CN112757910B - Electric vehicle starting control system - Google Patents

Abstract

The invention provides a starting control system for an electric vehicle, comprising an accelerator handle, a vehicle speed detection module, a first vehicle body attitude detection module, a second vehicle body attitude detection module, a rotational speed detection module and a controller module; the accelerator handle, the vehicle speed detection module , The first vehicle body attitude detection module, the second vehicle body attitude detection module, and the rotational speed detection module are all electrically connected with the controller module; the accelerator handle is used to output the accelerator signal; the vehicle speed detection module is used for the vehicle speed signal; the rotational speed detection module is used to output the rotational speed signal; the first body posture detection module is used to output the first posture signal; the second body posture detection module is used to output the second posture signal; the controller module is based on the vehicle speed signal, rotational speed signal, first posture data, second posture data, etc Controls the hub motors. The invention can resist the rear wheel from slipping to a certain extent and reduce the danger.

Description

An electric vehicle start control system

technical field

The present invention relates to the technical field of electric vehicle control, in particular, to an electric vehicle starting control system.

Background technique

Existing two-wheeled vehicles are driven by rear-wheel motors, so when the vehicle starts and accelerates on a slippery road, especially high-speed electric motorcycles, the starting torque is large, and the driving wheels will slip and the vehicle will drift, causing danger.

SUMMARY OF THE INVENTION

In view of this, the first objective of the present invention is to provide a starting control system for an electric vehicle, which can resist rear wheel slippage to a certain extent and reduce the risk.

In order to solve the above-mentioned technical problems, the technical scheme of the present invention is:

An electric vehicle starting control system, comprising an accelerator handle, a vehicle speed detection module, a first vehicle body attitude detection module, a second vehicle body attitude detection module, a rotational speed detection module and a controller module; the accelerator handle, a vehicle speed detection module, a first vehicle body The attitude detection module, the second vehicle body attitude detection module, and the rotational speed detection module are all electrically connected with the controller module; wherein,

The throttle handle is used to output the throttle signal;

The vehicle speed detection module is used to output the vehicle speed signal representing the vehicle speed;

The rotational speed detection module is used to output a rotational speed signal representing the rotational speed of the in-wheel motor;

The first vehicle body attitude detection module is installed on the front frame, and is used for outputting a first attitude signal representing the attitude of the front of the vehicle;

The second body attitude detection module is installed at the rear of the vehicle, and is used for outputting a second attitude signal representing the attitude of the rear of the vehicle;

The controller module is configured as:

Determine whether the rear wheel of the electric vehicle slips according to the vehicle speed signal and the rotational speed signal, and if so, reduce the power of the in-wheel motor;

According to the first attitude data and the second attitude data, it is judged whether the electric vehicle is drifting. If so, the accelerator signal is shielded, and the opposite working current is output to the wheel hub motor to stop the wheel hub motor from rotating.

Preferably, the strategy for reducing the power of the in-wheel motor includes:

Let S0 be the actual speed of the electric vehicle, S1 is the estimated speed of the electric vehicle, N is the rotational speed of the in-wheel motor, and S1=F(N); Y1=S1-S0; when the value of Y1 is greater than 0, the controller module determines The rear wheel of the electric vehicle is slipping;

When the value of Y1 is greater than 1 and less than the first threshold, the controller module reduces the power of the in-wheel motor to %M1 of the desired power corresponding to the throttle signal;

When the value of Y1 is greater than the first threshold, the controller module reduces the power of the in-wheel motor to %M2 of the desired power corresponding to the throttle signal;

Among them, M1>M2.

Preferably, when S0=S1>Sk, the controller module controls the power of the in-wheel motor according to the accelerator signal; wherein, Sk is the minimum speed setting value for releasing the restriction on the in-wheel motor after the rear wheel slips.

Preferably, it also includes a road surface detection module for detecting the wet slip degree of the road surface and outputting a corresponding wet slip signal; the road surface detection module is electrically connected with the controller module; the controller module controls the maximum output power of the in-wheel motor according to the wet slip signal, until the vehicle speed reaches Sk.

Preferably, the strategy for the controller module to control the maximum output power of the in-wheel motor according to the wet slip signal includes:

Divide the wetness of the road surface into several grades, each grade contains an interval value; set a corresponding maximum output power for each grade;

According to the wet slip signal, the current wet slip degree of the road surface is classified to the corresponding level, and the in-wheel motor is controlled according to the corresponding maximum output power.

Preferably, the road detection module includes a first camera and a second camera, and the first camera and the second camera are both electrically connected to the controller module; the first camera is used to capture an image of the road in front of the electric vehicle and output the first image data, and the first camera The two cameras are used to capture the road image of the road on which the rear half of the electric vehicle is located and output the second image data; the controller module judges the wetness of the road ahead of the electric vehicle according to the first image data, and the controller module judges the electric vehicle according to the second image data. The wetness of the road surface on which the rear half of the car is located;

When the road in front of the electric vehicle is a dry road and the road on which the rear half of the electric vehicle is located is a slippery road, the restriction on Sk is lifted after a preset time T1 after the electric vehicle is started.

Preferably, the strategy for judging the tail drift of the electric vehicle includes:

Calculate the actual deflection amplitude A1 of the front frame through the first attitude data;

Calculate the actual deflection amplitude A2 of the rear of the vehicle through the second attitude data;

Set A3=F(A1), Y2=A2-A3, where A3 is the measured value of the deflection amplitude of the rear of the vehicle;

If the value of Y2 is greater than 0, the controller module determines that the electric vehicle drifts.

In view of this, the second object of the present invention is to provide a starting control method for an electric vehicle, which can resist the rear wheel slippage to a certain extent and reduce the risk.

In order to solve the above-mentioned technical problems, the technical scheme of the present invention is:

A starting control method for an electric vehicle, comprising:

A01. Detect accelerator signal, vehicle speed signal, rotational speed signal, first attitude signal and second attitude signal;

A02. Determine whether the rear wheel of the electric vehicle is slipping according to the vehicle speed signal and the rotational speed signal, and if so, reduce the power of the in-wheel motor;

A03. Determine whether the electric vehicle is tail-drifting according to the first attitude data and the second attitude data. If so, shield the accelerator signal and output the opposite working current to the wheel hub motor to stop the wheel hub motor from rotating.

The technical effect of the present invention is mainly reflected in the following aspects:

1. It is possible to find out whether the rear wheel of the electric vehicle is slipping at the first time, and take corresponding restrictive measures to reduce the risk;

2. If the tail drift occurs due to insufficient restrictions, the "electronic braking" method is used to stop the rotation of the rear wheel, so as to avoid continuous tail drift due to the continued rotation of the rear wheel.

Description of drawings

1 is a block diagram of an electric vehicle starting control system in the first embodiment;

Fig. 2 is the flow chart of the electric vehicle starting control method in the second embodiment;

Fig. 3 is the brief schematic diagram of the front fork structure in the third embodiment;

Fig. 4 is the partial structure schematic diagram of the upright column in the third embodiment;

Fig. 5 is the enlarged view of A part in Fig. 4;

FIG. 6 is a schematic diagram of the lock lever in the third embodiment.

Reference numerals: 11, controller module; 12, accelerator handle; 13, vehicle speed detection module; 14, first body posture detection module; 15, second body posture detection module; 16, rotational speed detection module; 17, road surface Detection module; 2, sleeve shaft; 3, upper column; 31, accommodating slot; 32, slot cover; 33, accommodating cavity; 34, wiring hole; 35, cavity cover; 36, second limit seat; 4, lower column ; 41, connecting column; 411, ring seat; 5, fork body; 6, frame; 71, first drive motor; 72, second drive motor; 73, position sensor; 74, spring; 8, lock lever; 81 , slot; 82, guide surface; 83, limit surface; 9, first limit seat; 10, connecting rod.

Detailed ways

The specific embodiments of the present invention will be described in further detail below in conjunction with the accompanying drawings, so as to make the technical solutions of the present invention easier to understand and grasp.

Embodiment 1.

Referring to FIG. 1 , the present embodiment provides an electric vehicle starting control system, including an accelerator handle 12 , a vehicle speed detection module 13 , a road surface detection module 17 , a first body posture detection module 14 , a second body posture detection module 15 , a rotational speed The detection module and the controller module 11 . The accelerator handle 12 , the vehicle speed detection module 13 , the road surface detection module 17 , the first body posture detection module 14 , the second body posture detection module 15 , and the rotational speed detection module are all electrically connected to the controller module 11 .

The throttle handle 12 is used to output the throttle signal;

The vehicle speed detection module 13 adopts a Hall sensor and is installed on the front wheels for outputting a vehicle speed signal representing the vehicle speed. The controller module 11 can calculate the actual vehicle speed S0 of the electric vehicle according to the vehicle speed signal.

The rotational speed detection module adopts a Hall sensor and is installed on the in-wheel motor to output a rotational speed signal N representing the rotational speed of the in-wheel motor. The controller module 11 can obtain the estimated vehicle speed S1 of the electric vehicle according to the vehicle speed signal, that is, S1=F(N).

The first vehicle body attitude detection module 14 and the second vehicle body attitude detection module 15 both use attitude sensors, wherein the first vehicle body attitude detection module 14 is installed on the front frame, and is used to output a first attitude signal representing the attitude of the front of the vehicle; Two body posture detection modules 15 are installed at the rear of the vehicle, and are used to output a second posture signal representing the posture of the rear of the vehicle.

Set Y1=S1-S0; when the value of Y1 is greater than 0, the controller module 11 determines that the rear wheel of the electric vehicle is in a slipping state. At this time, the controller module 11 reduces the power of the in-wheel motor. Specifically, the strategy for reducing the power of the in-wheel motor includes: setting S0 as the actual vehicle speed of the electric vehicle, S1 as the estimated vehicle speed of the electric vehicle, N as the rotational speed of the in-wheel motor, and when the value of Y1 is greater than 1 and less than the first threshold, when, The controller module 11 reduces the power of the in-wheel motor to %M1 of the desired power corresponding to the accelerator signal; when the value of Y1 is greater than the first threshold, the controller module 11 reduces the power of the in-wheel motor to the desired power corresponding to the accelerator signal %M2; wherein, M1>M2.

When S0=S1>Sk, the controller module 11 controls the power of the in-wheel motor according to the accelerator signal; wherein, Sk is the minimum speed setting value for releasing the restriction on the in-wheel motor after the rear wheel slips.

According to the first attitude data and the second attitude data, it is judged whether the electric vehicle is drifting. If so, the accelerator signal is shielded, and the opposite working current is output to the wheel hub motor to stop the wheel hub motor from rotating. Specifically, the strategy for judging the tail drift of the electric vehicle includes: calculating the actual deflection amplitude A1 of the front frame through the first attitude data; calculating the actual deflection amplitude A2 of the rear of the vehicle through the second attitude data; setting A3=F(A1), Y2 =A2-A3, where A3 is the measured value of the deflection amplitude of the rear of the vehicle; if the value of Y2 is greater than 0, the controller module 11 determines that the electric vehicle is tail-drifting.

The road detection module 17 includes a first camera and a second camera, both of which are electrically connected to the controller module 11; the first camera is used to capture the road image in front of the electric vehicle and output the first image data, and the second camera The camera is used to capture a road image of the road on which the rear half of the electric vehicle is located and output the second image data; the controller module 11 judges the wetness of the road ahead of the electric vehicle according to the first image data, and the controller module 11 judges according to the second image data The wetness of the road surface on which the rear half of the electric vehicle is located. The controller module 11 controls the maximum output power of the in-wheel motor according to the wet slip signal until the vehicle speed reaches Sk.

Specifically, the strategy for the controller module 11 to control the maximum output power of the in-wheel motor according to the wet slip signal includes:

Divide the wetness of the road surface into several grades, each grade contains an interval value; set a corresponding maximum output power for each grade;

According to the wet slip signal, the current wet slip degree of the road surface is classified to the corresponding level, and the in-wheel motor is controlled according to the corresponding maximum output power.

It is worth noting that when the road in front of the electric vehicle is a dry road and the road on which the rear half of the electric vehicle is located is a slippery road, the restriction on Sk is lifted after the preset time T1 after the electric vehicle starts. This is because after the T1 time, the rear wheels have left the slippery road, and the electric vehicle can move normally.

Embodiment two,

Referring to FIG. 2 , on the basis of Embodiment 1, this embodiment further provides a method for controlling the start of an electric vehicle, including:

A01. Detect an accelerator signal, a vehicle speed signal, a rotational speed signal, a first attitude signal, and a second attitude signal.

A02. Determine whether the rear wheel of the electric vehicle is slipping according to the vehicle speed signal and the rotational speed signal, and if so, reduce the power of the in-wheel motor;

Specifically, S0 is the actual speed of the electric vehicle, S1 is the estimated speed of the electric vehicle, N is the rotational speed of the in-wheel motor, and S1=F(N); Y1=S1-S0; when the value of Y1 is greater than 0, the control The controller module 11 determines that the rear wheel of the electric vehicle is in a slipping state; when the value of Y1 is greater than 1 and less than the first threshold, the controller module 11 reduces the power of the in-wheel motor to %M1 of the expected power corresponding to the accelerator signal; when Y1 When the value of is greater than the first threshold, the controller module 11 reduces the power of the in-wheel motor to % M2 of the desired power corresponding to the accelerator signal; wherein, M1 > M2.

A03, according to the first attitude data and the second attitude data, determine whether the electric vehicle is tail-drifting, if so, shield the accelerator signal, and output the opposite working current to the wheel hub motor, so that the wheel hub motor stops rotating;

Specifically, the controller module 11 determines the wetness of the road surface in front of the electric vehicle according to the first image data, and the controller module 11 determines the wetness of the road surface on which the rear half of the electric vehicle is located according to the second image data. The controller module 11 controls the maximum output power of the in-wheel motor according to the wet slip signal until the vehicle speed reaches Sk. The strategy for controlling the maximum output power of the in-wheel motor by the controller module 11 according to the wet slip signal includes: dividing the wet slip of the road surface into several grades, each grade including an interval value; setting a corresponding maximum output for each grade Power; according to the wet slip signal, the current wet slip degree of the road surface is classified to the corresponding level, and the in-wheel motor is controlled according to the corresponding maximum output power. It is worth noting that when the road in front of the electric vehicle is a dry road and the road on which the rear half of the electric vehicle is located is a slippery road, the restriction on Sk is lifted after the preset time T1 after the electric vehicle starts. This is because after the T1 time, the rear wheels have left the slippery road, and the electric vehicle can move normally.

Embodiment three,

On the basis of the first embodiment, the present embodiment also provides an electric vehicle starting control system, which mainly designs the front fork structure of the electric vehicle, and can limit the electric vehicle from slipping to a certain extent, as follows:

3, the front fork of the electric vehicle includes a fork body 5 and a column integrally arranged on the fork body 5. The fork body 5 is used to install components such as front wheels and brakes; On axle 2, the top of the column is used to install components such as the head of the car.

4, the column includes an upper column 3 and a lower column 4, the upper column 3 is connected with the sleeve shaft 2; the bottom end of the upper column 3 is provided with a receiving groove 31, and a first driving motor 71 is installed in the receiving groove 31, and the first driving motor 71 is installed in the receiving groove 31. The motor 71 is fixed by bolts penetrating in the radial direction of the upper column 3 , and the output shaft of the first driving motor 71 faces downward. The top of the upper column 3 is provided with a connecting column 41, which is connected with the output shaft of the first drive motor 71 in a transmission connection. When the first drive motor 71 rotates, the lower column 4 rotates synchronously. The slot of the accommodating slot 31 is detachably connected with the slot cover 32 through bolts, and the top of the slot cover 32 is in close contact with the ring seat 411 on the side of the connecting column 41 .

4 and 5 , a accommodating cavity 33 is formed through the side wall of the installation groove, and a locking assembly for preventing the rotation of the connecting column 41 is installed in the accommodating cavity 33 . The locking assembly includes a locking rod 8 , a connecting rod 10 , and a second driving motor 72 . The locking rod 8 is cylindrical, and one end of the lock rod extends into the accommodating cavity 33, and a limit ring is provided. The cavity 33 is located in the cavity of the installation groove and is detachably installed with a first limit seat that cooperates with the limit ring. 9. The left and right sides of the other end of the lock rod 8 are symmetrically provided with guide surfaces 82 , the two guide surfaces 82 are not connected to each other, and at least there is a certain interval on the circumferential surface of the lock rod 8 to form a limit surface 83 (refer to FIG. 6 ) . The cylindrical surface of the connecting post 41 is provided with a locking hole adapted to the locking rod 8. By default, the limiting surfaces 83 of the locking rod 8 are in contact with the left and right sides of the locking hole, so that the connecting post 41 cannot rotate circumferentially. The second drive motor 72 is installed on the second limit seat 36 in the accommodating cavity 33 , a spring 74 is arranged between the second limit seat 36 and the limit ring, and the output shaft of the second drive motor 72 is connected to the connecting rod 10 , the other end of the connecting rod 10 extends into the slot 81 at the end of the locking rod 8, the connecting rod 10 and the slot 81 are both non-circular designs, and when the second driving motor 72 rotates, the connecting rod 10 can pass through the connecting rod 10. Drive the lock lever 8 to rotate.

A position sensor 73 is installed on the side wall of the accommodating slot 31 , and a trigger member capable of triggering the position sensor 73 is provided on the side wall of the connecting column 41 . When the position sensor 73 is activated, the aforementioned locking hole is just aligned with the locking lever 8 . The interior of the upper column 3 is also provided with a wiring channel that communicates with the accommodating groove 31 and the accommodating cavity 33, so that the connecting lines of each device can pass through the upper half of the upper column 3, and then be electrically connected to the controller module 11 in the first embodiment. connect.

The working principle of this embodiment is as follows: after the controller module 11 determines that the electric vehicle is tailgating, it immediately controls the second drive motor 72 to drive the lock lever 8 to rotate 90 degrees, so that the limit surface 83 at the end of the lock lever 8 is in contact with the lock hole. The side walls are no longer touching. Then, the first drive motor 71 is controlled to drive the lower column 4 to rotate by a certain angle β (the value of β is determined according to the actual deflection amplitude A2 of the rear of the vehicle), so that the fork body 5 connected to the lower column 4 rotates synchronously, that is, the front wheel Can also follow the rotation. During the rotation, the side wall of the lock hole contacts with the guide surface 82 , forcing the lock rod 8 to move toward the accommodating cavity 33 and compress the spring 74 . In this way, even if the rear of the vehicle has a certain degree of drift or sideslip, the first drive motor 71 can indirectly drive the front wheel to rotate, so as to keep the front wheel and the rear wheel on the same straight line as much as possible, thereby Minimize drift or sideslip.

When reset, the controller module 11 judges whether the electric vehicle still has a relatively large displacement through the data of the first attitude sensor and the second attitude sensor, and if not, controls the first drive motor 71 to reverse until the position sensor 73 At the same time, the second drive motor 72 is also controlled to reverse by 90 degrees, so that the lock lever 8 is reset. When the lock lever 8 is aligned with the lock hole, the lock lever 8 is pushed back into the lock hole by the spring 74 .

Of course, the above are only typical examples of the present invention. In addition, the present invention can also have other various specific embodiments. All technical solutions formed by equivalent replacement or equivalent transformation all fall within the scope of protection of the present invention. Inside.

Claims (7)

1. An electric vehicle starting control system is characterized by comprising an accelerator handle (2), a vehicle speed detection module (3), a first vehicle body posture detection module (4), a second vehicle body posture detection module (5), a rotating speed detection module and a controller module (1); the accelerator rotating handle (2), the vehicle speed detection module (3), the first vehicle body posture detection module (4), the second vehicle body posture detection module (5) and the rotating speed detection module are all electrically connected with the controller module (1); wherein,

the throttle twist grip (2) is used for outputting a throttle signal;

the vehicle speed detection module (3) is used for outputting a vehicle speed signal representing the vehicle speed;

the rotating speed detection module is used for outputting a rotating speed signal representing the rotating speed of the hub motor;

the first vehicle body posture detection module (4) is arranged on the front vehicle frame and used for outputting a first posture signal representing the posture of the vehicle head;

the second body posture detection module (5) is arranged at the tail of the vehicle and used for outputting a second posture signal representing the posture of the tail of the vehicle;

the controller module (1) is configured to:

judging whether the rear wheel of the electric vehicle slips or not according to the vehicle speed signal and the rotating speed signal, and if so, reducing the power of the hub motor;

judging whether the electric vehicle has a drift or not according to the first posture data and the second posture data, if so, shielding the throttle signal, and outputting opposite working current to the hub motor to stop the rotation of the hub motor;

the front fork of the electric vehicle comprises a fork body and an upright post integrally arranged on the fork body, and the upright post is rotatably sleeved on a sleeve shaft at the front end of the frame; the upright column comprises an upper upright column and a lower upright column, and the upper upright column is connected with the sleeve shaft; the bottom end of the upper upright post is provided with a containing groove, and a first driving motor is installed in the containing groove; the top end of the upper upright post is provided with a connecting post which is in transmission connection with an output shaft of the first driving motor; the notch of the containing groove is detachably connected with a groove cover through a bolt, and the top of the groove cover is tightly abutted with the ring seat on the side edge of the connecting column;

an accommodating cavity is formed in the side wall of the mounting groove in a penetrating manner, and a locking assembly for preventing the connecting column from rotating is arranged in the accommodating cavity; the locking assembly comprises a locking rod, a connecting rod and a second driving motor, the locking rod is cylindrical, one end of the locking rod extends into the accommodating cavity, the accommodating cavity is provided with a limiting ring, and a first limiting seat matched with the limiting ring is detachably mounted at a cavity opening of the accommodating cavity in the mounting groove; the left side and the right side of the other end of the lock rod are symmetrically provided with guide surfaces; a lock hole matched with the lock rod is formed in the cylindrical surface of the connecting column; the second driving motor is arranged on a second limiting seat in the accommodating cavity, a spring is arranged between the second limiting seat and the limiting ring, an output shaft of the second driving motor is connected with a connecting rod, and the other end of the connecting rod extends into a slot at the end part of the lock rod; install position sensor on the lateral wall of holding tank, be provided with the trigger piece that can trigger position sensor on the lateral wall of spliced pole, when position sensor is triggered, the lockhole just in time aim at with the locking lever.

2. The electric vehicle launch control system of claim 1, wherein the strategy for reducing the power of the in-wheel motor comprises:

setting S0 as the actual speed of the electric vehicle, S1 as the measured speed of the electric vehicle, N as the rotating speed of the hub motor, and S1= F (N); y1= S1-S0; when the value of Y1 is greater than 0, the controller module (1) determines that the rear wheel of the electric vehicle is in a slipping state;

when the value of Y1 is greater than 1 and less than a first threshold, the controller module (1) reduces the power of the in-wheel motor to% M1 of the desired power corresponding to the throttle signal;

when the value of Y1 is greater than a first threshold, the controller module (1) reduces the power of the in-wheel motor to% M2 of the desired power corresponding to the throttle signal;

wherein M1 > M2.

3. The electric vehicle starting control system as claimed in claim 2, wherein when S0= S1 > Sk, the controller module (1) controls the power of the in-wheel motor according to the throttle signal; where Sk is the lowest hourly speed set value for releasing the restriction on the in-wheel motor after the rear wheel slips.

4. The electric vehicle starting control system as claimed in claim 3, further comprising a road surface detection module (7) for detecting the wet skid degree of the road surface and outputting a corresponding wet skid signal; the road surface detection module (7) is electrically connected with the controller module (1); and the controller module (1) controls the maximum output power of the hub motor according to the wet slip signal until the vehicle speed reaches Sk.

5. The electric vehicle starting control system as claimed in claim 4, wherein the strategy for controlling the maximum output power of the in-wheel motor by the controller module (1) according to the wet slip signal comprises the following steps:

dividing the wet slip of the road surface into a plurality of grades, wherein each grade comprises an interval range value; correspondingly setting a maximum output power for each grade;

classifying the current wet slip degree of the road surface into a corresponding grade according to the wet slip signal, and controlling the hub motor according to the corresponding maximum output power.

6. The electric vehicle starting control system according to claim 5, wherein the road surface detection module (7) comprises a first camera and a second camera, and the first camera and the second camera are both electrically connected with the controller module (1); the first camera is used for shooting a road surface image in front of the electric vehicle and outputting first image data, and the second camera is used for shooting a road surface image of a road surface where a rear vehicle body of the electric vehicle is located and outputting second image data; the controller module (1) judges the road surface wet skid degree in front of the electric vehicle according to the first image data, and the controller module (1) judges the road surface wet skid degree of the road surface where the rear vehicle body of the electric vehicle is located according to the second image data;

when the road surface in front of the electric vehicle is a dry road surface and the road surface on which the rear vehicle body of the electric vehicle is located is a wet road surface, the restriction on Sk is released after a preset time T1 after the electric vehicle is driven.

7. The electric vehicle starting control system as claimed in claim 1, wherein the strategy for judging the drifting of the electric vehicle comprises:

calculating the actual deflection amplitude A1 of the front frame through the first attitude data;

calculating the actual deflection amplitude A2 of the tail of the vehicle through the second attitude data;

let A3= F (A1), Y2= A2-A3, wherein A3 is the measured value of the deflection amplitude of the vehicle tail;

if the value of Y2 is larger than 0, the controller module (1) judges that the tail flick of the electric vehicle occurs.

Images