WO2018120919A1 - 一种车辆、其控制方法及存储介质 - Google Patents
一种车辆、其控制方法及存储介质 Download PDFInfo
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- WO2018120919A1 WO2018120919A1 PCT/CN2017/101695 CN2017101695W WO2018120919A1 WO 2018120919 A1 WO2018120919 A1 WO 2018120919A1 CN 2017101695 W CN2017101695 W CN 2017101695W WO 2018120919 A1 WO2018120919 A1 WO 2018120919A1
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- vehicle
- state
- sensing data
- control instruction
- control
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
- B62K3/00—Bicycles
- B62K3/002—Bicycles without a seat, i.e. the rider operating the vehicle in a standing position, e.g. non-motorized scooters; non-motorized scooters with skis or runners
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62L—BRAKES SPECIALLY ADAPTED FOR CYCLES
- B62L1/00—Brakes; Arrangements thereof
- B62L1/02—Brakes; Arrangements thereof in which cycle wheels are engaged by brake elements
- B62L1/04—Brakes; Arrangements thereof in which cycle wheels are engaged by brake elements the tyre surfaces being engaged
Definitions
- the present application relates to device control technologies, and in particular, to a vehicle, a control method thereof, and a storage medium.
- scooters are increasingly reaching into the lives of users, bringing convenience to users.
- the user is required to control different states or modes, for example, including starting, controlling driving, controlling to stop driving, etc., and the different processing requires the user to manually perform different buttons or The choice of different functions, in this way, the use of the vehicle (scooter) for the user still brings some inconvenience and affects the efficiency of using the vehicle.
- the present application provides a vehicle, a control method thereof, and a storage medium.
- the application provides a vehicle comprising:
- a brake component for providing a braking force to the vehicle
- a detecting unit configured to detect a state of the brake component, and obtain first sensing data
- a vehicle state controller configured to generate a control instruction according to the first sensing data; wherein the control instruction includes at least a first control instruction, where the first control instruction is used to control the vehicle to enter a first type of processing State, in the first type of processing state, the vehicle's mobile control system is in a powered state.
- the application provides a vehicle control method, including:
- control instruction includes at least a first control instruction, where the first control instruction is used to control the vehicle to enter a first type of processing state, in the first In the class processing state, the vehicle's mobile control system is in a powered state.
- the application provides a vehicle comprising: a processor and a memory for storing a computer program executable on the processor,
- processor is configured to perform the steps of the foregoing method when the computer program is run.
- the storage medium provided by the present application stores computer executable instructions that, when executed, perform the steps of the foregoing methods.
- the detecting brake component acquires the first sensing data, and then analyzes the first sensing data, and generates at least a first control instruction for the vehicle to control the vehicle to be in the first control instruction. Electrical state. In this way, it is possible to directly control the power-on condition of the vehicle through the brake components, thereby improving the convenience and efficiency of use of the vehicle.
- FIG. 1 is a schematic structural view of a vehicle of the present application
- FIG 2-1 is a schematic diagram of the hardware composition of the present application.
- FIG. 3 is a schematic diagram of the vehicle in the first working mode of the present application.
- Figure 4 is a schematic view of the vehicle of the present application in an unfolded state
- FIG. 5 is a schematic flow chart of a vehicle control method according to the present application.
- the application provides a vehicle, as shown in FIG. 1, comprising:
- a brake component 11 for providing a braking force to the vehicle
- a detecting unit 12 configured to detect a state of the brake component, and obtain first sensing data
- a vehicle state controller 13 configured to generate a control instruction according to the first sensing data, where the control instruction includes at least a first control instruction, where the first control instruction is used to control the vehicle to enter the first class Processing state, in the first type of processing state, the vehicle's mobile control system is in a powered state.
- the vehicle can generate a moving device through the wheel, and the wheel may have one or more, which is not limited herein.
- the state of the brake component includes at least a first state and a second state.
- the brake member is in an initial position in the first state, the brake member does not provide a braking force in an initial position, and the brake member is displaced relative to the initial position in the second state .
- the brake component may be a fender disposed at a rear portion of the vehicle; or may be controlled by manual brake control provided in a directional control region of the vehicle and provided by a brake pad disposed at a position of the wheel of the vehicle.
- Friction is a complete component that is composed of a common component.
- the brake component is a fender of the vehicle, and the fender is disposed at a first opposing area of the wheel of the vehicle for performing state switching according to whether pressure is received; correspondingly, the detecting unit, It is used to detect the state of the fender and obtain first sensing data.
- the fender S1 can be rotated around the P point.
- point P can be a rotating member, and mudguard S1 is located at a first opposing area of wheel S3;
- the wheel S3 may be one of at least one wheel of the vehicle, and the first relative area indicates that the fender P1 is located above the wheel, that is, on a side away from the ground.
- the initial position of the brake member and the displacement of the brake member can be seen in Fig. 2-2.
- the brake member S1 in the figure is first in the initial position 21, and after the external force is applied, the fender is in the second state and is in the changed position. 22, at this time the fender produces a certain displacement d.
- the initial position may indicate that the brake pad is at a position away from the wheel, and after a certain displacement, the position of the wheel may be approached.
- the detecting unit may be disposed on the brake component, specifically a pressure sensor, and obtain first sensing data by detecting whether there is pressure applied to the brake component.
- the detecting unit may be the sensor S2 shown in FIG. 2-2, and the positional movement of the brake member S1 is detected by the sensor S2.
- the vehicle may be provided with multiple working modes, including at least a first working mode, a second working mode, and a third working mode;
- the first working mode indicates that the vehicle is in a folded state, that is, as shown in FIG. 3, an angle c between the support frame 31 of the vehicle and the standing member 32 is smaller than a preset first angle;
- the second working mode indicating that the vehicle is in an unfolded and stationary state, as shown in FIG. 4, the angle c between the support frame 31 of the vehicle and the standing member 32 is greater than the state of the second angle, and the running speed of the vehicle Zero
- the third mode of operation represents a state in which the vehicle is deployed and the running speed is not zero (or the speed is less than a preset value, such as less than 3 km/h).
- the determining manner of the three working modes may be: the detecting unit is further configured to detect an angle between the support frame 31 and the standing member 32, and detect a moving speed of the vehicle;
- the vehicle state controller is specifically configured to determine the work when determining that an angle between the support frame and the standing component is less than a first angle and a moving speed of the vehicle is zero
- the mode is a first working mode; when it is determined that the angle between the support frame and the standing component is greater than the second angle, and the moving speed of the vehicle is zero, determining that the working mode is the second working mode; When it is determined that the angle between the support frame and the standing member is greater than the second angle and the moving speed of the vehicle is not zero, the operation mode is determined to be the third operation mode.
- the detecting unit can obtain sensing data in order to realize the foregoing various detections, and can be composed of at least one sensor, for example, a pressure sensor that can detect the pressure received by the brake component, and can also include a linear Hall and a knob type.
- a pressure sensor that can detect the pressure received by the brake component
- a linear Hall and a knob type can also include a linear Hall and a knob type.
- Variable resistors, grating plates, etc. are not exhaustive here.
- the vehicle state controller is further configured to generate a corresponding control instruction according to the first sensing data and a current working mode of the vehicle when the first sensing data is obtained.
- the following describes the different working modes and the status of the corresponding vehicles in detail, specifically:
- the vehicle state controller can receive the first sensing data sent by the detecting unit, but does not process the first sensing data; further, that is, in the working mode, The vehicle state controller controls the vehicle to remain in its current state.
- the current state of the vehicle is also the stationary state of the vehicle.
- the vehicle state controller is configured to maintain a current state of the vehicle when the obtained first sensing data indicates that the braking component is in the first state when the vehicle is in a second working mode And generating a first control instruction when the first sensing data characterizes that the braking component is in the second state.
- the vehicle is controlled to be in a power-on state by the first control command, wherein the power-on state may indicate a state in which the vehicle can receive a control command of the user, for example, may include an instruction to control vehicle movement, stop, and the like.
- the vehicle state controller is further used,
- the vehicle when the vehicle is in the third working mode, if it is determined that the brake component is in the first state, the state in which the vehicle is currently moving is maintained. At this time, the moving speed of the vehicle can be adjusted according to the control situation of the user, and specific control is not described.
- the first sensing data can be acquired by detecting the braking component, and then analyzing the first sensing data, and at least generating a first control instruction for the vehicle to control the vehicle to be in the first control instruction. Electrical state. In this way, it is possible to directly control the power-on condition of the vehicle through the brake components, thereby improving the convenience and efficiency of use of the vehicle.
- the application provides a vehicle control method. As shown in FIG. 5, the method includes:
- Step 501 Detecting a state of the brake component to obtain first sensing data, wherein the braking component is capable of providing a braking force to the vehicle;
- Step 502 Generate a control instruction according to the first sensing data, where the control instruction includes at least a first control instruction, where the first control instruction is used to control the vehicle to enter the first The class processing state, in the first type of processing state, the vehicle's mobile control system is in a powered state.
- the vehicle can generate a moving device through the wheel, and the wheel may have one or more, which is not limited herein.
- the state of the brake component includes at least a first state and a second state
- the method further includes:
- the brake member is in an initial position in the first state, the brake member does not provide a braking force in the initial position, and the brake member is displaced relative to the initial position in the second state.
- the brake component may be a fender disposed at a rear portion of the vehicle; or may be controlled by manual brake control provided in a directional control region of the vehicle and provided by a brake pad disposed at a position of the wheel of the vehicle.
- Friction is a complete component that is composed of a common component.
- the brake component is a fender of the vehicle, and the fender is disposed at a first opposing area of the wheel of the vehicle for performing state switching according to whether pressure is received; correspondingly, the detecting unit, It is used to detect the state of the fender and obtain first sensing data.
- the fender S1 can rotate around the P point, wherein the P point can be a rotating member, and the fender S1 is located at the first opposite region of the wheel S3;
- the wheel S3 may be one of at least one wheel of the vehicle, and the first relative area indicates that the fender P1 is located above the wheel, that is, on a side away from the ground.
- the initial position of the brake member and the displacement of the brake member can be seen in Fig. 2-2.
- the brake member S1 in the figure is first in the initial position 21, and after the external force is applied, the fender is in the second state and is in the changed position. 22, at this time the fender produces a certain displacement d.
- the initial position may indicate that the brake pad is at a position away from the wheel, and after a certain displacement, the position of the wheel may be approached.
- the detecting unit may be disposed on the brake component, and specifically may be a pressure sensor.
- the first sensing data is obtained by detecting whether there is pressure applied to the brake member.
- the detecting unit may be the sensor S2 shown in FIG. 2-2, and the positional movement of the brake member S1 is detected by the sensor S2.
- the vehicle may be provided with multiple working modes, including at least a first working mode, a second working mode, and a third working mode;
- the first working mode indicates that the vehicle is in a folded state, that is, as shown in FIG. 3, an angle c between the support frame 31 of the vehicle and the standing member 32 is smaller than a preset first angle;
- the second working mode indicating that the vehicle is in an unfolded and stationary state, as shown in FIG. 4, the angle c between the support frame 31 of the vehicle and the standing member 32 is greater than the state of the second angle, and the running speed of the vehicle Zero
- the third mode of operation characterizes that the vehicle is in an unfolded state and the operating speed is not zero.
- the determining manner of the three working modes may be: the detecting unit is further configured to detect an angle between the support frame 31 and the standing member 32, and detect a moving speed of the vehicle;
- the vehicle state controller is specifically configured to determine that the working mode is when determining that an angle between the support frame and the standing component is less than a first angle and a moving speed of the vehicle is zero a first working mode; when it is determined that an angle between the support frame and the standing member is greater than a second angle, and a moving speed of the vehicle is zero, determining that the working mode is a second working mode; When the angle between the support frame and the standing member is greater than the second angle and the moving speed of the vehicle is not zero, the working mode is determined to be the third working mode.
- the detecting unit can obtain sensing data in order to realize the foregoing various detections, and can be composed of at least one sensor, for example, a pressure sensor that can detect the pressure received by the brake component, and can also include a linear Hall and a knob type.
- a pressure sensor that can detect the pressure received by the brake component
- a linear Hall and a knob type can also include a linear Hall and a knob type.
- Variable resistors, grating plates, etc. are not exhaustive here.
- the generating the control instruction according to the first sensing data includes:
- the pre-work mode When the first sensing data is obtained, according to the first sensing data and the vehicle The pre-work mode generates the corresponding control command.
- the vehicle state controller can receive the first sensing data sent by the detecting unit, but does not process the first sensing data; further, that is, in the working mode, The vehicle state controller controls the vehicle to remain in its current state.
- the current state of the vehicle is also the stationary state of the vehicle.
- the vehicle state controller is configured to maintain a current state of the vehicle when the obtained first sensing data indicates that the braking component is in the first state when the vehicle is in a second working mode And generating a first control instruction when the first sensing data characterizes that the braking component is in the second state.
- the vehicle is controlled to be in a power-on state by the first control command, wherein the power-on state may indicate a state in which the vehicle can receive a control command of the user, for example, may include an instruction to control vehicle movement, stop, and the like.
- the detecting unit and the vehicle state controller can be in the working state, that is, only the detecting unit can perform the state of the braking component. Detecting, and being able to transmit the first sensory data to the vehicle state controller to cause processing of the vehicle state controller.
- the second control mode and the first control command are generated, since the vehicle enters the power-on state, it can be considered that all the electronic devices in the vehicle enter a state in which the information can be processed.
- the vehicle state controller is further used,
- the first sensing data representation obtained when the vehicle is in the third mode of operation Maintaining the current state of the vehicle when the brake component is in the first state
- the vehicle when the vehicle is in the third working mode, if it is determined that the brake component is in the first state, the state in which the vehicle is currently moving is maintained. At this time, the moving speed of the vehicle can be adjusted according to the control situation of the user, and specific control is not described.
- FIGS. 2-1 to 2-2 For the above description, a description is further provided below in conjunction with FIGS. 2-1 to 2-2:
- the brake sensor part (detection unit) and the power-on switch part of the vehicle are integrated together, and a common sensor S2 is placed under the fender S1 of the rear wheel; the sensor signal is connected to the corresponding interface of the circuit board through the wire, the interface After the signal processing is connected to the MCU pin; in this embodiment, the above effect can be achieved by writing the MCU software program code.
- the fender S1 is rotatable about the P point.
- stepping on the fender can realize power-on or wake-up of the electronic control system; when the vehicle body is running, that is, in the third working mode, Stepping on the fender can achieve the braking effect.
- the standby state second operating mode
- only the MCU and the sensor are in operation.
- the first sensing data can be acquired by detecting the braking component, and then analyzing the first sensing data, and at least generating a first control instruction for the vehicle to control the vehicle to be in the first control instruction. Electrical state. In this way, it is possible to directly control the power-on condition of the vehicle through the brake components, thereby improving the convenience of the vehicle.
- a vehicle in an embodiment of the present invention includes: a processor and a memory for storing a computer program executable on the processor,
- the embodiment of the present invention provides a computer storage medium, where the computer storage medium stores computer executable instructions, and when the computer executable instructions are executed, the method steps of the foregoing first embodiment are implemented.
- the foregoing program may be stored in a computer readable storage medium, and the program is executed when executed.
- the foregoing storage device includes the following steps: the foregoing storage medium includes: a mobile storage device, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk.
- ROM read-only memory
- RAM random access memory
- magnetic disk or an optical disk.
- optical disk A medium that can store program code.
- the above-described integrated unit of the present application may be stored in a computer readable storage medium if it is implemented in the form of a software function module and sold or used as a stand-alone product.
- the technical solution of the present application which is essential or contributes to the prior art, may be embodied in the form of a software product stored in a storage medium, including a plurality of instructions for making a A computer device (which may be a personal computer, an electronic device, or a network device, etc.) performs all or part of the methods described in various embodiments of the present application.
- the foregoing storage medium includes various media that can store program codes, such as a mobile storage device, a ROM, a RAM, a magnetic disk, or an optical disk.
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Abstract
一种车辆、控制方法及存储介质，其中车辆包括：刹车部件（11），用于为所述车辆提供刹车力；检测单元（12），用于检测所述刹车部件（11）的状态，并获得第一传感数据；车辆状态控制器（13），用于根据所述第一传感数据生成控制指令；其中，所述控制指令中至少包括第一控制指令，所述第一控制指令用于控制所述车辆进入第一类处理状态，在所述第一类处理状态下，所述车辆的移动控制系统处于上电状态。
Description
相关申请的交叉引用
本申请基于申请号为201611265556.9、申请日为2016年12月30日的中国专利申请提出，并要求该中国专利申请的优先权，该中国专利申请的全部内容在此引入本申请作为参考。
本申请涉及装置控制技术，尤其涉及一种车辆、其控制方法及存储介质。
现有技术中，车辆尤其是滑板车，越来越多的深入到用户的生活中，为用户带来了便利。但是，目前使用滑板车时，需要用户分别针对其不同的状态或模式进行控制，比如，包括有开机、控制行驶、控制停止行驶等等处理，上述不同的处理均需要用户手动的进行不同按钮或不同功能的选择，如此一来，为用户使用车辆(滑板车)还是带来一定的不便，并影响了使用车辆的效率。
发明内容
为解决现有存在的技术问题，本申请提供了一种车辆、其控制方法及存储介质，
为达到上述目的，本申请的技术方案是这样实现的：
本申请提供了一种车辆，所述车辆包括：
刹车部件，用于为所述车辆提供刹车力；
检测单元，用于检测所述刹车部件的状态，并获得第一传感数据；
车辆状态控制器，用于根据所述第一传感数据生成控制指令；其中，所述控制指令中至少包括第一控制指令，所述第一控制指令用于控制所述车辆进入第一类处理状态，在所述第一类处理状态下，所述车辆的移动控制系统处于上电状态。
本申请提供了一种车辆控制方法，包括：
检测刹车部件的状态，获得第一传感数据；其中，所述刹车部件能够为车辆提供刹车力；
根据所述第一传感数据生成控制指令；其中，所述控制指令中至少包括第一控制指令，所述第一控制指令用于控制所述车辆进入第一类处理状态，在所述第一类处理状态下，所述车辆的移动控制系统处于上电状态。
本申请提供一种车辆，包括：处理器和用于存储能够在处理器上运行的计算机程序的存储器，
其中，所述处理器用于运行所述计算机程序时，执行前述方法的步骤。
本申请提供的存储介质中存储有计算机可执行指令，所述计算机可执行指令被执行时执行前述方法的步骤。
本申请提供的车辆及其控制方法，检测刹车部件获取到第一传感数据，然后针对第一传感数据进行分析，至少针对车辆生成第一控制指令，以通过第一控制指令控制车辆处于上电状态。如此，就能够直接通过刹车部件控制车辆的上电情况，提升了车辆使用的便捷性以及使用效率。
图1为本申请车辆组成结构示意图；
图2-1为本申请车辆硬件组成示意图；
图2-2为本申请刹车部件的状态转换示意图；
图3为本申请车辆处于第一工作模式的示意图；
图4为本申请车辆处于展开状态的示意图；
图5为本申请车辆控制方法流程示意图。
下面结合附图及具体实施例对本申请作进一步详细的说明。
实施例一、
本申请提供一种车辆，如图1所示，包括：
刹车部件11，用于为所述车辆提供刹车力；
检测单元12，用于检测所述刹车部件的状态，并获得第一传感数据；
车辆状态控制器13，用于根据所述第一传感数据生成控制指令；其中，所述控制指令中至少包括第一控制指令，所述第一控制指令用于控制所述车辆进入第一类处理状态，在所述第一类处理状态下，所述车辆的移动控制系统处于上电状态。
这里，所述车辆能够通过车轮产生移动的设备，车轮可以有一个也可以有更多，这里不进行限定。
本实施例中，所述刹车部件的状态至少包括第一状态和第二状态，
其中，在所述第一状态下所述刹车部件位于初始位置，所述刹车部件在初始位置时不提供刹车力，在所述第二状态下所述刹车部件相对于所述初始位置发生了位移。
具体来说，所述刹车部件可以为设置在车辆后部的挡泥板；或者，可以为通过设置在车辆的方向控制区域的手动刹车控制进行控制、并通过设置在车辆车轮位置的刹车片提供摩擦力以共同组成的完整部件。
所述刹车部件为所述车辆的挡泥板，所述挡泥板设置于所述车辆的车轮的第一相对区域，用于根据是否接收到压力进行状态切换；相应的，所述检测单元，用于检测所述挡泥板的状态，并获得第一传感数据。
参见图2-1，以刹车部件为挡泥板S1为例，挡泥板S1能够绕着P点旋
转，其中P点可以为一个旋转件，挡泥板S1位于车轮S3的第一相对区域；
其中，所述车轮S3可以为车辆的至少一个车轮中的一个，所述第一相对区域表征挡泥板P1位于车轮的上方，也就是位于远离地面的一侧。
图2-2中可以看出所述刹车部件的初始位置以及产生位移的示意，图中的刹车部件S1首先处于初始位置21，受到外力之后，挡泥板处于第二状态、位于改变后的位置22，此时挡泥板产生一定位移d。
另外，当刹车部件为手刹的时候，初始位置可以表征刹车片处于远离车轮的位置，产生一定的位移之后可以为接近车轮的位置。
所述检测单元可以为设置在所述刹车部件上，具体可以为压力传感器，通过检测是否有施加在刹车部件上的压力得到第一传感数据。其中检测单元可以为图2-2中所示的传感器S2，通过传感器S2来对刹车部件S1的位置移动进行检测。
本实施例中车辆可以具备多种工作模式，至少包括有第一工作模式、第二工作模式以及第三工作模式；
其中，第一工作模式，表征车辆处于折叠状态，也就是如图3所示，车辆的支撑架31与站立部件32之间夹角c小于预设第一夹角；
所述第二工作模式，表征车辆处于展开且静止的状态，如图4所示，车辆的支撑架31与站立部件32之间的夹角c大于第二夹角的状态，且车辆的运行速度为零；
所述第三工作模式，则表征车辆处于展开、且运行速度不为零(或速度小于预设值，如小于3km/h)的状态。
针对上述三种工作模式的确定方式可以为：所述检测单元，还用于检测支撑架31与站立部件32之间的夹角，并检测所述车辆的移动速度；
相应的，所述车辆状态控制器，具体用于当确定所述支撑架与所述站立部件之间的夹角小于第一夹角、且车辆的移动速度为零时，确定所述工
作模式为第一工作模式；当确定所述支撑架与所述站立部件之间的夹角大于第二夹角、且车辆的移动速度为零时，确定所述工作模式为第二工作模式；当确定所述之后支撑架与所述站立部件之间的夹角大于第二夹角、且所述车辆的移动速度不为零时，确定所述工作模式为第三工作模式。
检测单元为了能够实现前述的各种检测得到传感数据，其可以由至少一个传感器组成，比如，可以有针对刹车部件受到的压力进行检测的压力传感器、还可以包括有线性霍尔、旋钮式可变电阻器、光栅盘等等，这里不进行穷举。
所述车辆状态控制器进一步用于在获得所述第一传感数据时，根据所述第一传感数据和所述车辆的当前工作模式生成相应控制指令。下面分别针对上述不同的工作模式以及对应的车辆的状态进行详细说明，具体的：
第一工作模式下、
在本工作模式下，车辆状态控制器，可以接受到检测单元发来的第一传感数据，但是不对所述第一传感数据进行处理；进一步地，也就是说，在本工作模式下，车辆状态控制器控制车辆保持当前状态不变。其中，车辆的当前状态也就是车辆的静止状态。
第二工作模式下、
所述车辆状态控制器，用于在所述车辆处于第二工作模式下，当获得的所述第一传感数据表征所述刹车部件处于所述第一状态时，保持所述车辆的当前状态；当所述第一传感数据表征所述刹车部件处于第二状态时，生成第一控制指令。
通过所述第一控制指令控制所述车辆处于上电状态，其中，所述上电状态可以表示车辆能够接收到用户的控制指令的状态，比如，可以包括有控制车辆移动、停止等指令。
进一步需要指出的是，第二工作模式下、未生成第一控制指令之前，
所述车辆中仅有检测单元以及车辆状态控制器能够工作状态，也就是，仅执行检测单元能够进行刹车部件的状态检测，以及能够将第一传感数据发送给车辆状态控制器以使得车辆状态控制器的处理。另外，在第二工作模式、生成第一控制指令之后，由于车辆进入上电状态，因此可以认为车辆中全部的电子器件均进入能够针对信息进行处理的状态。
第三工作模式下、
所述车辆状态控制器进一步用于，
在所述车辆处于第三工作模式下，当获得的所述第一传感数据表征所述刹车部件处于所述第一状态时，保持所述车辆的当前状态；
在所述车辆处于第三工作模式下，当获得的所述第一传感数据表征所述刹车部件处于所述第二状态时，生成第二控制指令，通过所述第二控制指令控制对车轮施加阻力，以通过所述阻力使得所述车轮的旋转速度减小。
其中，在车辆处于第三工作模式时，若确定刹车部件处于第一状态，则保持车辆当前移动的状态，此时根据用户的控制情况能够调整车辆的移动速度，具体的控制不进行赘述。
可见，通过采用上述方案，就能够通过检测刹车部件获取到第一传感数据，然后针对第一传感数据进行分析，至少针对车辆生成第一控制指令，以通过第一控制指令控制车辆处于上电状态。如此，就能够直接通过刹车部件控制车辆的上电情况，提升了车辆使用的便捷性以及使用效率。
实施例二、
本申请提供一种车辆控制方法，如图5所示，所述方法包括：
步骤501：检测刹车部件的状态，获得第一传感数据；其中，所述刹车部件能够为车辆提供刹车力；
步骤502：根据所述第一传感数据生成控制指令；其中，所述控制指令中至少包括第一控制指令，所述第一控制指令用于控制所述车辆进入第一
类处理状态，在所述第一类处理状态下，所述车辆的移动控制系统处于上电状态。
这里，所述车辆能够通过车轮产生移动的设备，车轮可以有一个也可以有更多，这里不进行限定。
本实施例中，所述刹车部件的状态至少包括第一状态和第二状态；
相应的，所述方法还包括：
在所述第一状态下所述刹车部件位于初始位置，所述刹车部件在初始位置时不提供刹车力，在所述第二状态下所述刹车部件相对于所述初始位置发生位移。
具体来说，所述刹车部件可以为设置在车辆后部的挡泥板；或者，可以为通过设置在车辆的方向控制区域的手动刹车控制进行控制、并通过设置在车辆车轮位置的刹车片提供摩擦力以共同组成的完整部件。
所述刹车部件为所述车辆的挡泥板，所述挡泥板设置于所述车辆的车轮的第一相对区域，用于根据是否接收到压力进行状态切换；相应的，所述检测单元，用于检测所述挡泥板的状态，并获得第一传感数据。
参见图2-1，以刹车部件为挡泥板S1为例，挡泥板S1能够绕着P点旋转，其中P点可以为一个旋转件，挡泥板S1位于车轮S3的第一相对区域；
其中，所述车轮S3可以为车辆的至少一个车轮中的一个，所述第一相对区域表征挡泥板P1位于车轮的上方，也就是位于远离地面的一侧。
图2-2中可以看出所述刹车部件的初始位置以及产生位移的示意，图中的刹车部件S1首先处于初始位置21，受到外力之后，挡泥板处于第二状态、位于改变后的位置22，此时挡泥板产生一定位移d。
另外，当刹车部件为手刹的时候，初始位置可以表征刹车片处于远离车轮的位置，产生一定的位移之后可以为接近车轮的位置。
所述检测单元可以为设置在所述刹车部件上，具体可以为压力传感器，
通过检测是否有施加在刹车部件上的压力得到第一传感数据。其中检测单元可以为图2-2中所示的传感器S2，通过传感器S2来对刹车部件S1的位置移动进行检测。
本实施例中车辆可以具备多种工作模式，至少包括有第一工作模式、第二工作模式以及第三工作模式；
其中，第一工作模式，表征车辆处于折叠状态，也就是如图3所示，车辆的支撑架31与站立部件32之间夹角c小于预设第一夹角；
所述第二工作模式，表征车辆处于展开且静止的状态，如图4所示，车辆的支撑架31与站立部件32之间的夹角c大于第二夹角的状态，且车辆的运行速度为零；
所述第三工作模式，则表征车辆处于展开、且运行速度不为零的状态。
针对上述三种工作模式的确定方式可以为：所述检测单元，还用于检测支撑架31与站立部件32之间的夹角，并检测所述车辆的移动速度；
相应的，所述车辆状态控制器，具体用于当确定所述支撑架与所述站立部件之间的夹角小于第一夹角、且车辆的移动速度为零时，确定所述工作模式为第一工作模式；当确定所述支撑架与所述站立部件之间的夹角大于第二夹角、且车辆的移动速度为零时，确定所述工作模式为第二工作模式；当确定所述之后支撑架与所述站立部件之间的夹角大于第二夹角、且所述车辆的移动速度不为零时，确定所述工作模式为第三工作模式。
检测单元为了能够实现前述的各种检测得到传感数据，其可以由至少一个传感器组成，比如，可以有针对刹车部件受到的压力进行检测的压力传感器、还可以包括有线性霍尔、旋钮式可变电阻器、光栅盘等等，这里不进行穷举。
所述根据所述第一传感数据生成控制指令，包括：
在获得所述第一传感数据时，根据所述第一传感数据和所述车辆的当
前工作模式生成相应控制指令。
下面分别针对上述不同的工作模式以及对应的车辆的状态进行详细说明，具体的：
第一工作模式下、
在本工作模式下，车辆状态控制器，可以接受到检测单元发来的第一传感数据，但是不对所述第一传感数据进行处理；进一步地，也就是说，在本工作模式下，车辆状态控制器控制车辆保持当前状态不变。其中，车辆的当前状态也就是车辆的静止状态。
第二工作模式下、
所述车辆状态控制器，用于在所述车辆处于第二工作模式下，当获得的所述第一传感数据表征所述刹车部件处于所述第一状态时，保持所述车辆的当前状态；当所述第一传感数据表征所述刹车部件处于第二状态时，生成第一控制指令。
通过所述第一控制指令控制所述车辆处于上电状态，其中，所述上电状态可以表示车辆能够接收到用户的控制指令的状态，比如，可以包括有控制车辆移动、停止等指令。
进一步需要指出的是，第二工作模式下、未生成第一控制指令之前，所述车辆中仅有检测单元以及车辆状态控制器能够工作状态，也就是，仅执行检测单元能够进行刹车部件的状态检测，以及能够将第一传感数据发送给车辆状态控制器以使得车辆状态控制器的处理。另外，在第二工作模式、生成第一控制指令之后，由于车辆进入上电状态，因此可以认为车辆中全部的电子器件均进入能够针对信息进行处理的状态。
第三工作模式下、
所述车辆状态控制器进一步用于，
在所述车辆处于第三工作模式下，当获得的所述第一传感数据表征所
述刹车部件处于所述第一状态时，保持所述车辆的当前状态；
在所述车辆处于第三工作模式下，当获得的所述第一传感数据表征所述刹车部件处于所述第二状态时，生成第二控制指令，通过所述第二控制指令控制对车轮施加阻力，以通过所述阻力使得所述车轮的旋转速度减小。
其中，在车辆处于第三工作模式时，若确定刹车部件处于第一状态，则保持车辆当前移动的状态，此时根据用户的控制情况能够调整车辆的移动速度，具体的控制不进行赘述。
针对以上描述，下面结合图2-1～图2-2进一步提供描述：
将刹车传感器部分(检测单元)和车辆的上电开关部分整合在了一起，共用一个传感器S2放置于后车轮的挡泥板S1下方；通过导线将传感器信号接入电路板对应的接口，该接口经过信号处理接上MCU管脚；本实施例具体可以通过编写MCU软件程序代码实现上述效果。挡泥板S1可绕P点旋转。
当车体处于断电或者待机状态下，也就是第二工作模式下，踩踏挡泥板可以实现电控系统上电或者唤醒系统；当车体处于行驶时，也就是处于第三工作模式下，踩踏挡泥板可以达到刹车效果。在待机状态(第二工作模式)下，电路系统只有MCU和传感器处于工作状态。
可见，通过采用上述方案，就能够通过检测刹车部件获取到第一传感数据，然后针对第一传感数据进行分析，至少针对车辆生成第一控制指令，以通过第一控制指令控制车辆处于上电状态。如此，就能够直接通过刹车部件控制车辆的上电情况，提升了车辆使用的便捷性。
本发明实施例中一种车辆，包括：处理器和用于存储能够在处理器上运行的计算机程序的存储器，
其中，所述处理器用于运行所述计算机程序时，执行前述实施例一的方法步骤，这里不再进行赘述。
本发明实施例提供的一种计算机存储介质，所述计算机存储介质存储有计算机可执行指令，所述计算机可执行指令被执行时实施前述实施例一的方法步骤。
本领域普通技术人员可以理解：实现上述方法实施例的全部或部分步骤可以通过程序指令相关的硬件来完成，前述的程序可以存储于一计算机可读取存储介质中，该程序在执行时，执行包括上述方法实施例的步骤；而前述的存储介质包括：移动存储设备、只读存储器(ROM，Read-Only Memory)、随机存取存储器(RAM，Random Access Memory)、磁碟或者光盘等各种可以存储程序代码的介质。
或者，本申请上述集成的单元如果以软件功能模块的形式实现并作为独立的产品销售或使用时，也可以存储在一个计算机可读取存储介质中。基于这样的理解，本申请的技术方案本质上或者说对现有技术做出贡献的部分可以以软件产品的形式体现出来，该计算机软件产品存储在一个存储介质中，包括若干指令用以使得一台计算机设备(可以是个人计算机、电子设备、或者网络设备等)执行本申请各个实施例所述方法的全部或部分。而前述的存储介质包括：移动存储设备、ROM、RAM、磁碟或者光盘等各种可以存储程序代码的介质。
以上所述，仅为本申请的具体实施方式，但本申请的保护范围并不局限于此，任何熟悉本技术领域的技术人员在本申请揭露的技术范围内，可轻易想到变化或替换，都应涵盖在本申请的保护范围之内。因此，本申请的保护范围应以所述权利要求的保护范围为准。
Claims (16)
- 一种车辆，所述车辆包括：刹车部件，为所述车辆提供刹车力；检测单元，检测所述刹车部件的状态，并获得第一传感数据；车辆状态控制器，根据所述第一传感数据生成控制指令；其中，所述控制指令中至少包括第一控制指令，所述第一控制指令用于控制所述车辆进入第一类处理状态，在所述第一类处理状态下，所述车辆的移动控制系统处于上电状态。
- 根据权利要求1所述的车辆，其中，所述刹车部件的状态至少包括第一状态和第二状态，其中，在所述第一状态下所述刹车部件位于初始位置，所述刹车部件在初始位置时不提供刹车力，在所述第二状态下所述刹车部件相对于所述初始位置发生位移。
- 根据权利要求2所述的车辆，其中，所述车辆状态控制器，在获得所述第一传感数据时，根据所述第一传感数据和所述车辆的当前工作模式生成相应控制指令。
- 根据权利要求3所述的车辆，其中，所述车辆状态控制器进，在所述车辆处于第一工作模式下，不对所述第一传感数据继续处理，以控制所述车辆保持状态不变。
- 根据权利要求3所述的车辆，其中，所述车辆状态控制器，在所述车辆处于第二工作模式下，当获得的所述第一传感数据表征所述刹车部件处于所述第一状态时，保持所述车辆的当前状态；当获得的所述第一传感数据表征所述刹车部件处于所述第二状态时，生成所述第一控制指令。
- 根据权利要求3所述的车辆，其中，所述车辆状态控制器，在所述车辆处于第三工作模式下，当获得的所述第一传感数据表征所述刹车部件处于所述第一状态时，保持所述车辆的当前状态；在所述车辆处于第三工作模式下，当获得的所述第一传感数据表征所述刹车部件处于所述第二状态时，生成第二控制指令，通过所述第二控制指令控制为所述车辆提供刹车力。
- 根据权利要求1至6任一项所述的车辆，其中，所述刹车部件为所述车辆的挡泥板，所述挡泥板设置于所述车辆的车轮的第一相对区域，根据是否接收到压力进行状态切换；相应的，所述检测单元，检测所述挡泥板的状态，并获得第一传感数据。
- 一种车辆控制方法，所述方法包括：检测刹车部件的状态，获得第一传感数据；其中，所述刹车部件能够为车辆提供刹车力；根据所述第一传感数据生成控制指令；其中，所述控制指令中至少包括第一控制指令，所述第一控制指令用于控制所述车辆进入第一类处理状态，在所述第一类处理状态下，所述车辆的移动控制系统处于上电状态。
- 根据权利要求8所述的方法，其中，所述刹车部件的状态至少包括第一状态和第二状态；相应的，所述方法还包括：在所述第一状态下所述刹车部件位于初始位置，所述刹车部件在初始位置时不提供刹车力，在所述第二状态下所述刹车部件相对于所述初始位置发生位移。
- 根据权利要求9所述的方法，其中，所述根据所述第一传感数据生成控制指令，包括：在获得所述第一传感数据时，根据所述第一传感数据和所述车辆的当前工作模式生成相应控制指令。
- 根据权利要求10所述的方法，其中，所述根据所述第一传感数据和所述车辆的当前工作模式生成相应控制指令，包括：在所述车辆处于第一工作模式下，不对所述第一传感数据继续处理，以控制所述车辆保持状态不变。
- 根据权利要求10所述的方法，其中，所述根据所述第一传感数据和所述车辆的当前工作模式生成相应控制指令，包括：在所述车辆处于第二工作模式下，当获得的所述第一传感数据表征所述刹车部件处于所述第一状态时，保持所述车辆的当前状态；当获得的所述第一传感数据表征所述刹车部件处于所述第二状态时，生成第一控制指令。
- 根据权利要求10所述的方法，其中，所述根据所述第一传感数据和所述车辆的当前工作模式生成相应控制指令，包括：在所述车辆处于第三工作模式下，当获得的所述第一传感数据表征所述刹车部件处于所述第一状态时，保持所述车辆的当前状态；在所述车辆处于第三工作模式下，当获得的所述第一传感数据表征所述刹车部件处于所述第二状态时，生成第二控制指令，通过所述第二控制指令控制对车轮施加阻力，以通过所述阻力使得所述车轮的旋转速度减小。
- 根据权利要求8至13任一项所述的方法，其中，所述刹车部件为所述车辆的挡泥板，所述挡泥板设置于所述车辆的车轮的第一相对区域，用于根据是否接收到压力进行状态切换；相应的，所述检测刹车部件的状态，获得第一传感数据，包括：检测所述挡泥板的状态，并获得第一传感数据。
- 一种车辆，包括：处理器和用于存储能够在处理器上运行的计算 机程序的存储器，其中，所述处理器用于运行所述计算机程序时，执行权利要求8-14任一项所述方法的步骤。
- 一种存储介质，所述存储介质存储有计算机可执行指令，所述计算机可执行指令被执行时实现权利要求8-14任一项所述的方法步骤。
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| CN107351959B (zh) * | 2017-07-15 | 2023-01-31 | 东莞市锐通体育用品有限公司 | 一种随动电动助力滑板车 |
| CN208429065U (zh) | 2018-04-27 | 2019-01-25 | 纳恩博（常州）科技有限公司 | 刹车机构、动力平台及卡丁车 |
| CN112824221A (zh) * | 2019-11-20 | 2021-05-21 | 九号智能(常州)科技有限公司 | 电动车的行驶方法及装置、存储介质、电子装置 |
| CN211844719U (zh) * | 2020-01-03 | 2020-11-03 | 纳恩博（常州）科技有限公司 | 电动滑板车及其后挡泥板与开关总成的配合结构 |
| CN113928452B (zh) * | 2020-06-29 | 2023-03-28 | 纳恩博（常州）科技有限公司 | 一种车辆踏板状态的切换方法及装置、车辆、存储介质 |
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