CN117400722A

CN117400722A - Speed limiting control device and method and all-terrain vehicle

Info

Publication number: CN117400722A
Application number: CN202210802242.7A
Authority: CN
Inventors: 殷小伟; 毕传文; 刘智勇; 孙海俊
Original assignee: Zhejiang CFMOTO Power Co Ltd
Current assignee: Zhejiang CFMOTO Power Co Ltd
Priority date: 2022-07-07
Filing date: 2022-07-07
Publication date: 2024-01-16

Abstract

The application provides a speed limiting control device, a speed limiting control method and an all-terrain vehicle, and the speed can be accurately controlled on the basis of reducing the development cost of an ECM (electronic control module) caused by adding a speed limiting function. The speed limit control device includes: the first detection module is used for first pedal information of the accelerator pedal; the first control module is used for controlling the output torque of the power source according to the first pedal information; the second detection module is used for acquiring the current state of the safety belt of the driver seat; the second control module can acquire first pedal information and current speed, and can transmit second pedal information corresponding to the current state of the safety belt to the first control module according to the first pedal information under the condition that the all-terrain vehicle starts a speed limiting mode, and can transmit a torque adjusting instruction to the first control module according to the current speed, so that the first control module can control the output torque of the power source according to the torque adjusting instruction and the second pedal information.

Description

Speed limiting control device and method and all-terrain vehicle

[ field of technology ]

The embodiment of the application relates to the technical field of vehicle safety equipment, in particular to a speed limiting device, a speed limiting method and an all-terrain vehicle.

[ background Art ]

The speed limiting control device belongs to a vehicle safety device and mainly comprises an engine control module (Engine Control Module, ECM), wherein the ECM can receive signals sent by a detection module on a vehicle to carry out logic judgment and control, so as to adjust the speed of the vehicle, avoid the speed exceeding the upper limit of the safety speed and reduce the occurrence rate of accidents.

However, ECM is a component with a higher security level, and ECM adds functions, requiring larger changes or new development. Taking the speed limiting function of the safety belt as an example, the ECM needs to acquire signals of the safety belt detection module, vehicle speed signals and signals of the accelerator pedal detection module, and the accelerator pedal information transmitted by the accelerator pedal detection module needs to be converted into output torque under the condition of calibrated safety belt speed limiting parameters so as to control the vehicle speed of the vehicle, and then the ECM needs to be greatly changed or newly developed, so that the software and hardware development cost of the ECM is huge.

[ invention ]

The embodiment of the application provides a speed limiting control device, a speed limiting control method and an all-terrain vehicle, which can accurately control the speed of the vehicle on the basis of reducing the development cost of an ECM (electronic control module) caused by adding a speed limiting function.

In a first aspect, an embodiment of the present application provides a speed limit control device applied to an all-terrain vehicle, including:

The first detection module is used for acquiring first pedal information of an accelerator pedal of the all-terrain vehicle under the condition that the all-terrain vehicle is in a preset state; the first control module is used for controlling the output torque of the power source of the all-terrain vehicle according to the first pedal information; the second detection module is used for acquiring the current state of a safety belt of the driver seat when the driver is positioned in the driver seat of the all-terrain vehicle, wherein the current state of the safety belt is in an unworn state or a wearing state; the second control module is respectively connected with the first detection module, the second detection module and the first control module; the second control module can acquire the first pedal information, can transmit second pedal information corresponding to the current state of the safety belt to the first control module according to the first pedal information under the condition that the all-terrain vehicle starts a speed limiting mode, can also acquire the current speed of the all-terrain vehicle, and can transmit a torque adjusting instruction to the first control module according to the current speed under the condition that the all-terrain vehicle starts the speed limiting mode, so that the first control module can control the output torque of the power source according to the torque adjusting instruction and the second pedal information.

According to the safety belt speed limiting control device, the second control module cuts off the first pedal information transmitted from the first detection module to the first control module, so that the speed limiting function is achieved, and the development cost of software and hardware caused by the fact that the speed limiting function is increased to the second control module can be reduced. Meanwhile, the second control module can transmit a torque adjustment instruction to the first control module, so that the first control module can control the output torque of the power source according to the second pedal information and the torque adjustment instruction, the driving experience of a driver can be improved, and the vehicle speed can be accurately controlled.

In one possible implementation manner, the torque adjustment command includes a torque increase and decrease command, and the second control module is further configured to: and under the condition that the speed limit mode is started and the current speed is greater than or equal to a speed limit threshold value, the second control module can transmit the torque increasing and speed reducing instruction to the first control module, so that the first control module can control the output torque of the power source according to the torque increasing and speed reducing instruction and the second pedal information.

In one possible implementation manner, the torque adjustment instruction further includes a torque reduction and speed increase instruction, where the second control module is further configured to: when the speed limit mode is started by the all-terrain vehicle, the current vehicle speed does not exceed the speed limit threshold, and the pedal travel value corresponding to the first pedal information is larger than the pedal travel threshold, the second control module can transmit the torque-reducing speed-increasing instruction to the first control module, so that the first control module can control the output torque of the power source according to the torque-reducing speed-increasing instruction and the second pedal information.

In one possible implementation manner, the first detection module is further configured to obtain third pedal information of an accelerator pedal of the all-terrain vehicle when the all-terrain vehicle is in a preset state; the second control module can acquire the first pedal information and the third pedal information, and can transmit second pedal information corresponding to the current state of the safety belt to the first control module according to the first pedal information under the condition that the all-terrain vehicle starts a speed limiting mode, and transmit fourth pedal information corresponding to the current state of the safety belt to the first control module according to the third pedal information, and can also acquire the current speed of the all-terrain vehicle, and can transmit a torque adjustment instruction to the first control module according to the current speed under the condition that the all-terrain vehicle starts the speed limiting mode, so that the first control module can control the output torque of the power source according to the torque adjustment instruction and the second pedal information and/or the fourth pedal information.

In one possible implementation manner, the torque adjustment command includes a torque increase and decrease command, and the second control module is further configured to: and under the condition that the speed limit mode is started and the current speed is greater than or equal to a speed limit threshold value, the second control module can transmit the torque increasing and speed reducing instruction to the first control module, so that the first control module can control the output torque of the power source according to the torque increasing and speed reducing instruction, the two pedal information and/or the fourth pedal information.

In a second aspect, an embodiment of the present application provides a speed limit control method, which is applied to the speed limit control device provided in the first aspect, where the speed limit control method includes:

the second control module can acquire the first pedal information;

under the condition that the all-terrain vehicle starts a speed limiting mode, the second control module can transmit second pedal information corresponding to the current state of the safety belt to the first control module according to the first pedal information;

the second control module can acquire the current speed of the all-terrain vehicle;

under the condition that the all-terrain vehicle starts a speed limiting mode, the second control module can transmit a torque adjusting instruction to the first control module according to the current vehicle speed;

The first control module is capable of controlling an output torque of the power source according to the torque adjustment command and the second pedal information.

In one possible implementation manner, the torque adjustment instruction includes a torque increasing and speed decreasing instruction, and in a case that the all-terrain vehicle starts a speed limiting mode, the second control module is capable of transmitting the torque adjustment instruction to the first control module according to the current vehicle speed, and the torque adjustment instruction includes:

under the condition that the all-terrain vehicle starts a speed limiting mode and the current vehicle speed is greater than or equal to a speed limiting threshold value, the second control module can transmit the torque increasing and speed reducing instruction to the first control module;

the first control module is capable of controlling an output torque of the power source according to the torque adjustment command and the second pedal information, and includes:

the first control module can control the output torque of the power source according to the torque increasing and speed reducing instruction and the second pedal information.

In one possible implementation manner, the torque adjustment instruction further includes a torque reduction and speed increase instruction, and in a case that the all-terrain vehicle starts a speed limit mode, the second control module is capable of transmitting the torque adjustment instruction to the first control module according to the current vehicle speed, and the method includes:

When the all-terrain vehicle starts a speed limiting mode, the current vehicle speed does not exceed a speed limiting threshold, and a pedal travel value corresponding to the first pedal information is larger than the pedal travel threshold, the second control module can transmit the torque-reducing speed-increasing instruction to the first control module;

the first control module can control the output torque of the power source according to the torque-reducing and speed-increasing instruction and the second pedal information.

In one possible implementation manner, the method further includes:

the second control module can acquire the first pedal information and the third pedal information;

the second control module can transmit second pedal information corresponding to the current state of the safety belt to the first control module according to the first pedal information and transmit fourth pedal information corresponding to the current state of the safety belt to the first control module according to the third pedal information under the condition that the all-terrain vehicle starts a speed limiting mode;

The second control module is also capable of acquiring the current speed of the all-terrain vehicle;

the first control module can control the output torque of the power source according to the torque adjustment instruction and the second pedal information and/or the fourth pedal information.

In a third aspect, embodiments of the present application provide an all-terrain vehicle comprising:

a frame;

wheels including a first front wheel, a second front wheel, a first rear wheel, and a second rear wheel;

a suspension system including a front suspension and a rear suspension, the first and second front wheels being connected to the frame by the front suspension, the first and second rear wheels being connected to the frame by the rear suspension;

a power system at least partially disposed on the frame for providing power to the operation of the ATV, at least one of the first front wheel, the second front wheel, the first rear wheel, and the second rear wheel being drivingly connected to the power system, wherein the power system comprises a power source;

A saddle, provided on the frame, including at least one driver seat;

the control device is used for controlling the operation of the all-terrain vehicle, wherein the control device comprises an accelerator pedal;

the all-terrain vehicle further comprises the speed limiting control device provided in the first aspect.

It should be understood that, the second aspect and the third aspect of the embodiments of the present application are consistent with the technical solutions of the first aspect of the embodiments of the present application, and the beneficial effects obtained by each aspect and the corresponding possible implementation manner are similar, and are not repeated.

[ description of the drawings ]

In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are needed in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present specification, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

FIG. 1 is a schematic view of a conventional seatbelt speed limit control apparatus;

fig. 2 is a schematic structural diagram of a speed limit control device according to an embodiment of the present application;

FIG. 3 is a schematic diagram of the relationship between the voltage of the first signal and the pedal travel value provided in an embodiment of the present application;

FIG. 4 is a schematic diagram of the relationship between the voltage of the fourth signal provided by the embodiments of the present application and the pedal travel value;

fig. 5 is a schematic structural view of another speed limit control device according to the embodiment of the present application;

FIG. 6 is a schematic diagram of the voltage of the first and fifth signals versus pedal travel value provided by an embodiment of the present application;

FIG. 7 is a schematic diagram of the voltage versus pedal travel value of the fourth and sixth signals provided by an embodiment of the present application;

fig. 8 is a schematic structural view of still another speed limit control device according to the embodiment of the present application;

fig. 9 is a schematic structural view of still another speed limit control device provided in an embodiment of the present application;

FIG. 10 is a flow chart of a speed limit control method provided by an embodiment of the present application;

fig. 11 is a schematic structural diagram of an all-terrain vehicle according to an embodiment of the present application.

[ detailed description ] of the invention

The terms "first" and "second" are used below for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include one or more such feature. In the description of the present embodiment, unless otherwise specified, the meaning of "plurality" is two or more.

In the description of the embodiments of the present application, unless otherwise indicated, "/" means or, for example, a/B may represent a or B; the text "and/or" is merely an association relation describing the associated object, and indicates that three relations may exist, for example, a and/or B may indicate: a exists alone, A and B exist together, and B exists alone.

For a better understanding of the technical solutions of the present specification, the following detailed description of the embodiments of the present application is given with reference to the accompanying drawings.

It should be understood that the described embodiments are only some, but not all, of the embodiments of the present description. All other embodiments, which can be made by one of ordinary skill in the art based on the embodiments herein without making any inventive effort, are intended to be within the scope of the present disclosure.

The terminology used in the embodiments of the application is for the purpose of describing particular embodiments only and is not intended to be limiting of the description. As used in this application and the appended claims, the singular forms "a," "an," and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise.

The speed limit control device, the speed limit control method and the all-terrain vehicle can be applied to a typical scene which is a safety Belt (Seat Belt) speed limit scene. The seatbelt speed limit may refer to a highest running speed of the vehicle not exceeding a prescribed speed when it is detected that the driver or passenger is not wearing the seatbelt.

It should be noted that, besides the safety belt speed limiting scene, the speed limiting control device, the speed limiting control method and the all-terrain vehicle provided by the application can be also suitable for other scenes where the vehicle needs speed limiting, such as speed limiting according to the environmental information in the vehicle or outside the vehicle, and active speed limiting according to the speed limiting information input by a driver or other personnel.

The speed limiting is performed according to the environmental information, and can be performed when the road surface wet skid is detected; alternatively, it may be detected that the vehicle door is not closed for speed limiting; alternatively, the speed limit information of the road speed limit sign in front of the vehicle running may be detected, and the speed limit may be performed according to the speed limit information, which is not particularly limited in the embodiment of the present application.

The speed limit is performed according to the input speed limit information, that is, the driver actively inputs the upper limit value of the vehicle speed, and then the speed limit control device limits the vehicle according to the input upper limit value of the vehicle speed. For example, for a vehicle having a speed limitation such as a school bus, a bus, or a tank truck, an upper limit value of the running speed of the vehicle is input, and then the speed limit control device limits the speed of the vehicle based on the input upper limit value of the speed of the vehicle.

In order to facilitate understanding of the speed limit control device, the speed limit control method and the all-terrain vehicle provided by the embodiment of the application, the technical scheme provided by the embodiment of the application is described below by taking a safety belt speed limit scene as an example, and accordingly, the implementation modes in other scenes can be obtained adaptively.

Before describing the technical solution provided by the embodiments of the present application, first, the existing related technical solution is briefly described so as to facilitate understanding of improvements made by the speed limit control device, the speed limit control method and the all-terrain vehicle provided by the embodiments of the present application.

Referring to fig. 1, taking a seat belt speed limiting scenario as an example, the prior art proposes a seat belt speed limiting device, including: a seat belt detection module 101, an accelerator pedal detection module 102, an engine control module 103, and a throttle 104.

Alternatively, the seat belt detection module 101 may be provided to the driver of the vehicle. Wherein the seat belt detection module 101 can acquire the current state of the seat belt of the driver's seat. The current state of the seat belt is either an unworn state or a wearing state.

Taking the seat belt detection module 101 as an example of a seat belt lock switch sensor, the signal transmitted by the seat belt detection module 101 is a voltage signal, and if the current state of the seat belt is an unworn state, the voltage signal is 0V; if the current state of the seat belt is the wearing state, the voltage signal is 12V. It will be appreciated that if the current state of the seat belt is a wearing state, the voltage signal may be another voltage signal greater than 0V, which is not particularly limited in the embodiment of the present application.

Of course, the belt detection module 101 may be another detection module, such as a sensor for detecting the length of the belt, or a sensor for detecting the pressure of the belt, which is not particularly limited in the embodiment of the present application.

Alternatively, the accelerator pedal detection module 102 may transmit pedal information for the accelerator pedal (Accelerator Pedal). The pedal information may include a pedal travel value. The pedal travel value may also be referred to as a pedal angle value or a pedal opening value. In other words, the pedal stroke value, the pedal angle value, and the pedal opening value may be expressed interchangeably, and are described in detail herein, and will not be described in detail.

Alternatively, the pedal information may further include pedal stroke change speed information. The pedal stroke change speed information may be a magnitude of a speed of pedal stroke change; or the pedal stroke change speed information may be the magnitude of acceleration of the pedal stroke change, which is not particularly limited in the embodiment of the present application.

It is understood that for a fuel-fired vehicle, the pedal information may be accelerator pedal information; for an electric vehicle, the pedal information may be accelerator pedal information.

In one possible implementation, the accelerator pedal detection module 102 may transmit pedal information in the form of an electrical signal, e.g., the accelerator pedal detection module 102 may convert the pedal information into an accelerator pedal travel signal. Accordingly, the engine control module 103 may calculate a stroke value of the accelerator pedal based on the received accelerator pedal stroke signal.

As shown in fig. 1, the engine control module 103 is electrically connected to the seatbelt detection module 101, the accelerator pedal detection module 102, and the throttle valve 104, respectively.

Alternatively, the engine control module 103 may collect or receive the seat belt detection signal generated by the seat belt detection module 101 to determine whether the driver is wearing the seat belt.

Alternatively, the engine control module 103 may receive and/or collect the accelerator pedal travel signal generated by the accelerator pedal detection module 102, determine a torque control signal based on the accelerator pedal travel signal, and transmit the torque control signal to the throttle 104. Further, the throttle 104 controls the opening degree of the throttle 104 based on the torque control signal, so as to control the vehicle speed.

In one possible implementation, after the engine control module 103 obtains the accelerator pedal travel signal and the seat belt detection signal, it may be determined whether the vehicle travel speed needs to be less than a limited vehicle speed. For example, the engine control module 103 determines, via the seat belt detection signal, that the seat belt is not worn, the engine control module 103 determines that the vehicle travel speed needs to be less than the vehicle speed limit. In the process that the running speed of the limited vehicle is smaller than the speed of the limited vehicle, the engine control module 103 can acquire a speed signal transmitted by a speed sensor on the vehicle, and the engine control module 103 can output a torque control signal to the throttle 104 by combining the current speed of the vehicle, so that the speed of the vehicle is limited by limiting the torque output mode.

The inventor finds in the research process that the above technical scheme can realize the speed limiting function on the basis of ensuring the safety and reliability of the vehicle by developing the engine control module 103 with higher safety level. However, the engine control module 103 has a high safety level, so the engine control module 103 requires a high software and hardware development cost.

In view of this, the embodiment of the application provides a solution, and compared with the existing speed limiting control scheme, the speed limiting control method can reduce the speed error during speed limiting control on the basis of realizing the speed limiting function and reducing the development cost of software and hardware.

The speed limit control device provided in the embodiment of the present application is specifically described below.

In the embodiment of the present application, the signal may be an electrical signal, an optical signal, or an acoustic signal, which is not specifically limited in the embodiment of the present application.

It can be appreciated that the speed limit control device provided by the embodiment of the application can be applied to all-terrain vehicles. The all-terrain vehicle may be a vehicle including a frame, wheels, a suspension system, a power system, a saddle, and a steering device.

Fig. 2 is a schematic structural view of a speed limit control device according to an embodiment of the present application. As shown in fig. 2, the speed limit control device may include: a first detection module 201, a first control module 202, a second detection module 203, and a second control module 204.

The first detection module 201 is configured to obtain first pedal information of an accelerator pedal of the all-terrain vehicle when the all-terrain vehicle is in a preset state.

Alternatively, the ATV being in the preset state may refer to the ATV being in a driving state. Alternatively, the ATV being in a preset state may mean that the ATV is in a powered-on state. Alternatively, the ATV being in the preset state may refer to the ATV having a power source in a working state or a standby state, which is not specifically limited in the embodiments of the present application.

It should be noted that, in the embodiment of the present application, the first pedal information of the accelerator pedal may be referred to the description related to the pedal information transmitted by the accelerator pedal detection module 102, which is not described herein.

The first detection module 201 may be, for example, the accelerator pedal detection module 102. The first detection module 201 may convert the first pedal information into a form of a signal. For example, the first detection module 201 may convert pedal information into a voltage signal. Wherein the pedal information may be represented by a voltage amplitude of the voltage signal; alternatively, the pedal information may also be represented by a frequency, a duty cycle, or the like of the voltage signal, which is not particularly limited in the embodiment of the present application.

In one possible implementation, the first pedal information may be carried by the first signal 206.

It is understood that the first signal 206 may also be an optical signal or an acoustic signal, which is not specifically limited in the embodiments of the present application.

A first control module 202 is configured to control an output torque of a power source of the ATV based on the first pedal information.

The first control module 202 may be an ECM or an electronic control unit (Electronic Control Unit, ECU), for example.

It is appreciated that the first control module 202 may calculate a pedal travel value for the accelerator pedal based on the first pedal information.

A second detection module 203 for acquiring a current state of a seat belt of the driver's seat in a case where the driver is located in the driver's seat of the all-terrain vehicle. The current state of the safety belt is an unworn state or a wearing state.

Alternatively, in embodiments of the present application, the current state of the seat belt may be carried by the second signal 207.

In one possible implementation, the second detection module 203 may be the seat belt detection module 101. For example, the second detection module 203 may indicate whether the seat belt is worn by an interruption of the signal. Specifically, if the plug of the seat belt is inserted into the latch, the second detection module 203 generates a second signal 207 indicating that the seat belt is worn; if the plug of the seat belt is not inserted into the buckle, the second detection module 203 does not generate the second signal 207, indicating that the seat belt is not worn.

It will be appreciated that the second signal 207 generated by the seat belt sensor may be an electrical signal, such as a seat belt plug-in latch, with the circuit being completed to generate a 12V second signal 207. In some possible implementations, the second signal 207 may also be an optical signal, an acoustic signal, such as when the seat belt plug is not plugged into the latch, the second detection module 203 does not generate an optical signal; when the seat belt plug is inserted into the latch, the second detection module 203 generates an optical signal. For another example, when the seat belt plug is not inserted into the lock catch, the second detection module 203 does not generate an acoustic signal; when the seat belt plug is inserted into the buckle, the second detection module 203 generates an acoustic signal.

The second control module 204 is connected to the first detection module 201, the second detection module 203, and the first control module 202, respectively. Accordingly, the second control module 204 can acquire the first pedal information transmitted from the first detection module 201, the current state of the seat belt transmitted from the second detection module 203, and the second control module 204 can transmit information to the first control module 202.

The second control module 204 may be a micro control unit (Microcontroller Unit, MCU), a programmable logic first control unit (Programmable Logic Controller, PLC), a digital signal processor (Digital Signal Processor, DSP), a field programmable gate array (Field Programmable Gate Array, FPGA), or a complex programmable logic device (Complex Programmable Logic Device, CPLD), or the like, for example.

It will be appreciated that the second control module 204 may obtain the first pedal information via the first signal 206 and the current state of the seat belt via the second signal 207.

Alternatively, the second control module 204 may determine whether the vehicle is in a speed limit state based on the second signal 207. For example, for a safety belt speed limit scenario, if the plug of the safety belt is not inserted into the buckle and the atv is in the preset state, the second detection module 203 does not generate the second signal 207, i.e. the first control module 201 does not collect or receive the second signal 207, the first control module 201 may determine that the vehicle is in the safety belt speed limit state.

Optionally, in the embodiment of the present application, considering the requirement that the speed limit mode is turned on or off under different conditions, and the requirement that different functional parameters in the speed limit mode are configured and updated, the second control module 204 may receive information for turning on or off the speed limit mode, so as to turn on or off the speed limit mode. Moreover, the second control module 204 may also receive speed limit configuration information to alter the functional parameter configuration. Wherein the functional parameters may include: the speed limit threshold value of the all-terrain vehicle in the speed limit mode, the alarm mode in the speed limit mode, the parameter information for determining the speed limit state in the speed limit mode, and the like are not particularly limited in this embodiment of the present application.

It can be appreciated that the speed limit threshold of an all-terrain vehicle in speed limit mode is different in different speed limit scenarios. Taking a safety belt speed limiting scene as an example, the speed limiting threshold value of the all-terrain vehicle in the speed limiting mode should be less than or equal to 24km/h. The warning mode in the speed limit mode may refer to that the second control module 204 may send warning information to the first control module 202 or other control modules of the all-terrain vehicle when the speed of the all-terrain vehicle is greater than or equal to the speed limit threshold in the speed limit mode. The warning message may alert the driver in a sound, vibration or display. The warning information reminds the driver in a display mode, which means that the central control display device configured by the all-terrain vehicle displays the warning information. The parameter information for determining the speed limit state in the speed limit mode may refer to the second control module 204 determining the relevant parameter in the speed limit state condition. Taking the seat belt speed limit scenario as an example, the related parameter may be a parameter corresponding to the current state of the seat belt being the unworn state, such as the voltage value of the second signal 207.

In one possible implementation, referring to fig. 2, the external device may send a third signal 209 to the second control module 204. Wherein the third signal 209 may be used to transmit information to turn on or off the speed limit mode. Accordingly, the second control module 204 may receive the third signal 209. In this manner, the second control module 204 may turn on or off the speed limit mode based on the information transmitted by the third signal 209.

Optionally, the third signal 209 may also be used to transmit a second control module 204 configuration function parameter. The functional parameters may be referred to in the above description, and are not described herein.

The external device may be an external diagnostic apparatus, for example. Wherein the external diagnostic device may configure the second control module 204 via a universal diagnostic service (Unified Diagnostic Services, UDS) communication protocol.

In one possible implementation, a control component within the ATV, such as a control component on a center console or steering wheel, may send a third signal 209 to the second control module 204. In this way, the driver can actively turn on or off the speed limit mode via the control components inside the ATV.

In one possible implementation, the third signal 209 may be turned off with a low level indicating that the speed limit mode is on and a high level indicating that the speed limit mode is on. The low level may mean that the voltage value of the third signal 209 is less than the first threshold. A high level may refer to the voltage value of the third signal 209 being greater than or equal to the second threshold. The first threshold may be 2V, 3V, 5V, etc., and the second threshold may be 5V, 8V, 12V, etc., which is not specifically limited in the embodiments of the present application.

In another possible implementation, the third signal 209 may represent that the speed limit mode is off with the symbol 0 and that the speed limit mode is on with the symbol 1. It should be noted that, the third signal 209 may also indicate that the speed limit mode is turned on or off by using other parameters such as a symbol, a waveform, a frequency, or a phase, which is not limited in the embodiment of the present application.

In some cases, the second control module 204 may integrate speed limit configurations in different speed limit application scenarios, such as a seat belt speed limit scenario, a vehicle door speed limit scenario, a road condition speed limit scenario, and the like. For different speed limiting scenes, one or more of the speed limiting modes respectively corresponding to the plurality of speed limiting scenes can be selected to be turned on or off through the third signal 209.

Because in the embodiment of the application, the speed limiting function of the vehicle can be set, changed or updated according to different speed limiting function requirements, the efficiency of speed limiting function configuration can be improved, and the updating and developing cost can be reduced.

In this embodiment, in the case where the all-terrain vehicle is in the speed limit mode, the second control module 204 is capable of transmitting the second pedal information corresponding to the current state of the seat belt to the first control module 202 according to the first pedal information.

Alternatively, in the case where the all-terrain vehicle is in the speed limit mode, the second control module 204 can transmit, to the first control module 202, second pedal information corresponding to the current state of the seat belt according to the first pedal information, and may include:

in the case where the all-terrain vehicle is in the speed limit mode and the current state of the seatbelt transmitted by the second detection module 203 is the unworn state, the second control module 204 transmits second pedal information corresponding to the current state of the seatbelt to the first control module 202 according to the first pedal information. Accordingly, the first control module 202 controls the output torque of the power source based on the second pedal information. That is, in the case where the all-terrain vehicle is in the speed limit mode and the current state of the seat belt transmitted by the second detection module 203 is the wearing state, the second control module 204 may determine that the all-terrain vehicle is in the seat belt speed limit scene. At this time, the second control module 204 controls the first switch module 205 to disconnect the first path 208 and transmit the second pedal information to the first control module 202, so that the first control module 202 can control the output torque of the power source according to the second pedal information, thereby achieving the purpose of speed limitation.

It is appreciated that the vehicle speed corresponding to the first control module 202 controlling the power source according to the second pedal information is less than or equal to the vehicle speed corresponding to the first control module 202 controlling the power source according to the first pedal information. Alternatively, the first control module 202 controls the output torque of the power source to be greater than or equal to the output torque of the power source according to the second pedal information, and the first control module 202 controls the output torque of the power source according to the first pedal information.

Alternatively, the second pedal information may be pre-stored or pre-configured by the second control module 204.

For convenience of description, the pedal stroke value corresponding to the first pedal information is referred to as a true pedal stroke value, and the pedal stroke value corresponding to the second pedal information is referred to as a simulated pedal stroke value.

In one possible implementation, the simulated pedal travel value corresponding to the second pedal information is less than or equal to the actual pedal travel value corresponding to the first pedal information. Because the speed limit module is opened and the all-terrain vehicle is in the safety belt speed limit scene, in order to avoid overspeed of the all-terrain vehicle, the second control module 204 outputs the simulated pedal travel value corresponding to the second pedal information to the first control module 202 so that the speed of the all-terrain vehicle is less than or equal to the speed limit threshold in the safety belt speed limit scene. Thus, the simulated pedal travel value is less than or equal to the actual pedal travel value.

Optionally, the simulated pedal travel value corresponding to the second pedal information is less than or equal to the pedal travel threshold. Wherein the pedal travel threshold may be pre-calibrated. Specifically, the pedal travel threshold may be a pedal travel value calibrated according to a speed limit threshold travel of the all-terrain vehicle in a seat belt speed limit scene.

Alternatively, the second control module 204 may convert the second pedal information into a form of a signal. Wherein the second pedal information may be carried by the fourth signal 210. As such, the second control module 204 may transmit the second pedal information by transmitting the fourth signal 210 to the first control module 202.

Alternatively, the fourth signal 210 may be a voltage signal. Wherein the analog pedal travel value corresponding to the second pedal information may be represented by the voltage amplitude of the fourth signal 210. Alternatively, the analog pedal travel value corresponding to the second pedal information may also be represented by a frequency, a duty cycle, etc. of the fourth signal 210, which is not specifically limited in the embodiment of the present application.

It is understood that the fourth signal 210 may also be an optical signal or an acoustic signal, which is not specifically limited in the embodiments of the present application.

The relationship between the first signal 206, the actual pedal travel value corresponding to the first pedal information, the fourth signal 210, and the analog pedal travel value corresponding to the second pedal information will be described below by taking the first signal 206 and the fourth signal 210 as examples of electrical signals.

Referring to fig. 3, there is a linear relationship between the voltage value (amplitude) of the first signal 206 and the actual pedal travel value corresponding to the first pedal information. Wherein the larger the actual pedal travel value, the larger the voltage value of the first signal 206. The third threshold is a voltage value corresponding to the case that the actual pedal travel value is the pedal travel threshold. Accordingly, the voltage value of the fourth signal 210 may be used to represent the analog pedal travel value corresponding to the second pedal information.

In this embodiment of the present application, there may be the following several corresponding manners between the actual pedal travel value corresponding to the first pedal information and the simulated pedal travel value corresponding to the second pedal information. The method comprises the following steps:

mode one: and under the condition that the actual pedal stroke value corresponding to the first pedal information is smaller than or equal to the pedal stroke threshold value, the simulated pedal stroke value corresponding to the second pedal information is equal to the actual pedal stroke value corresponding to the first pedal information. And under the condition that the actual pedal stroke value corresponding to the first pedal information is larger than the pedal stroke threshold value, the simulated pedal stroke value corresponding to the second pedal information is equal to the pedal stroke threshold value.

Accordingly, referring again to fig. 3, in the event that the actual pedal travel value is less than or equal to the pedal travel threshold, the voltage value of the fourth signal 210 is the same as the voltage value of the first signal 206. In the case where the actual pedal travel value is greater than the pedal travel threshold, the voltage value of the fourth signal 210 is the third threshold.

Mode two: under the condition that the real pedal stroke value corresponding to the first pedal information is larger than 0, the simulated pedal stroke value corresponding to the second pedal information is smaller than the real pedal stroke value corresponding to the first pedal information, and the maximum value of the simulated pedal stroke values is smaller than or equal to the pedal stroke threshold value.

Accordingly, referring to fig. 4, in the event that the actual pedal travel value is greater than 0, the voltage value of the fourth signal 210 is less than the voltage value of the first signal 206. The voltage value of the fourth signal 210 and the pedal stroke value are in a linear relationship, and the larger the pedal stroke value is, the larger the voltage value of the fourth signal 210 is. The maximum value of the voltage value of the fourth signal 210 is the third threshold, and the slope of the curve corresponding to the fourth signal 210 is smaller than the slope of the curve corresponding to the first signal 206.

In this embodiment, the second control module 204 is further capable of obtaining a current vehicle speed of the all-terrain vehicle.

In one possible implementation, the second control module 204 may receive or collect vehicle speed information. For example, second control module 204 may be coupled to a vehicle speed sensor on the ATV to receive or collect vehicle speed information. Alternatively, second control module 204 may be coupled to a dashboard on the ATV to receive or collect vehicle speed information.

In another possible implementation, the second control module 204 may determine the vehicle speed based on the first pedal information. For example, the second control module 204 stores a correspondence relationship between the pedal travel value corresponding to the first pedal information and the vehicle speed. That is, the second control 204 may obtain the current vehicle speed from the correspondence relation.

Alternatively, the correspondence between the pedal stroke value corresponding to the first pedal information and the vehicle speed may be calibrated in advance. The second control module 204 may store the correspondence in advance.

In the case of an all-terrain vehicle opening speed limit mode, the second control module 204 can transmit a torque adjustment command to the first control module 202 based on the current vehicle speed such that the first control module 202 can control the output torque of the power source based on the torque adjustment command and the second pedal information. Since the first control module 202 controls the output torque of the power source under different vehicle speeds and accelerations, dynamic control is required instead of a fixed value corresponding to the second pedal information. For example, the first control module 202 controls the output torque of the power source according to the fixed voltage value corresponding to the second pedal information, so as to achieve the purpose of speed limitation. However, the vehicle speed cannot be accurately controlled, for example, the speed limit threshold is 30km/h, and the output torque of the power source is controlled according to the voltage value corresponding to the second pedal information, so that the actual vehicle speed can be changed within the range of 25-35km/h, and therefore, a control error exists for the vehicle speed. Because the torque adjustment command can be transmitted to the first control module 202 according to the current vehicle speed, the first control module 202 can obtain dynamic change information, but not fixed second pedal transmission information, so that the speed limiting control device can accurately control the vehicle speed.

Optionally, in an embodiment of the present application, the torque adjustment command includes a torque up and down command. Wherein the second control module 204 is further configured to:

in the case where the all-terrain vehicle is in the speed limit mode and the current vehicle speed is greater than or equal to the speed limit threshold, the second control module 204 is capable of transmitting a torque up and down command to the first control module 202, such that the first control module 202 is capable of controlling the output torque of the power source according to the torque up and down command and the second pedal information. In the case where the current vehicle speed has exceeded the speed limit threshold and the voltage value of the fourth signal 210 corresponding to the second pedal information has not exceeded the third threshold, the first control module 202 controls the output torque of the power source according to the voltage value, so that the vehicle speed increases. Therefore, in the embodiment of the application, the torque increasing and speed reducing instruction can be used for reducing the vehicle speed according to the actual condition of the current vehicle speed so as to reduce the error of controlling the vehicle speed.

Optionally, in an embodiment of the present application, the torque adjustment command further includes a torque reduction and speed increase command. Wherein the second control module 204 is further configured to:

when the speed limit mode is started by the all-terrain vehicle, the current speed does not exceed the speed limit threshold, and the pedal travel value corresponding to the first pedal information is greater than the pedal travel threshold, the second control module 204 can transmit a torque-reducing speed-increasing instruction to the first control module 202, so that the first control module 202 can control the output torque of the power source according to the torque-reducing speed-increasing instruction and the second pedal information. Under the condition that the pedal stroke value corresponding to the first pedal information is larger than the pedal stroke threshold, the voltage value corresponding to the second pedal information is smaller than or equal to the third threshold, and then the first control module 202 controls the output torque of the power source according to the second pedal information at this time so that the speed of the all-terrain vehicle is kept unchanged or reduced, however, the current speed does not exceed the speed limit threshold, so that a schematic diagram of increasing the speed of the driver cannot be shown, and the current speed is also caused to deviate from the speed limit threshold. In this embodiment of the present application, the second control module 204 transmits a torque-reducing and speed-increasing instruction to the first control module 202, and the first control module 202 can increase the vehicle speed according to the torque-reducing and speed-increasing instruction, so that not only the intention of the driver can be accurately embodied to improve the driving experience, but also the vehicle speed can be accurately controlled.

Optionally, in the embodiment of the present application, the first detection module 201 is further configured to obtain third pedal information of an accelerator pedal of the all-terrain vehicle when the all-terrain vehicle is in a preset state. Wherein the third pedal information may be redundant information of the first pedal information. Accordingly, the first control module 202 may control the output torque of the power source based on the first pedal information and/or the third pedal information. Because the safety of the all-terrain vehicle needs to be ensured, the all-terrain vehicle can determine the normal work of the all-terrain vehicle through the other pedal information under the condition of failure by simultaneously acquiring the first pedal information and the third pedal information.

Alternatively, in one possible implementation, the first detection module 201 may include at least two accelerator pedal detection modules 103, and further may transmit the first pedal information and the third pedal information, respectively. Alternatively, the speed limit control device of the present application may include two first detection modules 201, where one first detection module 201 is configured to transmit first pedal information; accordingly, another first detection module 201 is used to transmit third pedal information.

Alternatively, the third pedal information may be carried by the fifth signal 501. It is to be appreciated that the fifth signal 501 carries the third pedal information in a manner similar to that of the first signal 206, and reference is made to the above description of the first signal 206, which is not repeated herein.

Alternatively, in the embodiment of the present application, the second control module 204 can acquire the first pedal information and the third pedal information. Wherein, in the case of the all-terrain vehicle opening speed limit mode, the second control module 204 is capable of transmitting second pedal information corresponding to the current state of the seat belt to the first control module 202 according to the first pedal information, and transmitting fourth pedal information corresponding to the current state of the seat belt to the first control module 202 according to the third pedal information. Accordingly, the first control module 202 may control the output torque of the power source based on the second pedal information and/or the fourth pedal information.

It will be appreciated that, similar to the correspondence between the first pedal information and the second pedal information, there is a correspondence between the third pedal information and the fourth pedal information, and the above description about the second pedal information may be referred to for the fourth pedal information, which is not repeated here.

Alternatively, fourth pedal information may be carried by sixth signal 504.

Alternatively, the voltage value between the first signal 206 carrying the first pedal information and the fifth signal 501 carrying the third pedal information may be the same or different. If different, the first control module 202 and the second control module 204 may calculate respective corresponding pedal stroke values according to respective algorithms of the first signal 206 and the fifth signal 501. The pedal stroke value corresponding to the first pedal information is equal to the pedal stroke value corresponding to the third pedal information.

For example, referring to fig. 6, the voltage value of the first signal 206 may be twice the voltage value of the fifth signal 501. Accordingly, the first control module 202 and the second control module 204 multiply 2 when calculating the pedal effort value from the voltage value of the fifth signal 501 relative to when calculating the pedal effort value from the voltage value of the first signal 206. It is understood that the voltage value of the fourth signal 210 may be twice the voltage value of the sixth signal 504.

To facilitate understanding of the relationship between the first signal 206, the fourth signal 210, the fifth signal 501, and the sixth signal 504, an exemplary illustration is provided below in a graph of pedal travel versus voltage value shown in fig. 7.

Referring to fig. 7, the voltage values of the fourth signal 210 and the sixth signal 504 are in a linear relationship with the pedal stroke value, and the voltage value of the fourth signal 210 is twice the voltage value of the sixth signal 504 at the same pedal stroke value. The third threshold corresponding to the pedal stroke threshold of the first signal 206 may be Thd1, and the threshold corresponding to the pedal stroke threshold of the fifth signal 501 may be Thd2. Accordingly, the maximum value of the voltage value of the fourth signal 210 is equal to Thd1 and the maximum value of the voltage value of the sixth signal 504 is equal to Thd2.

Optionally, in the embodiment of the present application, in the case that the all-terrain vehicle is in the speed limiting mode, the second control module 204 is capable of transmitting a torque adjustment command to the first control module 202 according to the current vehicle speed, so that the first control module 202 is capable of controlling the output torque of the power source according to the torque adjustment command and the second pedal information or the fourth pedal information.

Optionally, the second control module 204 is further configured to, when the all-terrain vehicle is in the speed limit mode and the current vehicle speed is greater than or equal to the speed limit threshold, transmit a torque up/down command to the first control module 202, so that the first control module 202 can control the output torque of the power source according to the torque up/down command and the two-pedal information or the fourth-pedal information.

Optionally, the second control module 204 is further configured to, when the speed limit mode is turned on by the all-terrain vehicle, the current vehicle speed does not exceed the speed limit threshold, and the pedal travel value corresponding to the first pedal information and/or the second pedal information is greater than the pedal travel threshold, transmit a torque-reducing speed-increasing instruction to the first control module 202 by the second control module 204, so that the first control module 202 can control the output torque of the power source according to the torque-reducing speed-increasing instruction, the second pedal information and/or the fourth pedal information.

According to the speed limiting control device provided by the embodiment of the application, the second control module 204 is used for transmitting the torque adjusting instruction to the first control module 202 in combination with the current actual speed of the vehicle, so that the first control module 202 can dynamically adjust the output torque of the power source, and further the speed is prevented from fluctuating in a large range, and the control accuracy of the speed is improved.

The following exemplifies a case where the second control module 204 transmits the second pedal information and the fourth pedal information to the first control module 201 under different circumstances according to table one.

In table one, the voltage value corresponding to the first signal 206 is SigVal1, the voltage value corresponding to the fifth signal 501 is SigVal2, the speed of the all-terrain vehicle is Spd, and the corresponding speed limit threshold value in the safety belt speed limit scene is SpdLim.

Wherein third signal 209 indicates whether the ATV is on speed limit mode using "on" and "off". The current state of the seat belt corresponding to the second signal 207 is the wearing state indicating "non-speed limit", and the corresponding non-wearing state indicates "speed limit".

List one

For examples 1-2:

when the second control module 204 determines that the speed limit mode is off based on the third signal 209, the second control module 204 outputs the first pedal information and the third pedal information, i.e., the fourth signal 210 is the same as the first signal 206 and the sixth signal 504 is the same as the fifth signal 501. The second control module 204 does not output a torque adjustment command.

For case 3:

when the second control module 204 determines that the speed limit mode is on according to the third signal 209, and the second control module 204 determines that the vehicle is not in the seat belt speed limit scene according to the second signal 207, the second control module 204 outputs second pedal information and fourth pedal information. The voltage value of the fourth signal 210 corresponding to the second pedal information is the same as the voltage value of the first signal 206, and the voltage value of the sixth signal 504 corresponding to the fourth pedal information is the same as the voltage value of the fifth signal 501. The second control module 204 does not output a torque adjustment command.

For case 4:

when the second control module 204 determines that the speed limit mode is on according to the third signal 209, and the second control module 204 determines that the vehicle is in a safety belt speed limit scene according to the second signal 207, if the voltage value SigVal1 of the first signal 206 is less than or equal to Thd1, the voltage value SigVal2 output by the fifth signal 501 is less than or equal to Thd2, the vehicle speed Spd is less than SpdLim, the voltage value of the fourth signal 210 corresponding to the second pedal information is the same as the voltage value of the first signal 206, and the voltage value of the sixth signal 504 corresponding to the fourth pedal information is the same as the voltage value of the fifth signal 501. The second control module 204 does not output a torque adjustment command.

For case 5:

when the second control module 204 determines that the speed limit mode is on according to the third signal 209, and the second control module 204 determines that the vehicle is in a safety belt speed limit scene according to the second signal 207, if the voltage value SigVal1 of the first signal 206 is less than or equal to Thd1, the voltage value SigVal2 output by the fifth signal 501 is less than or equal to Thd2, the vehicle speed Spd is less than SpdLim, the voltage value of the fourth signal 210 corresponding to the second pedal information is the same as the voltage value of the first signal 206, and the voltage value of the sixth signal 504 corresponding to the fourth pedal information is the same as the voltage value of the fifth signal 501. The second control module 204 outputs a torque up and speed down command.

For case 6:

when the second control module 204 determines that the speed limit mode is on according to the third signal 209, and the second control module 204 determines that the vehicle is in a safety belt speed limit scene according to the second signal 207, if the voltage value SigVal1 of the first signal 206 is greater than Thd1, the voltage value SigVal2 output by the fifth signal 501 is greater than Thd2, the vehicle speed Spd is less than SpdLim, the voltage value of the fourth signal 210 corresponding to the second pedal information is Thd1, and the voltage value of the sixth signal 504 corresponding to the fourth pedal information is Thd2. The second control module 204 outputs a torque-reducing speed-increasing command.

For case 7:

when the second control module 204 determines that the speed limit mode is on according to the third signal 209, and the second control module 204 determines that the vehicle is in a safety belt speed limit scene according to the second signal 207, if the voltage value SigVal1 of the first signal 206 is greater than Thd1, the voltage value SigVal2 output by the fifth signal 501 is greater than Thd2, the vehicle speed Spd is greater than or equal to SpdLim, the voltage value of the fourth signal 210 corresponding to the second pedal information is Thd1, and the voltage value of the sixth signal 504 corresponding to the fourth pedal information is Thd2. The second control module 204 outputs a torque up and speed down command.

Since the speed limit control device is used in a vehicle, it is necessary to ensure safety and reliability of the speed limit control device, and to avoid accidents. Based on this, the speed limit control device shown in fig. 8 can be used.

Referring to fig. 8, the speed limit control apparatus further includes:

the first switch module 205 is disposed on the first path 208 of the first control module 202 for receiving the first pedal information transmitted by the first detection module 201. Referring to fig. 8, the first path 208 may be a path through which the first signal 206 is transmitted between the first detection module 201 and the second control module 204.

It will be appreciated that the specific morphology of the paths varies depending on the nature of the signal. For example, if the first signal 206 is an electrical signal, the first path 208 may be an electronic circuit, such as an electronic circuit, a metal conductor, etc., that transmits the electrical signal. If the first signal 206 is an optical signal, the first path 208 may be an optical medium, such as an optical fiber, an optical waveguide, or the like.

Alternatively, the first switch module 205 may be used to open or close the first path 208. For example, the first switch module 205 may be a relay, an optical switch, a semiconductor switch, etc., which is not particularly limited in the embodiments of the present application.

Optionally, the first switch module 205 is connected to the second control module 204. For example, the first switch module 205 may be electrically connected to the second control module 204, and thus the first switch module 205 may receive a control instruction from the second control module 204.

Alternatively, the control instructions may include a first control instruction and a second control instruction. The first control instruction may be used to instruct the first switch module 205 to open the first path 208. The second control instruction may be used to instruct the first switch module 205 to turn on the first path 208.

Alternatively, in the case where the all-terrain vehicle is in the speed limit mode, the second control module 204 can disconnect the first passage 208 by controlling the first switch module 205, and can transmit the second pedal information and the torque adjustment command corresponding to the current state of the seat belt to the first control module 202. Accordingly, the first control module 202 is capable of controlling the output torque of the power source based on the torque adjustment command and the second pedal information.

Alternatively, in the case where the ATV does not turn on the speed limit mode, the second control module 204 can turn on the first path 208 by controlling the first switch module 205 so that the first control module 202 receives the first pedal information.

Alternatively, in the case where the speed limit mode is not turned on by the all-terrain vehicle and the second control module 204 controls the first switch module 205 to open the first passage 208, the second control module 204 turns on the first passage 208 by controlling the first switch module 205. Accordingly, the first control module 202 may receive the first pedal information and control the output torque of the power source via the first pedal information. That is, after the speed limit mode is not turned on or the speed limit mode is turned off, the functional logic of the first control module 202 controlling the output torque of the power source according to the first pedal information transmitted by the first detection module 201 is not changed.

In this embodiment, after the speed limiting function is turned on, the second control module 204 may cut off the transmission of the first pedal information by controlling the first switch module 205 to disconnect the first channel 208, so that the first control module 202 may control the output torque of the power source according to the second pedal information transmitted by the second control module 204, thereby avoiding developing the first control module 202 to implement the speed limiting function of the safety belt. Thus, the requirement of large software development cost for realizing the speed limiting function of the safety belt can be avoided. Meanwhile, after the speed limiting mode is not started or is closed, the output torque of the power source is controlled by the first control module 202 according to the first pedal information transmitted by the first detection module 201, that is, the functional logic of the output torque of the power source controlled by the first control module 202 is not changed, so that the safety and reliability are ensured, and the functional safety grade is high.

Optionally, in the embodiment of the present application, the second control module 204 can obtain the current state of the first path 208 through connection with the first path 208, or the second control module 202 can obtain the current state of the first path 208 through feedback information of the first switch module 205, where the current state of the first path 208 is an on state or an off state.

Wherein, the second control module 204 is further configured to:

in the event that the ATV does not turn on speed limit mode and the current state of first pathway 208 is an off state, second control module 204 can transmit first pedal information to first control module 202. That is, the second control module 204 may also sense whether the first path 208 is currently in an open state, so that if the first path 208 is open due to a fault, the function of transmitting the first pedal information to the first control module 202 may be replaced by the first path 208, so as to avoid accident occurrence and improve safety and reliability.

Optionally, the first switch module 205 may also detect whether the first path 208 is open. Accordingly, the first switch module 205 may transmit feedback information to the second control module 204 whether the first path 208 is open. That is, in the case where the all-terrain vehicle is in the speed limit mode, the second control module 204 opens the first passage 208 by controlling the first switch module 205, and the second control module 204 determines that the current state of the first passage 208 is the on state, the second control module 204 does not transmit the second pedal information or the first pedal information to the first control module 202.

Optionally, referring to fig. 9, the speed limit control device further includes a second switch module 502, where the second switch module 502 is disposed on a second path 503 of the first control module 202 that receives the third pedal information transmitted by the first detection module 201.

Wherein, in the case of the all-terrain vehicle turning on the speed limit mode, the second control module 204 can disconnect the first passage 208 by controlling the first switch module 205, and disconnect the second passage 503 by controlling the second switch module 502, and the second control module 204 can transmit the second pedal information, the fourth pedal information, and the torque control command corresponding to the current state of the seat belt to the first control module 202. Accordingly, the first control module 202 can control the output torque of the power source based on the torque control command, the second pedal information, and/or the fourth pedal information.

Alternatively, in the embodiment of the present application, in the case where the speed limit mode is not turned on by the all-terrain vehicle, the second control module 204 can switch on the first path 208 by controlling the first switch module 205, and switch on the second path 503 by controlling the second switch module 502, so that the first control module 202 receives the first pedal information and the third pedal information.

Where the first control module 202 receives the first pedal information and the third pedal information, the first control module 202 controls the output torque of the power source according to the first pedal information and/or the third pedal information. That is, after the speed limit mode is not turned on or the speed limit mode is turned off, the functional logic of the first control module 202 to control the output torque of the power source according to the first pedal information and/or the third pedal information transmitted by the first detection module 201 is not changed.

Alternatively, in the embodiment of the present application, the second control module 204 may obtain the current state of the second path 503 through connection with the second path 503, or the second control module 204 may obtain the current state of the second path 503 through feedback information of the second switch module 502, where the current state of the second path 503 is an on state or an off state.

Wherein, when the speed limit mode is not turned on by the atv, the current state of the first passage 208 is an off state, and the current state of the second passage 503 is an on state, the second control module 204 is able to transmit the first pedal information to the first control module 202. That is, the second control module 204 can transmit the first pedal information to the first control module 202 instead of the first path 208, thereby improving safety and reliability.

Alternatively, in the embodiment of the present application, when the speed limit mode is not turned on by the all-terrain vehicle, the current state of the first path 208 is the on state, and the current state of the second path 503 is the off state, the second control module 204 can transmit the third pedal information to the first control module 202. That is, the second control module 204 may transmit third pedal information to the first control module 202 instead of the second path 503, improving safety and reliability.

Alternatively, in the embodiment of the present application, in the case where the speed limit mode is not turned on by the all-terrain vehicle and the current state of the first passage 208 and the current state of the second passage 503 are the off state, the second control module 204 can transmit the first pedal information and the third pedal information to the first control module 202. That is, when the paths between the first detection module 201 and the first control module 202 are all disconnected, the all-terrain vehicle can also transmit the first pedal information and the third pedal information through the second control module 204, so that it is determined that the first control module 202 can work normally according to the pedal information output by the accelerator pedal, and the safety and reliability of the all-terrain vehicle can be further improved.

Fig. 10 is a flowchart of a speed limit control method provided in an embodiment of the present application. The control method shown in fig. 10 can be applied to the speed limit control device shown in fig. 2 to 9. The control method comprises the following steps:

in step 1001, the second control module 204 can obtain the first pedal information.

In step 1002, in the case where the all-terrain vehicle is in the speed limit mode, the second control module 204 can transmit second pedal information corresponding to the current state of the seat belt to the first control module 202 according to the first pedal information.

In step 1003, the second control module 204 can acquire the current vehicle speed of the ATV.

In step 1004, in the case where the ATV is in the speed limit mode, the second control module 204 can transmit a torque adjustment command to the first control module 202 based on the current vehicle speed.

In step 1005, the first control module 202 can control the output torque of the power source based on the torque adjustment command and the second pedal information.

It should be noted that, step 1001 may be performed before step 1003, or step 1001 may be performed after step 1003, or step 1001 and step 1003 may be performed simultaneously, which is not specifically limited in the embodiment of the present application.

In addition, the execution sequence of step 1002 and step 1004 is not particularly limited in the embodiment of the present application.

Optionally, the torque adjustment command includes a torque up and down command, and in the case of the all-terrain vehicle opening speed limit mode, the second control module 204 is capable of transmitting the torque adjustment command to the first control module 202 according to the current vehicle speed, including:

in the case where the all-terrain vehicle is in the speed limit mode and the current vehicle speed is greater than or equal to the speed limit threshold, the second control module 204 is capable of transmitting a torque up and down command to the first control module 202;

the first control module 202 is configured to control an output torque of the power source based on the torque adjustment command and the second pedal information, including:

The first control module 202 can control the output torque of the power source according to the torque up/down command and the second pedal information.

Optionally, the torque adjustment command further includes a torque reduction and speed increase command, and in the case that the all-terrain vehicle is in the speed limit mode, the second control module 204 can transmit the torque adjustment command to the first control module 202 according to the current vehicle speed, including:

when the all-terrain vehicle starts a speed limiting mode and the current speed does not exceed a speed limiting threshold value, and the pedal travel value corresponding to the first pedal information is larger than the pedal travel threshold value, the second control module 204 can transmit a torque reducing and speed increasing instruction to the first control module 202;

the first control module 202 is capable of controlling the output torque of the power source according to the torque-reducing and speed-increasing command and the second pedal information.

Optionally, the speed limit control method further includes:

at step 1006, the second control module 204 can obtain the first pedal information and the third pedal information.

In step 1007, in the case where the all-terrain vehicle is in the speed limit mode, the second control module 204 is capable of transmitting second pedal information corresponding to the current state of the seat belt to the first control module 202 according to the first pedal information, and transmitting fourth pedal information corresponding to the current state of the seat belt to the first control module 202 according to the third pedal information.

Second control module 204 is also capable of obtaining 1008 a current vehicle speed of the ATV.

Step 1009, in the case of the all-terrain vehicle opening speed limit mode, the second control module 204 is able to transmit a torque adjustment command to the first control module 202 according to the current vehicle speed;

in step 1010, the first control module 202 can control the output torque of the power source based on the torque adjustment command and the second pedal information and/or the fourth pedal information.

It will be appreciated that the execution sequence of step 1006 and step 1008 is not particularly limited in the embodiments of the present application. Accordingly, the execution order of steps 1007 and 1009 is not particularly limited in the embodiments of the present application.

Note that, the speed limit control method further includes the actions executed by each module in the speed limit control device shown in fig. 2 to 9, and specifically, the actions corresponding to the first detection module 201, the first control module 202, the second detection module 203, the second control module 204, the first switch module 205, and the second switch module 502 in the speed limit control device shown in fig. 2 to 9 may be referred to herein, which are not described again.

The speed limit control method provided in the embodiment shown in fig. 10 may be implemented by the technical solutions of the embodiments of the speed limit control device shown in fig. 2 to 9 in the present specification, and the implementation principle and technical effects may be further described with reference to the related descriptions in the embodiments of the speed limit control device shown in fig. 2 to 9.

Fig. 11 is a schematic structural view of an all-terrain vehicle according to another embodiment of the present application.

As shown in fig. 11, an all-terrain vehicle 100 includes a plurality of constituent components, specifically including: frame 10, suspension system 20, wheels 30, power system 40, saddle 50, steering device 60, and roof 70.

All-terrain vehicle 100 may be divided into a front end and a rear end according to a traveling direction. For clarity of explanation of the technical solution of the present application, front, rear, left, right, up and down are defined as shown in fig. 11.

The wheels 30 include, among other things, a first front wheel 311, a second front wheel 312, a first rear wheel 321, and a second rear wheel 322.

The suspension system 20 includes a front suspension 21 and a rear suspension 22. First front wheel 311 and second front wheel 312 are connected to frame 10 by front suspension 21, and first rear wheel 321 and second rear wheel 322 are connected to frame 10 by rear suspension 22.

Power system 40 is at least partially disposed on frame 10 for powering the operation of all-terrain vehicle 100. At least one of the first front wheel 311, the second front wheel 312, the first rear wheel 321, and the second rear wheel 322 is drivingly connected to the powertrain 40. Wherein, the power system includes the power supply.

A seat 50 is provided on the frame 10, the seat 50 including at least one driver seat 51.

Steering device 60 is used to steer the operation of ATV 100. Optionally, all or a portion of the components of steering system 60 are electrically connected to power system 40. The steering device 60 comprises a directional steering assembly 61. As shown, the directional control assembly 61 is located, for example, in front of the operator's seat 51. Wherein, the control device 60 further comprises an accelerator pedal.

A roof 70 is located above the frame 10. A cabin 170 is provided between the roof 70 and the frame 10. It will be appreciated that ATV 100 may not include roof 70.

The all-terrain vehicle 100 further includes a speed limit control device shown in fig. 2 to 9. The implementation principle and technical effect of the speed limit control device may further refer to the related description in the embodiment of the speed limit control device shown in fig. 2 to 9, which is not described herein.

Claims

1. A speed limit control device for an all-terrain vehicle, the speed limit control device comprising:

the first detection module is used for acquiring first pedal information of an accelerator pedal of the all-terrain vehicle under the condition that the all-terrain vehicle is in a preset state;

the first control module is used for controlling the output torque of the power source of the all-terrain vehicle according to the first pedal information;

The speed limiting control device is characterized by further comprising:

the second detection module is used for acquiring the current state of a safety belt of the driver seat when the driver is positioned in the driver seat of the all-terrain vehicle, wherein the current state of the safety belt is in an unworn state or a wearing state;

the second control module is respectively connected with the first detection module, the second detection module and the first control module; the second control module can acquire the first pedal information, can transmit second pedal information corresponding to the current state of the safety belt to the first control module according to the first pedal information under the condition that the all-terrain vehicle starts a speed limiting mode, can also acquire the current speed of the all-terrain vehicle, and can transmit a torque adjusting instruction to the first control module according to the current speed under the condition that the all-terrain vehicle starts the speed limiting mode, so that the first control module can control the output torque of the power source according to the torque adjusting instruction and the second pedal information.

2. The speed limit control device of claim 1, wherein the torque adjustment command comprises a torque up and down command, and wherein the second control module is further configured to:

and under the condition that the speed limit mode is started and the current speed is greater than or equal to a speed limit threshold value, the second control module can transmit the torque increasing and speed reducing instruction to the first control module, so that the first control module can control the output torque of the power source according to the torque increasing and speed reducing instruction and the second pedal information.

3. The speed limit control device of claim 1 or 2, wherein the torque adjustment command further comprises a torque down speed up command, wherein the second control module is further configured to:

when the speed limit mode is started by the all-terrain vehicle, the current vehicle speed does not exceed the speed limit threshold, and the pedal travel value corresponding to the first pedal information is larger than the pedal travel threshold, the second control module can transmit the torque-reducing speed-increasing instruction to the first control module, so that the first control module can control the output torque of the power source according to the torque-reducing speed-increasing instruction and the second pedal information.

4. The speed limit control device of claim 1, wherein the first detection module is further configured to obtain third pedal information of an accelerator pedal of the all-terrain vehicle when the all-terrain vehicle is in a preset state;

the second control module can acquire the first pedal information and the third pedal information, and can transmit second pedal information corresponding to the current state of the safety belt to the first control module according to the first pedal information under the condition that the all-terrain vehicle starts a speed limiting mode, and transmit fourth pedal information corresponding to the current state of the safety belt to the first control module according to the third pedal information, and can also acquire the current speed of the all-terrain vehicle, and can transmit a torque adjustment instruction to the first control module according to the current speed under the condition that the all-terrain vehicle starts the speed limiting mode, so that the first control module can control the output torque of the power source according to the torque adjustment instruction and the second pedal information and/or the fourth pedal information.

5. The speed limit control of claim 4, wherein the torque adjustment command comprises a torque up and down command, and wherein the second control module is further configured to:

and under the condition that the speed limit mode is started and the current speed is greater than or equal to a speed limit threshold value, the second control module can transmit the torque increasing and speed reducing instruction to the first control module, so that the first control module can control the output torque of the power source according to the torque increasing and speed reducing instruction, the two pedal information and/or the fourth pedal information.

6. A speed limit control method, characterized in that it is applied to the speed limit control apparatus according to any one of claims 1 to 5, comprising:

the second control module can acquire the first pedal information;

7. The speed limit control method according to claim 6, wherein the torque adjustment command includes a torque up and down command,

under the condition that the all-terrain vehicle starts a speed limiting mode, the second control module can transmit a torque adjusting instruction to the first control module according to the current vehicle speed, and the method comprises the following steps:

8. The speed limit control method according to claim 6 or 7, wherein the torque adjustment command further includes a torque down speed up command,

9. The speed limit control method of claim 6, further comprising:

10. An all-terrain vehicle, the all-terrain vehicle comprising:

a frame;

a power system at least partially disposed on the frame for providing power to the operation of the ATV, at least one of the first front wheel, the second front wheel, the first rear wheel, and the second rear wheel being drivingly connected to the power system, wherein the power system comprises at least a power source;

A saddle, provided on the frame, including at least one driver seat;

the control device is used for controlling the operation of the terrain vehicle and at least comprises an accelerator pedal;

the all-terrain vehicle further comprising the speed limit control device of any of claims 1-5.