CN217778372U - Vehicle with a steering wheel - Google Patents
Vehicle with a steering wheel Download PDFInfo
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- CN217778372U CN217778372U CN202222223661.3U CN202222223661U CN217778372U CN 217778372 U CN217778372 U CN 217778372U CN 202222223661 U CN202222223661 U CN 202222223661U CN 217778372 U CN217778372 U CN 217778372U
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Abstract
The utility model discloses a vehicle, including frame, walking subassembly, suspension subassembly, power component, control system and braking system. The walking assembly comprises a first walking wheel and a second walking wheel. The suspension assembly is at least partially disposed on the vehicle frame. The first road wheel is connected to the frame by a suspension assembly and the second road wheel is connected to the frame by a suspension assembly. The power assembly is at least partially arranged on the frame and comprises a power battery and a driving motor. The control system can control the brake system to brake the vehicle, the control system is also connected with a driving motor, the power battery provides power for the driving motor, and the driving motor drives the walking assembly to move; when the vehicle is in a preset state, the driving motor can charge the power battery, and the driving motor and/or the braking system brake the walking assembly so as to control the speed of the vehicle to be less than or equal to a preset speed. The steep-slope descent control function of the vehicle is realized by braking the walking assembly through the driving motor and/or the braking system.
Description
Technical Field
The utility model relates to a vehicle field especially indicates a vehicle.
Background
In the prior art, the high Hill Descent Control (HDC) of a vehicle enables a driver to smoothly pass through a steep descending section under the complete Control condition without stepping on a brake pedal, and a braking device automatically controls each wheel of the vehicle according to the braking requirement of the vehicle, so that the vehicle moves forward slightly faster than the traveling speed, and the driver can completely concentrate on controlling a steering wheel.
Currently, after a steep descent function of a vehicle is turned on, the speed of the vehicle can be maintained within a minimum range; if the slope is steep, an Electronic Stability Controller (ESC) starts to work, and the vehicle is controlled to smoothly reduce the speed of the vehicle to a safe range through high-frequency point braking of a braking device.
However, since the brake pad heats up when the vehicle is continuously braked on a steep slope, continuously long steep slopes may cause the brake pad to thermally degrade. When the brake disc temperature is detected to be overhigh, the HDC is out of work, and the ESC alarm lamp is lightened. In addition, when the vehicle runs downhill, the recovery of kinetic energy is less, so that the energy utilization rate of the vehicle is lower.
SUMMERY OF THE UTILITY MODEL
In order to solve the defects of the prior art, the utility model aims to provide a can realize that abrupt slope slowly falls and better vehicle is retrieved to kinetic energy.
In order to achieve the above purpose, the utility model adopts the following technical scheme:
a vehicle, which is a motorcycle or all-terrain vehicle, comprises a frame, a walking assembly, a suspension assembly, a power assembly, a control system and a braking system. The walking assembly comprises a first walking wheel and a second walking wheel. The suspension assembly is at least partially disposed on the vehicle frame. The first road wheel is connected to the frame by a suspension assembly and the second road wheel is connected to the frame by a suspension assembly. The power assembly is at least partially arranged on the frame and comprises a power battery and a driving motor. The control system is at least partially disposed on the frame. The braking system is used for braking the vehicle. The control system can control the brake system to brake the vehicle, the control system is also connected with a driving motor, the power battery provides power for the driving motor, and the driving motor drives the walking assembly to move; when the vehicle is in a preset state, the driving motor can charge the power battery, and the driving motor and/or the braking system brake the walking assembly so as to control the speed of the vehicle to be less than or equal to a preset speed.
Further, the vehicle comprises a first braking mode, a second braking mode and a third braking mode which are in a preset state, and if the vehicle is in the first braking mode, the motor is driven to brake the walking assembly; if the vehicle is in the second braking mode, the driving motor and the braking system brake the walking assembly; if the vehicle is in the third braking mode, the braking system brakes the traveling assembly.
Furthermore, the control system can also detect the state of the power battery, when the vehicle is in a preset state, if the control system detects that the power battery is in a chargeable state, the driving motor charges the power battery, and the vehicle is in a first braking mode or a second braking mode.
Further, when the vehicle is in the preset state, if the control system detects that the power battery is in the non-chargeable state, the driving motor does not charge the power battery, and the vehicle is in the third braking mode.
Further, the control system can detect the braking force of the driving motor to the vehicle, and when the braking force of the driving motor to the vehicle is larger than or equal to the preset braking force, the vehicle is in the first braking mode.
Further, when the braking force of the driving motor to the vehicle is smaller than the preset braking force, the vehicle is in the second braking mode.
Further, when the vehicle is in a preset state, the vehicle switches the first brake mode, the second brake mode and/or the third brake mode through a preset operation.
Further, when the vehicle is in a preset state, the walking assembly drives the driving motor to operate passively, and the driving motor charges the power battery.
Further, when the vehicle is in a preset state, the driving motor stops driving the traveling assembly.
Further, the vehicle is an electric vehicle or a hybrid vehicle.
The utility model provides a vehicle can realize the kinetic energy recovery function of vehicle through driving motor and/or braking system to the braking of walking subassembly, reduces the energy loss of vehicle and improves the duration of a journey ability of vehicle to through the speed of a motor vehicle of control system control vehicle under the preset condition, improve the security of vehicle.
Drawings
Fig. 1 is a schematic structural diagram of the vehicle of the present invention.
Fig. 2 is a schematic connection diagram of the power assembly, the control system and the braking system of the present invention.
Fig. 3 is a flowchart of a first control principle of the vehicle according to the present invention.
Fig. 4 is a flowchart of a second control principle of the vehicle according to the present invention.
Fig. 5 is a first flowchart of the steep descent control function of the vehicle according to the present invention.
Fig. 6 is a second flowchart of the steep descent control function of the vehicle according to the present invention.
Fig. 7 is a third flowchart of the steep descent control function of the vehicle according to the present invention.
Fig. 8 is a fourth flowchart of the steep descent control function of the vehicle according to the present invention.
Detailed Description
In order to make the technical solution of the present invention better understood by those skilled in the art, the technical solution of the present invention in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings.
A vehicle 100 may be any type of motorcycle or all-terrain vehicle. The wheel is divided based on the wheel of the motorcycle, the wheel comprises a front wheel and a rear wheel, and the wheel can be specifically one of the following wheels:
the wheels include only one front wheel and one rear wheel. It will be appreciated that a conventional model of a motorcycle will typically comprise only one front wheel and one rear wheel, for example: streetcars, sports cars, cruise cars, station wagons, pull cars, off-road vehicles, tired vehicles, scooters, camber trucks, and the like.
The wheels include a front wheel and two rear wheels. A motorcycle equipped with such a wheel is generally one of special motorcycles, for example: motor-tricycles, most of which are used as production tools, but some high-end imported brand motor-cycles take the form of a positive tricycle.
The wheels include two front wheels and one rear wheel. Likewise, motorcycles fitted with such wheels are also generally specialty motorcycles, for example: an inverted motor tricycle.
The wheels include a front wheel, a rear wheel, and a side wheel. Motorcycles fitted with such wheels may be referred to as side tricycles or colloquially as "sidecars".
All-Terrain vehicles (i.e. four-wheeled motorcycles), common All-Terrain vehicles including ATV (All-Terrain Vehicle, which runs on various roads), UTV (Utility Vehicle), SSV (Side by Side Vehicle, which is a Side-by-Side Vehicle/tandem Vehicle), etc., can All use the technical scheme provided by the present application. It should be noted that there are currently a number of ways of categorizing motorcycles, in some of which all-terrain vehicles are categorized side-by-side with motorcycles not considered to be generic, and in others as being a particular type of motorcycle, primarily in view of whether the concept of motorcycle is to be understood in a narrow sense or in a broad sense.
In the present embodiment, the vehicle 100 is described as an all-terrain vehicle as an example.
As shown in fig. 1 and 2, vehicle 100 includes a frame 11, a travel assembly 12, a suspension assembly 13, a transmission assembly 14, a power assembly 15, a braking system 16, and a control system 17. The vehicle 100 may be a motorcycle or an all-terrain vehicle, among others. The frame 11 is a basic frame of the vehicle 100. Suspension assembly 13 is used to connect frame 11 and undercarriage assembly 12. The walking assembly 12 comprises a first walking wheel 121 and a second walking wheel 122, the first walking wheel 121 is connected with the vehicle frame 11 through the suspension assembly 13, the second walking wheel 122 is connected with the vehicle frame 11 through the suspension assembly 13, and the walking assembly 12 is used for controlling the movement of the vehicle 100. The transmission assembly 14 is at least partially arranged on the frame 11, and the transmission assembly 14 is used for connecting the walking assembly 12 and the power assembly 15 and transmitting the power of the power assembly 15 to the walking assembly 12 so as to drive the walking assembly 12 to move. The power assembly 15 is at least partially arranged on the frame 11, and the power assembly 15 is at least partially in transmission connection with the walking assembly 12 through the transmission assembly 14. A braking system 16 is at least partially disposed on the frame 11 for braking the running assembly 12 and, thus, the vehicle 100. The control system 17 connects the power assembly 15 and the brake system 16 for controlling the power assembly 15, the brake system 16, and other electrical components of the vehicle 100. Specifically, control system 17 may control braking system 16 to brake undercarriage assembly 12 to effectuate braking of vehicle 100. The control system 17 may also control the power assembly 15 to effect movement of the vehicle 100. For clearly explaining the technical solution of the present invention, a front side, a rear side, a left side, a right side, an upper side, and a lower side as shown in fig. 1 are also defined.
As shown in fig. 2, the power assembly 15 includes a driving motor 151 and a power battery 152. The power battery 152 is connected to the driving motor 151, and the power battery 152 is used for supplying power to the driving motor 151. The driving motor 151 is in transmission connection with the traveling assembly 12, so that the driving motor 151 drives the traveling assembly 12 to move. The driving motor 151 may also charge the power battery 152 when the vehicle 100 is in a preset state. The preset state refers to the vehicle 100 being in a downhill state. Specifically, when the vehicle 100 is in the preset state, the driving motor 151 stops driving the traveling assembly 12. At this time, since the vehicle 100 is in a downhill state, the traveling assembly 12 keeps rotating, and the traveling assembly 12 is in transmission connection with the driving motor 151, so that the traveling assembly 12 drives the driving motor 151 to operate passively. When the driving motor 151 is operated passively, an induction current is generated in the driving motor 151, so that the driving motor 151 charges the power battery 152. Through the arrangement, when the vehicle 100 is in a downhill state, the kinetic energy of the walking assembly 12 can be converted into the electric energy of the power battery 152, so that the kinetic energy recovery function of the vehicle 100 is realized, the energy loss of the vehicle 100 is reduced, and the cruising ability of the vehicle 100 is improved.
In the present embodiment, when vehicle 100 is in the preset state, drive motor 151 and/or brake system 16 brakes traveling assembly 12, thereby controlling the speed of vehicle 100 to be equal to or lower than the preset speed. Wherein the preset speed is used for limiting the speed of the vehicle 100 when the vehicle 100 is in a preset state, thereby improving the safety of the vehicle 100 when running downhill; the preset speed can be adjusted according to actual requirements, and the preset speed can be adjusted manually or automatically by the control system 17. Specifically, the preset speed may be adjusted manually by a user operating a physical button, a touch button, or the like, or may be adjusted automatically by the control system 17 according to the current environment of the vehicle 100, the speed of the vehicle 100, or the like.
The vehicle 100 includes a first braking mode, a second braking mode, and a third braking mode.
When vehicle 100 is in the first braking mode, drive motor 151 brakes traveling assembly 12 such that the speed of vehicle 100 is equal to or less than a preset speed. Specifically, when the vehicle 100 is in the first braking mode, the traveling assembly 12 drives the driving motor 151 to operate passively, and at this time, according to the law of conservation of energy, the kinetic energy of the traveling assembly 12 is converted into electric energy, so that the movement speed of the traveling assembly 12 is reduced, and then in a preset state, the driving motor 151 is used for braking the traveling assembly 12. In this embodiment, the control system 17 can control the induced current generated by the driving motor 151, so as to control the braking force of the driving motor 151 on the traveling assembly 12, and further achieve different deceleration effects through the control system 17, which is beneficial to better control the speed of the vehicle 100 in the preset state. Through the arrangement, the kinetic energy recovery function of the vehicle 100 can be realized, and the driving motor 151 can brake the traveling assembly 12, so that the vehicle speed of the vehicle 100 in a preset state is controlled through the control system 17 while the energy loss of the vehicle 100 is reduced and the cruising ability of the vehicle 100 is improved, and the safety of the vehicle 100 is further improved.
When vehicle 100 is in the second braking mode, drive motor 151 and braking system 16 brake traveling assembly 12 such that the speed of vehicle 100 is equal to or less than the predetermined speed. Specifically, when the vehicle 100 is in the second braking mode, the traveling assembly 12 drives the driving motor 151 to operate passively, and the kinetic energy of the traveling assembly 12 is converted into electric energy, so that the movement speed of the traveling assembly 12 is reduced, and the driving motor 151 is used for braking the traveling assembly 12 in a preset state; meanwhile, the control system 17 controls the braking system 16 to brake the traveling assembly 12, so that the movement speed of the traveling assembly 12 is reduced, and the braking system 16 brakes the traveling assembly 12 in a preset state, so that the speed of the vehicle 100 is less than or equal to a preset speed. Through the above arrangement, the traveling assembly 12 can be braked together by the driving motor 151 and the braking system 16 while the kinetic energy recovery function of the vehicle 100 is realized, so that the speed of the vehicle 100 is less than or equal to the preset speed, and the braking effect and the driving safety of the vehicle 100 are improved.
When vehicle 100 is in the third braking mode, braking system 16 brakes undercarriage assembly 12 such that the speed of vehicle 100 is less than or equal to the predetermined speed. Specifically, when the vehicle 100 is in the third braking mode, the control system 17 controls the braking system 16 to brake the traveling assembly 12, so that the movement speed of the traveling assembly 12 is reduced, and then the braking system 16 brakes the traveling assembly 12 in a preset state, so that the vehicle speed of the vehicle 100 is less than or equal to the preset speed. Through the arrangement, different braking requirements of the vehicle 100 can be met, so that the braking selectivity of the vehicle 100 is improved, and the braking requirements of different drivers are met.
As shown in fig. 3, the control system 17 can also detect the state of the power battery 152, i.e. detect the current charge of the power battery 152, as an implementation. Specifically, the power battery 152 may include a chargeable state and a non-chargeable state according to the current charge amount of the power battery 152. The chargeable state refers to a state in which the current electric quantity of the power battery 152 is not fully charged, and the temperature and other states of the power battery 152 are good, and at this time, the power battery 152 can be charged by the induced current generated by the driving motor 151; the non-chargeable state refers to a state in which the current charge of the power battery 152 is fully charged, or the power battery 152 cannot be charged at this time due to the influence of temperature or other parameters of the power battery 152.
When the vehicle 100 is in the preset state, if the control system 17 detects that the power battery 152 is in the chargeable state, the driving motor 151 charges the power battery 152, and at this time, the vehicle 100 is in the first braking mode or the second braking mode, that is, at this time, the output object of the braking force of the vehicle 100 at least includes the driving motor 151. Through the arrangement, when the current electric quantity of the power battery 152 is in an unfilled state, the driving motor 151 is used for braking the walking assembly 12, so that the driving motor 151 generates induction current, the driving motor 151 charges the power battery 152, the kinetic energy of the walking assembly 12 can be converted into the electric energy of the power battery 152 when the vehicle 100 is in a downhill state, the kinetic energy recovery function of the vehicle 100 is realized, the energy loss of the vehicle 100 is reduced, and the cruising ability of the vehicle 100 is improved.
When the vehicle 100 is in the predetermined state, if the control system 17 detects that the power battery 152 is in the non-chargeable state, the driving motor 151 does not charge the power battery 152, and at this time, the vehicle 100 is in the third braking mode, that is, the vehicle 100 brakes the traveling unit 12 through the braking system 16, so that the speed of the vehicle 100 is less than or equal to the predetermined speed. Through the above arrangement, when the current electric quantity of the power battery 152 is in a full charge state, the driving motor 151 is prevented from reversely supplying power to the power battery 152 to cause damage to the power battery 152, such as overcharging of the power battery 152, and the service life and the use safety of the power battery 152 are improved.
It can be understood that when the vehicle 100 is in the preset state, if the control system 17 detects that the power battery 152 is in the chargeable state, the vehicle 100 may also brake the traveling assembly 12 only through the braking system 16, so that the speed of the vehicle 100 is less than or equal to the preset speed, thereby meeting different braking requirements, and being beneficial to improving the universality and braking diversity of the vehicle 100.
As shown in fig. 4, as one implementation, control system 17 is capable of detecting a braking force of drive motor 151 on vehicle 100. Control system 17 controls drive motor 151 and/or brake system 16 to brake traveling assembly 12 based on the detected braking force of drive motor 151 on vehicle 100. Specifically, when the braking force of the drive motor 151 on the vehicle 100 is equal to or greater than the preset braking force, the vehicle 100 is in the first braking mode, that is, the vehicle 100 brakes the traveling assembly 12 by the drive motor 151, so that the vehicle speed of the vehicle 100 is equal to or less than the preset speed. The preset braking force can be adjusted according to actual requirements; the control system 17 may detect the braking force of the drive motor 151 on the vehicle 100 by: the control system 17 calculates the braking force of the drive motor 151 on the vehicle 100 by detecting the current vehicle speed of the vehicle 100, the current state of the power battery 152, the current surrounding environment of the vehicle 100, and the like. When the braking force of the driving motor 151 to the vehicle 100 is less than the preset braking force, the vehicle 100 is in the second braking mode, that is, the vehicle 100 brakes the traveling assembly 12 by the driving motor 151 and the braking system 16, so that the vehicle speed of the vehicle 100 is equal to or less than the preset speed. Through the above arrangement, when the vehicle 100 is in the preset state, the control system 17 can determine the output target of the braking force of the vehicle 100 through the current vehicle speed of the vehicle 100, the current state of the power battery 152, the current surrounding environment of the vehicle 100, and the like, i.e., determine and control the driving motor 151 and/or the braking system 16 to brake the traveling assembly 12, so that the vehicle speed of the vehicle 100 is less than or equal to the preset speed, and thus, under the conditions that the current vehicle speed of the vehicle 100 is slow, the current surrounding environment of the vehicle 100 is gentle, and the like, the traveling assembly 12 is braked through the driving motor 151, frequent braking of the braking system 16 is greatly reduced, and thus the feeling of pause of the vehicle 100 is eliminated, the heating and the heat fading of the braking system 16 are reduced, and the service life of the braking system 16 is prolonged; under the conditions that the current speed of the vehicle 100 is high, the current surrounding environment of the vehicle 100 is complex, and the like, the traveling assembly 12 can be braked jointly by the driving motor 151 and the braking system 16, so that the speed of the vehicle 100 is less than or equal to the preset speed, and the braking effect and the safety of the vehicle 100 in the preset state are improved. In addition, through the above arrangement, when the vehicle speed of the vehicle 100 is fast, the current surrounding environment of the vehicle 100 is complex, and the like, the traveling assembly 12 is braked by the driving motor 151 and the braking system 16 together, so that the braking time of the braking system 16 can be reduced by braking the driving motor 151, that is, frequent braking of the braking system 16 is greatly reduced, thereby eliminating the jerking feeling of the vehicle 100, reducing heating and heat fading of the braking system 16, and prolonging the service life of the braking system 16.
It can be understood that, when the braking force of the driving motor 151 on the vehicle 100 is greater than or equal to the preset braking force or the braking force of the driving motor 151 on the vehicle 100 is smaller than the preset braking force, the control system 17 may also directly control the vehicle 100 to be in the third braking mode, that is, the control system 17 directly controls the braking system 16 to directly brake the vehicle 100, so as to meet the braking requirements of different drivers and improve the universality of the vehicle 100.
It can be understood that the first braking mode, the second braking mode, and the third braking mode of the vehicle 100 may also be switched according to the braking requirements of the driver, so as to meet the braking requirements of different drivers, thereby improving the versatility and the braking diversity of the vehicle 100.
As one implementation, when the vehicle 100 is in the preset state, the vehicle 100 may turn on or off the steep descent function of the vehicle 100 through a preset operation, that is, the vehicle 100 may turn on or off the first braking mode, the second braking mode, and/or the third braking mode through a preset operation. The preset operation can be automatically controlled by human touch or the control system 17, so as to realize different braking modes when the vehicle 100 is in a preset state. With the above arrangement, the steep descent control function of the vehicle 100 can be turned on or off according to the driving demand of the driver, thereby improving the versatility of the vehicle 100.
As shown in fig. 5, as an implementation manner, when the vehicle 100 is in a preset state, the implementation process of the steep descent function of the vehicle 100 at least includes the following steps:
s1: the human touch control or control system 17 automatically controls the starting of the steep descent function of the vehicle 100;
s2: the preset speed of the vehicle 100 is adjusted manually or automatically by the control system 17;
s3: the control system 17 detects the braking force of the driving motor 151 on the vehicle 100, and controls the driving motor 151 and/or the brake system 16 according to the detected braking force of the driving motor 151 on the vehicle 100;
s4: if the braking force of the driving motor 151 on the vehicle 100 is greater than or equal to the preset braking force, the control system 17 controls the driving motor 151 to brake the traveling assembly 12;
s5: if the braking force of the driving motor 151 on the vehicle 100 is smaller than the preset braking force, the control system 17 controls the driving motor 151 and the braking system 16 to brake the traveling assembly 12;
it should be noted that, although the steps in the above-mentioned flow chart or the flow chart of the drawings show a logical order, in some cases, the steps shown or described may be executed in an order different from that here, for example, the order of step S1 and step S2 may be exchanged, and the order of step S4 and step S5 may be exchanged;
as shown in fig. 6, or when the vehicle 100 is in a preset state, the implementation process of the steep descent function of the vehicle 100 at least includes the following steps:
q1: the human touch control or control system 17 automatically controls the steep descent control function of the vehicle 100 to be started;
q2: the preset speed of the vehicle 100 is adjusted manually or automatically by the control system 17;
q3: the control system 17 detects the state of the power battery 152;
q4: if the control system 17 detects that the power battery 152 is in a chargeable state, the driving motor 151 charges the power battery 152, and the vehicle 100 is in the first braking mode or the second braking mode;
q5: if the control system 17 detects that the power battery 152 is in the non-chargeable state, the driving motor 151 does not charge the power battery 152, and the vehicle 100 is in the third braking mode;
it should be noted that, although the steps in the above-mentioned flow chart or the flow chart of the drawings show a logical order, in some cases, the steps shown or described may be executed in an order different from that here, for example, the order of step Q1 and step Q2 may be exchanged, and the order of step Q4 and step Q5 may be exchanged;
as shown in fig. 7, or when the vehicle 100 is in a preset state, the implementation process of the steep descent function of the vehicle 100 at least includes the following steps:
d1: the human touch control or control system 17 automatically controls the starting of the steep descent function of the vehicle 100;
d2: the preset speed of the vehicle 100 is adjusted manually or automatically by the control system 17;
d3: the control system 17 detects the braking force of the drive motor 151 on the vehicle 100 and the state of the power battery 152;
d4: if the control system 17 detects that the power battery 152 is in the chargeable state, the driving motor 151 charges the power battery 152, wherein if the braking force of the driving motor 151 on the vehicle 100 is greater than or equal to the preset braking force, the vehicle 100 is in the first braking mode; if the braking force of the driving motor 151 on the vehicle 100 is smaller than the preset braking force, the vehicle 100 is in the second braking mode;
d5: if the control system 17 detects that the power battery 152 is in the non-chargeable state, the driving motor 151 does not charge the power battery 152, and the vehicle 100 is in the third braking mode;
it should be noted that, although the steps in the above-mentioned flows or in the flowcharts of the drawings show a logical order, in some cases, the steps shown or described may be performed in an order different from that here, for example, the order of step D1 and step D2 may be exchanged, and the order of step D4 and step D5 may be exchanged.
As shown in fig. 8, or when the vehicle 100 is in a preset state, the implementation process of the steep descent function of the vehicle 100 at least includes the following steps:
p1: the human touch control or control system 17 automatically controls the steep descent control function of the vehicle 100 to be started;
p2: a preset speed of the vehicle 100 is adjusted manually or automatically by the control system 17;
p3: the control system 17 detects the braking force of the drive motor 151 on the vehicle 100 and the state of the power battery 152;
p4: if the control system 17 detects that the braking force of the driving motor 151 on the vehicle 100 is greater than or equal to the preset braking force, wherein if the control system 17 detects that the power battery 152 is in a chargeable state, the driving motor 151 charges the power battery 152, and the vehicle 100 is in the first braking mode; if the control system 17 detects that the power battery 152 is in the non-chargeable state, the driving motor 151 does not charge the power battery 152, and the vehicle 100 is in the third braking mode;
p5: if the control system 17 detects that the braking force of the driving motor 151 on the vehicle 100 is smaller than the preset braking force, wherein if the control system 17 detects that the power battery 152 is in a chargeable state, the driving motor 151 charges the power battery 152, and the vehicle 100 is in the second braking mode; if the control system 17 detects that the power battery 152 is in the non-chargeable state, the driving motor 151 does not charge the power battery 152, and the vehicle 100 is in the third braking mode.
It should be noted that, although the steps in the above-mentioned flow chart or the flow chart of the drawings show a logical order, in some cases, the steps shown or described may be executed in an order different from the order here, for example, the order of step P1 and step P2 may be exchanged, and the order of step P4 and step P5 may be exchanged.
As one implementation, the vehicle 100 may be an electric vehicle or a hybrid vehicle, and it is only necessary that the power assembly 15 includes at least the driving motor 151 and the power battery 152. Specifically, when the vehicle 100 is a hybrid vehicle, the power assembly 15 may further include a range extender or an engine, that is, when the vehicle 100 is a hybrid vehicle, the vehicle 100 may be a fuel-electric vehicle type, or the vehicle 100 may be a fuel-electric hybrid vehicle type.
It will be understood that modifications and variations can be made by persons skilled in the art in light of the above teachings and all such modifications and variations are considered to be within the scope of the invention as defined by the following claims.
Claims (10)
1. A vehicle, the vehicle being a motorcycle or an all-terrain vehicle, comprising:
a frame;
the walking assembly comprises a first walking wheel and a second walking wheel;
a suspension assembly at least partially disposed on the frame, the first road wheel being connected to the frame by the suspension assembly, the second road wheel being connected to the frame by the suspension assembly;
the power assembly is at least partially arranged on the frame and comprises a power battery and a driving motor;
a control system at least partially disposed on the frame;
a braking system for braking the vehicle;
it is characterized in that the preparation method is characterized in that,
the control system can control the braking system to brake the vehicle, the control system is also connected with the driving motor, the power battery provides power for the driving motor, and the driving motor drives the walking assembly to move; when the vehicle is in a preset state, the driving motor can charge the power battery, and the driving motor and/or the braking system brakes the walking assembly so as to control the speed of the vehicle to be less than or equal to a preset speed.
2. The vehicle of claim 1, wherein the vehicle includes a first braking mode, a second braking mode, and a third braking mode in the predetermined state, and the drive motor brakes the running assembly if the vehicle is in the first braking mode; if the vehicle is in the second braking mode, the driving motor and the braking system brake the walking assembly; and if the vehicle is in the third braking mode, the braking system brakes the walking assembly.
3. The vehicle of claim 2, wherein the control system is further configured to detect a state of the power battery, and when the vehicle is in the predetermined state, the drive motor charges the power battery if the control system detects that the power battery is in a rechargeable state, and the vehicle is in the first braking mode or the second braking mode.
4. The vehicle of claim 3, wherein when the vehicle is in the predetermined state, if the control system detects that the power battery is in a non-chargeable state, the drive motor does not charge the power battery, and the vehicle is in the third braking mode.
5. The vehicle according to claim 2, characterized in that the control system is capable of detecting a braking force of the drive motor to the vehicle, and the vehicle is in the first braking mode when the braking force of the drive motor to the vehicle is equal to or greater than a preset braking force.
6. The vehicle of claim 5, characterized in that the vehicle is in the second braking mode when the braking force of the drive motor to the vehicle is less than the preset braking force.
7. The vehicle according to claim 2, characterized in that the vehicle opens and closes the first brake mode, the second brake mode, and/or a third brake mode by a preset operation when the vehicle is in the preset state.
8. The vehicle of claim 1, wherein when the vehicle is in the preset state, the traveling assembly drives the driving motor to passively operate, and the driving motor charges the power battery.
9. The vehicle of claim 1, characterized in that the drive motor stops driving the running assembly when the vehicle is in the preset state.
10. The vehicle of claim 1, wherein the vehicle is an electric vehicle or a hybrid vehicle.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202222223661.3U CN217778372U (en) | 2022-08-23 | 2022-08-23 | Vehicle with a steering wheel |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202222223661.3U CN217778372U (en) | 2022-08-23 | 2022-08-23 | Vehicle with a steering wheel |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN217778372U true CN217778372U (en) | 2022-11-11 |
Family
ID=83906606
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202222223661.3U Active CN217778372U (en) | 2022-08-23 | 2022-08-23 | Vehicle with a steering wheel |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN217778372U (en) |
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2022
- 2022-08-23 CN CN202222223661.3U patent/CN217778372U/en active Active
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