Novel ABS control circuit and electric two-wheeled vehicle
By designing a new ABS control circuit on an electric two-wheeled vehicle, directly using the vehicle's power battery, and using a high-voltage oil pump motor, the problem of excessive current and high cost of the traditional ABS control system is solved, lower current consumption and longer service life, and at the same time, the cost of carrying ABS in the vehicle is reduced.
Patent Information
- Application Number
- CN202420616235.2
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-03-27
- Publication Date
- 2025-03-25
- Estimated Expiration
- 2034-03-27
AI Technical Summary
Due to the excessive current on electric two-wheeled vehicles, the traditional ABS control system requires an additional 12V lead-acid battery and DCDC converter, which increases the cost and maintenance burden.
A new ABS control circuit was designed to reduce the number and specifications of circuit devices by directly powering with the vehicle power battery, and a high-voltage oil pump motor was used to replace the traditional 12V oil pump motor.
It reduces the current during ABS intervention, reduces the heat generation and thermal shock of the device, extends the service life of the ABS, and reduces the cost and maintenance costs of the entire vehicle equipped with ABS.
Smart Images
Figure CN222663693U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the technical field of electric vehicle control, in particular to a novel ABS control circuit and an electric two-wheeled vehicle. Background Art
[0002] As the popularity of two-wheeled electric vehicles increases, the number of vehicles in China has reached more than 300 million. As a result, there are many traffic accidents caused by two-wheeled electric vehicles, especially in bad rainy and snowy weather, where emergency braking causes tires to lock, resulting in vehicles losing control and falling. The traditional ABS (Antilock Brake System) originated from automobiles and was later used in fuel vehicles. The working voltage of the main components is 12V.
[0003] The current electrical architecture with ABS control on electric two-wheelers is as follows: Figure 1 As shown in the figure, due to the high brake oil pressure of the vehicle, when the ABS oil pump motor starts, it needs to overcome the oil circuit pressure, and the instantaneous current reaches 20-45A, which leads to a large current when the ABS starts. The 12V DCDC1 converter adapted to the original circuit of the electric vehicle is mainly used to power lamps, speakers, etc., and the current generally does not exceed 6A or 10A, so it cannot support the instantaneous working power requirements of the ABS oil pump motor. Therefore, electric two-wheeled vehicles equipped with ABS often need to be equipped with additional 12V lead-acid batteries, as well as DCDC2 converters and other related components for charging lead-acid batteries. In addition, the lead-acid battery also involves maintenance and replacement in the later stage, resulting in high adaptation and maintenance costs. Utility Model Content
[0004] In view of the above problems and technical requirements, the inventors have proposed a new ABS control circuit and an electric two-wheeled vehicle. The traditional ABS control circuit is optimized for the existing power supply architecture of the electric two-wheeled vehicle, the number and specifications of the entire circuit components are reduced, and the current when the ABS intervenes in the work is reduced, which greatly reduces the cost and facilitates maintenance.
[0005] The technical solution of the utility model is as follows:
[0006] In a first aspect, the present application provides a novel ABS control circuit, which is mounted on an electric two-wheeled vehicle, and includes an ABS control part and a high-pressure oil pump motor;
[0007] The high-pressure oil pump motor is directly powered by the electric two-wheeler's vehicle power battery;
[0008] The ABS control part is powered by the vehicle power battery of the electric two-wheeled vehicle, or by the DCDC converter of the electric two-wheeled vehicle.
[0009] Its further technical solution is that the ABS control part includes: main control chip, LDO chip, front and rear wheel speed sensors and single-channel control unit;
[0010] The single-channel control unit is used to control the brake oil pressure of the front wheels or the rear wheels. The single-channel control unit includes a two-way switch drive subunit, two first controllable switches and a group of normally open solenoid valves and normally closed solenoid valves;
[0011] The first power supply voltage enters the anode of the first diode, the cathode of the first diode is connected to the input end of the LDO chip, and the output end of the LDO chip is connected to the main control chip to provide the main control chip with the required working voltage; the main control chip is respectively connected to the front and rear wheel speed sensors, the control ends of the two switch driving subunits and the control ends of the two first controllable switches, the output end of the first switch driving subunit is connected to the high-pressure oil pump motor, the output end of the second switch driving subunit is connected to one end of the normally open solenoid valve and the normally closed solenoid valve, the other ends of the normally open solenoid valve and the normally closed solenoid valve are respectively connected to the first end of the first controllable switch, and the first controllable switch is used to control the opening and closing state of the corresponding solenoid valve;
[0012] The first supply voltage also enters the anode of the second diode, and the cathode of the second diode is connected to the input end of the second switch driving subunit, so as to supply power to the normally open solenoid valve and the normally closed solenoid valve when the second switch driving subunit is turned on;
[0013] The second power supply voltage is connected to the input end of the first switch driving subunit, and is used to supply power to the high-pressure oil pump motor when the first switch driving subunit is turned on;
[0014] Among them, the first power supply voltage is provided by the vehicle power battery or the DCDC converter, and the second power supply voltage is only provided by the vehicle power battery.
[0015] A further technical solution is that the switch driving subunit includes a second controllable switch, a driving circuit and a third controllable switch;
[0016] The control end of the second controllable switch is connected to the main control chip as the control end of the switch driving subunit, and the first end of the second controllable switch is connected to the control end of the third controllable switch through the driving circuit;
[0017] In the first switch driving subunit, the first end of the third controllable switch is connected to the second power supply voltage as the input end of the first switch driving subunit, and the second end of the third controllable switch is connected to the high-pressure oil pump motor as the output end of the first switch driving subunit;
[0018] In the second switch driving subunit, the first end of the third controllable switch is connected to the first power supply voltage as the input end of the second switch driving subunit, and the second end of the third controllable switch is connected to one end of the normally open solenoid valve and the normally closed solenoid valve as the output end of the second switch driving subunit.
[0019] Its further technical solution is that the main control chip is used to control the normally open solenoid valve to close and the normally closed solenoid valve to open when the wheel speed change of the front wheel or the rear wheel exceeds a threshold, so as to reduce the brake oil pressure of the front wheel or the rear wheel and control the high-pressure oil pump motor to pump oil.
[0020] A further technical solution is that when the ABS control part is powered by the vehicle power battery of the electric two-wheeled vehicle, the ABS control part also includes a power chip, the input end of the power chip is connected to the second power supply voltage, and the output end of the power chip outputs two first power supply voltages.
[0021] Its further technical solution is that the ABS control part includes: main control chip, LDO chip, front and rear wheel speed sensors and dual-channel control unit;
[0022] The dual-channel control unit is used to control the brake oil pressure of the front and rear wheels. Based on the single-channel control unit, the dual-channel control unit also includes a third switch driving sub-unit, two first controllable switches and another group of normally open solenoid valves and normally closed solenoid valves. The connection method is the same as that of the relevant components in the single-channel control unit.
[0023] A further technical solution is that the first power supply voltage is +12V, the second power supply voltage ranges from +48V to +100V, and the operating voltage of the main control chip is +5V.
[0024] A further technical solution is that the first, second and third controllable switches are implemented based on triode BJT, MOS tube or IGBT module.
[0025] Its further technical solution is that the main control chip is implemented based on the NXP-S9S12G240MLH or NXP-S9S12G128AMLH model, and the drive circuit is implemented based on the BTS6143D model.
[0026] In a second aspect, the present application also provides an electric two-wheeled vehicle, which is equipped with a new ABS control circuit as provided in the first aspect to realize the wheel anti-lock function during emergency braking of the vehicle.
[0027] The beneficial technical effects of the utility model are:
[0028] In the novel ABS control circuit provided in the present application, a high-pressure oil pump motor is used to replace the traditional 12V oil pump motor, and the vehicle power battery is used to power the high-pressure oil pump motor. On the one hand, the motor operating current is reduced while the total power remains unchanged, the heating and thermal shock of the device are reduced, the service life of the ABS is extended, and the motor current change rate is reduced, so that the ABS has better EMC characteristics and reduces the external interference when the ABS is working; on the other hand, the 12V lead-acid battery of the whole vehicle and the DCDC2 converter for charging the lead-acid battery are eliminated in the novel circuit, so that the overall structure of the electric vehicle is simpler, and the cost and maintenance cost of the whole vehicle equipped with ABS are reduced. BRIEF DESCRIPTION OF THE DRAWINGS
[0029] Figure 1 This is a schematic diagram of the electrical architecture with ABS control on current electric two-wheelers.
[0030] Figure 2 This is a schematic diagram of the electrical architecture of an electric two-wheeled vehicle with a new ABS control provided in this application.
[0031] Figure 3 This is a schematic diagram of a first novel ABS control circuit provided in Example 1.
[0032] Figure 4 It is a HCU control principle diagram of the circuit provided in Example 1.
[0033] Figure 5 This is a schematic diagram of a second novel ABS control circuit provided in Example 2.
[0034] Figure 6 This is a schematic diagram of a third novel ABS control circuit provided in Example 3.
[0035] Figure 7 This is a schematic diagram of a fourth novel ABS control circuit provided in Example 4.
[0036] Figure 8 It is a schematic diagram of the electrical architecture of another novel ABS control on an electric two-wheeled vehicle provided in this application. DETAILED DESCRIPTION
[0037] The specific implementation of the utility model is further described below in conjunction with the accompanying drawings.
[0038] This application provides a new ABS control circuit mounted on an electric two-wheeled vehicle, please refer to Figure 2As shown, BAT is the vehicle power battery of the electric two-wheeled vehicle, and the vehicle is powered by BAT after passing through the circuit breaker. When the vehicle switch KEY is closed, that is, the vehicle is turned on, the DCDC converter of the electric two-wheeled vehicle outputs 12V power to power the low-voltage equipment of the vehicle. ABS is a new ABS control circuit, which includes an ABS control part and a high-voltage oil pump motor, wherein the high-voltage oil pump motor is directly powered by the vehicle power battery BAT, and the ABS control part is powered by the vehicle power battery BAT, or by the DCDC converter. Figure 1 Compared with the electrical architecture diagram of the ABS control shown in FIG. 1 , the new ABS control circuit saves a lead-acid battery and a dedicated converter, thereby reducing the cost of the entire vehicle, extending the service life of the ABS, and replacing the traditional oil pump motor with a high-pressure oil pump motor to adapt to the vehicle power battery BAT. Four embodiments are given below to introduce the new ABS control circuit in detail.
[0039] Embodiment 1:
[0040] Please refer to Figure 3 As shown, the ABS control part of this embodiment is powered by a DCDC converter, which provides a first power supply voltage of +12V. The ABS control part includes: LDO chip U1, main control chip U2, front and rear wheel speed sensors, K-line transceiver, CAN transceiver and dual-channel control unit. The K-line transceiver and CAN transceiver are mainly used for ABS detection and signal interaction with the whole vehicle. The dual-channel control unit is used to control the brake oil pressure of the front and rear wheels. The dual-channel control unit includes a three-way switch drive subunit, four first controllable switches and two groups of normally open solenoid valves and normally closed solenoid valves. The connection relationship is:
[0041] The first power supply voltage 12V enters the anode of the first diode D1, and the cathode of the first diode D1 is connected to the input end of the LDO chip U1. The output end of the LDO chip U1 is connected to the main control chip U2, so as to provide the main control chip U2 with the required working voltage +5V. The main control chip U2 is respectively connected to the front and rear wheel speed sensors, the K-line transceiver, the CAN transceiver, the control end of the three-way switch driving subunit and the control end of the four first controllable switches. The output end of the first-way switch driving subunit is connected to the high-pressure oil pump motor M, and the output ends of the second and third-way switch driving subunits are respectively connected to one end of any group of normally open solenoid valves and normally closed solenoid valves, and the other ends of the normally open solenoid valves and the normally closed solenoid valves are respectively connected to the first end of the first controllable switch, and the first controllable switch is used to control the opening and closing state of the corresponding solenoid valves.
[0042] The first power supply voltage 12V also enters the anode of the second diode D2, and the cathode of the second diode D2 is connected to the input end of the second and third switch drive sub-units, which is used to power the normally open solenoid valve and the normally closed solenoid valve when the second and third switch drive sub-units are turned on. The second power supply voltage +48V~+100V provided by the vehicle power battery is connected to the input end of the first switch drive sub-unit, which is used to power the high-pressure oil pump motor M when the first switch drive sub-unit is turned on.
[0043] Each switch driving subunit includes a second controllable switch, a driving circuit and a third controllable switch. The control end of the second controllable switch is connected to the main control chip U2 as the control end of the switch driving subunit, and the first end of the second controllable switch is connected to the control end of the third controllable switch through the driving circuit. In the first switch driving subunit, the first end of the third controllable switch is connected to the second power supply voltage +48V~+100V as the input end of the first switch driving subunit, and the second end of the third controllable switch is connected to the high-pressure oil pump motor M as the output end of the first switch driving subunit. In the second and third switch driving subunits, the first end of the third controllable switch is connected to the first power supply voltage 12V as the input end of the second / third switch driving subunit, and the second end of the third controllable switch is connected to one end of the normally open solenoid valve and the normally closed solenoid valve as the output end of the second / third switch driving subunit.
[0044] In this embodiment, the four first controllable switches all use MOS tubes, which are recorded as MOS4, MOS5, MOS6, and MOS7, the three second controllable switches all use triode BJTs, which are recorded as BJT1, BJT2, and BJT3, and the three third controllable switches all use MOS tubes, which are recorded as MOS1, MOS2, and MOS3. Then the control end of the first and third controllable switches is the gate of the MOS tube, the first end of the first and third controllable switches is the drain of the MOS tube, and the second end of the first and third controllable switches is the source of the MOS tube; the control end of the second controllable switch is the base of the BJT, the first end of the second controllable switch is the collector of the BJT, connected to the drive circuit, and the second end of the second controllable switch is the emitter of the BJT, which is grounded. Optionally, other fully controlled devices can be used instead of MOS tubes and BJTs, such as IGBT modules.
[0045] In this embodiment, the main control chip is implemented based on models such as NXP-S9S12G240MLH or NXP-S9S12G128AMLH, and the driving circuit is implemented based on model BTS6143D.
[0046] The relevant working principle of the above-mentioned new ABS control circuit is as follows:
[0047] <1> The main working principle of the Electronic Control Unit (ECU):
[0048] In the process of squeezing the handle to brake the whole vehicle, when the wheel speed change of the front wheel or the rear wheel exceeds the threshold, it is necessary to control the oil pressure of the front wheel / rear wheel, that is, output a high level to the base of BJT1 and BJT2, start the drive circuits of MOS3 and MOS2, so that the four solenoid valves have power supply; output a high level to the gate of MOS4 and / or MOS6, so that the corresponding normally open solenoid valve can be closed, output a high level to the gate of MOS5 and / or MOS7, so that the corresponding normally closed solenoid valve can be opened, and output a high level to the base of BJT3, start the power supply of the high-pressure oil pump motor M, and make the return oil pump work.
[0049] <2> The main working principle of the hydraulic control unit (HCU):
[0050] like Figure 4 As shown, when ABS does not intervene in control, normally open valves 1 and 2 are in an open state, normally closed valves 1 and 2 are in a closed state, and the high-pressure oil pump motor M is not working. When the front wheel brake handle is squeezed to brake, the brake oil is compressed from the front wheel handle and reaches the front wheel brake caliper through the normally open valve 1, so that the disc brake pad is squeezed. If the handle is squeezed too tightly, it may cause the front wheel speed to be too low or even locked; when ABS detects this situation through the wheel speed sensor, it controls the normally open solenoid valve 1 to close and the normally closed solenoid valve 1 to open, so that the brake oil in the brake handle cannot reach the front wheel caliper through the normally open valve 1, blocking the increase of its hydraulic pressure; opening the normally closed solenoid valve 1 allows part of the brake oil to enter the accumulator 1 through the normally closed valve 1 due to the large hydraulic pressure at the caliper; when the pump motor M is working, the brake oil in the accumulator 1 can be pumped out, through the one-way valve 2 to the one-way valve 1, and then to the front wheel brake handle. When the hydraulic pressure at the front wheel caliper decreases, the front wheel rotates again, and then the normally open solenoid valve 1 is opened, the normally closed solenoid valve 1 is closed, and the pump motor M is turned off. Because the brake handle is always squeezed, the brake oil re-enters the front wheel caliper from the handle normally open valve 1 to increase the braking force; repeating this process quickly multiple times in a short time can produce a braking effect.
[0051] When the rear wheels are braked, the working principle of the HCU with ABS intervention is the same as that of the front wheels. If the front and rear wheels are braked together and ABS intervention is required, the hydraulic pressure of the front and rear wheels can be adjusted at the same time.
[0052] Embodiment 2:
[0053] Please refer to Figure 5As shown, the difference between this embodiment and the first embodiment is that the new ABS control circuit of this embodiment is only powered by the vehicle power battery, that is, the ABS control part is also powered by the vehicle power battery, and the second power supply voltage provided by the vehicle power battery is in the range of +48V to +100V. The ABS control part includes: LDO chip U1, main control chip U2, power chip U3, front and rear wheel speed sensors, K line transceiver, CAN transceiver and dual-channel control unit. Among them, the power chip U3 is used for voltage transformation, and its input end is connected to the second power supply voltage +48V to +100V, and the output end outputs two first power supply voltages of 12V, one of which is used to power the solenoid valve, and the other is stepped down to 5V through the LDO chip U1 to power the main control chip U2. The connection mode of the remaining components of the ABS control part is the same as that of the ABS control part provided in the first embodiment, and the working principle is also the same, which will not be repeated here.
[0054] Embodiment three:
[0055] Please refer to Figure 6 As shown, the difference between this embodiment and the first embodiment is that the dual-channel control unit in the ABS control part is replaced by a single-channel control unit, the single-channel control unit is used to control the brake oil pressure of the front wheel or the rear wheel, and the single-channel control unit includes a first and a second switch driving sub-unit, two first controllable switches and a group of normally open solenoid valves and normally closed solenoid valves. The connection method is the same as the ABS control part provided in the first embodiment, and the working principle is also the same, which will not be repeated here.
[0056] Embodiment 4:
[0057] Please refer to Figure 7 As shown, the difference between this embodiment and the third embodiment is that the new ABS control circuit of this embodiment is only powered by the vehicle power battery, that is, the ABS control part is also powered by the vehicle power battery, and reference can be made to the second embodiment. The ABS control part includes: LDO chip U1, main control chip U2, power chip U3, front and rear wheel speed sensors, K-line transceiver, CAN transceiver and single-channel control unit. Among them, the power chip U3 is used for voltage transformation, and its input end is connected to the second power supply voltage +48V~+100V, and the output end outputs two first power supply voltages of 12V, one of which is used to power the solenoid valve, and the other is stepped down to 5V through the LDO chip U1 to power the main control chip U2. The connection method of the remaining components of the ABS control part is the same as that of the ABS control part provided in the first embodiment, and the working principle is also the same, which will not be repeated here.
[0058] It is worth noting that one purpose of designing a new ABS control circuit is to reduce the working current when ABS intervenes in the control. Therefore, under the condition of ensuring the ABS braking performance of the whole vehicle, by customizing a low-power oil pump motor to replace the high-pressure oil pump motor in each embodiment, after the whole vehicle is turned on, the 12V power supply output by the DCDC converter of the electric two-wheeled vehicle can not only power the low-voltage equipment of the whole vehicle, but also power the ABS control part and the low-power oil pump motor of the new ABS control circuit. Figure 8 As shown. By using a low-power oil pump motor to reduce the working current when ABS intervenes in control, when ABS is installed on an electric vehicle, the power output of the built-in converter can be used to directly power the ABS module. Figure 1 Compared with the electrical architecture schematic diagram of the ABS control shown in FIG, the new ABS control circuit can also save a lead-acid battery and a dedicated converter, thereby reducing the cost of the entire vehicle and extending the service life of the ABS.
[0059] Based on the same inventive concept, the present application also provides an electric two-wheeled vehicle, which is equipped with any of the various new ABS control circuits mentioned above to achieve the wheel anti-lock function during emergency braking of the vehicle.
[0060] The above is only the preferred embodiment of the present application, and the present invention is not limited to the above embodiments. It is understood that other improvements and changes directly derived or associated by those skilled in the art without departing from the spirit and concept of the present invention should be considered to be included in the protection scope of the present invention.
Claims
1. A novel ABS control circuit, the circuit being mounted on an electric two-wheeled vehicle, characterized in that: The circuit includes an ABS control part and a high-pressure oil pump motor; The high-pressure oil pump motor is directly powered by the whole vehicle power battery of the electric two-wheeled vehicle; The ABS control part is powered by the whole vehicle power battery of the electric two-wheeled vehicle, or by the DCDC converter of the electric two-wheeled vehicle.
2. The novel ABS control circuit according to claim 1 is characterized in that: The ABS control part includes: a main control chip, an LDO chip, front and rear wheel speed sensors and a single-channel control unit; The single-channel control unit is used to control the brake oil pressure of the front wheels or the rear wheels, and the single-channel control unit includes a two-way switch driving subunit, two first controllable switches and a group of normally open solenoid valves and normally closed solenoid valves; The first power supply voltage enters the anode of the first diode, the cathode of the first diode is connected to the input end of the LDO chip, and the output end of the LDO chip is connected to the main control chip to provide the required working voltage for the main control chip; the main control chip is respectively connected to the front and rear wheel speed sensors, the control ends of the two switch driving subunits and the control ends of the two first controllable switches, the output end of the first switch driving subunit is connected to the high-pressure oil pump motor, and the output end of the second switch driving subunit is connected to one end of the normally open solenoid valve and the normally closed solenoid valve, and the other ends of the normally open solenoid valve and the normally closed solenoid valve are respectively connected to the first end of the first controllable switch, and the first controllable switch is used to control the opening and closing state of the corresponding solenoid valve; The first supply voltage also enters the anode of the second diode, and the cathode of the second diode is connected to the input end of the second switch driving subunit, so as to supply power to the normally open solenoid valve and the normally closed solenoid valve when the second switch driving subunit is turned on; A second power supply voltage is connected to the input end of the first switch driving subunit, and is used to supply power to the high-pressure oil pump motor when the first switch driving subunit is turned on; Among them, the first power supply voltage is provided by the vehicle power battery or the DCDC converter, and the second power supply voltage is only provided by the vehicle power battery.
3. The novel ABS control circuit according to claim 2 is characterized in that: The switch driving subunit includes a second controllable switch, a driving circuit and a third controllable switch; The control end of the second controllable switch is connected to the main control chip as the control end of the switch driving subunit, and the first end of the second controllable switch is connected to the control end of the third controllable switch through the driving circuit; In the first switch driving subunit, the first end of the third controllable switch is connected to the second power supply voltage as the input end of the first switch driving subunit, and the second end of the third controllable switch is connected to the high-pressure oil pump motor as the output end of the first switch driving subunit; In the second switch driving subunit, the first end of the third controllable switch is connected to the first supply voltage as the input end of the second switch driving subunit, and the second end of the third controllable switch is connected to one end of the normally open solenoid valve and the normally closed solenoid valve as the output end of the second switch driving subunit.
4. The novel ABS control circuit according to claim 2 is characterized in that: The main control chip is used to control the normally open solenoid valve to close and the normally closed solenoid valve to open when the wheel speed change of the front wheel or the rear wheel exceeds a threshold value, so as to reduce the brake oil pressure of the front wheel or the rear wheel, and control the high-pressure oil pump motor to pump oil.
5. The novel ABS control circuit according to claim 2 is characterized in that: When the ABS control part is powered by the vehicle power battery of the electric two-wheeled vehicle, the ABS control part also includes a power chip, the input end of the power chip is connected to the second power supply voltage, and the output end of the power chip outputs two first power supply voltages.
6. The novel ABS control circuit according to claim 2 is characterized in that: The ABS control part includes: a main control chip, an LDO chip, front and rear wheel speed sensors and a dual-channel control unit; The dual-channel control unit is used to control the brake oil pressure of the front and rear wheels. Based on the single-channel control unit, the dual-channel control unit also includes a third switch driving sub-unit, two first controllable switches and another group of normally open solenoid valves and normally closed solenoid valves. The connection method is the same as the connection method of the relevant components in the single-channel control unit.
7. The novel ABS control circuit according to claim 2 is characterized in that: The first power supply voltage is +12V, the second power supply voltage ranges from +48V to +100V, and the operating voltage of the main control chip is +5V.
8. The novel ABS control circuit according to claim 3 is characterized in that: The first, second and third controllable switches are implemented based on BJT, MOS or IGBT modules.
9. The novel ABS control circuit according to claim 3 is characterized in that: The main control chip is implemented based on the NXP-S9S12G240MLH or NXP-S9S12G128AMLH model, and the driving circuit is implemented based on the BTS6143D model.
10. An electric two-wheeled vehicle, characterized in that: The electric two-wheeled vehicle is equipped with a novel ABS control circuit as described in any one of claims 1 to 9 to realize the wheel anti-lock function when the vehicle brakes suddenly.