Power system of two-wheel self-balancing electric vehicle, computer equipment and readable storage medium of computer equipment

Abstract

The utility model discloses a power system and equipment of a two-wheel self-balancing electric vehicle and a storage medium, the system comprises an inertial measurement unit which is arranged at a pedal plate and is used for measuring the inclination angle of a vehicle body and transmitting the inclination angle to a main control unit; the angle and torque unit is installed at the position of a headstock pipe and used for detecting the turning handle angle and torque data of the vehicle and transmitting the data to the main control unit; the remote control unit is used for sending a command to the main control unit; the rotating handle unit is arranged behind the bicycle head pipe and above the main beam pipe and is used for receiving a command of the main control unit and directly driving the front fork to deflect leftwards and rightwards; the driving unit is used for driving the vehicle to advance; the auxiliary wheel unit is used for receiving signals of the main control unit and controlling auxiliary wheels to ascend and descend. A technical complementation mechanism is formed in the mode that the gravity center of the handlebar is lowered and the auxiliary wheel system is cooperatively matched, autonomous balance running is achieved by adopting rear wheel driving and depending on control over the direction of the handlebar, and running safety and stability are guaranteed.

Description

Technical Field

[0001] This utility model relates to the field of electric self-balancing vehicle technology, specifically to a power system, computer equipment and readable storage medium for a two-wheeled self-balancing electric vehicle. Background Technology

[0002] Traditional electric two-wheeled self-balancing scooters mostly rely on gyroscopes and control systems to maintain dynamic balance, using the torque generated by the high-speed rotating gyroscope to achieve this function. However, this method has many drawbacks: maintaining the high-speed rotation of the gyroscope consumes extremely high energy; rotating parts experience mechanical wear, resulting in a limited lifespan; and mass production is difficult. Therefore, electronic steering to correct the center of gravity has become an alternative solution, which involves installing an additional throttle motor to adjust the direction of the front wheel, thereby correcting the center of gravity to achieve self-balancing. However, a common design for this solution is to place the throttle motor high on the vehicle body, i.e., mounted on the top of the handlebars or steering column. This design results in a high center of gravity for the throttle drive system, negatively impacting the vehicle's self-balancing and stable operation. Utility Model Content

[0003] This utility model aims to solve at least one of the problems mentioned above in the prior art, and discloses a power system for a two-wheeled self-balancing electric vehicle. This utility model forms a technical complementary mechanism by lowering the center of gravity of the handlebars and cooperating with the auxiliary wheel system. By adopting rear-wheel drive and relying on the control of the handlebar direction, autonomous balance driving is achieved, ensuring driving safety and stability, and solving the problem of low self-balancing stability of the vehicle caused by the high center of gravity of the power system.

[0004] This utility model is achieved through the following technical solution:

[0005] This utility model first provides a power system for a two-wheeled self-balancing electric vehicle, including...

[0006] An inertial measurement unit, installed at the foot pedal, is used to measure the vehicle body tilt angle and transmit it to the main control unit;

[0007] An angle and torque unit, installed at the head tube, is used to detect the vehicle's throttle angle and torque data and transmit them to the main control unit;

[0008] The remote control unit is used to send commands to the main control unit;

[0009] The throttle unit, located behind the head tube and above the main beam tube, receives commands from the main control unit and directly drives the front fork to turn left and right, controlling the steering angle of the front wheel.

[0010] The drive unit is used to receive commands from the main control unit and drive the vehicle forward.

[0011] The auxiliary wheel unit is used to receive signals from the main control unit and control the raising and lowering of the auxiliary wheels.

[0012] As a further solution, the throttle unit includes a throttle motor, which is fixed upside down by a mounting bracket, so that the output shaft of the throttle motor faces downward and is parallel to the axis of the steering column. The torque output by the throttle motor is transmitted to the steering column inside the head tube through a transmission mechanism. The throttle motor driver is connected to the main control unit via a CAN bus.

[0013] As a further option, the mounting bracket is fixedly connected to the main beam tube at the bottom, fixedly connected to the steering column on one side, and fixedly installed on the top with the throttle unit.

[0014] As a further solution, the mounting bracket includes a U-shaped seat with two groove walls of different lengths, with the longer groove wall located on top. Each groove wall has an arc-shaped weld at its edge for welding to the main beam tube. A notched motor limiting plate is provided on the outer side of the bottom of the U-shaped seat groove, and the two are connected by an intermediate adapter block. The notched motor limiting plate is used to limit the installation of the throttle motor. The output shaft of the throttle motor is externally fixed to the drive wheel and drives the drive wheel to rotate. The drive wheel and the driven wheel are connected by a conveyor belt to form a transmission mechanism. The center of the driven wheel is coaxial with the center of the steering column. The driven wheel is connected to the steering column inside the head tube through an L-shaped adapter plate, so that the torque output by the throttle motor drives the L-shaped adapter plate to rotate through the conveyor belt, and then transmits the rotation to the steering column inside the head tube. The rotation of the steering column controlled by the throttle motor directly drives the front fork to turn left and right.

[0015] As a further solution, one side of the intermediate adapter block is fixed to the U-shaped seat by two bolts, and the other side is connected to the notch motor limit plate by a rotating shaft and a follower bolt. The rotating shaft allows the notch motor limit plate and the U-shaped seat to rotate relative to each other, and the follower bolt is used to adjust the position of the throttle motor and to adjust the center distance between the drive wheel and the driven wheel.

[0016] As a further option, the inertial measurement unit is installed under the foot pedal and connected to the main control unit via a 232 serial port.

[0017] As a further option, the remote control unit is a remote controller, which has joystick control buttons for starting and stopping the vehicle and turning left and right. It can communicate with the main control unit via 2.4G radio frequency signals and send command signals.

[0018] As a further embodiment, the auxiliary wheel unit includes auxiliary wheels and adapter rocker arms located on both sides of the frame. The adapter rocker arms include a first shaft, a second shaft, a first arm, and a second arm. Each auxiliary wheel is fixedly connected to the lower part of the first arm via an auxiliary wheel mounting plate. The lower parts of the first and second arms are fixedly connected via a connecting rod. The upper part of the second arm is rotatably connected to a welding main plate via a second shaft. The welding main plate is welded to the rear bend of the frame tube side tube. The upper part of the first arm is fixedly connected to the movable end of an electric push rod via a first shaft.

[0019] This utility model also provides a computer device, including a memory and a processor. The memory stores a computer program, and the processor executes the computer program to realize the power system of the two-wheeled self-balancing electric vehicle.

[0020] This invention also provides a computer-readable storage medium storing computer instructions that, when executed by a processor, enable the power system of the two-wheeled self-balancing electric vehicle.

[0021] Compared with existing technologies, the power system of the two-wheeled self-balancing electric vehicle described in this invention has the following advantages:

[0022] (1) In the power system of the two-wheel self-balancing electric vehicle described in this utility model, the throttle motor for the front wheel used for direction adjustment is fixed upside down on the main beam tube by the mounting bracket. Compared with the traditional method of mounting on the top of the upper tube, the vertical height of the power assembly installation position is greatly reduced, and the center of gravity of the whole vehicle is significantly moved down to the geometric center of the wheel axle. This structure not only optimizes the dynamic response characteristics of the vehicle, but also improves the anti-rolling ability and attitude stability of the self-balancing system by reducing the height of the vehicle mass distribution.

[0023] (2) The power system of the two-wheeled self-balancing electric vehicle described in this utility model, the handlebar adjustment center of gravity technology and the auxiliary wheel system work together to form a complementary technology mechanism.

[0024] (3) The power system of the two-wheel self-balancing electric vehicle described in this utility model adopts a rear-wheel drive mode and relies on the handlebar direction control to achieve autonomous balance driving. During the start-stop and low-speed driving phases, the auxiliary wheel will maintain the balance of the vehicle to ensure driving safety and stability. Attached Figure Description

[0025] To more clearly illustrate the technical solutions in the embodiments of this utility model, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0026] Figure 1 This is a schematic diagram of the power system of the two-wheeled self-balancing electric vehicle described in an embodiment of the present invention;

[0027] Figure 2 This is a schematic diagram of the mounting bracket described in an embodiment of the present utility model;

[0028] Figure 3 This is a schematic diagram of the auxiliary wheel system described in an embodiment of the present invention. Figure 1 ;

[0029] Figure 4 This is a schematic diagram of the auxiliary wheel system described in an embodiment of the present invention. Figure 2 ;

[0030] Figure 5 This is a control principle diagram of the power system of the two-wheeled self-balancing electric vehicle described in this embodiment of the utility model.

[0031] Explanation of reference numerals in the attached figures:

[0032] 1-Throttle motor; 2-Rear wheel hub motor; 3-Main control unit; 4-Throttle motor driver; 5-Rear wheel motor driver; 6-Angle and torque unit; 7-Inertial measurement unit; 8-Battery compartment; 9-Auxiliary wheel unit; 91-Left auxiliary wheel; 92-Right auxiliary wheel; 93-Auxiliary wheel DC motor; 94-Electric actuator; 95-Adapter rocker arm; 96-Shaft No. 1; 97 - Axle 2; 98- Auxiliary wheel mounting plate; 99- Welding main plate; 910- Arm 1; 911- Arm 2; 10- Transmission mechanism; 101- Drive wheel; 102- Conveyor belt; 103- Driven wheel; 11- Main beam tube; 12- Remote control unit; 13- Head tube; 14- Mounting bracket; 141- U-shaped seat; 142- Arc weld; 143- L-shaped adapter plate; 144- Notch motor limit plate; 145- Intermediate adapter block; 146- Rotating shaft; 147- Follower bolt; S- Center distance. Detailed Implementation

[0033] To facilitate understanding of this utility model, a more comprehensive description of this utility model will be provided below, along with embodiments of this utility model, but this does not limit the scope of this utility model.

[0034] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. Furthermore, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined with "first," "second," etc., may explicitly or implicitly include one or more of that feature. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0035] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art will understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0036] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0037] IMU, or Inertial Measurement Unit, is a device that measures an object's three-axis attitude angles (or angular rates) and acceleration.

[0038] Threshold.

[0039] A power system for a two-wheeled self-balancing electric vehicle, such as Figures 1 to 5 As shown, it includes a main control unit 3 and its respective signal-connected inertial measurement unit 7, angle and torque unit 6, remote control unit 12, throttle unit, drive unit, and auxiliary wheel unit 9.

[0040] The inertial measurement unit 7 is installed at the foot pedal and is used to measure the vehicle body tilt angle;

[0041] Angle and torque unit 6 is installed at the head tube position to detect the throttle angle and torque data;

[0042] Remote control unit 12 is used to send commands to the main control unit;

[0043] The throttle unit is located behind the head tube 13 and above the main beam tube 11. It is used to directly drive the front fork to turn left and right and control the front wheel steering angle.

[0044] The drive unit is used to propel the vehicle forward.

[0045] The auxiliary wheel unit 9 is used to receive signals from the main control unit 3 and control the raising and lowering of the auxiliary wheel.

[0046] In some embodiments, the drive unit includes a rear wheel hub motor 2 and a rear wheel motor driver 5. The rear wheel hub motor 2 drives the rear wheel to move, providing power to the vehicle. The connection between the rear wheel hub motor 2 and the rear wheel is existing technology and will not be described in detail here. The main control unit 3, the rear wheel motor driver 5 of the rear wheel hub motor 2, and the throttle motor driver 4 of the throttle motor 1 are fixed on the same aluminum alloy bracket. The rear wheel motor driver 5 is connected to the main control unit via a CAN bus to ensure rapid and accurate command transmission. Preferably, the rear wheel motor driver 5 is a Minglang MCDS4830; the rear wheel hub motor 2 is a Quanshun QS 205 50H V3.

[0047] In one embodiment, the auxiliary wheel unit 9 includes auxiliary wheels disposed on both sides of the frame and a transfer rocker arm 95. The transfer rocker arm 95 includes a first shaft 96, a second shaft 97, a first arm 910, and a second arm 911. Each auxiliary wheel is fixedly connected to the lower part of the second arm 911 via an auxiliary wheel mounting plate 98. The lower parts of the first arm 910 and the second arm 911 are fixedly connected via a connecting rod. The upper part of the second arm 911 is rotatably connected to a welding main plate 99 via the second shaft 97. The welding main plate 99 is welded to the rear bend of the frame tube side tube. The upper part of the first arm 910 is fixedly connected to the movable end of an electric push rod 94 via the first shaft 96. The auxiliary wheel DC motor 93 of the electric push rod 94 is located above it. When the auxiliary wheel DC motor 93 drives the electric push rod 94 to extend or retract, the electric push rod 94 drives the first arm 910 to move upward, which in turn drives the second arm 911 to rotate relative to the welding main plate 99 via the second shaft 97. The lower end of the second arm 911 is lifted upward, which in turn drives the auxiliary wheel to lift upward via the auxiliary wheel mounting plate 98 until it reaches the set position, at which point the auxiliary wheel completes the retraction action. The auxiliary wheel includes a left auxiliary wheel 91 and a right auxiliary wheel 92. The electric push rod 94 is preferably a 24V electric push rod with a power of 80W and a stroke of 50mm.

[0048] In another embodiment, the auxiliary wheel unit 9 includes auxiliary wheels disposed on both sides of the frame and a transition rocker arm 95. The transition rocker arm 95 includes a first shaft 96, a second shaft 97, a first arm 910, and a second arm 911. One auxiliary wheel is fixedly connected to the lower part of the second arm 911 via an auxiliary wheel mounting plate 98. The lower parts of the first arm 910 and the second arm 911 are fixedly connected via a connecting rod. The upper part of the second arm 911 is rotatably connected to a welding main plate 99 via the second shaft 97. The welding main plate 99 is welded to the rear bend of the frame tube side tube. The upper part of the first arm 910 is fixedly connected to the movable end of an electric push rod 94 via the first shaft 96. The auxiliary wheel DC motor 93 of the electric push rod 94 is located above it. One auxiliary wheel is connected to an auxiliary wheel mounting plate 98. The two auxiliary wheel mounting plates are fixedly connected (fixed sleeve) via a crossbeam. The upper part of the auxiliary wheel mounting plate 98 is also rotatably connected to the welding main plate 99. When the auxiliary wheel DC motor 93 drives the electric push rod 94 to extend or retract, the electric push rod 94 drives the first arm 910 to move upward, which in turn drives the second arm 911 to rotate relative to the welding main board 99 via the second shaft 97. The lower end of the second arm 911 is lifted upward, which in turn drives the left auxiliary wheel to lift upward via the auxiliary wheel mounting plate 98 until it reaches the set position. At the same time, the auxiliary wheel mounting plate 98 also drives the right auxiliary wheel to complete the unfolding and retraction action via the crossbeam.

[0049] The working principle of the auxiliary wheel unit is as follows:

[0050] The rear wheel hub motor 2 monitors the rear wheel speed in real time through its built-in Hall sensor. The speed is transmitted to the main control unit 3 via the CAN bus. The main control unit 3 calculates the current vehicle speed according to the following formula.

[0051]

[0052] Where r is the rear wheel radius (in meters), n is the motor output shaft speed (in rpm), s is the tire slip ratio (usually 2%~5%), v is the vehicle speed (in km / h), and 0.377 is the unit conversion factor. When the vehicle speed is below a preset threshold, i.e., when the vehicle meets the low-speed condition (vehicle speed V ≤ V_threshold), the main control unit 3 issues a command to smoothly deploy the auxiliary wheels, ensuring stable vehicle operation. When the vehicle speed increases to meet the self-balancing driving condition (vehicle speed V > V_threshold), the control unit 3 controls the auxiliary wheels to automatically retract, preventing interference between the auxiliary wheels and the ground during driving and affecting the normal driving of the vehicle.

[0053] In some embodiments, the inertial measurement unit is model MTI300, which is installed under the foot pedal and connects to the main control unit via a 232 serial port. It can feed back the detected vehicle tilt angle information to the main control unit in real time, providing attitude data for the system.

[0054] In some embodiments, the angle torque unit is a Bosch 0265 019 009 angle torque sensor, which transmits the measured value to the main control unit via AD output, enabling the main control unit to obtain the rotation status of the handlebars in a timely manner.

[0055] In some embodiments, the remote control unit 12 is a remote controller, which is equipped with joystick control keys for starting and stopping the vehicle and turning left and right. It can communicate with the main control unit via 2.4G radio frequency signals and issue command signals.

[0056] In some embodiments, the main control unit 3 is a PLC, preferably a Siemens S7-200 Smart. The main control unit is housed in the seat compartment of the vehicle body, and the battery is housed in the battery compartment 8 under the footrest, and provides power to the vehicle.

[0057] In some embodiments, the throttle unit includes a throttle motor 1, a throttle motor driver 4, a mounting bracket 14, and a belt drive mechanism 10. The throttle motor 1 is fixed upside down by the mounting bracket 14, so that the output shaft of the throttle motor 1 faces downward and is parallel to the axis of the steering column. The torque output by the throttle motor 1 is transmitted through the transmission mechanism 10, thereby transmitting the rotation to the steering column shaft inside the head tube 13 to achieve steering control. The throttle motor driver 4 of the throttle motor 1 is connected to the main control unit via a CAN bus. Preferably, the throttle motor 1 is a Kinco brand SMC08S-0100; the throttle motor driver 4 is a Minglang brand MCDS4830.

[0058] The throttle motor 1 is not mounted on the top of the traditional handlebars or steering column, effectively avoiding the problem of raising the center of gravity of the front end and significantly lowering the center of gravity of the throttle motor 1. Compared to the traditional solution, the height of the throttle motor's center of gravity is lowered by about half the length of the motor, significantly reducing the overall center of gravity of the vehicle. The overall center of gravity of the throttle unit is closer to the geometric center of the front wheel axle. This arrangement effectively lowers the height of the sprung mass center, enhancing the lateral stability and dynamic response of the vehicle. Since the self-balancing system mainly relies on the relative dynamic position of the center of gravity with the ground for control, a lower center of gravity means greater stability, enhanced anti-roll capability, and easier recovery of balance under tilting disturbances or uneven road conditions.

[0059] The mounting bracket 14 is fixedly connected to the main beam tube 11 at the bottom, fixedly connected to the steering column on one side, and fixedly mounted on the top of the throttle unit. As a structural transition unit between the throttle motor 1 and the front end of the vehicle, the mounting bracket 14 has a dual function: first, to support the weight of the throttle motor, and second, to realize the alignment and transmission path of power.

[0060] In some embodiments, the transmission mechanism 10 includes a drive wheel 101, a conveyor belt 102, and a driven wheel 103. The mounting bracket 14 includes a U-shaped seat 141, an L-shaped adapter plate 143, a notched motor limiting plate 144, a rotating shaft 146, and a follower bolt 147. The two groove walls of the U-shaped seat 141 have different lengths, with the longer groove wall located on top. Each groove wall has an arc-shaped weld 142 at its edge, which is used for welding to the main beam pipe 11. The notched motor limiting plate 144 is provided on the outer side of the bottom of the U-shaped seat 141 groove, and the two are connected by an intermediate adapter block 145. The notched motor limiting plate 144 is used to limit the installation of the throttle motor 1. The output shaft of motor 1 is externally fixed to drive wheel 101 and drives drive wheel 101 to rotate. Drive wheel 101 and driven wheel 103 are connected by conveyor belt 102 to form a transmission mechanism. The center of driven wheel 103 is coaxial with the center of steering column. Drive wheel 103 is connected to steering column inside head tube 13 through L-shaped adapter plate 143. The torque output by throttle motor 1 drives L-shaped adapter plate 143 to rotate through conveyor belt 102, and then transmits the rotation to steering column shaft inside head tube 13. The rotation of steering column controlled by throttle motor 1 will directly drive front fork to turn left and right, thereby controlling the front wheel pointing angle and realizing steering control.

[0061] Preferably, one side of the intermediate adapter block 145 is fixed to the U-shaped seat 141 by two bolts, and the other side is connected to the notch motor limiting plate 144 by a rotating shaft 146 and a follower bolt 147. The rotating shaft 146 allows the notch motor limiting plate 144 and the U-shaped seat 141 to rotate relative to each other, and the follower bolt 147 is used to adjust the position of the throttle motor 1, suitable for adjusting different center distances S. The intermediate adapter block 145 is mainly used to bear the clamping force after the bolts are tightened and to limit the degree of freedom of the rotating shaft 146 and the follower bolt 147 except for the installation direction.

[0062] The working principle of the power system of a two-wheeled self-balancing electric vehicle is as follows:

[0063] The inertial measurement unit 7 transmits the detected body tilt angle information, and the angle torque unit 6 installed on the head tube transmits the handlebar angle and torque data to the main control unit 3. The main control unit 3 compares this information with its internally stored data, and then controls the throttle motor 1 of the throttle unit, the rear wheel hub motor 2 of the drive unit, and the electric push rod 94 of the auxiliary wheel unit 9 according to the set information. This achieves precise adjustment of the speed and direction of the autonomously balanced electric bicycle, as well as control of the extension and retraction of the auxiliary wheels. Simultaneously, the main control unit also receives commands from the remote control unit to control the working status of the throttle motor 1 of the throttle unit, the rear wheel hub motor 2 of the drive unit, and the electric push rod 94 of the auxiliary wheel unit 9. In terms of driving control strategy, this bicycle uses a rear-wheel drive system and relies on handlebar direction adjustment to achieve autonomous balancing. During start-stop and low-speed driving phases, the auxiliary wheels maintain the vehicle's balance, ensuring driving safety and stability.

[0064] In one embodiment, when the vehicle starts, all sensors begin to operate, and the auxiliary wheels are deployed. When the main control unit 3 detects a vehicle speed greater than 2 km / h, the main control unit 3 controls the auxiliary wheels to retract to facilitate normal vehicle operation. When the main control unit 3 detects a vehicle speed less than 2 km / h, the main control unit 3 controls the auxiliary wheels to deploy to prevent the vehicle from tipping over and to ensure the vehicle's balance.

[0065] In one embodiment, the vehicle is remotely steered via a remote control. The remote control sends commands to the main control unit 3, which receives and parses the commands, then controls the throttle motor 1 to adjust the handlebar angle. The vehicle's torque is monitored in real-time by an angle torque unit 6 installed at the head tube, and the changes are fed back to the main control unit 3 to ensure precise steering and further improve handling stability and safety. The vehicle's attitude changes are monitored in real-time by an inertial measurement unit 7 installed at the foot pedals, and the data is transmitted to the main control unit 3. When the vehicle is moving in a straight line, the main control unit 3 fine-tunes the throttle motor 1 based on the data from the inertial measurement unit 7, keeping the vehicle's attitude deviation angle within ±3° to ensure the stability of the vehicle's straight-line travel. If the vehicle enters a curve, the main control unit 3 dynamically adjusts the throttle motor 1 based on the vehicle speed and turning angle data to ensure smooth cornering and avoid the risk of rollover.

[0066] The control method of this application is through a controller. The control circuit of the controller can be implemented by simple programming by those skilled in the art. The power supply is also common knowledge in the field. Since this application is mainly used to include mechanical devices, the control method and circuit connection will not be explained in detail here.

[0067] This utility model also provides a computer device, including a memory and a processor. The memory stores a computer program, and when the processor executes the computer program, it realizes the power system of the two-wheeled self-balancing electric vehicle.

[0068] This invention also provides a computer-readable storage medium storing computer instructions that, when executed by a processor, enable the power system of the two-wheeled self-balancing electric vehicle.

[0069] In summary, the power system of the two-wheeled self-balancing electric vehicle of this application features a throttle motor for steering adjustment on the front wheel that is inverted and fixed to the main beam tube via a mounting bracket. Compared to the traditional top-mounting method, this significantly reduces the vertical height of the powertrain mounting position, resulting in a substantial downward shift of the vehicle's center of gravity towards the geometric center of the wheel axle. This structural design not only optimizes the vehicle's dynamic response characteristics but also significantly improves the anti-roll capability and attitude stability of the self-balancing system by reducing the height of the vehicle's weight distribution.

[0070] It should be noted that the above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A power system for a two-wheeled self-balancing electric vehicle, characterized in that: include An inertial measurement unit, installed at the foot pedal, is used to measure the vehicle body tilt angle and transmit it to the main control unit; An angle and torque unit, installed at the head tube, is used to detect the vehicle's throttle angle and torque data and transmit them to the main control unit; The remote control unit is used to send commands to the main control unit; The throttle unit, located behind the head tube and above the main beam tube, receives commands from the main control unit and directly drives the front fork to turn left and right, controlling the steering angle of the front wheel. The drive unit is used to receive commands from the main control unit and drive the vehicle forward. The auxiliary wheel unit is used to receive signals from the main control unit and control the raising and lowering of the auxiliary wheels.

2. The power system of a two-wheeled self-balancing electric vehicle according to claim 1, characterized in that: The throttle unit includes a throttle motor, which is fixed upside down by a mounting bracket so that the output shaft of the throttle motor faces downward and is parallel to the axis of the steering column. The torque output by the throttle motor is transmitted to the steering column inside the head tube through a transmission mechanism. The throttle motor driver is connected to the main control unit via a CAN bus.

3. The power system of a two-wheeled self-balancing electric vehicle according to claim 2, characterized in that: The mounting bracket is fixedly connected to the main beam tube at the bottom, fixedly connected to the steering column on one side, and the throttle unit is fixedly installed at the top.

4. The power system of a two-wheeled self-balancing electric vehicle according to claim 3, characterized in that: The mounting bracket includes a U-shaped seat with two grooves of different lengths, with the longer groove on top. Each groove has an arc-shaped weld at its edge for welding to the main beam tube. A notched motor limiting plate is located on the outer side of the bottom of the U-shaped seat groove, and the two are connected by an intermediate adapter block. The notched motor limiting plate is used to limit the installation of the throttle motor. The output shaft of the throttle motor is externally fixed to the drive wheel and drives the drive wheel to rotate. The drive wheel and the driven wheel are connected by a conveyor belt to form a transmission mechanism. The center of the driven wheel is coaxial with the center of the steering column. The driven wheel is connected to the steering column inside the head tube through an L-shaped adapter plate, so that the torque output by the throttle motor drives the L-shaped adapter plate to rotate through the conveyor belt, and then transmits the rotation to the steering column inside the head tube. The rotation of the steering column controlled by the throttle motor directly drives the front fork to turn left and right.

5. The power system of a two-wheeled self-balancing electric vehicle according to claim 4, characterized in that: One side of the intermediate adapter block is fixed to the U-shaped seat by two bolts, and the other side is connected to the notch motor limit plate by a rotating shaft and a follower bolt. The rotating shaft allows the notch motor limit plate and the U-shaped seat to rotate relative to each other. The follower bolt is used to adjust the position of the throttle motor and to adjust the center distance between the drive wheel and the driven wheel.

6. The power system of a two-wheeled self-balancing electric vehicle according to claim 1, characterized in that: The inertial measurement unit is installed under the foot pedal and connects to the main control unit via a 232 serial port.

7. The power system of a two-wheeled self-balancing electric vehicle according to claim 1, characterized in that: The remote control unit is a remote controller, which has joystick control buttons for starting and stopping the vehicle and turning left and right. It can communicate with the main control unit via 2.4G radio frequency signal and send command signals.

8. The power system of a two-wheeled self-balancing electric vehicle according to claim 1, characterized in that: The auxiliary wheel unit includes auxiliary wheels and adapter rocker arms located on both sides of the frame. The adapter rocker arms include a first shaft, a second shaft, a first arm, and a second arm. Each auxiliary wheel is fixedly connected to the lower part of the first arm via an auxiliary wheel mounting plate. The lower parts of the first arm and the lower parts of the second arm are fixedly connected via a connecting rod. The upper part of the second arm is rotatably connected to a welding main plate via a second shaft. The welding main plate is welded to the rear bend of the frame tube side tube. The upper part of the first arm is fixedly connected to the movable end of the electric push rod via a first shaft.

9. A computer device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the computer program, it implements the power system according to any one of claims 1-8.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions that cause a processor to execute and implement the power system according to any one of claims 1-8.

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