Switching system for vehicle driving mode

Abstract

The utility model relates to a kind of switching system of vehicle driving mode.The power switching mechanism, steering switching mechanism, brake switching mechanism in the system are electrically connected with whole vehicle brake wire bundle, and power switching mechanism includes preset conventional accelerator pedal and detachable cycling pedal frequency sensor;Steering switching mechanism includes preset conventional steering wheel and detachable cycling steering handle;Brake switching mechanism includes preset conventional brake pedal and detachable cycling brake handle;Control circuit is electrically connected with power switching mechanism, steering switching mechanism and brake switching mechanism respectively, for according to the driving mode switching signal triggered by driver through entity button or central control screen, so that current driving mode is switched to target driving mode corresponding with driving mode switching signal.Therefore, it solves the inconvenient problem of vehicle switching between different driving modes, realizes the flexible switching of vehicle from conventional driving mode to cycling driving mode, improves the diversity and interest of driving.

Description

Technical Field

[0001] This utility model relates to the field of vehicle driving technology, and in particular to a vehicle driving mode switching system. Background Technology

[0002] In recent years, ergonomic studies have shown that maintaining a single driving posture for a long time can easily lead to fatigue in the lumbar spine, cervical spine and lower limbs, and even induce chronic diseases, thus giving rise to the health demand for "switching driving postures".

[0003] In related technologies, the main method for adjusting driving posture is to use motors to change seat height, backrest angle, and steering wheel extension / tilt angle, allowing the driver to switch between a sitting and semi-reclining position. However, this method cannot enable the vehicle to quickly and conveniently switch between different driving modes and urgently needs improvement. Utility Model Content

[0004] This invention provides a vehicle driving mode switching system to solve the problem of inconvenient switching between different driving modes, enabling flexible switching from conventional driving mode to riding driving mode, and improving the diversity and fun of driving.

[0005] To achieve the above objectives, a first aspect of this utility model provides a vehicle driving mode switching system, comprising: a power switching mechanism, a steering switching mechanism, a braking switching mechanism, and a control circuit, wherein...

[0006] The power switching mechanism includes a preset conventional throttle pedal and a detachable riding pedal frequency sensor, and the power switching mechanism is electrically connected to the vehicle's power harness.

[0007] The steering switching mechanism includes a preset conventional steering wheel and a detachable riding steering handlebar, and the steering switching mechanism is electrically connected to the vehicle steering wiring harness;

[0008] The brake switching mechanism includes a preset conventional brake pedal and a detachable riding brake lever, and the brake switching mechanism is electrically connected to the vehicle brake wiring harness.

[0009] The control circuit is electrically connected to the power switching mechanism, the steering switching mechanism, and the braking switching mechanism, respectively, and is used to control the power switching mechanism, the steering switching mechanism, and the braking switching mechanism to connect preset conventional components or riding components according to the driving mode switching signal triggered by the driver through physical buttons or the central control screen, so that the current driving mode is switched to the target driving mode corresponding to the driving mode switching signal.

[0010] According to one embodiment of the present invention, the cycling pedal frequency sensor is fixed in front of the vehicle seat or at the glove box armrest, and is connected to the power switching mechanism via a connector.

[0011] According to one embodiment of the present invention, the riding steering handle is coaxially mounted with the preset conventional steering wheel via a quick-release structure, or forms an integrated foldable structure with the preset conventional steering wheel.

[0012] According to one embodiment of the present invention, the riding brake handle is installed on the left and right sides of the riding steering handle and is connected to the braking switching mechanism through a wiring harness connector.

[0013] According to one embodiment of the present invention, the control circuit includes:

[0014] A mode switching relay group is used to disconnect the preset conventional accelerator pedal, the preset conventional steering wheel and the preset conventional brake pedal when the target driving mode is a preset riding driving mode, and simultaneously connect the riding pedal frequency sensor, the riding steering handle and the riding brake handle.

[0015] According to one embodiment of the present invention, the mode switching relay group is further used for:

[0016] When the target driving mode is the preset normal driving mode, disconnect the connection of the riding pedal frequency sensor, the riding steering handlebar and the riding brake handlebar, and simultaneously connect the preset normal accelerator pedal, the preset normal steering wheel and the preset normal brake pedal.

[0017] According to one embodiment of the present invention, the input terminal of the control circuit is connected to the physical button or the virtual button of the central control screen to receive the driving mode switching signal.

[0018] According to one embodiment of the present invention, the above-mentioned vehicle driving mode switching system further includes:

[0019] The safety detection circuit is used to detect the connection status and signal on / off status of the pedal frequency sensor plug, the connection status and signal on / off status of the steering handlebar plug, and the connection status and signal on / off status of the brake handlebar plug before the driving mode is switched to the preset riding driving mode.

[0020] According to one embodiment of the present invention, the security detection circuit is further used for:

[0021] An audible and visual warning is issued to the driver when the pedal frequency sensor and / or the steering handlebars and / or the brake levers are detected to be improperly connected.

[0022] According to one embodiment of the present invention, the control circuit further includes:

[0023] The parameter adjustment module is used to adjust the power assist of the electric power steering motor, the response sensitivity of the power motor controller, and the braking force distribution of the brake booster based on the output signal of the riding pedal frequency sensor, the torque input rate of the riding steering handle, and the pressure change rate of the riding brake handle when the driving mode is a preset riding driving mode.

[0024] The vehicle driving mode switching system proposed in this embodiment of the invention switches the current driving mode to the target driving mode corresponding to the driving mode switching signal triggered by the driver via a physical button or central control screen. This solves the problem of inconvenient switching between different driving modes, enabling flexible switching from conventional driving mode to riding driving mode, and improving the diversity and enjoyment of driving.

[0025] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0026] The above and / or additional aspects and advantages of this utility model will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, in which:

[0027] Figure 1 This is a block diagram of a vehicle driving mode switching system according to an embodiment of the present utility model;

[0028] Figure 2 This is a schematic diagram of a power switching mechanism according to an embodiment of the present invention;

[0029] Figure 3 This is a schematic diagram of a steering switching mechanism according to an embodiment of the present invention;

[0030] Figure 4 This is a schematic diagram of a braking switching mechanism according to an embodiment of the present invention. Detailed Implementation

[0031] The embodiments of this utility model are described in detail below. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this utility model, and should not be construed as limiting this utility model.

[0032] The following description, with reference to the accompanying drawings, describes a vehicle driving mode switching system proposed according to an embodiment of the present invention.

[0033] Figure 1 This is a block diagram of a vehicle driving mode switching system according to an embodiment of the present invention.

[0034] like Figure 1 As shown, the vehicle driving mode switching system 10 includes: a power switching mechanism 100, a steering switching mechanism 200, a braking switching mechanism 300, and a control circuit 400. The power switching mechanism 100 includes a preset conventional accelerator pedal and a detachable riding pedal frequency sensor, and is electrically connected to the vehicle's power wiring harness. The steering switching mechanism 200 includes a preset conventional steering wheel and a detachable riding steering handlebar, and is electrically connected to the vehicle's steering wiring harness. The braking switching mechanism 300 includes a preset conventional brake pedal and a detachable riding brake handlebar, and is electrically connected to the vehicle's braking wiring harness. The control circuit 400 is electrically connected to the power switching mechanism 100, the steering switching mechanism 200, and the braking switching mechanism 300, respectively, and is used to control the power switching mechanism 100, the steering switching mechanism 200, and the braking switching mechanism 300 to respectively connect preset conventional components or riding components based on the driving mode switching signal triggered by the driver via a physical button or the central control screen, so that the current driving mode switches to the target driving mode corresponding to the driving mode switching signal.

[0035] It should be noted that the vehicle driving mode switching system 10 can be defined as a hot-swappable, seamlessly switchable dual-redundant control link within the vehicle's electrical architecture. Its hardware layer consists of four functional units (i.e., power switching mechanism 100, steering switching mechanism 200, braking switching mechanism 300, and control circuit 400), all of which are directly connected to the original vehicle's CAN-FD (Controller Area Network with Flexible Data-Rate) or Ethernet backbone via wiring harnesses, eliminating the need for additional gateways or protocol converters, thus ensuring minimal driving mode switching latency.

[0036] Specifically, combined Figure 2 As shown, the power switching mechanism 100 includes a preset conventional accelerator pedal (such as...) Figure 2(as shown in (a)) and a detachable cycling pedal frequency sensor (such as Figure 2 As shown in (b), the preset conventional accelerator pedal is the original vehicle accelerator pedal assembly. In the preset conventional driving mode, the vehicle's power output can be controlled via electrical signals. The detachable cycling pedal frequency sensor integrates a Hall array and a 6-axis IMU (Inertial Measurement Unit), which can output pedal frequency, torque direction, and pedal angle in real time. These signals are converted into CAN-FD messages via SPI (Serial Peripheral Interface) and can be directly mapped to the torque request command frame of the vehicle's VCU (Vehicle Control Unit). In the preset cycling driving mode, the driver can use a device similar to bicycle pedals (i.e., the cycling pedal frequency sensor) to convert the pedal frequency into a power signal. Based on the pedal frequency and torque intensity, the vehicle's acceleration or deceleration can be dynamically controlled. This sensor is connected to the vehicle's power harness via shielded twisted-pair cable to ensure interference resistance and low latency in signal transmission. Figure 3 As shown, the steering switching mechanism 200 includes a preset conventional steering wheel (such as...) Figure 3 (as shown in (a)) and detachable riding handlebars (as shown in (a)) Figure 3 As shown in (b), the preset standard steering wheel is the original vehicle steering wheel, providing standard steering control in the preset standard driving mode. The detachable riding handlebar integrates a non-contact magnetic induction angle module, which can output ±720° absolute angle. In the preset riding driving mode, the steering device is replaced with a bicycle-like handlebar (i.e., a riding handlebar) to provide a steering experience that better conforms to the riding posture. This riding handlebar is connected to the vehicle's steering wiring harness, and the electric power assist system can automatically adjust the assist parameters according to the driving mode switching signal. Figure 4 As shown, the brake switching mechanism 300 includes a preset conventional brake pedal (such as...) Figure 4 (as shown in (a)) and detachable riding brake levers (such as Figure 4As shown in (b), the preset conventional brake pedal is the original vehicle's brake master cylinder and pedal travel sensor. In the preset conventional driving mode, the driver can brake by pressing the brake pedal. The detachable riding brake lever has a built-in dual redundant Hall pressure sensor that can output a 0-10MPa linear hydraulic signal. In the preset riding driving mode, the driver can convert the pressure value into a braking signal by gripping a handle similar to a bicycle brake (i.e., the riding brake lever), which is then transmitted to the braking system through the wiring harness to achieve precise control of the braking force. The riding brake lever and the vehicle wiring harness can be connected using an IP67-rated waterproof connector to ensure signal stability in harsh environments. The control circuit 400 can receive mode switching signals triggered by the driver through physical buttons or the central control screen and control each mechanism to complete the mode switching. Thus, the driving mode can be switched with a single button operation without additional tools or complicated steps. The riding mode avoids the back and leg fatigue caused by prolonged sitting, providing the driver with a healthier driving posture option, which not only enhances the driving pleasure but also provides the driver with a healthier choice.

[0037] Optionally, in some embodiments, the cycling pedal frequency sensor is fixed in front of the vehicle seat or at the glove box armrest and connected to the power switching mechanism 100 via a connector.

[0038] Specifically, the cycling pedal frequency sensor can be mounted on the floor area in front of the driver's seat using four-point bolts or a quick-release sliding rail mechanism. Its mounting base has pre-embedded shock-absorbing rubber pads to reduce vibration interference. The wiring harness is concealed along the bottom of the center console to avoid foot interference. For smaller vehicles, the cycling pedal frequency sensor can also be integrated inside the folding glove box armrest. When the armrest is unfolded, the pedal assembly automatically pops out to an ergonomic position via a spring-assisted mechanism; when retracted, it is hidden under the glove box. The connector can use a magnetic self-adhesive interface to ensure reliable connection during repeated disassembly and reassembly.

[0039] Optionally, in some embodiments, the riding steering handlebar is coaxially mounted with a preset conventional steering wheel via a quick-release structure, or forms an integrated foldable structure with the preset conventional steering wheel.

[0040] Specifically, the riding handlebars can be coaxially connected to the preset conventional steering column via an ISO 4210 standard quick-release lever. The quick-release structure incorporates a torque sensor (e.g., 5 N·m overload protection) to prevent steering failure due to unauthorized disassembly. The handlebar grip area is covered with a silicone anti-slip layer and can be adjusted by 20° to accommodate different rider postures. Alternatively, the preset conventional steering wheel can be configured as a three-section folding structure: the central area retains the original steering wheel function, while the two side extensions can fold down 90° to form riding handlebars, secured by a ratchet locking mechanism. In the folded state, the surface of the riding handlebars is flush with the edge of the preset conventional steering wheel, avoiding interference with the operation of the preset conventional driving mode.

[0041] Optionally, in some embodiments, the riding brake handlebars are mounted on the left and right sides of the riding steering handlebars and connected to the brake switching mechanism 300 via wiring harness connectors.

[0042] Specifically, the rider brake levers can be symmetrically positioned on the left and right sides of the rider steering handlebars. Their mounting brackets can be CNC machined from 6061-T6 aluminum alloy and secured with M5 hex socket screws. The spacing between the rider brake levers is adjustable (default spacing 450±10mm) to accommodate riders of different sizes. The brake signal harness runs along the inside of the steering column, with a spiral protective sleeve at the exit point to prevent wear. The connection to the brake switching mechanism 300 can use a TE Deutsch DT series connector, featuring a secondary locking mechanism to prevent loosening.

[0043] Optionally, in some embodiments, the control circuit 400 includes: a mode switching relay group, which is used to disconnect the preset conventional accelerator pedal, the preset conventional steering wheel and the preset conventional brake pedal when the target driving mode is a preset riding driving mode, and simultaneously connect the riding pedal frequency sensor, the riding steering handle and the riding brake handle.

[0044] Specifically, the function of the control circuit 400 is mainly realized through the mode switching relay group. When the preset riding driving mode is activated, the mode switching relay group can receive the driving mode switching command (CAN-FD message, triggered by physical button or central control screen) issued by VCU and perform the following actions: disconnect the preset conventional components, that is, cut off the preset conventional accelerator pedal signal line, disconnect the preset conventional steering wheel angle sensor power supply, and disable the preset conventional brake pedal travel sensor; connect the riding components, that is, activate the riding pedal frequency sensor, connect the riding steering handlebar, and activate the riding brake handlebar.

[0045] Optionally, in other embodiments, the mode switching relay group is also used to: disconnect the connection of the riding pedal frequency sensor, the riding steering handlebar and the riding brake handlebar when the target driving mode is the preset normal driving mode, and simultaneously connect the preset normal accelerator pedal, the preset normal steering wheel and the preset normal brake pedal.

[0046] In other words, when the preset normal driving mode is restored, the mode switching relay group can perform the reverse operation, that is, disconnect the connection of the riding pedal frequency sensor, riding steering handlebar and riding brake handlebar, and simultaneously connect the preset normal accelerator pedal, preset normal steering wheel and preset normal brake pedal, and add a 500ms delay to ensure that each ECU (Electronic Control Unit) completes the state reset.

[0047] It should be noted that before activating the preset riding mode, the VCU can confirm that all preset conventional components' signals are zero (e.g., preset conventional throttle pedal voltage < 0.5V). After the riding components are activated, a valid signal (e.g., IMU data frame) feedback needs to be received within 200ms. The control signals of the preset conventional driving mode and the preset riding mode relays can be interlocked by a hardware interlock circuit (e.g., 74HC02 OR gate) to ensure that the two modes will not be activated simultaneously. If the driving mode switching timeout (e.g., > 1s) occurs, it can automatically revert to the previous effective driving mode and illuminate the instrument panel warning light to alert the driver.

[0048] Optionally, in some embodiments, the input terminal of the control circuit 400 is connected to a physical button or a virtual button on the central control screen to receive a driving mode switching signal.

[0049] Specifically, the input terminal of the control circuit 400 is configured to connect to physical buttons or virtual buttons on the central control screen. Its main function is to receive driving mode switching signals from these buttons. When the driver presses a physical button or clicks the corresponding virtual button on the central control screen, the control circuit 400 can accurately capture and process these input signals, thereby achieving smooth switching between driving modes. This connection method ensures timely transmission and effective response of driving mode switching signals, improving the convenience and intelligence of vehicle operation.

[0050] The physical buttons can be waterproof, self-resetting buttons, installed on the standard steering wheel spokes (within thumb reach) or next to the driving mode knob on the center console. The button signal is input to the VCU via a hardware debounce circuit (RC (Resistor-Capacitor) filtering + Schmitt trigger), and is designed to require a 3-second press to trigger driving mode switching, preventing accidental operation. The virtual buttons on the center screen can be located on a dedicated driving mode page, requiring a secondary menu or a slide-to-unlock operation. When a virtual button is pressed, it can also trigger haptic feedback (such as LRA (Linear Resonant Actuator) motor vibration). When using virtual buttons to switch driving modes, a SOME / IP (Scalable service-oriented middleware over IP) signal can be sent to the VCU via the vehicle's Ethernet to achieve a remote and rapid driving mode switching request; additionally, voice command linkage can also be supported to switch driving modes.

[0051] In addition, the instrument panel can display a dynamic switching screen (the gradual transition between the preset normal driving mode and the preset riding driving mode), and the central control screen can pop up a confirmation dialog box, requiring the driver to click a second time to confirm "switch immediately".

[0052] Optionally, in some embodiments, the vehicle driving mode switching system 10 further includes: a safety detection circuit, which is used to detect the connection status and signal on / off status of the cycling pedal frequency sensor plug, the connection status and signal on / off status of the cycling steering handle plug, and the connection status and signal on / off status of the cycling brake handle plug before the driving mode is switched to the preset cycling driving mode.

[0053] Specifically, the vehicle driving mode switching system 10 is also equipped with a safety detection circuit, which can perform pre-switching state detection of preset riding driving modes: plug connection state detection (physical layer) can use low-voltage differential signal detection or impedance measurement to determine whether the plugs of riding components (riding pedal frequency sensor, riding steering handlebar and riding brake handlebar) are fully inserted and in good contact; signal on / off state detection (communication layer): for the riding pedal frequency sensor, it can detect the SPI (Serial Peripheral Interface Clock) clock signal and CAN-FD message heartbeat frame (e.g., one frame every 100ms is normal state); for the riding steering handlebar, it can verify the zero-point drift of the torque sensor group (e.g., <±2% of full scale is normal state) and the continuity of the steering angle signal; for the riding brake handlebar, it can check the pressure sensor power supply voltage (e.g., 5V±5% is normal state) and signal output linearity (signal output linearity refers to whether the proportional relationship between the sensor output signal (e.g., voltage) and the input physical quantity (e.g., pressure) is strictly linear). Therefore, the system ensures that the plug connections of the riding components are normal, avoiding signal transmission errors or interruptions caused by poor contact. At the same time, by detecting the signal on / off status of the riding pedal frequency sensor, riding steering handlebars, and riding brake levers, the system can promptly detect and warn of potential communication faults, thereby improving the reliability and safety of vehicle driving mode switching and providing the rider with a more stable and reliable riding experience.

[0054] Optionally, in some embodiments, the safety detection circuit is also used to: issue an audible and visual warning to the driver when it detects that the cycling pedal frequency sensor and / or the cycling steering handlebar and / or the cycling brake handlebar are not properly connected.

[0055] In other words, the safety detection circuit also has an important additional function: when the system detects that any one or more of the cycling pedal frequency sensor, cycling handlebars, and cycling brake levers are not connected correctly as required, the circuit can immediately activate the emergency response mechanism. By issuing a clear audible and visual warning signal, it can promptly convey the information of the abnormal device connection to the driver, ensuring that the driver can quickly notice and take corresponding safety measures, thereby effectively preventing and reducing cycling safety accidents caused by device connection problems.

[0056] Optionally, in some embodiments, the control circuit 400 further includes a parameter adjustment module, which is used to adjust the assist magnitude of the electric power steering motor, the response sensitivity of the power motor controller, and the braking force distribution of the brake booster based on the output signal of the riding pedal frequency sensor, the torque input rate of the riding steering handlebar, and the pressure change rate of the riding brake handlebar when the driving mode is a preset riding driving mode.

[0057] Specifically, the control circuit 400 of this utility model is further equipped with a parameter adjustment module. This module can dynamically adjust the assist curve of the electric power steering motor according to the torque input rate of the steering handlebar when the driving mode is a preset riding driving mode (e.g., increase assist at low speeds (e.g., ≤15km / h); decrease assist at high speeds (e.g., >15km / h)) to improve steering stability; and map the motor torque request (e.g., frequency 0-60RPM) to the output signal (pedaling frequency) of the riding pedal frequency sensor. Torque 0-100 N·m (linear zone); Boost mode is triggered when frequency > 60 RPM (adds an extra 20% torque for 5 seconds) and the response delay can be dynamically adjusted; the front / rear wheel braking force ratio is dynamically adjusted according to the change rate of the brake lever pressure (e.g., the front / rear wheel braking force ratio for mild braking (pressure gradient < 1 MPa / s) is 70% front wheel + 30% rear wheel (anti-dive); the front / rear wheel braking force ratio for emergency braking (pressure gradient ≥ 5 MPa / s) is 60% front wheel + 40% rear wheel (improves stability)).

[0058] The vehicle driving mode switching system proposed in this embodiment of the invention switches the current driving mode to the target driving mode corresponding to the driving mode switching signal triggered by the driver via a physical button or central control screen. This solves the problem of inconvenient switching between different driving modes, enabling flexible switching from conventional driving mode to riding driving mode, and improving the diversity and enjoyment of driving.

[0059] Furthermore, the terms "first" and "second" 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 as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this utility model, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0060] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0061] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.

Claims

1. A vehicle driving mode switching system, characterized in that, include: The system includes a power switching mechanism, a steering switching mechanism, a braking switching mechanism, and a control circuit. The power switching mechanism includes a preset conventional throttle pedal and a detachable riding pedal frequency sensor, and the power switching mechanism is electrically connected to the vehicle's power harness. The steering switching mechanism includes a preset conventional steering wheel and a detachable riding steering handlebar, and the steering switching mechanism is electrically connected to the vehicle steering wiring harness; The brake switching mechanism includes a preset conventional brake pedal and a detachable riding brake lever, and the brake switching mechanism is electrically connected to the vehicle brake wiring harness. The control circuit is electrically connected to the power switching mechanism, the steering switching mechanism, and the braking switching mechanism, respectively, and is used to control the power switching mechanism, the steering switching mechanism, and the braking switching mechanism to connect preset conventional components or riding components according to the driving mode switching signal triggered by the driver through physical buttons or the central control screen, so that the current driving mode is switched to the target driving mode corresponding to the driving mode switching signal.

2. The system according to claim 1, characterized in that, The cycling pedal frequency sensor is fixed in front of the vehicle seat or on the glove box armrest and is connected to the power switching mechanism via a connector.

3. The system according to claim 2, characterized in that, The riding steering handle is coaxially mounted with the preset conventional steering wheel via a quick-release structure, or forms an integrated foldable structure with the preset conventional steering wheel.

4. The system according to claim 3, characterized in that, The riding brake handle is installed on the left and right sides of the riding steering handle and is connected to the braking switching mechanism through a wiring harness connector.

5. The system according to claim 1, characterized in that, The control circuit includes: A mode switching relay group is used to disconnect the preset conventional accelerator pedal, the preset conventional steering wheel and the preset conventional brake pedal when the target driving mode is a preset riding driving mode, and simultaneously connect the riding pedal frequency sensor, the riding steering handle and the riding brake handle.

6. The system according to claim 5, characterized in that, The mode switching relay group is also used for: When the target driving mode is the preset normal driving mode, disconnect the connection of the riding pedal frequency sensor, the riding steering handlebar and the riding brake handlebar, and simultaneously connect the preset normal accelerator pedal, the preset normal steering wheel and the preset normal brake pedal.

7. The system according to claim 6, characterized in that, The input terminal of the control circuit is connected to the physical button or the virtual button on the central control screen to receive the driving mode switching signal.

8. The system according to claim 1, characterized in that, Also includes: The safety detection circuit is used to detect the connection status and signal on / off status of the pedal frequency sensor plug, the connection status and signal on / off status of the steering handlebar plug, and the connection status and signal on / off status of the brake handlebar plug before the driving mode is switched to the preset riding driving mode.

9. The system according to claim 8, characterized in that, The security detection circuit is also used for: An audible and visual warning is issued to the driver when the pedal frequency sensor and / or the steering handlebars and / or the brake levers are detected to be improperly connected.

10. The system according to claim 1, characterized in that, The control circuit further includes: The parameter adjustment module is used to adjust the power assist of the electric power steering motor, the response sensitivity of the power motor controller, and the braking force distribution of the brake booster based on the output signal of the riding pedal frequency sensor, the torque input rate of the riding steering handle, and the pressure change rate of the riding brake handle when the driving mode is a preset riding driving mode.

Images