 for dustproofing and vibration resistance. The internal circuitry of the electric two-wheeler can operate stably for a long time in an environment of -40℃ to 85℃. It uses anti-interference VCU / controller with enhanced shielding and sensor circuit shielding. It utilizes fault self-detection for real-time monitoring and timely alarm. At the same time, the control unit is equipped with redundant dual IMU input channels, which identify IMU anomalies through dual data verification and automatically switch to the backup IMU signal when an anomaly is detected, and activate the corresponding attitude filtering algorithm to ensure the continuity and accuracy of attitude feedback.

[0120] It can perform laboratory tests on the stability of sensors, PID controllers, and Bluetooth software via APP; real-vehicle tests can be conducted to ensure safety, performance, and durability for ≥100 hours; compatibility tests can be performed on different motors and vehicle models; two calibration and optimization schemes can be implemented; and test, rectification, and optimization parameters can be improved to refine the logic.

[0121] For example, such as Figure 8As shown, the exit logic includes releasing the accelerator, applying the brake, vehicle tilt angle >25°, exceeding limits, fault, manual disabling, and vehicle speed >60km / h. It checks if exit triggering; if not, closed-loop feedback continues; if exiting, torque decays over 500ms + 5% landing buffer, returning to normal power mode, the motor outputs throttle, the process ends, and WCS goes into standby. Safety protection is implemented to ensure safety, and a restart is possible after fault resolution: sensor fault disabling (sensor fault, WCS disabled, fault warning), angle over-limit emergency pressure head (pressure head to ≤30°, torque cut-off, electric braking, and alarm), low battery (SOC≥20%) protection, vehicle tilt angle >25° (exits WCS, returns to normal mode), manual intervention (applying the brake or releasing the accelerator, exits closed-loop), battery fault (WCS disabled, battery level or fault warning), IMU anomaly (emergency intervention to prevent loss of control), etc.

[0122] In this embodiment, when responding to the mode exit condition in wheelie mode, the motor output torque is controlled to continuously decrease according to a preset cycle until the decrease ends, rather than the power is cut off instantly. This avoids severe shaking or loss of control of the vehicle body due to torque cut-off, making it safer for users to exit wheelie mode, reducing the load impact on the transmission system, and extending the service life of components. At the same time, setting multiple mode exit conditions can avoid safety risks caused by a single criterion being missed.

[0123] The following explanation, using optional examples, illustrates the wheelie control method for an electric two-wheeled vehicle in this application. In this optional example, a set of status sensors are sensors, the wheelie mode is the WCS function, the attitude sensor is an IMU, and the motor controller is a motor drive.

[0124] The wheelie control method for electric two-wheelers in this optional example is a pure electric two-wheeler wheelie control scheme. Existing pure electric two-wheelers (including electric scooters) rely on manual operation for wheelies, which has core drawbacks including high safety risks, susceptibility to tipping over or exceeding limits due to misjudgment of posture, lack of active intervention, low control precision, inability to stably fix the wheelie angle, difficulty for beginners to master, poor adaptability, a single hardware architecture that does not meet the cost and space requirements of different vehicle models, cumbersome operation, inconvenient parameter adjustment, and no clear exit logic. This paper provides a wheelie control system (WCS) for pure electric two-wheelers (including electric scooters) that achieves active safety protection, avoiding tipping over and exceeding limits; precise angle stabilization, suitable for both beginners and experienced riders; two hardware architectures are available to adapt to different vehicle models; simplified operation, supporting multi-terminal adjustment and a clear exit logic.

[0125] Figure 9 This is a flowchart illustrating the wheelie control method for an electric two-wheeled vehicle in this optional example, as shown below. Figure 9 As shown, the process of the wheelie control method for this electric two-wheeled vehicle may include the following steps:

[0126] Step S902: Power on the vehicle and wake up the system;

[0127] Step S904: Sensor self-test. If the self-test passes, proceed to step S906. If the self-test fails, proceed to step S906.

[0128] Step S906: Disable WCS function; the instrument displays a fault message.

[0129] Step S908: Read the user's head tilt data settings;

[0130] Step S910: Trigger the wheelie mode and enter wheelie mode (entered by pressing the wheelie button, pressing the accelerator, or lifting the front of the car).

[0131] Step S912: The IMU determines the vehicle body angle and sends the motor drive closed-loop control motor torque.

[0132] Specifically, when the electric two-wheeler is in a wheelie mode, the vehicle body angle detected by the attitude sensor is continuously acquired. If the current vehicle body angle is less than or equal to the first angle threshold, the target output torque of the motor is determined based on the current angle difference between the current vehicle body angle and the first wheelie angle, and the target torque command is output to the motor controller.

[0133] Step S914, trigger the head to exit;

[0134] Step S916, Exit the tilting head.

[0135] This optional example demonstrates that upon power-on, a sensor self-test is performed first. If any critical sensor malfunctions, the WCS function is forcibly disabled and a fault message is displayed to prevent wheelie control from going out of control due to sensor failure, thus avoiding safety issues. Wheelie mode activation is decoupled from user intent recognition, triggered via button press, throttle input, or lifting the front of the vehicle, effectively filtering out erroneous operations and unintended actions, improving control accuracy. After mode activation, the IMU collects the vehicle's angle in real time and drives the motor torque through closed-loop control, ensuring the vehicle remains stably within the expected wheelie angle. This overcomes the bottlenecks of traditional open-loop control, which is prone to jitter and difficult to maintain, improving handling precision. Upon triggering the exit condition, wheelie mode automatically exits, achieving rapid response and exit.

[0136] It should be noted that, for the sake of simplicity, the foregoing method embodiments are all described as a series of actions. However, those skilled in the art should understand that this application is not limited to the described order of actions, as some steps may be performed in other orders or simultaneously according to this application. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are preferred embodiments, and the actions and modules involved are not necessarily essential to this application.

[0137] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods according to the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as read-only memory (ROM) / random access memory (RAM), magnetic disk, optical disk), and includes several instructions to cause a terminal device (which may be a mobile phone, computer, server, or network device, etc.) to execute the methods of the various embodiments of this application.

[0138] According to another aspect of the embodiments of this application, an electric two-wheeled vehicle is also provided, which can be used to implement the wheelie control method of the electric two-wheeled vehicle provided in the above embodiments, and will not be repeated hereafter. As used below, the term "module" can be a combination of software and / or hardware that implements a predetermined function. Although the apparatus described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0139] Figure 10 This is a structural block diagram of an optional electric two-wheeled vehicle according to an embodiment of this application, such as... Figure 10 As shown, the electric two-wheeler includes: an attitude sensor 1002, a control component 1004, and a motor controller 1006. The control component 1004 is electrically connected to both the attitude sensor 1002 and the motor controller 1006.

[0140] Attitude sensor 1002 is used to detect the body angle of an electric two-wheeler;

[0141] The control unit 1004 is used to continuously acquire the body angle of the electric two-wheeled vehicle detected by the attitude sensor when the electric two-wheeled vehicle is in the wheelie mode; based on the current angle difference between the acquired current body angle and the first wheelie angle, determine the target output torque of the motor, and output the target torque command to the motor controller, wherein the target torque command is used to indicate the target output torque, and the first wheelie angle is the expected wheelie angle in the wheelie mode.

[0142] The motor controller 1006 is used to control the output torque of the motor in response to a target torque command, according to the target output torque.

[0143] It should be noted that the attitude sensor 1002 in this embodiment can be used to perform the above step S202, the control unit 1004 in this embodiment can be used to perform the above steps S202 to S06, and the motor controller 1006 in this embodiment can be used to perform the above step S206.

[0144] Specifically, the electric two-wheeler includes a perception layer, a decision-making layer, an execution layer, and an interaction layer. The perception layer includes a six-axis IMU (sampling rate 200Hz, accuracy ±0.1°) and throttle sensors, vehicle speed sensors, current acquisition sensors, and battery sensors to collect attitude and operation data. The decision-making layer is integrated into the VCU (reusing original vehicle resources) or the motor controller (saving space). The execution layer uses the motor controller (bidirectional torque adjustment, response time ≤5ms) to perform graded electric braking (0~30% reverse torque). The interaction layer enables parameter adjustment and data viewing through the instrument panel, physical switches, and Bluetooth APP.

[0145] The embodiments provided in this application demonstrate that, when an electric two-wheeler is in wheelie mode, the vehicle's body angle detected by an attitude sensor is continuously acquired. Based on the current angle difference between the current body angle and a first wheelie angle, a target output torque is determined. A target torque command is then output to the motor controller based on this target output torque to control the body angle near the expected wheelie angle. This achieves stable control of the electric two-wheeler in the desired posture, eliminating the need to consider the maximum wheelie angle to prevent rollover, thus reducing the risk of rollover during wheelie. Furthermore, since the motor's output torque is controlled solely based on the body angle, without considering throttle control, wheelie control is more convenient and effectively avoids the risk of rollover due to user misoperation of the throttle component, improving the safety of wheelie control. Therefore, this application solves the technical problem of low safety in related electric two-wheeler wheelie control methods due to high control precision requirements, thereby improving the safety of wheelie control.

[0146] In one exemplary embodiment, the current angle difference is the difference obtained by subtracting the first tilt angle from the current vehicle body angle. The control unit is further configured to: determine an output torque less than the current output torque of the motor as the target output torque when the current angle difference is greater than a first angle difference threshold, wherein the first angle difference threshold is greater than or equal to 0; determine an output torque greater than the current output torque as the target output torque when the current angle difference is less than a second angle difference threshold, wherein the second angle difference threshold is less than or equal to 0; and determine the current output torque as the target output torque when the current angle difference is greater than or equal to the second angle difference threshold and less than or equal to the first angle difference threshold.

[0147] In an exemplary embodiment, the current angle difference is the difference obtained by subtracting the first tilt angle from the current vehicle body angle. The control unit is also used to sum the product of the proportional coefficient and the proportional term, the product of the integral coefficient and the integral term, and the product of the differential coefficient and the differential term, and determine the summation result as the target output torque. Here, the proportional term is the current angle difference, the integral term is the sum of the products of each angle error in the input angle error sequence and the control cycle, and the differential term is the result of dividing the difference between the current angle difference and the previous angle difference by the control cycle. The control cycle is the acquisition cycle of the vehicle body angle of the electric two-wheeled vehicle.

[0148] In one exemplary embodiment, the wheelie mode includes multiple levels of modes. Each level of the multiple levels of modes is configured with a corresponding vehicle body angle range and a corresponding limit vehicle body angle. The first wheelie angle is the expected wheelie angle in the first activated mode of the multiple levels of modes, and the first wheelie angle is located within the vehicle body angle range corresponding to the first mode. The vehicle body angle ranges corresponding to different levels of modes in the multiple levels of modes are different. The limit vehicle body angle corresponding to each level of mode is greater than or equal to the maximum vehicle body angle of the vehicle body angle range corresponding to each level of mode. In two adjacent levels of modes in the multiple levels of modes, the maximum vehicle body angle of the vehicle body angle range corresponding to the previous level of mode is less than or equal to the minimum vehicle body angle of the vehicle body angle range corresponding to the next level of mode.

[0149] In one exemplary embodiment, the electric two-wheeler further includes an interaction module; the interaction module is configured to acquire an angle configuration instruction, wherein the angle configuration instruction is configured to configure the second wheelie angle as the expected wheelie angle in the second mode of the multi-level modes, the angle configuration instruction being received from a terminal device bound to the electric two-wheeler via a wireless communication module, the interaction module including the wireless communication module; or, the angle configuration instruction is generated based on an interactive operation performed on an interactive component, the interaction module including the interactive component; the control component is further configured to determine the second wheelie angle as the expected wheelie angle in the second mode when the second wheelie angle is within the body angle range corresponding to the second mode.

[0150] In one exemplary embodiment, the electric two-wheeler further includes a set of state sensors, each of which is used to detect at least one operating state of the electric two-wheeler.

[0151] The control unit is also used to acquire the fault detection results of each sensor in the attitude sensor and a set of state sensors, wherein the fault detection result of each sensor is used to indicate whether each sensor is faulty; when the fault detection result of each sensor indicates that each sensor is not faulty, the battery state of charge of the electric two-wheeler is acquired to obtain a first charge state; when the first charge state is greater than a preset state threshold, the wheelie mode is configured to be enabled; when the battery state of charge is less than or equal to the preset state threshold, the wheelie mode is configured to be disabled; when there is a fault detection result in the attitude sensor and the set of state sensors indicating that the corresponding sensor is faulty, the wheelie mode is configured to be disabled.

[0152] The control unit is also used to acquire the battery state of the electric two-wheeler when the electric two-wheeler is in a wheelie mode, and obtain a second charge state; based on the state interval to which the second charge state belongs among multiple state intervals, to perform wheelie angle control on the electric two-wheeler, wherein each of the multiple state intervals corresponds to a wheelie angle threshold, and the wheelie angle control is used to keep the wheelie angle of the electric two-wheeler within the wheelie angle threshold corresponding to the state interval to which the second charge state belongs.

[0153] In one exemplary embodiment, the control component is further configured to switch the electric two-wheeler to a wheelie mode in response to a mode triggering condition being met, wherein the mode triggering condition includes: the rider on the electric two-wheeler performing a specified action, and at least one of the following: the duration for which the throttle opening of the electric two-wheeler is greater than or equal to a first opening threshold is greater than or equal to a first time threshold; the speed of the electric two-wheeler is less than or equal to a first speed threshold.

[0154] In one exemplary embodiment, the designated action includes at least one of the following: lifting the front wheel of the electric two-wheeler; the rider standing with their feet staggered; when the designated action includes the rider standing with their feet staggered, the electric two-wheeler further includes a first pressure sensor and a second pressure sensor; the first pressure sensor is disposed in front of the second pressure sensor along the forward direction of the electric two-wheeler; the first pressure sensor is disposed on the pedal of the electric two-wheeler, and the second pressure sensor is disposed on the pedal or on the rear fender of the electric two-wheeler; the control unit is further configured to determine that the rider is performing the designated action when the ratio of the pressure value detected by the first pressure sensor to the pressure value detected by the second pressure sensor is within a preset ratio range.

[0155] In one exemplary embodiment, the electric two-wheeler includes a braking module and a warning component; the control component is further configured to exit the wheelie mode when the current vehicle body angle is greater than a first angle threshold, output a torque cut-off command to the motor controller, control the braking module to brake, and control the warning component to issue a wheelie angle over-limit alarm, wherein the torque cut-off command is used to instruct the motor controller to control the motor to stop torque output; the motor controller is further configured to control the motor to stop torque output in response to the torque cut-off command; the braking module is configured to brake the electric two-wheeler in response to the control of the control component; and the warning component is configured to issue a wheelie angle over-limit alarm in response to the control of the control component.

[0156] In one exemplary embodiment, the control component is further configured to, when the electric two-wheeler is in a wheelie mode, control the electric two-wheeler to exit the wheelie mode in response to a mode exit condition; the motor controller is further configured to control the output torque of the motor to continuously decrease according to a preset period until an attenuation end condition is met, wherein the attenuation end condition includes one of the following: the output torque of the motor is less than or equal to a preset torque threshold, and the attenuation ratio of the output torque of the motor is greater than or equal to a preset ratio threshold; wherein the mode exit condition includes at least one of the following: the duration for which the throttle opening of the electric two-wheeler is less than a second opening threshold is greater than or equal to a second time threshold; a braking signal is obtained; the tilt angle of the electric two-wheeler is greater than a second angle threshold; a malfunction occurs in the electric two-wheeler; a wheelie mode disable signal is obtained; the speed of the electric two-wheeler is greater than a second speed threshold.

[0157] In one exemplary embodiment, the control component 1004 is either a vehicle controller for an electric two-wheeled vehicle or a motor controller for an electric two-wheeled vehicle.

[0158] The electric two-wheeled vehicle in this application embodiment will be explained below with reference to optional examples. In this optional example, the control component is a VCU, the interaction component is an instrument display interaction unit and an APP, and the motor controller is a motor control unit.

[0159] This optional example of an electric two-wheeler is a pure electric two-wheeler wheelie control system. Existing pure electric two-wheelers (including electric scooters) rely on manual operation for wheelies, with core drawbacks including high safety risks, susceptibility to tipping over or exceeding limits due to misjudgment of posture, lack of active intervention, low control precision (unable to stably fix the wheelie angle, difficult for beginners to master), poor adaptability (single hardware architecture, not meeting the cost and space requirements of different vehicle models), cumbersome operation, inconvenient parameter adjustment, and lack of clear exit logic. This paper provides a wheelie control system (WCS) for pure electric two-wheelers (including electric scooters) that achieves active safety protection, avoiding tipping over and exceeding limits; precise angle stabilization, suitable for both beginners and experienced riders; two hardware architectures are available to adapt to different vehicle models; simplified operation, supporting multi-terminal adjustment and a clear exit logic.

[0160] Figure 11 This is a structural block diagram of the electric two-wheeler in this optional example, such as... Figure 11 As shown, the structure of the electric two-wheeler may include: a throttle control unit, a brake unit, a button unit, an instrument display and interaction unit, a VCU, an APP, a motor control unit, and a motor.

[0161] Users adjust the throttle opening via the throttle control unit, output brake signals via the brake unit, and activate or deactivate the tilt-around mode via buttons. Interactive information generated by the throttle control unit, brake unit, and buttons is displayed on the instrument cluster display unit. The instrument cluster display unit is connected to the VCU (Vehicle Control Unit), and the activation or deactivation of the tilt-around mode and adjustments to the current vehicle angle are displayed on the instrument cluster display unit. The VCU includes BLE (Bluetooth Low Energy) technology. The electric vehicle uses a Bluetooth Low Energy (BLE) module and an IMU module. The BLE module establishes a communication channel between the two wheels of the electric vehicle and the terminal device's app, enabling remote configuration and status synchronization. The IMU module detects the vehicle's body angle in real time. The motor control unit (MCU) is connected to the VCU to receive the target output torque. The motor control unit is connected to the motor, converting the target output torque into real-time electrical energy output to drive the motor and generate controllable mechanical torque, thus controlling the dynamic attitude of the electric vehicle. The motor control unit includes a current sensor and a temperature sensor. The current sensor monitors the motor's output current in real time to accurately feedback the actual torque, enabling closed-loop control to ensure precise output of the target torque. The temperature sensor detects the temperature of the motor windings or power devices in real time to prevent thermal overload, automatically reducing torque or disabling the wheelie mode when the temperature exceeds the limit. The motor is connected to the motor control unit to receive and execute the control command for the target output torque, generating corresponding traction force based on the control command to adjust the electric vehicle's body angle to the expected wheelie angle. The motor is equipped with a Hall sensor and a temperature sensor. The Hall sensor is used to detect the position and speed of the motor rotor, and the temperature sensor is used to detect the temperature of the motor windings or magnet area in real time. When the temperature exceeds the threshold, the output torque is automatically reduced or the tilting mode is disabled.

[0162] This optional example demonstrates precise control achieved through IMU attitude sensing. It features two learning / advancing modes, two decision-making options (integrated into the VCU or controller), and integrates Bluetooth interaction with an app. Detailed component parameters, control logic, and test plans ensure a comprehensive, logically coherent, and highly practical design. Leveraging the rapid response of the motor, the system optimizes PID response speed through real-time IMU sensing. Two decision-making options adapt to different vehicle configurations and cost requirements. Two-way interaction between the instrument panel and app enhances ease of operation, comprehensively covering safety protection scenarios, and balancing beginner-friendly design with professional-level usability.

[0163] It should be noted that the above modules can be implemented by software or hardware. For the latter, they can be implemented in the following ways, but are not limited to: all the above modules are located in the same processor; or, the above modules are located in different processors in any combination.

[0164] According to another aspect of the embodiments of this application, a computer-readable storage medium is provided, the computer-readable storage medium including a stored program, wherein the program executes the steps in any of the above method embodiments when it is run.

[0165] In one exemplary embodiment, the aforementioned computer-readable storage medium may include, but is not limited to, various media capable of storing computer programs, such as USB flash drives, ROMs, RAMs, portable hard drives, magnetic disks, or optical disks.

[0166] According to another aspect of the embodiments of this application, an electronic device is provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor. The processor is configured to perform the steps of any of the method embodiments described above via the computer program. In an exemplary embodiment, the electronic device may further include a transmission device and an input / output device, wherein the transmission device is connected to the processor, and the input / output device is connected to the processor.

[0167] Specific examples in this embodiment can be found in the examples described in the above embodiments and exemplary implementations, and will not be repeated here.

[0168] According to another aspect of the embodiments of this application, a computer program product is also provided, comprising a computer program / instructions containing program code for performing the methods shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network via communication section 1209, and / or installed from removable medium 1211. When the computer program is executed by central processing unit 1201, it performs various functions provided in the embodiments of this application. The sequence numbers of the above embodiments of this application are merely descriptive and do not represent the superiority or inferiority of the embodiments.

[0169] Figure 12 A schematic block diagram of a computer system architecture for implementing embodiments of the present application is shown. Figure 12 As shown, the computer system 1200 includes a Central Processing Unit (CPU) 1201, which can perform various appropriate actions and processes based on programs stored in ROM 1202 or programs loaded into RAM 1203 from storage section 1208. Random access memory 1203 also stores various programs and data required for system operation. The CPU 1201, ROM 1202, and RAM 1203 are interconnected via bus 1204. Input / output (I / O) interface 1205 is also connected to bus 1204.

[0170] The following components are connected to I / O interface 1205: input section 1206 including keyboard, mouse, etc.; output section 1207 including cathode ray tube (CRT), liquid crystal display (LCD), etc., and speakers, etc.; storage section 1208 including hard disk, etc.; and communication section 1209 including network interface card, modem, etc. Communication section 1209 performs communication processing via a network such as the Internet. Drive 1210 is also connected to I / O interface 1205 as needed. Removable media 1211, such as disk, optical disk, magneto-optical disk, semiconductor memory, etc., are installed on drive 1210 as needed so that computer programs read from them can be installed into storage section 1208 as needed.

[0171] Specifically, according to embodiments of this application, the processes described in the various method flowcharts can be implemented as computer software programs. For example, embodiments of this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via communication section 1209, and / or installed from removable medium 1211. When the computer program is executed by central processing unit 1201, it performs various functions defined in the system of this application.

[0172] It should be noted that, Figure 12 The computer system 1200 of the electronic device shown is merely an example and should not impose any limitation on the functionality and scope of use of the embodiments of this application.

[0173] Obviously, those skilled in the art should understand that the modules or steps of this application described above can be implemented using general-purpose computing devices. They can be centralized on a single computing device or distributed across a network of multiple computing devices. They can be implemented using computer-executable program code, and thus can be stored in a storage device for execution by a computing device. In some cases, the steps shown or described can be performed in a different order than those described herein, or they can be fabricated as separate integrated circuit modules, or multiple modules or steps can be fabricated as a single integrated circuit module. Thus, this application is not limited to any particular combination of hardware and software.

[0174] The above are merely preferred embodiments of this application and are not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the principles of this application should be included within the protection scope of this application.

Claims

1. A method for controlling the wheelie of an electric two-wheeled vehicle, characterized in that, The electric two-wheeled vehicle includes a posture sensor, a motor controller, and a motor, wherein the motor controller is used to control the output torque of the motor; the method includes: When the electric two-wheeler is in a wheelie mode, the body angle of the electric two-wheeler detected by the attitude sensor is continuously acquired. Based on the current angle difference between the current vehicle body angle and the first tilt angle, the target output torque of the motor is determined, and a target torque command is output to the motor controller. The target torque command is used to indicate the target output torque, and the first tilt angle is the expected tilt angle in the tilt mode. In response to the target torque command, the motor controller controls the output torque of the motor according to the target output torque.

2. The method according to claim 1, characterized in that, The current angle difference is the difference obtained by subtracting the first tilt angle from the current vehicle body angle; The step of determining the target output torque of the motor based on the current angle difference between the current vehicle body angle and the first wheelie angle includes: If the current angle difference is greater than the first angle difference threshold, an output torque that is less than the current output torque of the motor is determined as the target output torque, wherein the first angle difference threshold is greater than or equal to 0; If the current angle difference is less than the second angle difference threshold, an output torque greater than the current output torque will be determined as the target output torque, wherein the second angle difference threshold is less than or equal to 0; If the current angle difference is greater than or equal to the second angle difference threshold and less than or equal to the first angle difference threshold, the current output torque is determined as the target output torque.

3. The method according to claim 1, characterized in that, The current angle difference is the difference obtained by subtracting the first tilt angle from the current vehicle body angle; The step of determining the target output torque of the motor based on the current angle difference between the current vehicle body angle and the first wheelie angle includes: The product of the proportional coefficient and the proportional term, the product of the integral coefficient and the integral term, and the product of the differential coefficient and the differential term are summed, and the summation result is determined as the target output torque. Here, the proportional term is the current angle difference, the integral term is the sum of the products of each angle error in the input angle error sequence and the control cycle, and the differential term is the result of dividing the difference between the current angle difference and the previous angle difference by the control cycle. The control cycle is the acquisition cycle of the vehicle body angle of the electric two-wheeled vehicle.

4. The method according to claim 1, characterized in that, The wheelie mode includes multiple modes. Each mode in the multiple modes is configured with a corresponding vehicle body angle range and a corresponding vehicle body angle limit. The first wheelie angle is the expected wheelie angle in the first activated mode in the multiple modes. The first wheelie angle is located within the vehicle body angle range corresponding to the first mode. The different levels of the multi-level mode correspond to different vehicle body angle ranges, and the vehicle body angle limit corresponding to each level of mode is greater than or equal to the maximum vehicle body angle of the vehicle body angle range corresponding to each level of mode. In the multi-level mode, the maximum body angle of the body angle range corresponding to the previous level mode is less than or equal to the minimum body angle of the body angle range corresponding to the next level mode.

5. The method according to claim 4, characterized in that, The method further includes: Obtain an angle configuration instruction, wherein the angle configuration instruction is used to configure the second wheelie angle to the expected wheelie angle in the second mode of the multi-level mode, and the angle configuration instruction is received from the terminal device bound to the electric two-wheeler through the wireless communication module of the electric two-wheeler, or the angle configuration instruction is generated based on the interactive operation performed on the interactive component of the electric two-wheeler; When the second tilt angle is within the range of the vehicle body angle corresponding to the second mode, the second tilt angle is determined as the expected tilt angle in the second mode.

6. The method according to claim 1, characterized in that, The electric two-wheeler also includes a set of status sensors, each of which is used to detect at least one operating state of the electric two-wheeler. The method further includes: Obtain the fault detection result of each sensor in the attitude sensor and the group of state sensors, wherein the fault detection result of each sensor is used to indicate whether each sensor is faulty; If the fault detection results of each sensor indicate that there is no fault in each sensor, the battery state of the electric two-wheeler is obtained to obtain a first charge state; if the first charge state is greater than a preset state threshold, the wheelie mode is configured to be enabled; if the battery state of charge is less than or equal to the preset state threshold, the wheelie mode is configured to be disabled. If a fault detection result indicates that the corresponding sensor in the attitude sensor and the set of status sensors is faulty, the tilting mode will be configured to be disabled.

7. The method according to claim 1, characterized in that, The method further includes: When the electric two-wheeled vehicle is in a wheelie mode, the battery state of charge of the electric two-wheeled vehicle is obtained to obtain a second charge state; Based on the state interval to which the second charge state belongs among multiple state intervals, the wheelie angle control is performed on the electric two-wheeled vehicle, wherein each of the multiple state intervals corresponds to a wheelie angle threshold, and the wheelie angle control is used to control the wheelie angle of the electric two-wheeled vehicle within the wheelie angle threshold corresponding to the state interval to which the second charge state belongs.

8. The method according to claim 1, characterized in that, The method further includes: In response to the mode triggering condition being met, the electric two-wheeler is switched to the wheelie mode, wherein the mode triggering condition includes: the rider on the electric two-wheeler performing a specified action, and at least one of the following: the duration for which the throttle opening of the electric two-wheeler is greater than or equal to a first opening threshold is greater than or equal to a first time threshold; the speed of the electric two-wheeler is less than or equal to a first speed threshold.

9. The method according to claim 8, characterized in that, The specified action includes at least one of the following: lifting the front wheel of the electric two-wheeler; the rider standing with his / her feet staggered; Wherein, when the specified action includes the rider standing with their two feet staggered, the electric two-wheeler also includes a first pressure sensor and a second pressure sensor; along the forward direction of the electric two-wheeler, the first pressure sensor is disposed in front of the second pressure sensor; the first pressure sensor is disposed on the pedal of the electric two-wheeler, and the second pressure sensor is disposed on the pedal or on the rear fender of the electric two-wheeler; The method further includes: If the ratio of the pressure value detected by the first pressure sensor to the pressure value detected by the second pressure sensor is within a preset ratio range, it is determined that the riding object will perform the specified action.

10. The method according to claim 1, characterized in that, The electric two-wheeler also includes a braking module and a warning device; The method further includes: When the current vehicle body angle is greater than the first angle threshold, the wheelie mode is exited, a torque cut-off command is output to the motor controller to control the braking module to brake, and the warning component is controlled to issue a wheelie angle over-limit alarm. The torque cut-off command is used to instruct the motor controller to control the motor to stop torque output. In response to the torque cut-off command, the motor is controlled by the motor controller to stop torque output.

11. The method according to any one of claims 1 to 10, characterized in that, The method further includes: When the electric two-wheeled vehicle is in the wheelie mode, in response to the mode exit condition, the electric two-wheeled vehicle is controlled to exit the wheelie mode. The motor controller controls the output torque of the motor to continuously decrease according to a preset period until the decrease ends when the condition is met. The condition for the decrease ends includes one of the following: the output torque of the motor is less than or equal to a preset torque threshold, or the decrease ratio of the output torque of the motor is greater than or equal to a preset ratio threshold. The mode exit conditions include at least one of the following: The duration during which the throttle opening of the electric two-wheeled vehicle is less than the second opening threshold is greater than or equal to the second time threshold. Braking signal received; The tilt angle of the electric two-wheeled vehicle is greater than the second angle threshold. The electric two-wheeler malfunctioned; The disable signal for the tilting mode was obtained; The speed of the electric two-wheeled vehicle is greater than the second speed threshold.

12. An electric two-wheeled vehicle, characterized in that, include: The system includes an attitude sensor, a control component, and a motor controller, wherein the control component is electrically connected to both the attitude sensor and the motor controller; wherein... The attitude sensor is used to detect the body angle of the electric two-wheeler; The control component is configured to continuously acquire the vehicle body angle of the electric two-wheeler detected by the attitude sensor when the electric two-wheeler is in a wheelie mode; determine the target output torque of the motor based on the current angle difference between the acquired current vehicle body angle and the first wheelie angle, and output a target torque command to the motor controller, wherein the target torque command is used to indicate the target output torque, and the first wheelie angle is the expected wheelie angle in the wheelie mode; The motor controller is configured to control the output torque of the motor in response to the target torque command, according to the target output torque.

13. A computer program product comprising a computer program / instructions, characterized in that, When the computer program / instructions are executed by the processor, they implement the steps of the method according to any one of claims 1 to 11.

14. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program, wherein the computer program, when executed by a processor, implements the steps of the method according to any one of claims 1 to 11.

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