Two-wheeler hybrid braking system and method of braking control thereof

Abstract

The application relates to a two-wheeled vehicle hybrid braking system and a braking control method thereof, the hybrid braking system comprising: a front wheel braking operating part, a brake cylinder, an anti-lock braking unit and a hydraulic braking part connected in sequence in a braking oil circuit, the front wheel braking operating part being linked with a piston push rod of the brake cylinder, the hydraulic braking part being used for braking the front wheel; a rear wheel braking module comprising a rear wheel braking operating part and an electronic mechanical brake, the electronic mechanical brake being used for braking the rear wheel; and a control device being electrically connected with the anti-lock braking unit, the rear wheel braking operating part and the electronic mechanical brake, the control device also being electrically connected with a driving motor. According to the hybrid braking system, the driving motor regenerative braking and the front and rear wheel friction braking are coordinated by the control device, the braking energy recovery efficiency is improved, and the vehicle cruising range is prolonged.

Description

Technical Field

[0001] This invention relates to the field of two-wheeled vehicle braking control technology, and in particular to a two-wheeled vehicle hybrid braking system and its braking control method. Background Technology

[0002] This section provides only background information relevant to this disclosure and is not necessarily prior art.

[0003] As a common means of transportation, the safety, braking efficiency, and energy utilization of the braking system are core design considerations for two-wheeled vehicles. Traditional two-wheeled vehicle braking systems mostly adopt a pure hydraulic braking structure. Although the system design is mature, it suffers from the problem of insufficient regenerative braking due to the inability to coordinate the braking input stroke, regenerative braking force, and hydraulic braking force. Summary of the Invention

[0004] The purpose of this invention is to at least solve the problem that traditional two-wheeled vehicles cannot fully utilize regenerative braking. This purpose is achieved through the following technical solution: In a first aspect, the present invention provides a hybrid braking system for a two-wheeled vehicle, the two-wheeled vehicle comprising a front wheel, a rear wheel, and a drive motor for driving the rear wheel to rotate. The hybrid braking system comprises: a front wheel braking module, including a front wheel braking actuator and a brake cylinder, an anti-lock braking unit, and a hydraulic braking component connected in series in the brake oil circuit; the front wheel braking actuator is linked to the piston push rod of the brake cylinder, and the hydraulic braking component is used to brake the front wheel; a rear wheel braking module, including a rear wheel braking actuator and an electromechanical brake, the electromechanical brake being used to brake the rear wheel; and a control device, the control device comprising an electrically connected domain control module and a motor controller, the motor controller being electrically connected to the drive motor and controlling the drive motor to perform brake energy recovery and output regenerative braking force under braking conditions; the domain control module being electrically connected to the anti-lock braking unit, the rear wheel braking actuator, and the electromechanical brake, wherein the domain control module is arranged independently, or the domain control module is integrated into one of the motor controller, the anti-lock braking unit, and the electromechanical brake. The hybrid braking system proposed in this invention adopts an architecture that combines front wheel hydraulic braking with rear wheel electromechanical braking. By coordinating the regenerative braking of the drive motor with the friction braking of the front and rear wheels through a control device, it solves the problems of uncoordinated regenerative braking force and friction braking force, low energy recovery efficiency, and unreasonable braking force distribution in traditional two-wheeled vehicle braking systems, thereby improving braking energy recovery efficiency and extending the vehicle's driving range.

[0005] In addition, the hybrid braking system according to the present invention may also have the following additional technical features: In some embodiments of the present invention, the anti-lock braking unit is a common single-channel front wheel anti-lock braking unit, or a single-channel anti-lock braking unit with active boost function. The anti-lock braking unit integrates a pressure sensing element, which is used to detect the oil pressure in the brake oil circuit to identify the rider's braking needs, and to control the anti-lock braking unit to apply more precise braking force to the front wheel. The rear wheel brake control component includes a rear wheel brake control element and a sensing element. The sensing element cooperates with the rear wheel brake control element to sense changes in the position or force of the rear wheel brake control element. The sensing element is electrically connected to the control device. The rear wheel brake control component further includes a hand or foot sensor simulator, which is mounted at the rear end of the rear wheel brake control component; the hand or foot sensor simulator is any one of a hydraulic element, an elastic element, or a rigid element; the rear wheel brake control component includes at least one of a rear wheel brake lever and a rear wheel brake pedal. The hydraulic braking component includes a hydraulic brake caliper and a brake disc. The brake disc is located on the front wheel, and the hydraulic brake caliper cooperates with the brake disc to achieve braking.

[0006] In some embodiments of the present invention, the hybrid braking system of the two-wheeled vehicle further includes: A front wheel speed sensor and a rear wheel speed sensor, wherein the front wheel speed sensor is mounted on the front wheel and electrically connected to the anti-lock braking unit, and the rear wheel speed sensor is mounted on the rear wheel and electrically connected to the anti-lock braking unit or the electromechanical brake; And / or, an inertial measurement unit, wherein the inertial measurement unit is independently arranged and electrically connected to the control device, or the inertial measurement unit is integrated inside the control device, the inertial measurement unit including at least one of a single-axis acceleration inertial measurement unit and a multi-degree-of-freedom inertial measurement unit, wherein the single-axis acceleration inertial measurement unit is used to detect ramps, and the multi-degree-of-freedom inertial measurement unit is used to detect vehicle body attitude.

[0007] According to a second aspect of the invention, a two-wheeled vehicle is also provided, comprising: a front wheel, a rear wheel, and a drive motor for driving the rear wheel to rotate; and a hybrid braking system as described in any one of the first aspects, wherein a control device in the hybrid braking system is electrically connected to the drive motor.

[0008] According to a third aspect of the present invention, a braking control method for a two-wheeled vehicle is also proposed, applied to the two-wheeled vehicle described in the second aspect, comprising the following steps: acquiring a braking command and a braking intention signal; and controlling the drive motor to perform braking energy recovery and output regenerative braking force according to the braking command and the braking intention signal.

[0009] In some embodiments of the present invention, the braking command includes a front wheel braking command, and the braking intention signal includes a conventional braking intention and an emergency braking intention; The step of controlling the drive motor to perform braking energy recovery and output regenerative braking force according to the braking command and the braking intention signal includes: According to the front wheel braking command and the conventional braking intention, the drive motor is controlled to smoothly output regenerative braking force that matches the deceleration requirements, and the anti-lock braking unit maintains the conventional hydraulic conduction state. The system controls the rear wheel drive motor to perform regenerative braking to achieve coordinated braking of the rear wheels. If the regenerative braking capacity is insufficient, the system controls the electromechanical brake to supplement the insufficient regenerative braking capacity, so that the rear wheels can brake in coordination and the overall coordinated braking force can be consistent with the expected value.

[0010] In some embodiments of the present invention, the braking command includes a rear wheel braking command, and the braking intention signal includes a conventional braking intention and an emergency braking intention; The step of controlling the drive motor to perform braking energy recovery and output regenerative braking force according to the braking command and the braking intention signal includes: Based on the rear wheel braking command and the conventional braking intention, control the drive motor to output regenerative braking force to meet the rear wheel deceleration requirements; Based on the rear wheel braking command and the emergency braking intention, the drive system is controlled to output regenerative braking force at full load. For braking intentions exceeding the full load regenerative braking capacity of the drive system, the electromechanical brake is controlled to supplement the braking force, so that the rear wheel braking force matches the braking intention. Figure 1 To.

[0011] In some embodiments of the present invention, the braking command includes a front wheel braking command and a rear wheel braking command, and the braking intention signal includes a conventional braking intention and an emergency braking intention; The step of controlling the drive motor to perform braking energy recovery and output regenerative braking force according to the braking command and the braking intention signal includes: Based on the front wheel braking command, the rear wheel braking command, and the conventional braking intention, the electromechanical brake is controlled to brake, and the drive motor is controlled to perform braking energy recovery and output regenerative braking force; Based on the front wheel braking command, the rear wheel braking command, and the emergency braking intention, the hydraulic braking component and the electromechanical brake are controlled to brake, the drive motor is controlled to recover braking energy and output regenerative braking force, and the anti-lock braking unit is controlled to perform pressure reduction, pressure holding, and pressure boosting cycle adjustment.

[0012] In some embodiments of the present invention, the method further includes: acquiring brake fluid pressure signals and wheel speed signals; Based on the hydraulic pressure signal, the wheel speed signal, and the inertial attitude signal, the braking intention signal is collaboratively identified as either the conventional braking intention or the emergency braking intention. And / or, by acquiring the brake fluid pressure signal and pressure rise rate of the brake circuit through the pressure sensing element integrated in the anti-lock braking unit, and combining it with the rate of change of the wheel speed signal, the braking intention signal is identified as the conventional braking intention or the emergency braking intention; and / or, by detecting the vehicle's deceleration, angular velocity, etc. through the inertial measurement unit to detect the slope, vehicle attitude and dynamics, the braking intention signal is identified as the conventional braking intention or the emergency braking intention.

[0013] In some embodiments of the present invention, the two-wheeled vehicle includes a battery for power supply, and the braking control method further includes: When any of the following conditions are detected: the battery is fully charged, the battery temperature is abnormal, the drive motor reaches its maximum regenerative capacity, or the drive motor malfunctions, the regenerative braking force output of the drive motor is reduced or stopped, and the electromechanical brake is controlled to solely handle the rear wheel braking requirements. Attached Figure Description

[0014] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the invention. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings: Figure 1 A schematic diagram of the structure of a hybrid braking system according to an embodiment of the present invention is shown. Figure 2 A schematic flowchart of a control method for a two-wheeled vehicle according to an embodiment of the present invention is shown. Figure 3 A schematic flowchart of a control method for a two-wheeled vehicle according to an embodiment of the present invention is shown. Figure 4 A schematic flowchart of a control method for a two-wheeled vehicle according to an embodiment of the present invention is shown. Figure 5 A schematic flowchart of a control method for a two-wheeled vehicle according to an embodiment of the present invention is shown. Figure 6 A schematic flowchart of a control method for a two-wheeled vehicle according to an embodiment of the present invention is shown. Figure 7 A schematic flowchart of a control method for a two-wheeled vehicle according to an embodiment of the present invention is shown.

[0015] The attached figures are labeled as follows: 100. Hybrid braking system; 10. Front wheel brake module; 11. Front wheel brake control unit; 12. Brake hydraulic circuit; 13. Brake cylinder; 14. Anti-lock braking unit; 15. Hydraulic brake components; 20. Rear wheel brake module; 21. Rear wheel brake control component; 211. Rear wheel brake control element; 212. Sensing component; 213. Hand-feel simulator; 22. Electromechanical brake; 30. Control device; 31. Domain control module; 32. Motor controller; 41. Front wheel speed sensor; 42. Rear wheel speed sensor; 201. Front wheel; 202. Rear wheel. Detailed Implementation

[0016] Exemplary embodiments of the present disclosure will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.

[0017] It should be understood that the terminology used herein is for the purpose of describing particular exemplary embodiments only and is not intended to be limiting. Unless the context clearly indicates otherwise, the singular forms “a,” “an,” and “described” as used herein may also include the plural forms. The terms “comprising,” “including,” “containing,” and “having” are inclusive and therefore indicate the presence of the stated features, steps, operations, elements, and / or components, but do not exclude the presence or addition of one or more other features, steps, operations, elements, components, and / or combinations thereof. The method steps, processes, and operations described herein are not construed as requiring them to be performed in a particular order described or illustrated unless the order of performance is explicitly indicated. It should also be understood that additional or alternative steps may be used.

[0018] Although terms such as first, second, third, etc., may be used in this document to describe multiple elements, components, regions, layers, and / or segments, these elements, components, regions, layers, and / or segments should not be limited by these terms. These terms may be used only to distinguish one element, component, region, layer, or segment from another. Unless the context clearly indicates otherwise, terms such as "first," "second," and other numerical terms used herein do not imply order or sequence. Therefore, the first element, component, region, layer, or segment discussed below may be referred to as the second element, component, region, layer, or segment without departing from the teachings of the exemplary embodiments.

[0019] For ease of description, spatial relative terms may be used in the text to describe the relationship of one element or feature relative to another element or feature, as shown in the figure. These relative terms include, for example, "inside," "outside," "middle," "outer," "below," "below," "above," "over," etc. Such spatial relative terms are intended to include different orientations of the device in use or operation, other than those depicted in the figure. For example, if the device in the figure is flipped, an element described as "below other elements or features" or "below other elements or features" would subsequently be oriented as "above other elements or features" or "above other elements or features." Therefore, the example term "below" can include both upper and lower orientations. The device may be otherwise oriented (rotated 90 degrees or in other directions), and the spatial relative descriptors used in the text will be interpreted accordingly.

[0020] Two-wheeled vehicle braking systems mostly employ a pure hydraulic braking structure. However, coordination between the brake input stroke, regenerative braking force, and hydraulic braking force is difficult, resulting in a low brake energy recovery rate and inadequate utilization of regenerative braking. During emergency braking, the braking force distribution is insufficiently optimized, and the coordination between the braking system and the drive system is poor. Existing integrated regenerative braking solutions often employ a low-energy recovery mechanism to avoid rider braking deviations, leading to insufficient energy recovery, reduced range, and increased wear on the rear wheel braking components.

[0021] This application proposes a hybrid braking system 100 for a two-wheeled vehicle. For example... Figure 1As shown, the two-wheeled vehicle includes a front wheel 201, a rear wheel 202, and a drive motor (not shown) for driving the rear wheel 202 to rotate. The hybrid braking system 100 includes a front wheel braking module 10, a rear wheel braking module 20, and a control device 30. The front wheel braking module 10 includes a front wheel brake actuator 11 and a brake cylinder 13, an anti-lock braking unit 14, and a hydraulic braking component 15 connected in series in the brake oil circuit 12. The front wheel brake actuator 11 is linked to the piston push rod of the brake cylinder 13, and the hydraulic braking component 15 is used to brake the front wheel. The rear wheel braking module 20 includes a rear wheel brake actuator 21 and an electromechanical brake 22, which is used to brake the rear wheel. The control device 30 is electrically connected to the anti-lock braking unit 14, the rear wheel brake actuator 21, and the electromechanical brake 22. The control device 30 is also electrically connected to the drive motor and controls the drive motor to perform brake energy recovery and output regenerative braking force during braking. Specifically, the front wheel braking module 10 refers to a set of components specifically designed to apply braking force to the front wheels of a two-wheeled vehicle. It typically achieves braking through hydraulic transmission and may integrate anti-lock braking functionality. The rear wheel braking module 20 refers to a set of components specifically designed to apply braking force to the rear wheels of a two-wheeled vehicle. It typically achieves braking through electromechanical means and may work in conjunction with the regenerative braking of the drive motor. The control device 30 is the core electronic unit responsible for receiving various sensor signals, processing braking intentions, and sending control commands to each braking actuator and drive motor to achieve coordinated management of the entire hybrid braking system 100.

[0022] In detail, the front wheel braking module 10 includes a front wheel brake actuator 11, a brake cylinder 13, an anti-lock braking unit 14, and a hydraulic braking component 15. The front wheel brake actuator 11 can be a brake handle mounted on the handlebars, which is linked to the piston push rod of the brake cylinder 13 via a mechanical linkage or cable. When the actuator is operated, the piston push rod pushes the piston inside the brake cylinder 13, thereby generating hydraulic pressure in the brake fluid circuit 12. The brake fluid circuit 12 contains the brake cylinder 13, the anti-lock braking unit 14, and the hydraulic braking component 15 connected in series. The anti-lock braking unit 14 is used to prevent wheel lock-up by adjusting the brake fluid pressure when a tendency for the front wheels to lock up is detected. The hydraulic braking component 15 can be, for example, a hydraulic brake caliper, which uses brake fluid pressure to drive brake pads to clamp the brake disc mounted on the front wheel, thereby applying friction braking force to the front wheel.

[0023] The rear wheel braking module 20 includes a rear wheel brake control component 21 and an electromechanical brake 22. The rear wheel brake control component 21 can be a brake lever or pedal mounted on the handlebars, transmitting a braking request signal to the control device 30 via a sensor mounted on the control component or the control transmission component. The electromechanical brake 22 is used to brake the rear wheel. The electromechanical brake 22 integrates a motor and a reduction mechanism, and drives the brake pads to clamp the brake disc of the rear wheel by receiving electrical signals, thereby achieving braking of the rear wheel.

[0024] The control device 30 is electrically connected to the anti-lock braking unit 14, the rear wheel brake control component 21, and the electromechanical brake 22 to receive status information from each component and send control commands. Furthermore, the control device 30 is also electrically connected to the drive motor. During braking, the control device 30 can control the drive motor to perform regenerative braking based on the received braking request and the vehicle's operating status, storing the recovered energy and simultaneously outputting regenerative braking force to assist in vehicle deceleration.

[0025] The hybrid braking system 100 for two-wheeled vehicles of this application achieves deep coordination between the braking system and the drive system by integrating front wheel hydraulic braking, rear wheel electromechanical braking, and drive motor regenerative braking. The hybrid braking system 100 can effectively coordinate braking input, regenerative braking force, and hydraulic braking force, significantly improving braking energy recovery efficiency and reducing energy loss. Simultaneously, during emergency braking, the system can optimize braking force distribution to ensure braking safety and stability, and avoid range loss and brake component wear caused by low energy recovery mechanisms.

[0026] In some embodiments, such as Figure 1 As shown, the anti-lock braking unit 14 is a single-channel anti-lock braking unit 14 equipped with an active boost function; and / or, the anti-lock braking unit 14 integrates a pressure sensing element, which is used to detect the oil pressure of the brake oil circuit 12, and the control device 30 controls the operation of the anti-lock braking unit 14 according to the oil pressure; the rear wheel brake control component 21 includes a rear wheel brake control component 211 and a sensing component 212, the sensing component 212 cooperates with the rear wheel brake control component 211 to sense the position change or force change of the rear wheel brake control component 211, and the sensing component 212 is electrically connected to the control device 30.

[0027] The brake circuit 12 includes a first circuit 121 connecting the brake cylinder 13 and the anti-lock braking unit 14, and a second circuit 122 connecting the anti-lock braking unit 14 and the hydraulic braking component 15. The anti-lock braking unit 14 is a single-channel anti-lock braking unit 14 equipped with an active pressurization function. In other embodiments, the anti-lock braking unit 14 can also be configured as a conventional single-channel front wheel anti-lock braking unit. In this embodiment, when the anti-lock braking unit 14 has an active pressurization function, the anti-lock braking unit 14 not only has the traditional pressure reduction and pressure holding functions, but can also actively pressurize the second circuit 122 between the anti-lock braking unit 14 and the hydraulic braking component 15 according to the instructions of the control device 30. The active pressurization function of the anti-lock braking unit 14 can be achieved by integrating an electric pump and a corresponding solenoid valve inside the anti-lock braking unit 14. The electric pump provides additional pressure to the second circuit 122 under the drive of the control device 30, while the solenoid valve precisely controls the opening and closing of the circuit and the pressure regulation. Alternatively, it can work in conjunction with the anti-lock braking unit 14 via a separate booster module. The booster module includes a small hydraulic pump that is activated by the control device 30 when needed to pressurize the brake fluid into the second oil passage 122 between the anti-lock braking unit 14 and the hydraulic braking component 15.

[0028] The anti-lock braking unit 14 integrates a pressure sensing element used to detect the hydraulic pressure in the brake fluid circuit 12. The pressure sensing element is a device that converts the hydraulic signal in the brake fluid circuit 12 into an electrical signal, and it is directly installed inside the anti-lock braking unit 14. The pressure sensing element can be a piezoresistive sensor, which outputs an electrical signal by detecting the change in resistance when pressure is applied; or it can be a piezoelectric sensor, which outputs an electrical signal by detecting the charge generated when pressure is applied. This integration allows for real-time and accurate acquisition of the hydraulic pressure data in the brake fluid circuit 12.

[0029] The control device 30 controls the operation of the anti-lock braking unit 14 based on hydraulic pressure. The control device 30 receives hydraulic pressure signals from the pressure sensing element to adjust the operating state of the anti-lock braking unit 14. Specifically, the control device 30 can determine the rider's braking intention and intensity based on the hydraulic pressure signal, and then instruct the anti-lock braking unit 14 to perform active pressure increase, pressure decrease, or pressure maintenance operations to achieve precise control of the front wheel hydraulic braking force.

[0030] The rear wheel brake control unit 21 includes a rear wheel brake actuator 211 and a sensing element 212. The rear wheel brake actuator 211 is the physical interface used by the rider to apply the rear wheel brake, such as a rear wheel brake lever or rear wheel brake pedal. The sensing element 212 is a sensor capable of detecting changes in the state of the rear wheel brake actuator 211. The sensing element 212 can be a Hall sensor, which outputs a signal by detecting changes in the magnetic field when the rear wheel brake actuator 211 moves; or it can be an angle sensor or a displacement sensor, which outputs a signal by detecting changes in the travel of the rear wheel brake actuator 211.

[0031] The sensing element 212 cooperates with the rear wheel brake actuator 211 to sense changes in the position or force applied to the rear wheel brake actuator 211. A mechanical or electromagnetic coupling exists between the sensing element 212 and the rear wheel brake actuator 211, enabling the sensing element 212 to accurately detect the rider's braking input. For example, when the rider pulls the rear wheel brake lever, the sensing element 212 can detect the amount of displacement of the lever; when the rider depresses the rear wheel brake pedal, the sensing element 212 can detect the amount of displacement of the pedal or the magnitude of the force applied by the rider. This sensing method ensures accurate identification of the rider's braking intention.

[0032] Furthermore, the sensing component 212 establishes an electrical connection with the control device 30 via cable or wireless communication. For example, the sensing component 212 can transmit digital signals to the control device 30 via a CAN bus or LIN bus, or transmit analog signals to the control device 30 via an analog signal line. This electrical connection ensures that the braking intention signal detected by the sensing component 212 can be reliably transmitted to the control device 30 in real time for subsequent processing.

[0033] In some embodiments, such as Figure 1As shown, the hybrid braking system 100 also includes: a front wheel speed sensor 41, a rear wheel speed sensor 42, and an inertial measurement unit. The front wheel speed sensor 41 is installed on the front wheel and electrically connected to the anti-lock braking unit 14. The rear wheel speed sensor 42 is installed on the rear wheel and electrically connected to the anti-lock braking unit 14 or the electromechanical brake 22. The inertial measurement unit is arranged independently and electrically connected to the control device 30, or the inertial measurement unit is integrated inside the control device 30. The control device 30 includes a domain control module 31 and a motor controller 32 electrically connected. The motor controller 32 is electrically connected to the drive motor. The domain control module 31 is electrically connected to the anti-lock braking unit 14, the rear wheel brake control component 21, and the electromechanical brake 22, respectively. The domain control module 31 is arranged independently, or it is integrated into one of the motor controller 32, the anti-lock braking unit 14, and the electromechanical brake 22. The hydraulic braking component 15 includes a hydraulic brake caliper and a brake disc. The brake disc is located on the front wheel, and the hydraulic brake caliper cooperates with the brake disc to achieve braking. The rear wheel brake control component 21 also includes a hand or foot feel simulator 213, which is mounted at the rear end of the rear wheel brake control component 211. The hand or foot feel simulator 213 is any one of a hydraulic element, an elastic element, or a rigid element. The rear wheel brake control component 211 includes at least one of a rear wheel brake lever and a rear wheel brake pedal.

[0034] The main function of the front wheel speed sensor 41 and the rear wheel speed sensor 42 is to monitor the rotational speed of the front and rear wheels of the two-wheeled vehicle in real time. These sensors typically employ non-contact principles. For example, they can use Hall effect or magnetoresistive effect sensors, which output pulse signals by detecting changes in the magnetic field as the teeth of the gear ring pass by, thereby calculating the wheel speed; alternatively, they can use electromagnetic induction sensors, which obtain wheel speed information by sensing the alternating electromotive force generated by the rotation of the gear ring. The front wheel speed sensor 41 is installed on the front wheel and electrically connected to the anti-lock braking unit 14, ensuring that the anti-lock braking unit 14 can obtain front wheel speed information in real time for anti-lock adjustment. The rear wheel speed sensor 42 is installed on the rear wheel and electrically connected to the anti-lock braking unit 14 or the electromechanical brake 22, providing accurate wheel speed data for rear wheel braking control. The inertial measurement unit includes a single-axis acceleration inertial measurement unit, used for detecting slopes, or a multi-degree-of-freedom inertial measurement unit, used for detecting vehicle attitude.

[0035] The inertial measurement unit (IMU) measures dynamic information such as the vehicle's attitude, acceleration, and angular velocity. An IMU can consist of a three-axis accelerometer and a three-axis gyroscope, providing data on the vehicle's motion in three-dimensional space. For example, an IMU using a combination of a fiber optic gyroscope and a quartz flexural accelerometer provides more accurate measurement results. The IMU can be installed independently and electrically connected to the control unit 30 for flexible installation location selection; alternatively, the IMU can be integrated into the control unit 30 to simplify wiring and save space. The control unit 30 includes an electrically connected domain control module 31 and a motor controller 32. The domain control module 31 processes braking-related sensor signals, executes braking control strategies, and is electrically connected to the anti-lock braking system (ABS) 14, the rear wheel brake control unit 21, and the electromechanical brake 22 to achieve coordinated control of these components. For example, the domain control module 31 can be an independent electronic control unit (ECU), containing a microprocessor, memory, and communication interface, specifically for managing the braking domain; alternatively, the functions of the domain control module 31 can be integrated into the vehicle's central gateway controller via software logic. The motor controller 32 is electrically connected to the drive motor and is responsible for controlling the drive motor's operation, including regenerative braking and outputting regenerative braking force during braking. For example, the motor controller 32 can be a dedicated inverter that precisely controls the drive motor by controlling the current and voltage of the motor windings; alternatively, it can be a sub-module integrated into the powertrain controller. The domain control module 31 can be independently arranged as a standalone hardware unit; alternatively, it can be integrated into one of the motor controller 32, the anti-lock braking unit 14, or the electromechanical brake 22 to optimize hardware layout and reduce costs. The hydraulic braking component 15 includes hydraulic brake calipers and brake discs. The brake discs are located on the front wheels, and the hydraulic brake calipers cooperate with the brake discs to achieve braking. Hydraulic brake calipers use hydraulic pressure to press brake pads against the brake disc, generating friction to achieve braking. For example, a hydraulic brake caliper can be a floating caliper with a piston located on one side. Hydraulic pressure pushes the piston and caliper body, clamping the brake pads on both sides against the brake disc. Alternatively, it can be a fixed caliper with pistons on both sides, simultaneously pushing the pistons hydraulically to clamp the brake pads against the brake disc. The rear wheel brake control unit 21 also includes a hand or foot feel simulator 213, mounted at the rear end of the rear wheel brake control unit 211. This simulator provides force or travel feedback to the rider, simulating the feel of a traditional hydraulic braking system. The hand or foot feel simulator 213 can be a hydraulic element, such as a combination of a small hydraulic cylinder and a spring to simulate hydraulic resistance; alternatively, it can be an elastic element, such as one or more springs, rubber blocks, etc., providing progressive resistance; or it can be a rigid element, providing fixed travel resistance through a mechanical structure.The rear wheel brake control element 211 includes at least one of a rear wheel brake lever or a rear wheel brake pedal to accommodate different types of two-wheeled vehicles and rider operating habits. For example, for motorcycles, a lever is typically used for rear wheel braking; while for some electric bicycles or scooters, a pedal may be used for rear wheel braking.

[0036] In this embodiment, the configuration of the front wheel speed sensor 41 and the rear wheel speed sensor 42 ensures that the anti-lock braking unit 14 and the electromechanical brake 22 can acquire wheel speed information in real time and accurately, providing a solid data foundation for anti-lock adjustment, braking intent recognition, and regenerative braking force calculation. The inertial measurement unit enables the system to acquire vehicle attitude and motion state data, further improving the accuracy of braking intent recognition and the stability of vehicle dynamic control. The control device 30 adopts a separation and collaboration architecture of the domain control module 31 and the motor controller 32, which makes the responsibilities of the braking control logic and the motor drive control logic clear, improving the modularity and response speed of the system. The flexible arrangement of the domain control module 31 (independent arrangement or integration into other controllers) provides high adaptability to different vehicle models, effectively solving the wiring complexity and space occupation problems that may be caused by the decentralized arrangement of control modules.

[0037] According to an embodiment of the present invention, a two-wheeled vehicle is also provided, which includes a front wheel 201, a rear wheel 202 and a drive motor for driving the rear wheel to rotate, and is equipped with a hybrid braking system 100, wherein the control device 30 in the hybrid braking system 100 is electrically connected to the drive motor.

[0038] The front and rear wheels form the basic driving structure of a two-wheeled vehicle, while the drive motor serves as the vehicle's power source, responsible for driving the rear wheels and providing propulsion. Furthermore, the drive motor also has the ability to recover energy during braking, providing the basic hardware support for regenerative braking. The drive motor can take various forms; for example, it can be a hub motor directly integrated into the rear wheel hub, or a mid-drive motor connected to the rear wheel via a chain, belt, or gear transmission mechanism. Its core function is to provide driving force and support energy recovery.

[0039] In the hybrid braking system 100, the control device 30 establishes an electrical connection with the drive motor, enabling the control device 30 to directly monitor the operating status of the drive motor and send commands. This allows for precise control of the drive motor to recover braking energy and output regenerative braking force during braking operations. The electrical connection can be implemented through various communication protocols and physical interfaces. For example, the control device 30 can exchange data and transmit commands with the drive motor controller 32 via a controller area network (CAN bus) or a local interconnect network (LIN bus), ensuring that braking commands are transmitted to the drive motor in real time and accurately.

[0040] According to embodiments of the present invention, such as Figure 2 As shown, a braking control method for a two-wheeled vehicle is also proposed and applied to the aforementioned two-wheeled vehicle. The braking control method includes the following steps: Step S101: Obtain braking command and braking intention signal; Step S102: Based on the braking command and braking intention signal, control the drive motor to perform braking energy recovery and output regenerative braking force.

[0041] Specifically, in step S101, the braking command is the basic signal that triggers braking, clearly indicating that the rider has a braking need. The braking command is obtained by detecting the action of the front or rear wheel brake actuators. For example, displacement sensors, pressure sensors, or Hall effect sensors are installed on the front or rear wheel brake actuators. When the rider operates the brake actuator, the sensor outputs a signal as the braking command. The braking intent signal reflects the specific intensity of the rider's braking need. The braking intent signal can be comprehensively judged by analyzing the input rate, intensity, and duration of the braking command, combined with various data such as vehicle status (speed, acceleration, gradient, environmental information, and rider driving habits) and a preset algorithm model. For example, a rapid, forceful braking command may be identified as an emergency braking intent, while a slow, gentle braking command is a normal braking intent. Furthermore, the braking intent signal can also be identified by detecting the brake fluid pressure and its rise rate through the pressure sensing element integrated into the anti-lock braking unit, combined with the rate of change of wheel speed signals and vehicle deceleration detected by the inertial measurement unit, to collaboratively identify the braking intent signal.

[0042] In step S102, after receiving the braking command and braking intention signal, the control device calculates the magnitude of the regenerative braking force that the drive motor should output according to a preset control strategy. The control strategy comprehensively considers factors such as the vehicle's current speed, battery state of charge (SOC), battery temperature, and motor speed, and sends commands to the drive motor through the motor controller to operate it in generator mode, converting the vehicle's kinetic energy into electrical energy to be recovered into the battery, while simultaneously generating a braking effect. The control device can dynamically adjust the distribution ratio of the regenerative braking force based on the strength of the braking intention signal. For example, under normal braking intention, it prioritizes maximizing energy recovery efficiency and smoothly outputting regenerative braking force; under emergency braking intention, it prioritizes ensuring braking safety, rapidly outputting the maximum regenerative braking force, and may work in conjunction with friction braking. The control device monitors the operating status of the drive motor and the battery's charging capacity in real time to ensure the safety and effectiveness of the regenerative braking process.

[0043] In this embodiment, by simultaneously acquiring braking commands and braking intention signals, the system accurately identifies the rider's actual braking needs and intensity, avoiding potential deviations caused by judging from a single signal. Based on this, the control device can rationally allocate and output regenerative braking force according to different braking scenarios and needs, maximizing braking energy recovery while ensuring braking safety, effectively improving the vehicle's range, and reducing wear on friction braking components and dust emissions.

[0044] In some embodiments, such as Figure 3 As shown, braking commands include front wheel braking commands, and braking intention signals include regular braking intention and emergency braking intention.

[0045] The steps for controlling the drive motor to perform brake energy recovery and output regenerative braking force according to the braking command and braking intention signal include: Step S201: Based on the front wheel braking command and the normal braking intention, control the drive motor to smoothly output regenerative braking force that matches the deceleration requirements. The anti-lock braking unit maintains the normal hydraulic conduction state and controls the rear wheel drive motor to perform regenerative braking to achieve coordinated braking of the rear wheels. If the regenerative braking capacity is insufficient, control the electromechanical brake to supplement the insufficient regenerative braking capacity, so that the rear wheels can brake in coordination and the overall coordinated braking force is consistent with the expectation.

[0046] Specifically, a front wheel braking command refers to the signal detected by the sensor (e.g., position sensor, force sensor, or pressure sensor) corresponding to the front wheel brake actuator and sent to the control device when the rider applies the brakes via the front wheel brake actuator. Braking intention signals are classifications of the rider's braking intention determined by the control device based on the intensity and speed of the rider's braking operation, as well as vehicle dynamic information (such as vehicle speed and deceleration). A normal braking intention indicates that the rider intends to perform a smooth, non-emergency deceleration, such as slight deceleration or stopping during normal riding. An emergency braking intention indicates that the rider intends to perform a rapid, maximum deceleration to cope with an emergency. Braking intention signals can be identified in various ways, such as based on the rate of change of the front wheel brake actuator's travel, the rate of change of the applied force, or the rate of increase in brake fluid pressure; or by combining parameters such as vehicle deceleration and wheel slip ratio for a coordinated judgment.

[0047] In step S201, when the control device receives a front wheel braking command and identifies it as a regular braking intention, the control device controls the drive motor to smoothly output regenerative braking force that matches the deceleration demand. "Smooth output" means that the regenerative braking force generated by the drive motor increases gradually, avoiding abrupt braking and providing a comfortable riding experience; "matching deceleration demand" means that the magnitude of the regenerative braking force matches the deceleration demand expressed by the rider through the front wheel brake control. During this process, the anti-lock braking unit maintains a normal hydraulic conduction state, that is, the valve inside the anti-lock braking unit is in the open state, allowing brake fluid to flow freely between the brake cylinder and the hydraulic braking components without active pressure regulation, thereby ensuring smooth transmission of hydraulic braking force. If the regenerative braking capacity is insufficient, the electromechanical brake is controlled to supplement the insufficient regenerative braking capacity, enabling coordinated braking of the rear wheels to achieve an overall coordinated braking force consistent with expectations. This embodiment targets the conventional braking condition of the front wheel. It prioritizes the smooth output of linear regenerative braking force from the drive motor to achieve coordinated deceleration of the rear wheel. Only when the regenerative braking capacity is insufficient is the electromechanical brake activated to supplement the braking force gap. At the same time, the anti-lock braking unit maintains the hydraulic conventional conduction state. This fully utilizes the regenerative braking efficiency, maximizes the recovery of braking energy to extend the range, and reduces the wear of the rear wheel friction braking components. It also allows the total braking force of the front and rear wheels to accurately match the rider's expected deceleration, avoiding the problems of abrupt braking feel and discrepancies between actual deceleration and the operating feeling. It achieves the synergy of front wheel hydraulic braking, rear wheel regenerative braking, and rear wheel electromechanical braking, taking into account riding smoothness and comfort, overall vehicle energy efficiency, and braking control reliability.

[0048] In some embodiments, such as Figure 4 As shown, braking commands include rear wheel braking commands, and braking intention signals include regular braking intention and emergency braking intention.

[0049] The steps for controlling the drive motor to perform brake energy recovery and output regenerative braking force according to the braking command and braking intention signal include: Step S301: Based on the rear wheel braking command and the normal braking intention, control the drive motor to output regenerative braking force to meet the rear wheel deceleration requirements; Step S302: Based on the rear wheel braking command and emergency braking intention, control the drive motor to output regenerative braking force at full load. For braking intentions exceeding the full load output regenerative braking capacity of the drive system, control the electromechanical brake to supplement the braking force, so that the rear wheel braking force matches the braking intention. Figure 1 This leads to compensatory braking.

[0050] Specifically, a rear-wheel brake command refers to a braking request signal issued by the rider through manipulation of rear-wheel brake control components, such as the rear-wheel brake lever or rear-wheel brake pedal. The function of the rear-wheel brake command is to instruct the rider of the hybrid braking system to brake the rear wheel. The rear-wheel brake command can be generated by detecting changes in the position of the rear-wheel brake control components using sensing components (such as potentiometers or Hall effect sensors) and converting the position signal into an electrical signal; or by detecting changes in the force applied to the rear-wheel brake control components using sensing components (such as force sensors or pressure sensors) and converting the force signal into an electrical signal. The braking intention signal is the intensity or urgency of the rider's braking demand as determined by the system based on rider operation and vehicle status. Its function is to provide a basis for differentiated control of the braking system to match the rider's actual braking needs. For example, when the travel or force of the rear wheel brake control component changes slowly and does not reach the preset emergency braking threshold, the system can determine that it is a normal braking intention; while when the travel or force of the rear wheel brake control component changes rapidly or exceeds the preset emergency braking threshold, the system determines that it is an emergency braking intention. The system can also combine information such as vehicle deceleration and wheel speed change rate to assist in the judgment.

[0051] In step S301, upon detecting a rear wheel braking command and a conventional braking intention, the control device calculates the target regenerative braking force based on the input quantity of the rear wheel braking command (e.g., stroke, force) and the conventional braking intention, and sends a command to the drive motor to generate a corresponding reverse torque, thereby achieving brake energy recovery to meet the rear wheel deceleration requirements. Alternatively, the control device determines the regenerative braking force that the drive motor should output based on factors such as the vehicle's current speed, the rider's braking needs, and the battery status, using a preset control strategy or lookup table, and adjusts the current or voltage of the drive motor to achieve that braking force.

[0052] In step S302, when a rear wheel braking command and an emergency braking intention are detected, the control device controls the drive motor to output the maximum permissible regenerative braking force to achieve full-load energy recovery. Simultaneously, for braking intentions exceeding the full-load regenerative braking capacity of the drive system, the electromechanical brake is controlled to supplement the braking force, ensuring that the rear wheel braking force matches the braking intention. Figure 1 To achieve compensatory braking, the control device calculates the difference between the regenerative braking force of the drive motor and the emergency braking demand, and sends a command to the electromechanical brake to output the mechanical braking force required for that difference, thus achieving compensatory braking. Alternatively, based on the emergency braking intention and the rear wheel braking command, the control device directly commands the drive motor to enter a full-load regenerative braking mode through a preset emergency braking strategy, and simultaneously activates the electromechanical brake, causing it to brake with a preset braking force or a braking force calculated in real time according to the braking demand, in order to quickly achieve the required total braking force.

[0053] In this embodiment, for different scenarios involving rear wheel braking, the regenerative braking force output and compensatory braking of the rear wheel are adjusted differently by distinguishing braking intentions. This maximizes the recovery of braking energy while ensuring that the braking force meets the needs of different braking scenarios, balancing energy utilization and braking safety. First, braking commands are distinguished as rear wheel braking commands, and braking intentions are categorized into regular braking intentions and emergency braking intentions. This allows for accurate identification of the rider's braking needs for the rear wheel, providing a precise basis for subsequent differentiated control and avoiding mismatches in braking demand caused by general control. When a rear wheel braking command is detected along with a regular braking intention, the drive motor is controlled to output regenerative braking force adapted to the deceleration requirements, satisfying the rear wheel deceleration needs and recovering as much braking energy as possible, reducing wear on the rear wheel friction braking components. When a rear wheel braking command is detected along with an emergency braking intention, the drive motor is first controlled to output regenerative braking force at full load to recover as much braking energy as possible. Simultaneously, the electromechanical brake intervenes to compensate for insufficient regenerative braking force, ensuring that the rear wheel can provide sufficient braking force during emergency braking, guaranteeing the safety of the braking process, and balancing the needs of both braking energy recovery and braking safety.

[0054] It should be emphasized that in this embodiment, the control device can achieve dynamic coordination and matching between regenerative braking force and electromechanical braking force. According to the real-time changes in braking conditions, it automatically adjusts the output ratio of the two to ensure braking safety and maximize the efficiency of braking energy recovery.

[0055] In detail, the control device has a pre-set strategy for coordinating regenerative braking force and electromechanical braking force. This strategy calculates the optimal distribution ratio of regenerative braking force and electromechanical braking force in real time based on multi-dimensional parameters such as braking intention signal, vehicle operating status (vehicle speed, wheel speed, deceleration), battery status (SOC, temperature), and drive motor status (speed, load). Under normal braking conditions, the control device prioritizes increasing the output ratio of regenerative braking force and reducing the output of electromechanical braking force to maximize the recovery of braking energy while ensuring smooth braking deceleration that meets the rider's operational expectations. As the braking intensity increases (i.e., the braking intention transitions from normal to emergency), the control device gradually reduces the distribution ratio of regenerative braking force and simultaneously increases the output of electromechanical braking force to ensure that the total braking force can meet the braking requirements. Under emergency braking conditions, the control device controls the regenerative braking force to be output at full load while simultaneously controlling the electromechanical braking force to quickly compensate, achieving maximum synergistic braking and shortening the braking distance.

[0056] Furthermore, the distribution logic is dynamically adjusted based on the rider's driving habits and the road surface friction coefficient. For example, when a low road surface friction coefficient is detected (such as in rainy or snowy weather), the control device will appropriately reduce the output ratio of regenerative braking force and increase the distribution of electromechanical braking force to prevent the rear wheel from slipping due to excessive regenerative braking force and improve braking stability; when the rider's driving habits are detected to be more gentle, the distribution ratio of regenerative braking force will be further increased to enhance the energy recovery effect.

[0057] In some embodiments, such as Figure 5 As shown, when the braking command includes both front wheel braking command and rear wheel braking command, and the braking intention signal includes both conventional braking intention and emergency braking intention, the steps for controlling the drive motor to perform brake energy recovery and output regenerative braking force according to the braking command and braking intention signal are as follows: Step S401: Based on the front wheel braking command, the rear wheel braking command and the conventional braking intention, control the electromechanical brake to brake, and control the drive motor to perform braking energy recovery and output regenerative braking force; Step S402: Based on the front wheel braking command, the rear wheel braking command and the emergency braking intention, control the hydraulic braking components and the electromechanical brake to brake, control the drive motor to recover braking energy and output regenerative braking force, and control the anti-lock braking unit to perform pressure reduction, pressure holding and pressure boosting cycle adjustment.

[0058] Specifically, braking commands include front wheel braking commands and rear wheel braking commands. The signals generated by the rider simultaneously operating the front wheel brake control and the rear wheel brake control are used to indicate the rider's braking needs for the front and rear wheels.

[0059] In step S401, controlling the electromechanical brake means that the electromechanical brake is used to brake the rear wheels, and the braking force of the electromechanical brake is electrically regulated by the control device. An electromechanical brake typically includes a motor drive mechanism that drives a reduction gear or lead screw to convert rotational motion into linear motion, thereby pushing the brake caliper to clamp the brake disc and generate frictional braking force. The control device precisely controls the output braking force of the electromechanical brake by adjusting the current or voltage applied to the motor.

[0060] Specifically, controlling the drive motor to recover braking energy and output regenerative braking force means that, under braking conditions, the drive motor reverses its operation to convert the vehicle's kinetic energy into electrical energy and recover it into the battery, while simultaneously generating regenerative braking force. The control device adjusts the drive motor's operating mode through the motor controller, switching the drive motor from driving mode to generator mode. For example, by changing the inverter's switching strategy, the drive motor can operate as a generator, converting mechanical energy into electrical energy.

[0061] In step S402, controlling the hydraulic braking component means that the hydraulic braking component is used to brake the front wheel, and its braking force is mainly generated by the rider through the front wheel brake actuator. When the rider operates the front wheel brake actuator, the piston in the brake cylinder is pushed, generating high-pressure brake fluid. The high-pressure brake fluid is transmitted to the hydraulic brake caliper through the brake oil circuit, driving the piston in the caliper to clamp the brake disc, thereby generating frictional braking force. During this process, the control device can coordinate with the anti-lock braking unit to adjust the hydraulic braking force to optimize braking performance.

[0062] The cyclic adjustment of pressure reduction, holding, and boosting in the anti-lock braking system (ABS) refers to the ABS's function to prevent wheel lock-up during emergency braking, thereby maintaining vehicle steering stability and braking efficiency. When the control device detects a tendency for wheels to lock up (e.g., wheel slip exceeds a preset threshold), it instructs the ABS to periodically adjust the brake fluid pressure by controlling the opening and closing of solenoid valves, performing cyclic adjustments of pressure reduction, holding, or boosting. For example, through the coordinated operation of normally open and normally closed valves, precise control of the brake fluid pressure is achieved, keeping the wheels within the optimal slip range.

[0063] In this embodiment, for the condition where both front and rear wheels brake simultaneously, a differentiated cooperative braking strategy is matched based on different braking intentions. This effectively solves the problem of failing to match differentiated cooperative strategies according to different braking intentions when both front and rear wheels brake simultaneously. When a normal braking intention is detected, the control device, in conjunction with the electromechanical brake and the drive motor, provides braking force, maximizing the recovery of braking energy while meeting the rider's need for smooth deceleration. This improves energy utilization, extends the range, and reduces wear on friction braking components. When an emergency braking intention is detected, the control device, in conjunction with the hydraulic braking components, the electromechanical brake, and the drive motor, provides strong braking force, ensuring a quick and effective stop in emergency situations. Simultaneously, the anti-lock braking unit performs pressure reduction, pressure holding, and pressure boosting cycle adjustments to effectively prevent wheel lock-up, significantly improving the stability and driving safety during emergency braking. This differentiated braking control strategy allows the two-wheeled vehicle to achieve optimal braking performance and energy management under different braking demands, thereby improving braking coordination, braking safety, and rider experience.

[0064] In some embodiments, such as Figure 6 As shown, the braking control method also includes: Step S501: Collect brake fluid pressure signal and wheel speed signal; Step S502: Based on the oil pressure signal and wheel speed signal, collaboratively identify the braking intention signal as a conventional braking intention or an emergency braking intention; and / or, collect the brake oil pressure signal and oil pressure rise rate through the pressure sensing element integrated in the anti-lock braking unit, and combine it with the rate of change of the wheel speed signal to identify the braking intention signal as a conventional braking intention or an emergency braking intention; and / or, detect the slope, vehicle attitude and dynamics by using the inertial measurement unit to detect the vehicle's deceleration, angular velocity, etc., and identify the braking intention signal as a conventional braking intention or an emergency braking intention.

[0065] In step S501, acquiring the brake hydraulic pressure signal refers to obtaining the hydraulic pressure information of the brake circuit in the front wheel brake module. The hydraulic pressure signal directly reflects the rider's input intensity and speed to the front wheel brake actuators. This can be achieved by installing an independent pressure sensor in the brake circuit, such as a piezoresistive or capacitive pressure sensor, to convert the hydraulic pressure into an electrical signal; or by using the pressure sensing element integrated inside the anti-lock braking unit (ABS). The pressure sensing element is typically used for pressure monitoring and control within the ABS itself, requiring no additional hardware.

[0066] Collecting wheel speed signals refers to acquiring the rotational speed information of the front and / or rear wheels of a vehicle using front and rear wheel speed sensors, respectively. Wheel speed signals are important parameters for determining the vehicle's motion status and braking effectiveness.

[0067] Acquiring vehicle inertial attitude signals refers to obtaining information about the motion state of a two-wheeled vehicle in space through an inertial measurement unit (IMU), including but not limited to acceleration, angular velocity, and attitude angles. Vehicle inertial attitude signals can reflect the overall deceleration and stability of the vehicle.

[0068] In step S502, based on the hydraulic pressure signal, wheel speed signal, and inertial attitude signal, the braking intention signal is collaboratively identified as either a normal braking intention or an emergency braking intention. This means comprehensively analyzing the aforementioned multi-source signals to determine whether the rider's braking operation is a normal, smooth deceleration or requires rapid, forceful deceleration. This collaborative identification process can be based on preset logical rules and thresholds. For example, when the hydraulic pressure signal rises rapidly within a short period and exceeds a certain threshold, while the wheel speed signal decreases at a rate exceeding a certain threshold, and the vehicle deceleration reaches a certain preset value, it is identified as an emergency braking intention; otherwise, it is a normal braking intention.

[0069] Furthermore, the brake fluid pressure signal and pressure rise rate are collected by the pressure sensing element integrated into the anti-lock braking unit. Combined with the rate of change of wheel speed signal and the vehicle deceleration detected by the inertial measurement unit, the braking intention signal is identified as either conventional braking or emergency braking. Specifically, the pressure rise rate can be obtained by differentially processing or filtering the pressure signal collected by the pressure sensing element; the rate of change of wheel speed signal can be obtained by differentially processing the wheel speed sensor signal to obtain the wheel deceleration; and the vehicle deceleration can be directly obtained from the longitudinal deceleration data of the inertial measurement unit's accelerometer. The calculated pressure rise rate, wheel speed change rate, and vehicle deceleration are used as inputs and comprehensively analyzed through preset logical judgments or trained models. For example, when a high pressure rise rate, a high wheel speed decrease rate, and a high vehicle deceleration occur simultaneously, it is determined to be an emergency braking situation.

[0070] Furthermore, the inertial measurement unit (IMU) detects vehicle deceleration, angular velocity, and other parameters to detect slopes, vehicle attitude, and dynamics. Specifically, the IMU includes at least one of a single-axis acceleration IMU and a multi-degree-of-freedom IMU. The single-axis acceleration IMU is used to detect slopes, while the multi-degree-of-freedom IMU is used to detect vehicle attitude. The single-axis acceleration IMU retains only a longitudinal single-axis acceleration detection channel, specifically for identifying slope conditions. When the vehicle is stationary or coasting at a constant speed, gravity will generate a component force in the longitudinal direction of the vehicle. The single-axis acceleration sensor can capture this fixed offset acceleration value. The control device calculates the vehicle pitch angle by analyzing the acceleration offset, further calculating the slope gradient and distinguishing between uphill, flat, and downhill sections. Downhill driving increases the vehicle's weight and coasting inertia, while uphill driving increases the braking load. The control device uses the gradient data output by the single-axis acceleration inertia measurement unit to pre-correct the distribution ratio of the target regenerative braking force and the rear wheel electromechanical braking force. Downhill driving, the total braking force is appropriately increased and the peak value of regenerative braking force is limited to prevent rear wheel slippage. Uphill driving, the proportion of regenerative braking is increased to fully recover energy.

[0071] The multi-degree-of-freedom inertial measurement unit integrates multi-axis accelerometers and multi-axis gyroscopes, which can simultaneously collect multi-directional acceleration and three-axis angular velocities of the vehicle body to detect vehicle attitude and identify dynamic attitudes such as vehicle roll, cornering, and large vehicle pitch. For example, when the vehicle rolls while cornering, the ground adhesion of the rear wheels decreases. The control device adjusts the upper limit of the regenerative braking force of the rear wheels based on the attitude data of the multi-degree-of-freedom unit, and increases the compensating braking force of the electromechanical brakes to avoid excessive regenerative braking force of the rear wheels, which could cause sideslip or fishtailing. At the same time, the vehicle deceleration and wheel speed changes output by the multi-degree-of-freedom unit are used to collaboratively determine the intention of conventional / emergency braking, making up for the single deficiency of relying solely on the brake lever hydraulic pressure and stroke signals to determine the intention, and reducing the probability of misjudging the braking intention.

[0072] In this embodiment, the present application significantly improves the accuracy of braking intention recognition by using multi-source signal collaborative identification. The brake hydraulic pressure signal, wheel speed signal, and vehicle inertial attitude signal correspond to three different dimensions of braking-related information: braking operation input, wheel motion state, and overall vehicle motion state. This provides a multi-dimensional basis for subsequent identification, effectively avoiding the problem of identification errors caused by deviations in single-dimensional signals. Utilizing signals from multiple different sources allows for the combination of multi-dimensional information to obtain identification results that better match the rider's actual braking needs. This provides an accurate basis for subsequent matching of corresponding braking force control strategies, making the braking force control strategies more aligned with actual conditions and balancing braking safety and braking energy recovery efficiency. Furthermore, by reusing the pressure sensing element and inertial measurement unit integrated into the anti-lock braking unit, no additional pressure sensing components are needed, reducing the system's hardware cost and wiring complexity. Simultaneously, combining the hydraulic pressure rise rate, wheel speed change rate, and vehicle deceleration for identification further improves accuracy without increasing system complexity.

[0073] In some embodiments, the two-wheeled vehicle includes a battery for power supply, and the braking control method further includes: when any of the following conditions are detected, such as the battery being fully charged, the battery temperature being abnormal, the drive motor reaching its maximum regenerative capacity, or the drive motor malfunctioning, reducing or stopping the regenerative braking force output of the drive motor, and controlling the electromechanical brake to solely handle the braking demand of the rear wheels.

[0074] Specifically, the battery in a two-wheeled vehicle is the core component that provides electrical energy to the vehicle. It is typically a lithium-ion battery pack or other rechargeable batteries. The battery's state directly affects the efficiency and safety of energy recovery. A fully charged battery is detected when the battery's state of charge (SOC) reaches or approaches its maximum capacity, meaning it can no longer receive additional electrical energy. This can be determined by the Battery Management System (BMS) monitoring parameters such as battery voltage, current, and temperature in real time, combined with preset full-charge thresholds. For example, when the battery voltage reaches the charging cut-off voltage, or the SOC reaches 95% or higher, it can be considered fully charged. An abnormal battery temperature is detected when the battery's operating temperature exceeds its safe operating range. Excessive heat or cold can affect battery performance, lifespan, and even cause safety issues. The BMS usually integrates temperature sensors to monitor the internal temperature of the battery pack in real time. When the detected temperature is higher than a preset upper limit (e.g., 50°C) or lower than a preset lower limit (e.g., -10°C), it is considered an abnormal temperature. Detecting that the drive motor has reached its maximum regenerative capacity means that the drive motor has an upper limit to the regenerative braking force it can output during regenerative braking. This limit depends on the motor's design parameters, current speed, battery charging power limitations, and the capabilities of the motor controller. When the regenerative braking force calculated by the motor controller based on the current vehicle speed and braking requirements has reached or exceeded this upper limit, the drive motor is considered to have reached its maximum regenerative capacity. This can be evaluated and judged in real time through the algorithm inside the motor controller. Detecting a drive motor fault means that the motor itself or its control system malfunctions, resulting in the inability to work normally or output the expected regenerative braking force. Common faults include short circuits or open circuits in the motor windings, sensor failures, controller hardware faults, or software abnormalities. These faults can be detected by the motor controller or the vehicle diagnostic system (OBD), for example, by monitoring abnormalities in the motor current, voltage, and speed feedback signals, or by identifying fault codes (DTCs).

[0075] When any of the above-mentioned abnormal conditions are detected, the control unit adjusts the operating mode of the drive motor. This involves reducing or stopping the regenerative braking force output of the drive motor, i.e., gradually reducing the output of the motor's reverse torque to adapt to the current state of the battery or motor; stopping the regenerative braking force output means completely cutting off the motor's regenerative braking function, preventing it from generating reverse torque. This is typically achieved by adjusting the motor current or control strategy through the motor controller. Based on this, the electromechanical brake is controlled to solely handle the rear wheel braking needs. When the drive motor's regenerative braking force is limited or fails, the control unit sends a command to the electromechanical brake to increase its braking force output to compensate for the insufficient regenerative braking force, ensuring that the total braking force of the rear wheels meets the rider's braking requirements. This typically involves precise torque control or torque force control to achieve smooth and effective braking compensation.

[0076] In this implementation, the power distribution of the rear wheel brakes is adaptively adjusted to address various abnormal operating conditions where the drive motor fails to output regenerative braking force normally, ensuring braking safety while reducing unnecessary component wear. The two-wheeled vehicle's power supply battery is included in the operating condition detection range of the braking control process, providing a basis for accurate subsequent judgment of abnormal regenerative braking conditions. Four typical abnormal situations that would cause the drive motor to fail to output regenerative braking force normally are explicitly included in the control trigger conditions, covering the vast majority of abnormal scenarios where regenerative braking fails in actual use, avoiding braking risks caused by missed abnormal situations. When any of the four abnormal conditions is met, the output of the drive motor's regenerative braking force is reduced or stopped according to the actual situation, adapting to the actual working capacity of the drive motor under different abnormal scenarios, avoiding continuous control of ineffective regenerative braking, and reducing unnecessary consumption of control resources. Finally, the electromechanical brake is controlled to independently handle the braking needs of the rear wheel. It can promptly compensate for the loss of regenerative braking force or reduce the lack of braking force in the rear wheel, ensuring that the total braking force of the rear wheel can meet the rider's braking needs and guaranteeing the overall safety of the braking process. At the same time, it avoids the rear wheel friction braking components from suffering additional unnecessary wear when the regenerative braking force is insufficient, which helps to extend the service life of the rear wheel braking components.

[0077] In some embodiments, such as Figure 7 As shown, the braking control method also includes: Step S601: Obtain temporary parking signals and long-term parking signals; Step S602: Control the electromechanical brake to maintain pressure according to the temporary parking signal to achieve temporary parking; Step S603: Control the electromechanical brake to mechanically lock according to the long-term parking signal to achieve long-term parking; The temporary parking signal includes parking when the vehicle is less than a preset threshold; the long-term parking signal includes parking when the vehicle is greater than or equal to a preset threshold, the side stand switch of the two-wheeled vehicle being activated, or the ignition key being deactivated.

[0078] Specifically, in step S601, the step of acquiring temporary parking signals and long-term parking signals aims to identify the current parking scenario of the vehicle and provide a basis for subsequent differentiated parking control. The control device can identify whether the current parking is temporary or long-term by receiving signals from vehicle sensors, such as front and rear wheel speed sensors, and user input devices, such as parking buttons and ignition switches, and combining them with preset logical judgment rules. Alternatively, the control device can analyze the data stream on the vehicle bus (e.g., CAN bus) to obtain vehicle status information (e.g., vehicle speed, drive motor status, user operation), and use pattern recognition algorithms to make judgments, thereby generating corresponding temporary parking signals or long-term parking signals.

[0079] In step S602, the electromechanical brake is controlled to maintain pressure electronically based on the temporary parking signal, achieving temporary parking. This step is used to maintain braking force electronically in short-term parking scenarios, enabling convenient parking. When the control device receives the temporary parking signal, it can send a command to the electromechanical brake, causing the motor drive mechanism inside the electromechanical brake to precisely control the brake caliper to clamp the brake disc and maintain the set braking torque to prevent the vehicle from slipping.

[0080] In step S603, the electromechanical brake is mechanically locked according to the long-term parking signal to achieve long-term parking. This step is used to mechanically lock the brake in long-term parking scenarios, providing a reliable parking force unaffected by power supply. When the control device receives the long-term parking signal, it can instruct the mechanical locking mechanism inside the electromechanical brake to activate, locking the brake caliper or brake disc in the braking position, maintaining the parking state even in the event of a power outage.

[0081] Temporary parking signals include parking times less than a preset threshold; long-term parking signals include parking times greater than or equal to a preset threshold, the activation of the side stand switch on the two-wheeled vehicle, or the ignition key being turned off. This clearly defines the criteria for different parking signals, aiming to improve recognition accuracy. The control device can monitor the duration of the vehicle's stop in real time using a timer. If the time is less than a preset threshold (e.g., 30 seconds, 1 minute), it is determined to be a temporary parking signal; if it is greater than or equal to the preset threshold, it is determined to be a long-term parking signal. Simultaneously, the control device can also receive electrical signals from the side stand switch (triggered when the side stand is lowered) or the ignition switch (triggered when the key is turned from the ON position to the OFF position or removed). Once these signals are received, regardless of the parking time, it can be directly determined to be a long-term parking signal. These signals can be used independently or in combination; for example, either the side stand being lowered or the ignition key being turned off can trigger a long-term parking signal.

[0082] In some embodiments, during the process of the control device controlling the anti-lock braking unit to perform pressure reduction, pressure holding, and pressure boosting cycle adjustment, a coordinated control step of the anti-lock braking unit and the regenerative braking function is also included. Specifically, the control device can realize coordinated control of the anti-lock braking unit and the regenerative braking of the drive motor. During emergency braking and when the anti-lock braking unit initiates pressure reduction, pressure holding, and pressure boosting cycle adjustment, the output of the regenerative braking force is adjusted synchronously to avoid conflict between the regenerative braking force and the anti-lock adjustment, ensuring the stability of the braking process and the effectiveness of energy recovery.

[0083] For example, when the anti-lock braking unit detects a tendency for the front wheels to lock up and performs a pressure reduction operation, the control device simultaneously reduces the regenerative braking force output of the drive motor to prevent the regenerative braking force from further increasing the braking load on the front wheels and exacerbating the risk of front wheel lockup; when the front wheel speed recovers to a reasonable range and the anti-lock braking unit performs a pressure holding operation, the control device maintains the current regenerative braking force output to ensure the continuity of energy recovery; when the front wheels need to further increase braking force and the anti-lock braking unit performs a pressure boosting operation, the control device simultaneously increases the regenerative braking force output, working in conjunction with the hydraulic braking force to improve the braking effect and maximize the recovery of braking energy.

[0084] In addition, during the operation of the anti-lock braking unit, the control device will also combine the rear wheel speed detected by the rear wheel speed sensor to coordinate the working state of the rear wheel electromechanical brake and regenerative braking, so as to avoid the rear wheels locking up due to excessive regenerative braking force, ensure consistent braking between the front and rear wheels, and improve the overall braking stability of the vehicle.

[0085] In some embodiments, the control device integrates a driving habit learning module, which can record the rider's braking operation data in real time, including the input rate, input intensity, and duration of the brake actuator, as well as parameters such as vehicle speed and deceleration during braking. This data is analyzed using a preset algorithm to extract the rider's driving habit characteristics (e.g., some riders brake gently, while others brake aggressively). Based on these extracted driving habit characteristics, the control device dynamically adjusts the braking intention recognition threshold: for example, for riders with gentle braking, the threshold for emergency braking intention is lowered to avoid misinterpreting weak braking as normal braking, ensuring timely triggering of emergency braking control in emergencies; for riders with aggressive braking, the threshold for emergency braking intention is raised to avoid misinterpreting strong braking as emergency braking, reducing unnecessary emergency braking control and improving riding comfort.

[0086] Meanwhile, this adaptive optimization function also has self-calibration capabilities. When it detects a change in the rider's driving habits (such as different riders using the vehicle for an extended period), it can relearn and adjust the recognition logic to ensure that the accuracy of braking intention recognition always adapts to the current rider's driving habits. In addition, the control device also allows riders to manually adjust the braking intention recognition sensitivity through the vehicle's control panel, further enhancing the user experience.

[0087] The above description is merely a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A hybrid braking system for a two-wheeled vehicle, the two-wheeled vehicle comprising a front wheel, a rear wheel, and a drive motor for driving the rear wheel to rotate, characterized in that, The hybrid braking system includes: The front wheel braking module includes a front wheel braking control component and a brake cylinder, an anti-lock braking unit, and a hydraulic braking component connected in series in the brake oil circuit. The front wheel braking control component is linked with the piston push rod of the brake cylinder, and the hydraulic braking component is used to brake the front wheel. A rear wheel braking module includes a rear wheel braking control component and an electromechanical brake, the electromechanical brake being used to brake the rear wheels; A control device includes an electrically connected domain control module and a motor controller. The motor controller is electrically connected to the drive motor and controls the drive motor to perform brake energy recovery and output regenerative braking force during braking. The domain control module is electrically connected to the anti-lock braking unit, the rear wheel brake control component, and the electromechanical brake, respectively. The domain control module is arranged independently, or it is integrated into one of the motor controller, the anti-lock braking unit, and the electromechanical brake.

2. The hybrid braking system for a two-wheeled vehicle according to claim 1, characterized in that, The anti-lock braking unit is a standard single-channel front wheel anti-lock braking unit or a single-channel anti-lock braking unit with active boost function. The anti-lock braking unit integrates a pressure sensing element, which is used to detect the oil pressure in the brake oil circuit. The control device identifies the rider's braking needs based on the oil pressure and applies more precise braking force to the front wheel by controlling the anti-lock braking unit. The rear wheel brake control component includes a rear wheel brake control element and a sensing element. The sensing element cooperates with the rear wheel brake control element to sense changes in the position or force of the rear wheel brake control element. The sensing element is electrically connected to the control device. The rear wheel brake control component further includes a hand or foot sensor simulator, which is mounted at the rear end of the rear wheel brake control component; the hand or foot sensor simulator is any one of a hydraulic element, an elastic element, or a rigid element; the rear wheel brake control component includes at least one of a rear wheel brake lever and a rear wheel brake pedal. The hydraulic braking component includes a hydraulic brake caliper and a brake disc. The brake disc is located on the front wheel, and the hydraulic brake caliper cooperates with the brake disc to achieve braking.

3. The hybrid braking system for a two-wheeled vehicle according to claim 1, characterized in that, The hybrid braking system of the two-wheeled vehicle also includes: A front wheel speed sensor and a rear wheel speed sensor, wherein the front wheel speed sensor is mounted on the front wheel and electrically connected to the anti-lock braking unit, and the rear wheel speed sensor is mounted on the rear wheel and electrically connected to the anti-lock braking unit or the electromechanical brake; And / or, an inertial measurement unit, wherein the inertial measurement unit is independently arranged and electrically connected to the control device, or the inertial measurement unit is integrated inside the control device, the inertial measurement unit includes at least one of a single-axis acceleration inertial measurement unit and a multi-degree-of-freedom inertial measurement unit, the single-axis acceleration inertial measurement unit being used to detect ramps, and the multi-degree-of-freedom inertial measurement unit being used to detect vehicle body attitude.

4. A two-wheeled vehicle, characterized in that, include: Front wheel, rear wheel, and drive motor for driving the rear wheel to rotate; And a hybrid braking system as described in any one of claims 1 to 3, wherein the control device in the hybrid braking system is electrically connected to the drive motor.

5. A braking control method for a two-wheeled vehicle, applied to the two-wheeled vehicle as described in claim 4, characterized in that, Includes the following steps: Obtain braking commands and braking intention signals; Based on the braking command and the braking intention signal, the drive motor is controlled to perform braking energy recovery and output regenerative braking force.

6. The braking control method for a two-wheeled vehicle according to claim 5, characterized in that, The braking command includes a front wheel braking command, and the braking intention signal includes a conventional braking intention and an emergency braking intention; The step of controlling the drive motor to perform braking energy recovery and output regenerative braking force according to the braking command and the braking intention signal includes: Based on the front wheel braking command and the conventional braking intention, the drive motor is controlled to smoothly output regenerative braking force that matches the deceleration requirements. The anti-lock braking unit maintains the conventional hydraulic conduction state and controls the rear wheel drive motor to perform regenerative braking to achieve coordinated braking of the rear wheels. If the regenerative braking capacity is insufficient, the electromechanical brake is controlled to supplement the insufficient regenerative braking capacity, so that the rear wheels can brake in coordination, and the overall coordinated braking force is consistent with the expectation.

7. The braking control method for a two-wheeled vehicle according to claim 5, characterized in that, The braking command includes a rear wheel braking command, and the braking intention signal includes a conventional braking intention and an emergency braking intention; The step of controlling the drive motor to perform braking energy recovery and output regenerative braking force according to the braking command and the braking intention signal includes: Based on the rear wheel braking command and the conventional braking intention, control the drive motor to output regenerative braking force to meet the rear wheel deceleration requirements; Based on the rear wheel braking command and the emergency braking intention, the drive system is controlled to output regenerative braking force at full load. For braking intentions that exceed the full load output regenerative braking capacity of the drive system, the electromechanical brake is controlled to supplement the braking force, so that the rear wheel braking force is consistent with the braking intention.

8. The braking control method for a two-wheeled vehicle according to claim 5, characterized in that, The braking command includes front wheel braking command and rear wheel braking command, and the braking intention signal includes conventional braking intention and emergency braking intention; The step of controlling the drive motor to perform braking energy recovery and output regenerative braking force according to the braking command and the braking intention signal includes: Based on the front wheel braking command, the rear wheel braking command, and the conventional braking intention, the electromechanical brake is controlled to brake, and the drive motor is controlled to perform braking energy recovery and output regenerative braking force; Based on the front wheel braking command, the rear wheel braking command, and the emergency braking intention, the hydraulic braking component and the electromechanical brake are controlled to brake, the drive motor is controlled to recover braking energy and output regenerative braking force, and the anti-lock braking unit is controlled to perform pressure reduction, pressure holding, and pressure boosting cycle adjustment.

9. The braking control method for a two-wheeled vehicle according to any one of claims 6 to 8, characterized in that, Also includes: Collect brake fluid pressure signals and wheel speed signals; Based on the oil pressure signal and the wheel speed signal, the braking intention signal is collaboratively identified as either the conventional braking intention or the emergency braking intention. And / or, by acquiring the brake oil pressure signal and the rate of increase of the oil pressure through the pressure sensing element integrated in the anti-lock braking unit, and combining the rate of change of the wheel speed signal, the braking intention signal is identified as the conventional braking intention or the emergency braking intention. And / or, by detecting the vehicle's deceleration, angular velocity, etc. through the inertial measurement unit, the slope, vehicle attitude and dynamics are detected, and the braking intention signal is identified as the conventional braking intention or the emergency braking intention.

10. The braking control method for a two-wheeled vehicle according to claim 5, characterized in that, The two-wheeled vehicle includes a battery for power supply, and the braking control method further includes: When any of the following conditions are detected: the battery is fully charged, the battery temperature is abnormal, the drive motor reaches its maximum regenerative capacity, or the drive motor malfunctions, the regenerative braking force output of the drive motor is reduced or stopped, and the electromechanical brake is controlled to solely handle the rear wheel braking requirements.

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