Electric two-wheeled vehicle and adaptive cruise method therefor

Abstract

An electric two-wheeled vehicle (100) and an adaptive cruise method therefor. The method comprises: a radar (162a) acquiring surrounding environment information; in an adaptive cruise mode, on the basis of data fed back by the radar (162a) and a vehicle speed of the present vehicle, estimating an acceleration of the present vehicle and an acceleration of a preceding vehicle serving as a target vehicle, so as to calculate a relative acceleration of the present vehicle and the preceding vehicle, thus acquiring a required speed variation value; and sending a speed variation requirement to a controller (163) by means of a CAN bus or other communication modes, such that the controller (163) calculates a torque requirement, and when deceleration is required, a traction system (15) responding to the calculated torque requirement by means of energy recovery, etc. A response speed of an electrical signal is significantly greater than that of a mechanical structure, thereby reducing a braking delay. An active braking function is replaced by energy recovery, and it is unnecessary to use an ABS having an active boosting function, thereby saving on vehicle space.

Description

Electric two-wheeled vehicles and their adaptive cruise control methods

[0001] Related applications

[0002] This application claims priority to Chinese patent application filed on November 28, 2024, with application number 202411731505.5, entitled "Electric Two-Wheeled Vehicle and Adaptive Cruise Method Thereof", the entire contents of which are incorporated herein by reference. Technical Field

[0003] This invention relates to the field of vehicles, specifically to an electric two-wheeled vehicle and its adaptive cruise method. Background Technology

[0004] Electric two-wheelers are becoming increasingly popular due to their convenience, environmental friendliness, and safety.

[0005] Current electric two-wheelers' adaptive cruise control provides braking force through braking or ABS (Anti-lock Braking System) with active boost function to achieve automatic braking. However, during automatic braking, due to the gap between the brake pads and brake discs, there is a significant inherent delay in braking force when braking is required. Furthermore, ABS with active boost function is bulky and occupies a large amount of space.

[0006] If only energy recovery is used for braking, there may be insufficient braking force and low safety when driving at high speeds.

[0007] Currently, adaptive cruise control systems for motorcycles are not suitable for electric bicycles due to differences in configuration and operating conditions. They also cause more interference and have a lower safety factor in non-motorized vehicle driving scenarios.

[0008] Current adaptive cruise control systems for electric two-wheelers lack the ability to recognize and control curves. If a vehicle enters a curve at the same speed as on a straight road, the risk is high. If different curve radii are approached at the same speed, the driving experience on curves will be greatly reduced.

[0009] Currently, the adaptive cruise control of electric two-wheelers requires users to manually re-enter it after exiting the adaptive cruise control mode, which is a complicated process and lacks user-controlled decision-making. Summary of the Invention

[0010] This application provides an electric two-wheeled vehicle and its adaptive cruise method to solve at least one problem existing in the background art.

[0011] In a first aspect, this embodiment provides an electric two-wheeled vehicle, including a frame, a body panel, a running system, an electrical system, and a power system; the body panel at least partially covers the frame; the running system is at least partially located below the frame; the electrical system is capable of determining a torque request to adjust the speed of the electric two-wheeled vehicle; the power system is supported by the frame and is used to respond to the torque request and drive the running system; the electrical system includes at least one sensor and a controller; the sensor is used to acquire at least one of the following: environmental information surrounding the electric two-wheeled vehicle and state information of the electric two-wheeled vehicle; the environmental information includes distance information to a vehicle in front, and the state information includes vehicle speed information; the controller is communicatively connected to the sensor and electrically connected to the power system; when the electric two-wheeled vehicle is in adaptive cruise mode, the controller is capable of receiving the environmental information and / or state information acquired by the sensor and calculating the torque request based on the environmental information and / or state information; when the electric two-wheeled vehicle needs to decelerate, the power system responds to the torque request in a manner of energy recovery.

[0012] Secondly, embodiments of this application also provide an adaptive cruise control method for an electric two-wheeled vehicle. The electric two-wheeled vehicle includes an electrical system and a power system. The electrical system includes at least one sensor, a controller, and a speed control component. The speed control component and the sensor are both connected to the controller, and the controller is connected to the power system. The adaptive cruise control method includes: the sensor acquiring at least one of environmental information surrounding the electric two-wheeled vehicle and state information of the electric two-wheeled vehicle; when the electric two-wheeled vehicle is in adaptive cruise mode, the controller calculates a torque request based on the environmental information and / or state information; the power system responds to the torque request, and when the electric two-wheeled vehicle needs to decelerate, the power system responds to the torque request by means of energy recovery.

[0013] Thirdly, this embodiment provides an electric two-wheeled vehicle, including a frame, a body panel, a running system, an electrical system, and a power system; the body panel at least partially covers the frame; the running system at least partially lies below the frame; the electrical system is capable of determining torque requests to adjust the speed of the electric two-wheeled vehicle; the power system is supported by the frame and is used to respond to torque requests and drive the running system; the electrical system includes: sensors and a controller, the sensors being used to acquire at least one of environmental information surrounding the electric two-wheeled vehicle and state information of the electric two-wheeled vehicle; the environmental information includes road information, and the state information includes vehicle speed information and pose state information; the controller is communicatively connected to the sensors, and electrically connected to the power system; when the electric two-wheeled vehicle is in adaptive cruise mode, the controller is capable of receiving environmental information and / or state information, and judging road conditions and calculating torque requests under corresponding road conditions based on the acquired environmental information and / or state information, and when the electric two-wheeled vehicle needs to decelerate, the power system responds to the torque request in the form of energy recovery; the road conditions include at least curve scenarios.

[0014] Fourthly, embodiments of this application also provide an adaptive cruise control method for an electric two-wheeled vehicle. The electric two-wheeled vehicle includes an electrical system and a power system. The electrical system includes multiple sensors, a controller, and a speed control component. The speed control component and sensors are all connected to the controller, and the controller is connected to the power system. The adaptive cruise control method includes: sensors acquiring environmental information surrounding the electric two-wheeled vehicle and state information of the electric two-wheeled vehicle; the environmental information includes at least road information, and the state information includes at least pose state information; in adaptive cruise mode, road conditions are determined and torque requests are calculated based on the acquired environmental information and / or state information; the power system responds to the torque requests, and when deceleration and braking are required, the power system responds to the torque requests by means of energy recovery.

[0015] Fifthly, this embodiment provides an electric two-wheeled vehicle, including a frame, a body panel, a running system, an electrical system, and a power system; the body panel at least partially covers the frame; the running system at least partially lies beneath the frame; the electrical system is capable of determining a torque request to adjust the speed of the electric two-wheeled vehicle; the power system, supported by the frame, is used to respond to the torque request and drive the running system; the electrical system includes at least one sensor, a controller, and an ABS control module; the sensor is used to acquire at least one of environmental information surrounding the electric two-wheeled vehicle and state information of the electric two-wheeled vehicle; the controller is communicatively connected to the sensor and electrically connected to the power system; when the electric two-wheeled vehicle is in adaptive cruise mode, the controller is used to receive environmental information and / or state information acquired by the sensor and calculate the torque request based on the acquired environmental information and / or state information; when braking and deceleration are required, the power system responds to the torque request in a manner of energy recovery; the ABS control module is electrically connected to the controller, and when the braking force is insufficient due to only using energy recovery to respond to the torque request, the ABS control module responds to the torque request.

[0016] In a sixth aspect, this application also provides an adaptive cruise control method for an electric two-wheeled vehicle. The electric two-wheeled vehicle includes an electrical system and a power system. The electrical system includes at least one sensor, a controller, and an ABS control module. Both the sensor and the ABS control module are connected to the controller, and the controller is connected to the power system. The adaptive cruise control method includes the following steps: the sensor acquires environmental information around the electric two-wheeled vehicle and the state information of the electric two-wheeled vehicle; when the electric two-wheeled vehicle is in adaptive cruise mode, the controller calculates a torque request based on the acquired environmental information and / or state information; the power system responds to the torque request; when deceleration and braking are required, the power system responds to the torque request by means of energy recovery; when deceleration by means of energy recovery alone is insufficient and the braking force is insufficient, the ABS control module responds to the torque request.

[0017] In a seventh aspect, this embodiment provides an adaptive cruise control method for an electric two-wheeled vehicle. The electric two-wheeled vehicle includes an electrical system and a power system. The electrical system includes at least one sensor, a controller, and a speed control component. The speed control component and the sensor are both connected to the controller, and the controller is connected to the power system. The adaptive cruise control method includes: the sensor acquiring at least one of environmental information surrounding the electric two-wheeled vehicle and state information of the electric two-wheeled vehicle; when the electric two-wheeled vehicle is in adaptive cruise mode, the controller calculates a torque request based on the environmental information and / or state information, the power system responds to the torque request, and when the electric two-wheeled vehicle needs to decelerate, the power system responds to the torque request in a way that recovers energy; when the environmental information and / or state information meet preset takeover conditions, the electric two-wheeled vehicle is taken over by the user.

[0018] Eighthly, this embodiment also provides an electric two-wheeled vehicle, including a frame, a vehicle body covering, a walking system, an electrical system, and a power system; the vehicle body covering at least partially covers the frame; the walking system is at least partially located below the frame; the electrical system is capable of determining a torque request to adjust the speed of the electric two-wheeled vehicle; the power system is supported by the frame and is used to respond to the torque request and drive the walking system; the electrical system includes at least one sensor and a controller; the sensor is used to acquire at least one of environmental information surrounding the electric two-wheeled vehicle and state information of the electric two-wheeled vehicle; the controller is communicatively connected to the sensor and electrically connected to the power system; when the electric two-wheeled vehicle is in adaptive cruise mode, the controller is capable of receiving environmental information and / or state information acquired by the sensor, and calculating the torque request based on the environmental information and / or state information, and when the electric two-wheeled vehicle needs to decelerate, the power system responds to the torque request in a way that recovers energy; when the environmental information and / or state information meet preset takeover conditions, the electric two-wheeled vehicle is taken over by the user.

[0019] Ninthly, this embodiment provides an electric bicycle, including a frame, a body panel, a running system, an electrical system, and a power system; the body panel at least partially covers the frame; the running system at least partially lies below the frame; the electrical system is capable of determining a torque request to adjust the speed of the electric bicycle; the power system, supported by the frame, is used to respond to the torque request and drive the running system; the electrical system includes at least one sensor and a controller; the sensor is used to acquire at least one of environmental information in front of the electric bicycle and state information of the electric bicycle; the target sensing area of ​​the sensor is set based on the width of the electric bicycle; the controller is communicatively connected to the sensor and electrically connected to the power system; when the electric bicycle is in adaptive cruise mode, the controller is capable of receiving environmental information and / or state information acquired by the sensor, and calculating the torque request based on the environmental information and / or state information combined with a preset non-motorized vehicle cruise limit; when the electric bicycle needs to decelerate, the power system responds to the torque request by means of energy recovery.

[0020] In a tenth aspect, this application also provides an adaptive cruise control method for an electric bicycle, the electric bicycle including an electrical system and a power system; the electrical system includes at least one sensor, a controller, and a speed control component, the speed control component and the sensor are both connected to the controller, and the controller is connected to the power system; the adaptive cruise control method includes: the sensor acquiring at least one of environmental information in front of the electric bicycle and state information of the electric bicycle; the target perception area of ​​the sensor is set based on the width of the electric bicycle; the controller receives the environmental information and / or state information acquired by the sensor, and when the electric bicycle is in adaptive cruise mode, calculates the torque request based on the environmental information and / or state information combined with a preset non-motorized vehicle cruise limit; when the electric bicycle needs to decelerate, the power system responds to the torque request by means of energy recovery. Attached Figure Description

[0021] Figure 1 is a perspective view of an electric two-wheeled vehicle provided in an embodiment of this application.

[0022] Figure 2 is a module connection diagram of the adaptive cruise system provided in the first embodiment of this application.

[0023] Figure 3 is a flowchart of the adaptive cruise method provided in the first embodiment of this application.

[0024] Figure 4 is a flowchart of a torque arbitration process provided in an embodiment of this application.

[0025] Figure 5 is a connection diagram of the adaptive cruise system module provided in the second embodiment of this application.

[0026] Figure 6 is a flowchart of the adaptive cruise method provided in the second embodiment of this application.

[0027] Figure 7 is a schematic diagram of the adaptive cruise control curve scenario provided in this application.

[0028] Figure 8 is a schematic diagram of the relationship between deceleration and vehicle speed in this application.

[0029] Figure 9 is a schematic diagram of the relationship between vehicle speed and curve radius in this application.

[0030] Figure 10 is a module connection diagram of the adaptive cruise system provided in the third embodiment of this application.

[0031] Figure 11 is a flowchart of the adaptive cruise method provided in the third embodiment of this application.

[0032] Figure 12 is a flowchart of the adaptive cruise mode start-stop method provided in the embodiments of this application.

[0033] Figure 13 is a schematic diagram of the non-motorized vehicle lane scenario of adaptive cruise provided in an embodiment of this application. Detailed Implementation

[0034] The following detailed description of some embodiments of this application is provided in conjunction with the accompanying drawings. Unless otherwise specified, the embodiments and features described below can be combined with each other.

[0035] As shown in Figures 1 and 2, this application provides an electric two-wheeled vehicle 100, which includes a frame (not shown), a body panel 11, a running system 12, a suspension system 13, a steering system 14, a power system 15, and an electrical system 16.

[0036] In one implementation, the body panel 11 at least partially covers the frame. The running system 12, including front and rear wheels, is at least partially located under the frame. A suspension system 13 connects the running system 12 to the frame. A steering system 14 includes at least a handlebar located at the upper front of the frame and is used to control the direction of travel of the electric two-wheeler 100. A power system 15 is supported by the frame and drives the running system 12.

[0037] In one implementation, handlebars are respectively provided on both sides of the upper front of the frame. The electrical system 16 includes at least a speed control component 161, which is used to input the user's speed control request, including acceleration and braking requests. In an embodiment of this application, the speed control component 161 includes a throttle handle and a front wheel brake, both at least located on the right handlebar of the electric two-wheeler. The throttle handle is used to input acceleration requests, and the front wheel brake is used to input braking requests for the front wheel. The speed control component 161 also includes a rear wheel brake, which is used to input braking requests for the rear wheel. The rear wheel brake is located on the left handlebar of the electric two-wheeler 100 or is a foot brake located at the user's foot.

[0038] To facilitate the description of the technical solutions in this application, the directions of front, back, left, right, up, and down, as shown in Figure 1, are also defined. The front-back direction refers to the length direction of the electric two-wheeled vehicle 100, the left-right direction refers to the width direction of the electric two-wheeled vehicle 100, and the up-down direction refers to the height direction of the electric two-wheeled vehicle 100. It should be noted that the directions defined in this embodiment refer to the directions of the electric two-wheeled vehicle 100 when it is on a horizontal road surface.

[0039] As one implementation, the electric two-wheeler 100 can be an electric bicycle, an electric motorcycle, or an electric moped. Specifically, in this embodiment, the power system 15 includes a power battery and a drive motor. The power battery is connected to the drive motor, and the drive motor is connected to the walking system 12. The power battery supplies power to the drive battery so that the drive motor provides driving force to the walking system 12.

[0040] The electrical system 16 of the electric two-wheeler 100 also includes sensors 162. These sensors 162 can be of multiple different types and are used to acquire at least one of the following: environmental information surrounding the vehicle and the vehicle's own state information. Environmental information includes the position and speed of the vehicle in front, information about surrounding obstacles, and road conditions. The vehicle's own state information includes its speed, acceleration, and attitude.

[0041] In one implementation, sensor 162 includes radar 162a, which is mounted at least in front of the electric two-wheeler 100, and radar cover is provided around radar 162a.

[0042] In the vertical direction, the straight line passing through the center point of radar 162a is defined as the first straight line L1;

[0043] In the horizontal direction, the straight line passing through the center point of radar 162a is defined as the second straight line L2;

[0044] The sum of the height of the front mudguard, the front shock absorber travel, half of the radar height of the electric two-wheeled vehicle 100 and a preset first deviation value is defined as the first minimum height threshold. For example, the first deviation value is generally taken as 5 to 15 millimeters (mm). It should be noted that in this embodiment, the height of the front mudguard is the height of the mass point of the front mudguard from the horizontal ground, and the radar height is the height of the radar center point from the horizontal road surface.

[0045] The sum of the height of the main light of the electric two-wheeled vehicle 100 and the preset second deviation value is defined as the first maximum height threshold. For example, the second deviation value is generally taken as 180 to 200 millimeters (mm). It should be noted that in this embodiment, the height of the main light is the height of the mass point of the main light from the horizontal roadside.

[0046] As one implementation method, the first straight line L1 intersects the center line of the vehicle frame; the lowest height of the second straight line L2 is not less than the first minimum height threshold, and the highest height of the second straight line L2 is not greater than the first maximum height threshold.

[0047] Radar 162a is installed in a radar cover, and the distance between the end face of radar 162a and the inner surface of the radar cover ranges from 5 mm to 28 mm. There is an angle between the surface of the radar cover and the end face of radar 162a, and the angle is between 6° and 20°.

[0048] Maintaining the distance between the radar 162a end face and the inner surface of the radar cover within a reasonable range can reduce signal interference caused by excessively close or far distances. Too close a distance may result in excessively strong signal reflection, leading to false alarms; too far a distance may cause signal attenuation, reducing detection accuracy.

[0049] A well-designed beam angle helps the Radar-162a's beam spread and focus, thereby improving its target detection accuracy. An angle that is too small may result in an overly concentrated beam, failing to cover a sufficient area; an angle that is too large may cause the beam to be too dispersed, reducing detection sensitivity.

[0050] By placing the radar 162a inside the radar cover and setting it at a reasonable distance and angle, the risk of the radar 162a directly colliding with the external environment during driving can be reduced, thereby extending the service life of the radar 162a.

[0051] A reasonable angle and distance setting helps the Radar 162a dissipate heat. The Radar 162a generates heat during operation; a reasonable spatial layout and angle setting optimize the heat dissipation path, improve heat dissipation efficiency, and ensure the long-term stable operation of the Radar 162a.

[0052] As one implementation method, the thickness of the radar cover does not exceed 4 millimeters (mm).

[0053] As shown in Figure 2, the electric two-wheeler 100 also includes a controller 163, which is communicatively connected to the radar 162a and electrically connected to the power system 15.

[0054] The controller 163 can be an integrated controller or multiple distributed controllers; for example, the controller 163 can be a motor control unit (MCU) or a vehicle control unit (VCU), and the communication connection method can be a bus communication connection method such as a controller area network (CAN) or a local interconnect network (LIN), or a wireless communication connection method such as WIFI or Bluetooth.

[0055] Radar 162a acquires the position of the vehicle in front. In this embodiment, radar 162a has a built-in control chip capable of simple calculations. Based on the data fed back by radar 162a and the vehicle speed of the vehicle itself, the acceleration of the vehicle itself and the acceleration of the vehicle in front as the target vehicle are estimated, thereby calculating the relative acceleration between the two to obtain the required speed change value. The vehicle speed information can be obtained through the vehicle speed sensor. The speed change requirement is sent to the controller 163 via CAN bus or other communication methods. The controller 163 then calculates the torque request. When the calculated torque request result requires the electric two-wheeled vehicle 100 to decelerate, that is, when a negative torque is calculated, the power system 15 responds to the calculated torque request through energy recovery or other means.

[0056] As one implementation method, the adaptive cruise control method of the electric two-wheeler 100 is shown in Figure 3, which includes the following process:

[0057] Step S101: Determine whether the adaptive cruise control mode is activated.

[0058] If the judgment result is yes, then proceed to step S102; if the judgment result is no, then the electric two-wheeler is in non-adaptive cruise mode, and the judgment in step S101 continues.

[0059] Step S102: Enter adaptive cruise control mode.

[0060] Step S103: The radar detects and feeds back the target vehicle data.

[0061] Specifically, the radar detection feedback is the relative distance between the target vehicle and its own vehicle.

[0062] Step S104: Based on the target vehicle data and the vehicle speed data of the vehicle itself, estimate the vehicle's own acceleration and the target vehicle's acceleration using differentiation and Kalman filtering.

[0063] Step S105: Calculate the relative acceleration between your vehicle and the target vehicle.

[0064] Step S106: Calculate the rate of change in demand.

[0065] Based on the calculated relative acceleration progress, determine the speed change value required to maintain the following distance.

[0066] Step S107: Calculate the ACC torque request.

[0067] The ACC torque request is calculated based on the calculated speed change value.

[0068] Step S108: Respond to the ACC torque request.

[0069] The powertrain responds to the ACC torque request, enabling the vehicle to reach the required speed.

[0070] Step S109: Determine whether the adaptive cruise control mode is turned off.

[0071] If the judgment result is yes, the adaptive cruise control process ends and the vehicle is in non-adaptive cruise mode; if the judgment result is no, the process returns to step S103.

[0072] The controller 163 determines whether the adaptive cruise mode is activated. If so, it enters the adaptive cruise mode for cruise control; otherwise, it continues to perform the activation judgment of the adaptive cruise mode.

[0073] For example, the adaptive cruise control mode can be manually activated via a button on the vehicle body; it can also be manually activated via a touch control display screen on the vehicle body that communicates with the controller 163; or it can be activated by sensor 162 acquiring environmental information about the vehicle's surroundings, such as road conditions, traffic flow, and weather conditions. Based on the environmental information and combined with a preset start-stop judgment algorithm, it is determined whether the current driving environment is suitable for entering the adaptive cruise control mode. If the driving environment is suitable (e.g., straight road, moderate traffic flow, good weather), the vehicle enters the adaptive cruise control mode; if the driving environment is unsuitable (e.g., complex road conditions, congestion, severe weather), the activation judgment of the adaptive cruise control mode continues or the system switches to manual driving mode. In this embodiment, the activation method of the adaptive cruise control mode is not limited.

[0074] The cruise control process in adaptive cruise mode is as follows:

[0075] Radar 162a detects and transmits target vehicle data back to controller 163. Specifically, the target vehicle is the vehicle traveling in front of its own vehicle.

[0076] Based on the detected target vehicle data and the vehicle's own speed data, the vehicle's own acceleration and the target vehicle's acceleration are estimated using differentiation and Kalman filtering.

[0077] As one implementation method, the radar 162a can acquire the position data of the target vehicle relative to its own vehicle at various times. By combining the changes in the position data of the target vehicle relative to its own vehicle at various times with the speed of its own vehicle, the speed of the target vehicle can be inferred. Furthermore, the acceleration of the target vehicle can be predicted based on the changes in the speed of the target vehicle.

[0078] As one implementation, the radar 162a in this embodiment is equipped with a control chip, which can be used to perform simple calculations. The control chip in the radar 162a can communicate with the controller 163. The above-mentioned calculation process of the acceleration of the vehicle itself and the acceleration of the target vehicle can be performed in the controller 163 or in the control chip of the radar 162a. If the above-mentioned acceleration calculation is performed in the controller 163, the calculated acceleration of the vehicle itself and the acceleration of the target vehicle are sent to the control chip of the radar 162a.

[0079] Radar 162a calculates the relative acceleration between its own vehicle and the target vehicle, further calculates the required speed change value, and sends the speed change value to controller 163; controller 163 calculates the ACC (Adaptive Cruise Control) torque request based on the required speed change value.

[0080] Before entering adaptive cruise control mode, a safe distance from the vehicle in front is automatically set based on the current vehicle speed, road type (such as highway or city street), and user preferences. This distance is dynamically adjusted to ensure driving safety under different conditions.

[0081] Based on the estimated acceleration of both the vehicle and the target vehicle, the relative acceleration between them is calculated. This is a key factor in determining whether a speed adjustment is necessary. Based on the relative acceleration, a preset safe distance threshold, and current road conditions, the required speed change (acceleration or deceleration) is calculated to ensure a safe distance from the vehicle in front.

[0082] When the vehicle needs to decelerate, the controller 163 controls the power system 15 to respond to the torque request through energy recovery.

[0083] After receiving the speed change value, the controller 163 combines the vehicle's dynamic model (including vehicle mass, tire friction coefficient, etc.) and calculates the torque request required to achieve the desired speed change, i.e., the ACC torque request, through a preset torque control algorithm.

[0084] The controller 163 sends a torque request to the powertrain 15 via the CAN bus or other communication protocols. The powertrain 15 adjusts the output torque according to the torque request through energy recovery and other methods. During deceleration, priority is given to using the vehicle's braking energy recovery system (such as regenerative braking) to recover some kinetic energy, convert it into electrical energy and store it in the battery, which improves energy utilization efficiency and reduces wear on the braking system.

[0085] As one implementation, the controller 163 also needs to perform torque arbitration on the calculated ACC torque request to obtain the final execution torque request. ABS (Anti-Lock Brake System) torque and / or TC (Traction Control System) torque have the highest priority and need to be responded to first. The final torque request to be responded to is determined by comparing the calculated torque request with various preset torque thresholds, as shown in Figure 4. The specific torque arbitration process includes:

[0086] Step S201: Receive ACC torque request.

[0087] Step S202: Determine whether there is an ABS torque request or a TC torque request.

[0088] If the judgment result is yes, then the process ends after executing step S203; if the judgment result is no, then the process ends after executing step S204.

[0089] Step S203: Respond to the ABS torque request or TC torque request.

[0090] Step S204: Enter adaptive cruise control mode.

[0091] Step S205: Determine whether the speed regulation request of the speed regulation component is an acceleration request, and whether the speed regulation torque request of the speed regulation component is greater than the ACC torque request.

[0092] If the judgment result is yes, then the process ends after executing step S206; if the judgment result is no, then the process ends after executing step S207.

[0093] Step S206: Respond to the speed regulation torque request.

[0094] Step S207: Respond to the ACC torque request.

[0095] Step S208: Determine whether the ACC torque request is greater than the energy recovery limit.

[0096] When the electric two-wheeler needs to decelerate, it is determined whether the value of the ACC torque request is greater than the energy recovery limit. If the determination result is yes, the process ends after executing step S209; if the determination result is no, the process returns to executing step S207.

[0097] Step S209: Respond to the energy recovery torque request.

[0098] First, determine whether there is an ABS torque request or a TC torque request; if so, the powertrain 15 will prioritize responding to the ABS torque request / TC torque request; if not, arbitration will be conducted between the speed regulation torque request and the ACC torque request.

[0099] ABS and TC are crucial components of a vehicle's safety system. When ABS or TC is activated, their torque requests have the highest priority because the primary purpose of these two systems is to prevent wheel slippage or lockup, thereby maintaining vehicle stability and safety. Therefore, regardless of other torque requests, the torque requests from ABS and TC are responded to first. The system determines whether the speed control component 161 has an acceleration request and whether the speed control torque request from the speed control component 161 is greater than the calculated ACC torque request.

[0100] If both of the above conditions are met simultaneously, it is determined that the driver has an overtaking need, and the powertrain 15 responds to the speed control component 161's speed torque request; if at least one of the above two conditions is not met, the powertrain 15 responds to the calculated ACC torque request. For example, it can be determined whether the speed control component 161 has an acceleration request by comparing the opening degree of the accelerator grip in the speed control component 161 with a preset opening threshold.

[0101] When not overtaking, the vehicle primarily responds to ACC torque requests. ACC torque requests typically adjust the vehicle's driving behavior, including acceleration and deceleration, based on traffic conditions ahead and the set speed / distance.

[0102] When responding to an ACC torque request, if the electric two-wheeler needs to decelerate, it determines whether the ACC torque request exceeds the preset energy recovery limit. If so, it responds to the energy recovery torque request; otherwise, it continues to respond to the ACC torque request. When braking or deceleration is required, the vehicle recovers some kinetic energy as electrical energy through regenerative braking. However, when the negative torque (i.e., braking torque) exceeds the limit of the energy recovery system, the system will no longer increase the recovered torque, but will instead respond with a safe energy recovery torque value to avoid damage to the vehicle or system.

[0103] In this situation, even if the ACC or other systems request greater braking torque, the system will limit the torque output to ensure the safety and effectiveness of the energy recovery process.

[0104] The motor control unit (MCU) / vehicle control unit (VCU) will use the torque request feedback that has already been responded to as the input parameter for the feedforward comparison algorithm in radar 161.

[0105] In one implementation, sensor 162 also includes camera 162b and inertial measurement unit (IMU) 162c; the electric two-wheeled vehicle 100 equipped with camera 162b and inertial measurement unit 162c is generally an electric motorcycle or electric light motorcycle; as shown in FIG5, camera 162b and inertial measurement unit 162c are both communicatively connected to controller 163, and controller 163 is electrically connected to power system 15.

[0106] The camera 162b can acquire image information in front of the vehicle; the inertial measurement unit 162c can acquire the vehicle's pose information.

[0107] Camera 162b captures images of the road ahead and the vehicle in front. The camera 162b transmits the captured images to controller 163, which has a pre-trained image recognition model that can identify the position and driving status of the vehicle in front, as well as the lane markings. Furthermore, by recognizing the lane markings, the controller can determine whether the vehicle is about to enter a curve based on changes in the lane markings, and can calculate the radius of the curve based on these changes.

[0108] The camera 162b is mounted at least at the front of the vehicle, and the inertial measurement unit 162c is positioned in the middle of the vehicle, near the longitudinal or lateral centerline of the frame. The inertial measurement unit 162c can be mounted on the frame near the center of gravity of the electric two-wheeler 100. Since the inertial measurement unit 162c includes a gyroscope and an accelerometer, it can acquire three-axis acceleration signals and three-axis angular velocity signals of the electric two-wheeler 100.

[0109] In the vertical direction, the straight line passing through the center point of camera 162b is defined as the third straight line L3;

[0110] In the horizontal direction, the straight line passing through the center point of camera 162b is defined as the fourth straight line L4;

[0111] The sum of the vehicle's front fender height, front shock absorber travel, half the camera height, and a preset third deviation value is the second minimum height threshold. For example, the third deviation value is generally taken as 140 to 160 millimeters (mm).

[0112] The sum of the vehicle's main headlight height and a preset fourth deviation value is used as the second maximum height threshold. For example, the fourth deviation value is generally taken as 180 to 200 millimeters (mm).

[0113] As one implementation method, the third straight line L3 intersects the center line of the frame; the lowest height of the fourth straight line L4 is not less than the second minimum height threshold, and the highest height of the fourth straight line L4 is not greater than the second maximum height threshold.

[0114] As one embodiment, sensor 162 adds camera 162b and inertial measurement unit 163c to radar 162a to adapt to stationary obstacle recognition scenarios and curve scenarios. The control method of the adaptive cruise system in curve scenarios is shown in Figure 6, which specifically includes the following steps:

[0115] Step S301: Take a picture of the road in front of the vehicle.

[0116] Step S302: Identify the target vehicle in the road image.

[0117] Step S303: Determine whether there is a target vehicle in front of the vehicle.

[0118] If the judgment result is yes, then the process ends after executing step S304; if the judgment result is no, then the process ends after executing step S305.

[0119] Step S304: Drive at the set distance.

[0120] Step S305: Identify lane lines in the road image.

[0121] Step S306: Determine whether the lane line gradually changes from a straight line to a curve.

[0122] If the judgment result is yes, then proceed to step S308; if the judgment result is no, then proceed to step S307 and end.

[0123] Step S307: Drive at the set speed.

[0124] Step S308: The vehicle is about to enter the curve; calculate the curve radius.

[0125] Step S309: Decelerate into the curve by following the curve relationship between deceleration and vehicle speed.

[0126] In one implementation, camera 162b captures images of the road in front of the vehicle and transmits the captured images to controller 163.

[0127] The controller 163 processes the received image using a built-in image recognition algorithm (such as edge detection, Hough transform, etc.) to identify lane lines on the road ahead of the vehicle. Furthermore, the lane lines identified by the image recognition algorithm can be fitted to obtain a mathematical expression for the lane lines, which may include, but is not limited to, straight line or curve equations.

[0128] The system determines whether a vehicle is about to enter a curve based on the observed changes in the lane markings ahead. The specific curve determination process is as follows:

[0129] By comparing changes in lane markings across consecutive road images, if a lane marking gradually changes from a straight line to a curve, it is determined that a curve is about to appear. Furthermore, the radius of curvature of the lane markings is calculated to preliminarily estimate the curve radius.

[0130] For example, map data and GPS information can be combined to further verify and correct the estimated value of the curve radius.

[0131] Figure 7 shows the curve scenario of the electric two-wheeler 100 adaptive cruise control. The electric two-wheeler 100 is driving on the curve in the middle lane. The target perception area of ​​its sensors 162, such as radar 162a and camera 162b, is fitted to the fan-shaped area A1 shown in Figure 7. The electric two-wheeler 100 performs adaptive cruise control based on the information data fed back by the sensors 162.

[0132] Because the electric two-wheeler 100's position and posture change when entering a curve (e.g., requiring leaning into the curve), the vehicle's position and posture information fed back by the inertial measurement unit 162c can determine whether the vehicle has entered a curve. When there is a target vehicle in front of the vehicle, it continues to travel at the set following distance; when there is no target vehicle in front of the vehicle, the vehicle decelerates before entering the curve. The deceleration value must not exceed the relationship curve between deceleration and vehicle speed, and the rate of change of deceleration must not exceed the relationship curve between the rate of change of deceleration and vehicle speed. The vehicle's maximum cornering speed is controlled according to the relationship curve between vehicle speed and corner radius. The relationship curve between deceleration and vehicle speed is shown in Figure 8, and the relationship curve between vehicle speed and corner radius is shown in Figure 9.

[0133] The controller processes the received images using built-in object detection algorithms (such as YOLO, SSD, etc.) to identify target vehicles ahead of its own vehicle in the road image. Furthermore, it tracks the target vehicle's trajectory and obtains its motion parameters such as speed and acceleration.

[0134] When there is a target vehicle ahead, set a reasonable following distance based on your vehicle's current speed, road conditions (such as wet or dry), and driver preferences. Use the adaptive cruise control (ACC) system to dynamically adjust your vehicle's speed according to the speed changes of the target vehicle ahead, maintaining the set following distance.

[0135] When a target vehicle is in front of the vehicle, the adaptive cruise control (ACC) system continues to drive at the set following distance. It monitors the speed and acceleration changes of the target vehicle in real time and adjusts the vehicle's speed and acceleration accordingly to maintain a safe following distance.

[0136] When there is no target vehicle ahead, the adaptive cruise control (ACC) system will decelerate the vehicle before entering a curve. The deceleration process should follow the deceleration-vehicle speed curve to ensure a smooth and comfortable deceleration.

[0137] Calculate the maximum permissible deceleration value based on the vehicle's current speed. During deceleration, the actual deceleration must not exceed the maximum permissible deceleration value.

[0138] Based on the relationship curve between the rate of change of deceleration and vehicle speed, determine the permissible range of the rate of change of deceleration. During deceleration, the rate of change of deceleration must not exceed the permissible range to avoid excessive acceleration shock.

[0139] Based on the relationship curve between vehicle speed and curve radius, the maximum driving speed is set for different curve radii. The curve takes into account factors such as vehicle dynamics, road conditions, and driver preferences.

[0140] While driving through curves, the Adaptive Cruise Control (ACC) system monitors the vehicle speed and curve radius in real time. Based on the set speed curve, it dynamically adjusts the vehicle speed to ensure that the maximum permissible speed is not exceeded when driving through curves.

[0141] As one implementation, the camera 162b can also identify stationary objects and human targets. For example, a machine learning algorithm is used to train the internal processor or controller 163 of the camera 162b to accurately identify stationary objects and human targets. From the frames captured by the camera 162b, the processor or controller 163 can extract the feature contours of the target and further calculate the target's distance information based on parameters such as image aspect ratio and focal length.

[0142] As one implementation approach, a deep learning framework, such as TensorFlow or PyTorch, is used to train an object detection model. This model can recognize the feature contours of stationary objects and the human body, and accurately distinguish them in complex backgrounds. During the recognition process, image processing techniques (such as noise removal, image enhancement, and edge detection) are used to preprocess the frames captured by the 162b camera to improve the accuracy and robustness of object recognition. Combining the focal length, field of view, and other parameters of the 162b camera, as well as the position and size of the target in the image, the distance information of the target is obtained through geometric calculations.

[0143] In one implementation, when the electric two-wheeler 100 is an electric motorcycle or an electric light motorcycle, the electric two-wheeler 100 also includes an anti-lock braking system 17 (ABS), as shown in FIG10, the anti-lock braking system is electrically connected to the controller 163.

[0144] When deceleration using only energy recovery is insufficient and braking force is inadequate, the anti-lock braking system 17 is used to fulfill the deceleration request. The specific braking response process is shown in Figure 11, including the following processes:

[0145] Step S401: Obtain real-time battery level.

[0146] Step S402: Determine whether the battery level is greater than the power threshold.

[0147] If the judgment result is yes, then the process ends after executing step S403; if the judgment result is no, then the process ends after executing step S404.

[0148] Step S403: ABS applies braking.

[0149] Step S404: Determine whether the final torque request is less than the deceleration torque threshold.

[0150] If the judgment result is yes, then the process ends after executing step S405; if the judgment result is no, then the process ends after executing step S403.

[0151] Step S405: Achieve deceleration through energy recovery.

[0152] As one implementation method, the ACC system obtains the real-time battery power and determines whether the battery power is greater than a preset power threshold. When the battery power is greater than the preset power threshold, the final torque request for deceleration issued by the controller 163 is implemented by the anti-lock braking system 17.

[0153] When the battery charge is less than or equal to a preset charge threshold, if the final torque request for deceleration issued by the controller 163 is less than the deceleration torque threshold, the ACC system will decelerate by energy recovery; if the final torque request for deceleration issued by the controller 163 is greater than or equal to the deceleration torque threshold, the ACC system will decelerate by braking using the anti-lock braking system.

[0154] For example, the preset battery level threshold is 95%, and the preset deceleration torque threshold is 0.25g.

[0155] As one implementation method, the start and stop process of the vehicle's adaptive cruise control mode is shown in Figure 12, which specifically includes:

[0156] Step S501: The user selects the adaptive mode.

[0157] Step S502: Determine whether the vehicle speed is greater than the set minimum cruise speed.

[0158] If the judgment result is yes, then proceed to step S504; if the judgment result is no, then proceed to step S503.

[0159] Step S503: The automatic cruise function is not enabled. Return to step S502 for judgment.

[0160] Step S504: The automatic cruise function is automatically activated and enters standby mode.

[0161] Step S505: Determine whether the user has pressed the power button.

[0162] If the judgment result is yes, then proceed to step S506 or step S507 according to the duration of pressing the open button; if the judgment result is no, then return to continue to execute step S504.

[0163] If the key press duration is less than the set duration threshold, the user's operation is determined to be a short press, and step S506 is executed; if the key press duration is greater than or equal to the set duration threshold, the user's operation is determined to be a long press, and step S507 is executed.

[0164] Step S506: The ACC system enters the active state and controls the longitudinal speed of the vehicle using the current vehicle speed as the cruise speed.

[0165] Step S507: The ACC system enters the active state and uses the previously memorized cruise speed as the current cruise speed to control the vehicle's longitudinal speed.

[0166] Step S508: Determine whether the user has taken active braking measures.

[0167] If the judgment result is yes, then proceed to step S509; if the judgment result is no, then return to proceed to step S506 or step S507.

[0168] Step S509: The ACC system exits the activation state and enters the standby state.

[0169] Step S510: Determine whether the vehicle speed is less than the set minimum cruise speed.

[0170] If the judgment result is yes, then proceed to step S511; if the judgment result is no, then return to the judgment in step S502.

[0171] Step S511: The automatic cruise function is automatically turned off.

[0172] As one implementation method, when a user selects the adaptive cruise mode, if the vehicle's speed is greater than the preset minimum cruise speed, the automatic cruise function will automatically activate and enter standby mode.

[0173] When the user briefly presses the start button, the ACC system enters the active state and controls the vehicle's longitudinal speed based on the current vehicle speed as the cruise speed.

[0174] When the user presses and holds the start button, the ACC system enters the active state and uses the previously memorized cruise speed as the cruise speed to control the vehicle's longitudinal speed.

[0175] When a user needs to exit the system, they must actively take braking measures. At this time, the ACC system exits the active state and enters the standby state. When the user controls the vehicle speed to be lower than the minimum cruise speed, the ACC function will automatically turn off.

[0176] When a user voluntarily logs out, reactivating the system will restore the ACC system to its original state.

[0177] As one implementation method, the takeover strategy of the vehicle's adaptive cruise control mode includes the following processes:

[0178] When the speed adjustment request from the speed control component 161 is an acceleration request, and the speed adjustment torque request from the speed control component 161 is greater than the current required torque of the ACC system, the ACC system enters the overtaking mode, the vehicle is taken over by the driver, and the ACC system remains active. For example, the speed adjustment request can be determined by comparing the opening degree of the throttle lever in the speed control component 161 with a preset opening threshold. When the opening degree is greater than the preset opening degree, the speed adjustment request from the speed control component can be determined to be an acceleration request.

[0179] When the speed regulating torque of the speed regulating component 161 is less than the current required torque of the ACC system, the ACC system automatically takes over the longitudinal control of the vehicle without the need for the driver to operate the speed regulating component 161.

[0180] Furthermore, the ACC system monitors the vehicle status and surrounding environment in real time during takeover, and issues a takeover alarm when the conditions for takeover are met. For example, if the maximum deceleration required by the ACC system is insufficient to prevent a collision, a takeover alarm is triggered. Exemplary takeover alarm methods include, but are not limited to, audible alarms (such as a buzzer or a voice warning), visual alarms (such as a pop-up notification on the instrument panel or flashing lights), and tactile alarms (such as vibration of the handlebars or seat).

[0181] As one implementation method, the alarm takeover conditions include:

[0182] Condition 1 for taking over the alarm:

[0183] The detected speed of the vehicle itself is less than or equal to the preset minimum takeover speed.

[0184] For example, in this embodiment, the minimum take-off speed can be 8 km / h, or other vehicle speeds set according to the user's actual usage.

[0185] Condition 2 for taking over the alarm:

[0186] The detected following distance between the vehicle itself and the target vehicle ahead is less than the expected distance, and after the first interval, the following distance is less than the minimum maintaining distance.

[0187] For example, in this embodiment, the first time can be 3 seconds (s), or other interval times set according to the user's actual use; different minimum keeping distances are associated at different vehicle speed levels, and the settings for different vehicle speed levels and the corresponding associated minimum keeping distances can be set according to the user's actual use.

[0188] Condition 3 for taking over the alarm:

[0189] The system detects that the following distance between its own vehicle and the target vehicle ahead is less than the minimum following distance.

[0190] Condition 4 for taking over the alarm:

[0191] When the following distance is less than the preset safe distance and the target vehicle has been lost for more than the second time period.

[0192] For example, in this embodiment, the preset safe distance can be a distance that is calibrated and set according to the user's actual use and is not less than 2m; in this embodiment, the second time can be 1 second (s) or other interval time set according to the user's actual use.

[0193] When the ACC system takes over the vehicle, it can issue a takeover warning in real time before a potential hazard occurs, alerting the driver and effectively preventing or reducing traffic accidents. By combining multiple alarm methods, including sound, vision, and touch, it ensures that the driver receives alarm information promptly in different driving environments, improving response speed.

[0194] Through precise alerts and intelligent assistance functions, the system enhances the driver's experience, making driving easier and more comfortable. Under conditions suitable for autonomous driving, the ACC system can automatically take over vehicle control, reducing frequent driver intervention and thus improving road traffic efficiency.

[0195] As one implementation method, when the electric two-wheeler 100 is an electric bicycle, the electric two-wheeler 100 is also equipped with a non-motorized vehicle adaptive cruise control mode. The schematic diagram of the electric two-wheeler 100 adaptive cruise in the non-motorized vehicle lane is shown in Figure 13. When the electric two-wheeler 100 is traveling in the motorized vehicle lane, its sensor 162 fits a fan-shaped target perception area A2; when the electric two-wheeler 100 is traveling in the non-motorized vehicle lane, its sensor 162 fits a fan-shaped target perception area A3.

[0196] The control process for the electric two-wheeled vehicle 100 in non-motorized vehicle lane mode when it is in the non-motorized vehicle lane includes:

[0197] When the user selects the non-motorized vehicle lane ACC mode or when the image recognition algorithm of the camera 162b detects that the vehicle is currently in the non-motorized vehicle lane, the system will automatically enter the non-motorized vehicle lane ACC mode.

[0198] For example, embodiments of this application provide users with a way to quickly switch the cruise mode of the ACC system, which can support one-click switching to non-motorized vehicle lane cruise driving; the specific switching method can be button switching, mobile APP control switching, or automatic switching when the sensor 162 identifies that the width of the road in front of the vehicle is within the preset non-motorized vehicle lane width range, etc. In this embodiment, the specific switching method is limited.

[0199] As one implementation, when the vehicle is in the non-motorized vehicle lane ACC mode, the lateral distance between the target sensing area A3 of sensor 162 and the target sensing area A2 of the motorized vehicle lane becomes narrower. The width of the target sensing area A3 of sensor 162 is the width of the vehicle plus the error width constant. For example, in this embodiment, the error width constant is 0.4 to 0.8 m.

[0200] As one implementation, when the vehicle is in ACC mode in the non-motorized vehicle lane, the ACC system limits the vehicle's maximum cruising speed, following distance, and acceleration rate. For example, in this embodiment, when the vehicle is in ACC mode in the non-motorized vehicle lane, the ACC system limits the vehicle's maximum cruising speed to 30–50 kph; the following distance is 0.4–0.6 times that of the motorized vehicle lane; and the acceleration rate is 0.4–0.6 times that of the normal driving mode.

[0201] In this embodiment, radar 161 has a built-in control chip capable of simple calculations. Based on data fed back from radar 162a and the vehicle's own speed, it estimates the acceleration of its own vehicle and the acceleration of the target vehicle (the vehicle in front), thereby calculating the relative acceleration between the two to obtain the required speed change value. This speed change requirement is sent to controller 163 via CAN bus or other communication methods. Controller 163 then calculates the torque request, and the power system 15 responds to the calculated torque request through energy recovery or other methods. By controlling vehicle braking through energy recovery, the braking delay time can be reduced because the response speed of electrical signals is much faster than that of mechanical structures. Since the active braking function is replaced by energy recovery, there is no need to use ABS with active boost function, saving overall vehicle space.

Claims

1. An electric two-wheeled vehicle, comprising: a frame; a body cover at least partially covering the frame; a walking system at least partially located below the frame; an electrical system capable of determining a torque request for adjusting a speed of the electric two-wheeled vehicle; a power system supported by the frame for driving the walking system in response to the torque request; characterized in that the electrical system comprises: at least one sensor for acquiring at least one of environmental information around the electric two-wheeled vehicle and state information of the electric two-wheeled vehicle, wherein the environmental information comprises distance information from a front vehicle, and the state information comprises speed information; a controller in communication connection with the sensor, the controller being in electrical connection with the power system; when the electric two-wheeled vehicle is in an adaptive cruise mode, the controller is capable of receiving the environmental information and / or the state information acquired by the sensor, and calculating a torque request according to the environmental information and / or the state information; when the electric two-wheeled vehicle needs to decelerate, the power system responds to the torque request in a manner of energy recovery. 2.The electric two-wheeled vehicle according to claim 1, characterized in that: the sensor comprises: a radar installed in front of the frame for acquiring distance information between the electric two-wheeled vehicle and a front target vehicle, the radar being provided with a radar cover around the radar; a speed sensor for acquiring speed information of the electric two-wheeled vehicle. 3.The electric two-wheeled vehicle according to claim 2, characterized in that: the radar is arranged in the radar cover, a distance between an end surface of the radar and an inner surface of the radar cover ranges from 5 mm to 28 mm; and an included angle between a surface of the radar cover and the end surface of the radar ranges from 6° to 20°. 4.The electric two-wheeled vehicle according to claim 1, characterized in that: the electrical system further comprises a speed regulating assembly connected with the controller, the speed regulating assembly is used for inputting a speed regulating request of a user, and the controller converts the speed regulating request into a torque request; when the electric two-wheeled vehicle is in the adaptive cruise mode, the controller performs torque arbitration on each torque request according to a preset priority, and outputs a torque request required for the power system to respond. 5.An adaptive cruise control method for an electric two-wheeled vehicle, the electric two-wheeled vehicle comprising an electrical system and a power system; the electrical system comprising at least one sensor, a controller and a speed regulating assembly, the speed regulating assembly and the sensor being connected with the controller, and the controller being connected with the power system; characterized in that the adaptive cruise control method comprising: the sensor acquiring at least one of environmental information around the electric two-wheeled vehicle and state information of electric two-wheeled vehicle; when the electric two-wheeled vehicle is in an adaptive cruise mode, the controller calculates a torque request according to the environmental information and / or the state information; the power system responds to the torque request, and when the electric two-wheeled vehicle needs to decelerate, the power system responds to the request in a manner of energy recovery.

6. The adaptive cruise control method of the electric two-wheeler according to claim 5, wherein, when the sensor is a radar, the radar obtains position information of a front target vehicle relative to the ego vehicle, and the controller obtains vehicle speed information of the ego vehicle; acceleration of the ego vehicle and acceleration of the target vehicle are calculated according to the position information and the vehicle speed information, and relative acceleration of the ego vehicle and the target vehicle is calculated; a required vehicle speed change of the ego vehicle in the adaptive cruise mode is calculated according to the relative acceleration; a torque request is calculated according to the required vehicle speed change.

7. The adaptive cruise control method of the electric two-wheeler according to claim 6, wherein, the torque request calculated according to the required vehicle speed change is obtained as an adaptive cruise control torque request; the adaptive cruise control torque request is compared with each preset torque threshold to perform torque arbitration, and a final torque request to which the power system needs to respond is determined.

8. The adaptive cruise control method of the electric two-wheeler according to claim 7, wherein, the process of the torque arbitration is specifically as follows: it is determined whether there is an anti-lock braking system torque request or a traction control system torque request; if there is, the power system preferentially responds to the anti-lock braking system torque request or the traction control system torque request; if not, the next arbitration is performed; it is determined whether a speed regulation request of a speed regulation component is an acceleration request and whether a speed regulation torque request of the speed regulation component is greater than the adaptive cruise control torque request; if both conditions are met, it is determined that the driver has an overtaking demand, and the power system responds to the speed regulation torque request of the speed regulation component; if at least one of the two conditions is not met, the power system responds to the adaptive cruise control torque request.

9. The adaptive cruise control method of the electric two-wheeler according to claim 8, wherein, the anti-lock braking system torque request has the highest response priority.

10. The adaptive cruise control method of the electric two-wheeler according to claim 8, in response to the adaptive cruise control torque request, if the electric two-wheeler needs to decelerate, it is determined whether the value of the adaptive cruise control torque request is greater than a preset upper limit of energy recovery; if yes, the power system responds to the set energy recovery torque request; if not, the power system continues to respond to the adaptive cruise control torque request.

11. An electric two-wheeler, comprising: a vehicle frame; a vehicle body cover at least partially covering the vehicle frame; a walking system at least partially located below the vehicle frame; an electrical system capable of determining a torque request for adjusting the speed of the electric two-wheeler; a power system supported by the vehicle frame for responding to the torque request and driving the walking system; characterized in that the electrical system comprises: a plurality of sensors for obtaining at least one of environmental information around the electric two-wheeler and state information of the electric two-wheeler; the environmental information includes road information, and the state information includes vehicle speed information and pose state information. ​ a controller in communication with the sensors, the controller being electrically connected with the power system; when the electric two-wheeled vehicle is in adaptive cruise mode, the controller is capable of receiving the environmental information and / or state information, and judging the road condition and calculating the torque request under the corresponding road condition according to the acquired environmental information and / or state information; the road condition at least includes a curve scenario; when the electric two-wheeled vehicle needs to decelerate, the power system responds to the torque request in the manner of energy recovery.

12. The electric two-wheeled vehicle according to claim 11, wherein the sensors comprise: a radar installed at the front of the vehicle frame, the radar being provided with a radar cover therearound; a vehicle speed sensor for acquiring vehicle speed information of the electric two-wheeled vehicle; a camera provided at the front of the vehicle frame for acquiring road information in front of the electric two-wheeled vehicle; and an inertial measurement unit provided at a middle position of the vehicle frame for acquiring pose state information of the electric two-wheeled vehicle; the radar, the camera and the inertial measurement unit are respectively in communication with the controller.

13. An adaptive cruise control method for an electric two-wheeled vehicle, the electric two-wheeled vehicle comprising an electrical system and a power system; the electrical system comprising a plurality of sensors and a controller, the sensors being connected with the controller, and the controller being connected with the power system; characterized in that the adaptive cruise control method comprising: the sensors acquiring environmental information around the electric two-wheeled vehicle and state information of the electric two-wheeled vehicle; the environmental information at least including road information, and the state information at least including pose state information; when the electric two-wheeled vehicle is in adaptive cruise mode, judging the road condition and calculating the torque request under the corresponding road condition according to the acquired environmental information and / or state information, the road condition including a curve scenario; the power system responding to the torque request, and when the electric two-wheeled vehicle needs to decelerate, the power system responding to the torque request in the manner of energy recovery.

14. The adaptive cruise control method of the electric two-wheeler as claimed in claim 13, wherein, the sensors comprising a radar, a camera and an inertial measurement unit; the radar acquiring position information of a target vehicle in front relative to the own vehicle, the controller acquiring vehicle speed information of the own vehicle, and the camera capturing picture information in front of the electric two-wheeled vehicle; the controller processing the picture information through an image recognition algorithm built-in, identifying lane lines of the road in front of the electric two-wheeled vehicle and a target vehicle in front; judging whether the electric two-wheeled vehicle is about to enter a curve according to the change trend of the identified lane lines, and calculating a curve radius; the inertial measurement unit monitoring and acquiring pose state information of the electric two-wheeled vehicle; the controller judging whether the electric two-wheeled vehicle enters a curve according to the feedback pose state information; in adaptive cruise mode, calculating an adaptive cruise control torque request of the electric two-wheeled vehicle when entering a curve according to whether there is a target vehicle in front, the curve radius and the vehicle speed information of the own vehicle to control the vehicle speed.

15. The adaptive cruise control method of the electric two-wheeler as claimed in claim 14, wherein, when the electric two-wheeled vehicle is not in a curve, the controller calculates the acceleration of the own vehicle and the acceleration of the target vehicle according to the position information and the vehicle speed information, and calculates the relative acceleration of the own vehicle and the target vehicle. calculating a demanded speed change of the host vehicle in adaptive cruise control mode according to the relative acceleration; calculating an adaptive cruise control torque request according to the demanded speed change.

16. The adaptive cruise control method of the electric two-wheeler according to claim 15, wherein, the controller processes the received image information through an inbuilt image recognition algorithm to recognize lane lines of a road ahead of the host vehicle; the lane lines are fitted to obtain a mathematical expression of the lane lines; changes in the lane lines in successive frames of the image information are compared, and if the lane lines gradually change from straight lines to curves, it is determined that the electric two-wheeler is about to enter a curve; a radius of the curve is obtained by calculating a radius of curvature of the lane lines.

17. The adaptive cruise control method of the electric two-wheeler according to claim 16, wherein, map data and GPS information are combined to verify and correct the calculated value of the radius of the curve.

18. The adaptive cruise control method of the electric two-wheeler according to claim 16, wherein, in adaptive cruise control mode, the controller processes the received image information through an inbuilt image recognition algorithm to recognize whether there is a target vehicle ahead of the host vehicle; when there is a target vehicle ahead of the host vehicle, the host vehicle continues to travel at a set following distance; when there is no target vehicle ahead of the host vehicle, an adaptive cruise control torque request is calculated before entering the curve, and the host vehicle is controlled to decelerate by energy recovery.

19. The adaptive cruise control method of the electric two-wheeler according to claim 18, wherein, different maximum curve travel speed-radius of curve relationship curves are set for different radii of curves; a deceleration-vehicle speed relationship curve and a deceleration change-vehicle speed relationship curve are defined; the maximum curve travel speed, the deceleration, and the deceleration change value of the electric two-wheeler when entering the curve are controlled according to the corresponding relationship curves.

20. The adaptive cruise control method of the electric two-wheeler according to claim 15, further comprising: trained still object recognition algorithms and human target recognition algorithms are configured in the controller.

21. An electric two-wheeler, comprising: a frame; a body cover at least partially covering the frame; a walking system at least partially located below the frame; an electrical system capable of determining a torque request for adjusting a speed of the electric two-wheeler; a power system supported by the frame for driving the walking system in response to the torque request; characterized in that the electrical system comprises: at least one sensor for acquiring at least one of environmental information around the electric two-wheeler and state information of the electric two-wheeler; a controller in communication connection with the sensor, the controller being in electrical connection with the power system; when the electric two-wheeler is in adaptive cruise control mode, the controller can receive the environmental information and / or the state information acquired by the sensor, and calculate a torque request according to the acquired environmental information and / or state information; an ABS control module in electrical connection with the controller, when deceleration by braking is required, the power system responds to the torque request in the form of energy recovery. When the braking force is insufficient when only energy recovery is used to respond to the torque request, the ABS control module is used to respond to the torque request.

22. The electric two-wheeler of claim 21, wherein, the sensor comprises: a radar installed in front of the vehicle frame, a radar cover being provided around the radar; a vehicle speed sensor for acquiring vehicle speed information of the electric two-wheeler; a camera provided in front of the vehicle frame for acquiring road information in front of the electric two-wheeler; an inertial measurement unit provided at a middle position of the vehicle frame for acquiring pose state information of the electric two-wheeler; the radar, the camera and the inertial measurement unit are respectively in communication connection with the controller. characterized in that 23. An adaptive cruise control method for an electric two-wheeler, the electric two-wheeler comprising an electrical system and a power system; the electrical system comprising at least one sensor, a controller and an ABS control module, the sensor and the ABS control module being connected with the controller, the controller being connected with the power system; the adaptive cruise control method comprising the following steps: the sensor acquires environmental information around the electric two-wheeler and state information of the electric two-wheeler; when the electric two-wheeler is in an adaptive cruise mode, the controller calculates a torque request according to the acquired environmental information and / or state information; the power system responds to the torque request, and when deceleration braking is needed, the power system responds to the torque request in an energy recovery manner; 24. The adaptive cruise control method of the electric two-wheeler as claimed in claim 23, wherein, when the braking force is insufficient when only energy recovery is used to decelerate, the ABS control module is used to respond to the torque request. the control process of using the ABS control module to respond to the torque request specifically comprises: acquiring real-time battery power to determine whether the battery power is greater than a preset power threshold; when the battery power is greater than the preset power threshold, the ABS control module responds to the torque request for deceleration issued by the controller; when the battery power is less than or equal to the preset power threshold, if the torque request for deceleration issued by the controller is less than a deceleration torque threshold, the torque request is responded to in an energy recovery manner; 25. The adaptive cruise control method of the electric two-wheeler as claimed in claim 24, wherein, if the torque request for deceleration issued by the controller is greater than the deceleration torque threshold, the ABS control module responds to the torque request to brake deceleration. the sensor comprises a radar, a camera and an inertial measurement unit; the radar acquires position information of a target vehicle in front relative to the own vehicle, the controller acquires vehicle speed information of the own vehicle, and the camera captures picture information in front of the electric two-wheeler; the controller processes the picture information through an image recognition algorithm built-in to identify lane lines of a road in front of the electric two-wheeler and a target vehicle in front; whether the electric two-wheeler is about to enter a curve is determined according to a change trend of the identified lane lines, and a curve radius is calculated; the inertial measurement unit monitors and acquires pose state information of the electric two-wheeler; the controller determines whether the electric two-wheeler enters a curve according to the feedback pose state information; In the adaptive cruise mode, the adaptive cruise control torque request of the electric two-wheeled vehicle when entering a curve is calculated according to whether there is a target vehicle in front, the radius of the curve and the speed information of the vehicle itself, so as to control the speed.

26. The adaptive cruise control method of the electric two-wheeler as claimed in claim 25, wherein, When the electric two-wheeled vehicle is not in a curve, the controller calculates the acceleration of the vehicle itself and the acceleration of the target vehicle according to the position information and the speed information, and calculates the relative acceleration of the vehicle itself and the target vehicle; The required speed change of the vehicle itself in the adaptive cruise mode is calculated according to the relative acceleration; The controller calculates the adaptive cruise control torque request according to the required speed change.

27. The adaptive cruise control method of the electric two-wheeled vehicle according to claim 26, wherein, In the adaptive cruise mode, the controller processes the received picture information through the built-in image recognition algorithm to identify whether there is a target vehicle in front of the vehicle itself; When there is a target vehicle in front of the vehicle itself, the vehicle continues to travel at a set following distance; When there is no target vehicle in front of the vehicle itself, the adaptive cruise control torque request is calculated before entering the curve, and the vehicle itself is decelerated through energy recovery.

28. The adaptive cruise control method of the electric two-wheeled vehicle according to claim 23, wherein, When the user selects the adaptive cruise mode, if the speed is greater than the preset cruise minimum speed, the adaptive cruise mode is automatically started and enters the standby state.

29. The adaptive cruise control method of the electric two-wheeled vehicle according to claim 28, wherein, When the user selects the adaptive cruise mode in the first trigger mode, the adaptive cruise mode enters the active state, and the longitudinal speed of the vehicle is controlled at the current speed as the cruise speed of this time; When the user selects the adaptive cruise mode in the second trigger mode, the adaptive cruise mode enters the active state, and the longitudinal speed of the vehicle controlled at the last memorized cruise speed as the cruise speed of this time.

30. The adaptive cruise control method of the electric two-wheeled vehicle according to claim 28 wherein, When the user takes active braking measures, the adaptive cruise mode exits the active state to the standby state, and when the speed is lower than the cruise minimum speed, the adaptive cruise mode is automatically turned off.

31. An adaptive cruise control method of an electric two-wheeled vehicle, the electric two-wheeled vehicle comprising an electrical system and a power system; the electrical system comprising at least one sensor, a controller and a speed regulation component, the speed regulation component and the sensor being connected to the controller, and the controller being connected to the power system; characterized in that The adaptive cruise control method comprises: The sensor acquires at least one of the environmental information around the electric two-wheeled vehicle and the state information of the electric two-wheeled vehicle; When the electric two-wheeled vehicle is in the adaptive cruise mode, the controller calculates a torque request according to the environmental information and / or the state information, the power system responds to the torque request, and when the electric two-wheeled vehicle needs to decelerate, the power system responds to the torque request in the form of energy recovery. When the environment information and / or the state information meets a preset takeover condition, the electric two-wheeled vehicle is taken over by the user.

32. The adaptive cruise control method of the electric two-wheeled vehicle according to claim 31, wherein, When the user selects the adaptive cruise mode, if the speed of the ego vehicle is greater than a preset cruise minimum speed, the adaptive cruise mode is started and enters a standby state; When the user triggers an activation signal, the adaptive cruise mode enters an active state and controls the longitudinal speed of the vehicle at a rated speed; When the user actively takes a braking measure, the adaptive cruise mode exits the active state to the standby state; When the user controls the speed to be lower than the preset cruise minimum speed, the adaptive cruise mode is automatically turned off.

33. The adaptive cruise control method of the electric two-wheeled vehicle according to claim 32, wherein, The activation signal includes a first activation signal and a second activation signal; When the user triggers the first activation signal, the adaptive cruise mode enters the active state and controls the longitudinal speed of the vehicle at the current speed as the cruise speed; When the user triggers the second activation signal, the adaptive cruise mode enters the active state and controls the longitudinal speed of the vehicle with the last memorized cruise speed as the cruise speed.

34. The adaptive cruise control method of the electric two-wheeled vehicle according to claim 32 wherein, When the sensor is a radar, the radar obtains the position information of the target vehicle in front of the ego vehicle relative to the ego vehicle, and the controller obtains the speed information of the ego vehicle; According to the position information and the speed information, the acceleration of the ego vehicle and the acceleration of the target vehicle are calculated, and the relative acceleration of the ego vehicle and the target vehicle is calculated; According to the relative acceleration, the speed change required by the ego vehicle in the adaptive cruise mode is calculated; According to the required speed change, the adaptive cruise control torque request is calculated.

35. The adaptive cruise control method of the electric two-wheeled vehicle according to claim 34, wherein, When the speed regulation request of the speed regulation component is an acceleration request, and the speed regulation torque request of the speed regulation component is greater than the current adaptive cruise torque request, the overtaking mode is entered; the electric two-wheeled vehicle is taken over by the user, and the adaptive cruise mode is still in the active state; When the speed regulation torque of the speed regulation component is less than the current adaptive cruise torque, the adaptive cruise mode automatically takes over the longitudinal control of the vehicle.

36. The adaptive cruise control method of the electric two-wheeled vehicle according to claim 35, wherein, According to the comparison between the calculated adaptive cruise control torque request and each preset torque threshold, torque arbitration is performed to determine the torque request that the power system needs to respond to finally.

37. The adaptive cruise control method of the electric two-wheeler as claimed in claim 36, wherein, The torque arbitration includes: determining whether there is an anti-lock braking system torque request or a traction control system torque request; if there is, the power system responds to the anti-lock braking system torque request or the traction control system torque request first; if not, the overtaking mode is determined.

38. The adaptive cruise control method of the electric two-wheeler as claimed in claim 34, wherein, The sensor monitors the state information and the environment information in real time, and when the maximum deceleration required by the adaptive cruise mode is not sufficient to prevent a collision, the takeover alarm condition is met, and a takeover alarm is given.

39. The method of adaptive cruise control for an electric two-wheeler as claimed The takeover alarm condition also includes: the monitored speed of the ego vehicle is less than or equal to a preset minimum takeover speed; or the monitored following distance between the ego vehicle and the target vehicle in front is less than a desired distance, and after a first interval time, the following distance is less than a minimum keep distance; or the monitored following distance between the ego vehicle and the target vehicle in front is less than a minimum keep distance; or when the following distance is less than a preset safety distance, and the target vehicle is lost for more than a second time.

40. An electric two-wheeled vehicle, comprising: a frame; a body cover at least partially covering the frame; a walking system at least partially located below the frame; an electrical system capable of determining a torque request for adjusting the speed of the electric two-wheeled vehicle; a power system supported by the frame for responding to the torque request and driving the walking system; characterized in that the electrical system comprises: at least one sensor for acquiring at least one of environmental information around the electric two-wheeled vehicle and state information of the electric two-wheeled vehicle; a controller in communication connection with the sensor, the controller being in electrical connection with the power system; when the electric two-wheeled vehicle is in an adaptive cruise mode, the controller is capable of receiving the environmental information and / or the state information acquired by the sensor, and calculating a torque request according to the environmental information and / or the state information, and when the electric two-wheeled vehicle needs to decelerate, the power system responds to the torque request in the form of energy recovery; when the environmental information and / or the state information meet a preset takeover condition, the electric two-wheeled vehicle is taken over by the user.

41. An electric bicycle, comprising: a frame; a body cover at least partially covering the frame; a walking system at least partially located below the frame; an electrical system capable of determining a torque request for adjusting the speed of the electric bicycle; a power system supported by the frame for responding to the torque request and driving the walking system; characterized in that the electrical system comprises: at least one sensor for acquiring at least one of environmental information in front of the electric bicycle and state information of the electric bicycle; the target sensing area range of the sensor is set based on the body width of the electric bicycle; a controller in communication connection with the sensor, the controller being in electrical connection with the power system; when the electric bicycle is in an adaptive cruise mode, the controller is capable of receiving the environmental information and / or the state information acquired by the sensor, and calculating a torque request according to the environmental information and / or the state information combined with a preset non-motor vehicle cruise limit, and when the electric bicycle needs to decelerate, the power system responds to the torque request in the form of energy recovery.

42. [Corrected according to Rule 91 06.03.2026] The electric bicycle according to claim 41, characterized in that, the electrical system further comprises a speed regulation component connected with the controller, the speed regulation component is used for inputting a speed regulation request of the user, and the controller converts the speed regulation request into a torque request; When the electric bicycle is in the adaptive cruise mode, the controller arbitrates the torque requests according to preset priorities, and outputs a torque request that needs to be responded by the power system according to preset non-motor vehicle cruise limits.

43. The electric bicycle of claim 41 or 42, wherein the non-motor vehicle cruise limits comprise a maximum cruise speed limit, a following distance limit, and an acceleration limit.

44. The electric bicycle of claim 41, wherein the sensor comprises: a radar installed at the front of the frame, the radar being surrounded by a radar cover; a vehicle speed sensor configured to acquire vehicle speed information of the electric bicycle; and a target sensing area of the radar having a width range of a sum of a width of the electric bicycle and an error width constant. The adaptive cruise control method comprises:

45. An adaptive cruise control method for an electric bicycle, the electric bicycle comprising an electrical system and a power system; the electrical system comprising at least one sensor, a controller and a speed regulation assembly, the speed regulation assembly and the sensor are connected with the controller, the controller is connected with the power system; characterized in that, a sensor configured to acquire at least one of environmental information in front of the electric bicycle and state information of the electric bicycle; and a target sensing area of the sensor being set based on a body width of the electric bicycle; a controller configured to, when the electric bicycle is in the adaptive cruise mode, receive the environmental information and / or the state information acquired by the sensor, calculate a torque request according to the environmental information and / or the state information in combination with preset non-motor vehicle cruise limits, and cause the power system to respond to the torque request in an energy recovery manner when the electric bicycle needs to decelerate.

46. The adaptive cruise control method of the electric bicycle of claim 45, wherein the non-motor vehicle cruise limits comprise a maximum cruise speed limit, a following distance limit, and an acceleration limit.

47. The adaptive cruise control method of the electric bicycle of claim 46, wherein, when the sensor is a radar, the radar obtains position information of a target vehicle in front relative to the electric bicycle, and the controller acquires vehicle speed information of the electric bicycle; the controller is configured to calculate an acceleration of the electric bicycle and an acceleration of the target vehicle according to the position information and the vehicle speed information, and calculate a relative acceleration between the electric bicycle and the target vehicle; the controller is configured to calculate a required vehicle speed change of the electric bicycle in the adaptive cruise mode according to the relative acceleration; the controller is configured to calculate a torque request according to the required vehicle speed change and output the torque request according to preset non-motor vehicle cruise limits; the power system is configured to respond to the torque request, and when the electric bicycle needs to decelerate, respond to the torque request in an energy recovery manner.

48. The adaptive cruise control method of the electric bicycle of claim 47, wherein the calculation of the torque request according to the required vehicle speed change obtains an adaptive cruise control torque request; the controller is configured to compare the adaptive cruise control torque request with preset torque thresholds, arbitrate the torque request, and output the torque request according to preset non-motor vehicle cruise limits. The process of the torque arbitration is specifically as follows: ​ ​ 49. The adaptive cruise control method of the electrically motorized bicycle of claim 48, wherein, ​ determining whether there is an anti-lock braking system torque request or a traction control system torque request; if there is, the power system responds to the anti-lock braking system torque request or the traction control system torque request; if there is not, the arbitration proceeds to the next step; determining whether the speed adjustment request of the speed adjustment component is an acceleration request and whether the speed adjustment torque request of the speed adjustment component is greater than the adaptive cruise control torque request; if both conditions are met, it is determined that the driver has an overtaking demand, and the power system responds to the speed adjustment torque request of the speed adjustment component; if at least one of the two conditions is not met, the power system responds to the adaptive cruise control torque request.

50. The adaptive cruise control method of the electrically motorized bicycle of claim 49, wherein, when responding to the adaptive cruise control torque request, if the electric bicycle needs to decelerate, determining whether the value of the adaptive cruise control torque request is greater than a preset upper limit of energy recovery; if yes, the power system responds to the set energy recovery torque request; if no, the power system continues to respond to the adaptive cruise control torque request.

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