WO2024148558A1

WO2024148558A1 - Head section assist control method, head section assist system, and motorcycle

Info

Publication number: WO2024148558A1
Application number: PCT/CN2023/071882
Authority: WO
Inventors: 林继谦; 陈育良; 阎柏均
Original assignee: 威刚科技股份有限公司
Priority date: 2023-01-12
Filing date: 2023-01-12
Publication date: 2024-07-18

Abstract

Provided are a head section assist control method, a head section assist system, and a motorcycle. The motorcycle comprises a steering kit (100) and a head section assist system (200). The head section assist system (200) comprises a processing device (5), a torque meter (6), and a head section assist device (7); the processing device (5) can execute the head section assist control method; the torque meter (6) is used for measuring the torque between a handlebar assembly (2) and a triple clamp (1) of the motorcycle; the head section assist device (7) comprises a control module (73) and a motor (71); and a rotor of the motor is connected to the triple clamp. When the processing device (5) executes the head section assist control method, and if it is determined that a real-time torque value measured by the torque meter (6) is less than a preset torque and the number of times of shaking of the steering kit (100) is greater than a preset number of times, the rotor (712) of the motor (71) is kept at the current position by means of the control module (73), such that the shaking of the triple clamp (1) is suppressed, thereby achieving the effect of reducing the shaking of the handlebar assembly (2).

Description

Locomotive auxiliary control method, locomotive auxiliary system and locomotive

Technical Field

The present invention relates to a locomotive auxiliary control method and a locomotive auxiliary system, and in particular to a locomotive auxiliary control method and a locomotive auxiliary system applied to a locomotive, and a locomotive comprising the locomotive auxiliary system.

Background technique

In various common two-wheeled motorcycles or three-wheeled motorcycles, when the motorcycle passes through a bumpy road, the handlebars and the handlebars will shake, thus giving the user a bad riding experience.

Summary of the invention

The invention discloses a front auxiliary control method, a front auxiliary system and a motorcycle, which are mainly used to improve the problem that the handlebars of existing motorcycles are prone to shake when passing through bumpy roads, thereby causing users to have a bad riding experience.

One of the embodiments of the present invention discloses a front-end auxiliary control method, which is applicable to a motorcycle. The motorcycle includes a steering kit, which includes a handlebar assembly and a tripod. The handlebar assembly is connected to the tripod. The front-end auxiliary control method can be executed by a processing device, which is arranged on the motorcycle. The processing device executes the front-end auxiliary control method once every default time interval, which is no more than 10 milliseconds. The front-end auxiliary control method includes the following steps: a torque judgment step: judging whether a real-time torque value of a torquer exceeds a preset torque; the torquer is arranged between the handlebar assembly and the tripod, the processing device is electrically connected to the torquer, and the torquer is used to measure the torque between the handlebar assembly and the tripod to generate a real-time torque value; if the real-time torque If the force value is not greater than the preset torque, the following steps are executed: a shaking judgment step: judging whether the number of shaking times of the steering kit is greater than a preset number; if the number of shaking times is greater than the preset number, the following steps are executed: an anti-swing step: controlling a control module of a front auxiliary device to switch a motor of the front auxiliary device to a locking mode; the motor includes a stator and a rotor, and the control module can obtain the rotation angle of the rotor relative to the stator; when the control module controls the rotor to rotate, the tripod can be driven by the rotor to rotate; when the control module switches the motor to the locking mode, the control module will keep the rotor at the current rotation angle; wherein, the processing device can also control the control module to switch the motor to a normal mode, in which the rotor can rotate with the tripod.

Preferably, after the shaking determination step, if it is determined that the shaking times are not greater than a preset times, the control module is controlled to switch the motor to a normal mode.

Preferably, in the anti-swing step, the processing device also controls the control module according to a real-time vehicle speed of the locomotive to change an input current of the motor, and the input current is inversely proportional to the real-time vehicle speed; wherein, when the motor is in the locking mode, the motor The larger the input current, the harder it is for the rotor to rotate with the tripod.

Preferably, after the torque judgment step, if the processing device determines that the real-time torque value is not greater than the preset torque, the processing device also performs a straight line judgment step before executing the shaking judgment step: judging whether the locomotive is going straight; if the processing device determines that the locomotive is going straight, the processing device will continue to execute the shaking judgment step.

Preferably, after the shaking judgment step, if the processing device determines that the number of shaking times is greater than the preset number, the processing device first performs a straight line judgment step before executing the anti-swinging step: determining whether the locomotive is going straight; if the processing device determines that the locomotive is going straight, the processing device will continue to execute the anti-swinging step.

Preferably, after the shaking determination step, if the processing device determines that the number of shaking times is greater than a preset number, the processing device further executes a road surface warning step: issuing a road surface instability message.

Preferably, if the processing device determines that the number of shaking times is greater than a preset number, the processing device further controls the speed of the locomotive not to exceed a default safety speed.

Preferably, the shaking judgment step includes the following steps: an angle recording step: the control module obtains a real-time rotation angle of the rotor relative to the stator, and records the real-time rotation angle in a storage device; an angle difference judgment step: judges whether a real-time angle difference between the real-time rotation angle and a previous rotation angle is greater than a preset angle difference; the previous rotation angle is the real-time rotation angle recorded in the storage device during the previous execution of the angle recording step; if the real-time angle difference is greater than the preset angle difference, the shaking count in the storage device is updated; a shaking count judgment step: reads the shaking count in the storage device, and judges whether the shaking count is greater than the preset count; wherein, when the processing device controls the motor to switch to the locking mode through the control module, the control module enables the stator to maintain the real-time rotation angle in the angle recording step.

Preferably, after the angle difference determination step, if it is determined that the real-time angle difference is not greater than the preset angle difference, the number of shakes stored in the storage is reset to zero.

Preferably, after the shaking number judgment step, if the processing device determines that the shaking number is greater than the preset number, the processing device first performs a straight line judgment step before executing the anti-swinging step: judging whether the locomotive is going straight; if the processing device determines that the locomotive is going straight, the processing device will continue to execute the anti-swinging step.

Preferably, in the straight-moving determination step, a difference between the real-time rotation angle and a preset straight-moving angle stored in the memory is determined. If the difference is within a preset range, it is determined that the vehicle is moving straight; if the difference is not within the preset range, it is determined that the vehicle is not moving straight.

Preferably, the preset straight-ahead angle is a value pre-stored in a memory, or the preset straight-ahead angle is a preset straight-ahead angle stored in the memory after the processing device executes a straight-ahead angle updating step after the vehicle head auxiliary control method is executed for more than a preset number of times; wherein the straight-ahead angle updating step comprises: updating the preset straight-ahead angle stored in the memory, The preset straight-ahead angle originally stored in the memory is updated to the real-time rotation angle that appears most frequently in the memory.

Preferably, after the torque determination step, if the processing device determines that the real-time torque value is greater than the preset torque, the processing device will execute a steering assist step: controlling the rotor of the front assist device to rotate to assist the tripod to rotate in the direction in which the handlebar assembly is controlled to rotate.

Preferably, in the steering assist step, the processing device also obtains a real-time vehicle speed of the locomotive, and controls the control module according to the real-time vehicle speed to change an input current of the rotor, wherein the input current is inversely proportional to the real-time vehicle speed; wherein, the greater the input current, the greater the torque of the rotor to the tripod.

Preferably, in the steering assist step, the processing device calculates the input current based on an input current calculation formula; the input current calculation formula is: the input current is equal to a current upper limit value multiplied by a torque ratio; the processing device searches for the corresponding current upper limit value in the storage device based on the real-time vehicle speed; the torque ratio is the real-time torque value divided by a torque upper limit value; the torque upper limit value is a preset value.

Preferably, if the real-time torque value is greater than the preset torque, a rollover warning step is further included before the steering assist step: determining whether an assist count stored in a storage device is greater than a preset count, and determining whether the real-time torque value is greater than a corresponding dynamic torque threshold value based on a real-time vehicle speed of the vehicle; if the assist count is greater than the preset count, and the real-time torque value is greater than the corresponding dynamic torque threshold value, a rollover warning message is issued; wherein, the processing device updates the assist count in the storage device each time the steering assist step is executed; and the real-time vehicle speed is inversely proportional to the corresponding dynamic torque threshold value.

Preferably, in the rollover warning step, the processing device uses a dynamic torque threshold calculation formula to calculate the dynamic torque threshold corresponding to the real-time vehicle speed. The dynamic torque threshold calculation formula is: the dynamic torque threshold is equal to a torque upper limit value multiplied by a rollover coefficient. The torque upper limit value is a constant value, and the rollover coefficient is inversely proportional to the speed of the locomotive.

Preferably, after the processing device issues the rollover warning message, the processing device also controls the speed of the locomotive not to exceed a default safety speed.

One of the embodiments of the present invention discloses a front-end auxiliary system, which is suitable for a motorcycle. The front-end auxiliary system includes: a processing device; a torquer, which is used to be set between a handlebar assembly and a tripod of the motorcycle, and the torquer is used to measure the torque between the handlebar assembly and the tripod to generate a real-time torque value. The processing device is electrically connected to the torquer; a front-end auxiliary device, which includes a control module and a motor. The processing device is electrically connected to the control module, and the control module is electrically connected to the motor. The control module can detect the rotation angle of the stator relative to the rotor. When the control module controls the rotor to rotate, the tripod will be driven by the rotor to rotate. The processing device can execute the front-end auxiliary control method of the present invention.

One embodiment of the present invention discloses a motorcycle, which includes: a steering kit and the vehicle head auxiliary system of the present invention, the steering kit includes the handlebar assembly and the tripod.

In summary, the front-end auxiliary control method, the front-end auxiliary system and the motorcycle of the present invention, through the connection relationship between the front-end auxiliary device and the steering kit, the design of the various steps included in the front-end auxiliary control method, when the motorcycle goes straight through a bumpy road, the shaking of the handlebar assembly will be significantly suppressed, and the user can get a good riding experience.

To further understand the features and technical contents of the present invention, please refer to the following detailed description and drawings of the present invention. However, such description and drawings are only used to illustrate the present invention and are not intended to limit the scope of protection of the present invention.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a front view schematically showing a handlebar assembly, a tripod and a front auxiliary device of a motorcycle according to the present invention.

FIG. 2 is a partial exploded schematic diagram of the locomotive front auxiliary device of the present invention.

FIG. 3 is a flow chart of a first embodiment of a vehicle head auxiliary control method according to the present invention.

FIG. 4 is a flow chart of a second embodiment of a vehicle head auxiliary control method according to the present invention.

FIG. 5 is a schematic flow chart of a third embodiment of a vehicle head auxiliary control method according to the present invention.

FIG. 6 is a flow chart of a fourth embodiment of a vehicle head auxiliary control method according to the present invention.

FIG. 7 is a flow chart of a fifth embodiment of the vehicle head auxiliary control method of the present invention.

Detailed ways

In the following description, if it is indicated to refer to a specific figure or as shown in a specific figure, it is only used to emphasize that most of the related contents described in the subsequent description appear in the specific figure, but it does not limit the subsequent description to only refer to the specific figure.

Please refer to Figures 1 to 3, Figure 1 is a front view of the handlebar assembly, the tripod and the front auxiliary device of the motorcycle of the present invention, Figure 2 is a partial exploded schematic diagram of the front auxiliary device of the motorcycle of the present invention, and Figure 3 is a flow chart of the first embodiment of the front auxiliary control method of the present invention. It should be noted that in order to clearly present the components included in the front auxiliary device, the outer shell of the front auxiliary device in Figures 1 and 2 is shown in the form of imaginary lines.

As shown in FIG. 1 and FIG. 2 , the locomotive of the present invention includes: a steering kit 100 and a locomotive auxiliary system 200. In practical applications, the locomotive of the present invention can be a two-wheeled locomotive or a three-wheeled locomotive. In the following description, only the biggest difference between the locomotive of the present invention and the locomotive of the prior art will be described, and the locomotive of the present invention also includes all the necessary components included in the locomotive of the prior art, such as an engine, a fuel supply device, an exhaust device, a lubrication device, an ignition device, transmission-related components (belts, clutches, transmissions, transmission chains, etc.), a brake device, a suspension device, etc.

The steering kit 100 includes a triangular platform 1 and a handlebar assembly 2. The triangular platform 1 includes a fixing base 11 and a connecting The connecting rod 12, one end of the connecting rod 12 is fixed to the fixing seat 11. The handlebar assembly 2 is connected to the other end of the connecting rod 12. The fixing seat 11 can also be connected to two front forks 3, and the two front forks 3 are connected to a front wheel A. Each front fork 3 can be provided with a shock absorber 4. The connection mode and actuation relationship between the handlebar assembly 2 and the tripod 1, the connection mode and actuation relationship between the tripod 1, the front fork 3, the shock absorber 4 and the front wheel A are the same as those in the known technology, and will not be repeated here.

The front auxiliary system 200 includes a processing device 5, a torquer 6 and a front auxiliary device 7. The processing device 5 can be, for example, a driving computer of the motorcycle, or the processing device 5 can also be a small computer independent of the driving computer of the motorcycle. The torquer 6 is arranged between the handlebar assembly 2 and the tripod 1, and the torquer 6 is used to measure the torque between the handlebar assembly 2 and the tripod 1 to generate a real-time torque value. The processing device 5 can be, for example, electrically connected to the torquer 6, and the processing device 5 can directly receive the real-time torque value, or the processing device 5 and the torquer 6 are respectively electrically connected to the control module 73, and the processing device 5 can obtain the real-time torque value through the control module 73.

The locomotive auxiliary device 7 includes a motor 71, a reducer 72 and a control module 73. The motor 71, the reducer 72 and the control module 73 may be disposed in the same housing (not shown), and the housing of the locomotive auxiliary device 7 may be fixedly disposed on the frame of the motorcycle.

The motor 71 includes a stator 711 and a rotor 712. The control module 73 can control the direction (forward or reverse), speed and rotation angle of the rotor 712 relative to the stator 711. The rotating shaft 7121 of the rotor 712 is connected to the reducer 72, one end of an output shaft 721 of the reducer 72 is connected to the connecting rod 12 of the tripod 1, and the other end of the output shaft 721 is connected to the handlebar assembly 2. The connection method between the reducer 72 and the rotor 712 can be designed according to needs and is not limited here. For example, the rotating shaft 7121 of the rotor 712 can be fixedly provided with a gear, and the reducer 72 can include a plurality of gears, one of which is fixed to the output shaft 721, and one of the gears of the reducer 72 is meshed with the gear fixed to the rotating shaft 7121, and the remaining gears included in the reducer 72 are meshed with each other.

The control module 73 can detect the rotation angle of the rotor 712 relative to the stator 711. In practical applications, the control module 73 may include a processor, an angle reader and a rotary encoder, and the angle reader and the rotary encoder are electrically connected to the processor respectively. The angle reader is, for example, a decoder, a quadrature encoder (QEI) module or an input capture module. The rotary encoder may be, for example, an absolute encoder and an incremental encoder. The angle reader is used to read the signal output by the rotary encoder to obtain the rotation angle of the rotor 712 relative to the stator 711.

When the control module 73 controls the rotor 712 to rotate relative to the stator 711, the rotating shaft 7121 of the rotor 712 will pass through The speed reducer 72 drives the tripod 1 to rotate left or right. When the front wheel A rotates left or right due to factors such as the undulations and bumps of the road surface, the tripod 1 will rotate left or right along with the front wheel A; the connecting rod 12 of the tripod 1 that rotates left or right along with the front wheel A may drive the rotor 712 to rotate left or right relative to the stator 711 through the speed reducer 72.

When the control module 73 does not control the rotor 712 to rotate relative to the stator 711, if the rotor 712 is driven by the reducer 72 and rotates relative to the stator 711, the processor of the control module 73 can know that the angle of the rotor 712 relative to the stator 711 is changing through the angle reader and the rotary encoder. Therefore, the processor can determine that the rotor 712 is rotating with the tripod 1.

The processing device 5 can execute the vehicle head auxiliary control method of the present invention, and the processing device 5 executes the vehicle head auxiliary control method once every predetermined time interval. In practical applications, the predetermined time interval is no more than 10 milliseconds (ms).

Please refer to FIG3 , the vehicle head auxiliary control method of the present invention comprises the following steps:

A torque determination step S11: determining whether the real-time torque value exceeds a preset torque;

If the real-time torque value is not greater than the preset torque, perform the following steps:

A shaking determination step S12: determining whether the number of shaking times of the steering assembly is greater than a preset number;

If the number of shakes is greater than the preset number, perform the following steps:

An anti-swing step S13: controlling the control module of the vehicle head auxiliary device to switch the motor to a locking mode;

When the control module controls the motor to switch to the locking mode, the control module will keep the stator of the motor at the current rotation angle, so that the stator will not easily rotate with the tripod;

The processing device can also control the control module to switch the motor to a normal mode, in which the rotor can rotate with the tripod.

For example, in one embodiment, after the shaking determination step S12, if the processing device determines that the shaking times are not greater than the preset times, the processing device may execute a normal mode switching step SX: controlling the control module to switch the motor to the normal mode.

If the processing device determines in the torque determination step S11 that the real-time torque value is greater than the preset torque, or after the normal mode switching step SX, the processing device may directly terminate the process of the vehicle head auxiliary control method.

In the anti-swing step S13, when the control module 73 controls the motor 71 to switch to the locking mode, the processor of the control module 73 can first obtain the rotation angle of the rotor 712 relative to the stator 711 through the angle reader and the rotary encoder, and then the processor of the control module 73 can change the input current of the three-phase line and cooperate with the relevant electrical A circuit (such as a three-phase bridge converter circuit) is used to allow each permanent magnet included in the motor 71 to face an electromagnet with opposite magnetic properties (composed of a coil group after current is passed through it), and the magnetic properties of each permanent magnet and the magnetic properties of the facing electromagnet are in a state of opposite poles attracting each other. In this way, the rotation of the rotor 712 relative to the stator 711 can be restricted, and the effect of preventing the rotor 712 from easily rotating with the tripod 1 can be achieved.

As mentioned above, when the motor 71 is in the locking mode, the control module 73 can also change the locking ability of the motor 71 by changing the input current of the motor 71. That is, the control module 73 can increase the input current of the motor 71 to strengthen the magnetic force of each electromagnet of the motor 71, thereby making it more difficult for the rotor 712 to rotate relative to the stator 711. Conversely, when the motor 71 is in the locking mode, the control module 73 can reduce the input current of the motor 71 to reduce the magnetic force of each electromagnet of the motor 71, thereby making it easier for the rotor 712 to rotate relative to the stator 711.

As described above, when the motorcycle passes through a bumpy road and the rider does not turn the handlebar assembly 2, if the steering kit 100 shakes more than a preset number of times, the control module 73 will switch the motor 71 to a locking mode to keep the rotor 712 at the current rotation angle. At this time, the rotor 712 will not be able to rotate easily relative to the stator 711. As a result, the connecting rod 12 of the tripod 1 connected to the rotor 712 will not easily shake with the fixing seat 11. Correspondingly, the handlebar assembly 2 connected to the connecting rod 12 will not easily shake either.

That is, when the motorcycle passes through a bumpy road, if the motor 71 is in the locked mode, the user will basically not feel the shaking of the handlebar assembly 2, or the user will not feel the handlebar assembly 2 shaking significantly, which can give the user a better riding experience and improve the user's riding safety. On the contrary, when the motorcycle passes through a bumpy road, if the motor 71 is in the normal mode, the user will obviously feel the handlebar assembly 2 shaking continuously.

In conventional motorcycles, when the user is driving on a bumpy road at high speed, the handlebars are prone to uncontrolled large swings (commonly known as death swings). At this time, if the user does not slowly release the throttle, the motorcycle may lose control. The above-mentioned locomotive and the locomotive auxiliary control method of the present invention can greatly reduce the occurrence of the above-mentioned death swing of the motorcycle through the designs of the torque judgment step S11, the swing judgment step S12 and the anti-swing step S13.

It should be particularly emphasized that in actual applications, when the control module 73 controls the motor 71 to be in the locking mode, if the front wheel A turns sharply, the tripod 1 will still turn with the front wheel A, and the rotor 712 will still be driven by the connecting rod 12 of the tripod 1 and rotate relative to the stator 711. In other words, when the motor 71 is in the locking mode, the rotor 712 is not completely deadlocked. In other words, the front auxiliary control method of the present invention allows the motor 71 to be in the locking mode. The mode is used to reduce the shaking of the handlebar assembly 2 caused by the bumps of the road, rather than to prevent the tripod 1 from rotating.

It should be noted that from the time when the control module 73 controls the motor 71 to switch to the locking mode until the processing device 5 executes the vehicle head auxiliary control method next time, if the user wants to turn the motorcycle for various reasons, the user only needs to apply a slightly larger force to the handlebar assembly 2 to allow the rotor 712 to rotate relative to the stator 711, and the tripod 1 and the front wheel A will turn together with the handlebar assembly 2.

In addition, the front auxiliary control method of the present invention is executed once every 10 milliseconds, and the front auxiliary control method includes a normal mode switching step SX, and also includes a torque judgment step S11 and a shaking judgment step S12 before the anti-swing step S13. Therefore, unless the motorcycle continues to move straight (the user does not control the handlebar assembly 2 to turn) through a bumpy road, the control module 73 will not control the motor 71 to switch to the locking mode.

In one of the preferred embodiments, in the anti-swing step S13, the processing device 5 can also control the control module 73 according to a real-time vehicle speed of the locomotive to change an input current of the motor 71. The input current is inversely proportional to the real-time vehicle speed, and the greater the input current of the motor 71, the less likely the rotor 712 is to rotate with the tripod 1. It should be emphasized that no matter how the processing device 5 changes the input current of the motor 71 according to the real-time vehicle speed, when the motor 71 is in the locking mode, the rotor 712 and the tripod 1 are not in a completely deadlocked state.

That is to say, when the motorcycle is traveling at high speed, when the control module 73 controls the motor 71 to switch to the locking mode, the ability of the front auxiliary device 7 to suppress the shaking of the handlebar assembly 2 is relatively poor; on the contrary, when the motorcycle is traveling at low speed, when the control module 73 controls the motor 71 to switch to the locking mode, the ability of the front auxiliary device 7 to suppress the shaking of the handlebar assembly 2 is relatively good.

From the perspective of user controllability, when the motorcycle is traveling at high speed and straight through a bumpy road, the user only needs to apply a relatively small additional force (because the input current of the motor is small) to control the handlebar assembly 2. Conversely, when the motorcycle is traveling at low speed and straight through a bumpy road, the user needs to apply a relatively large additional force (because the input current of the motor is large) to control the handlebar assembly 2. This design can ensure that the user can still maintain the controllability of the motorcycle to the greatest extent when the motorcycle is traveling at high speed and the motor 71 is in the locking mode, thereby ensuring the user's driving safety.

In the embodiment where the processing device 5 is a device independent of the vehicle computer, the processing device 5 may be electrically connected to the vehicle computer of the locomotive, and the processing device 5 may obtain the real-time vehicle speed through the vehicle computer. In the embodiment where the processing device 5 is the vehicle computer of the locomotive, the processing device 5 may directly obtain the real-time vehicle speed. The method of measuring vehicle speed is a well-known technology and will not be described in detail here.

As shown in the following table, it shows one example of the control module 73 controlling the input current of the motor according to the real-time vehicle speed. In this example, the control module 73 uses a default formula to calculate the input current of the motor. The default formula is: motor input current = input current upper limit value * vehicle speed coefficient. The input current upper limit value is a fixed value, and the vehicle speed coefficient is inversely proportional to the real-time vehicle speed. For example, assuming that the real-time vehicle speed of the locomotive is 18km/h, the motor input current = 15A*0.9 = 13.5A.

The above example is only a practical example for illustration, but in actual application, the size and design of each motor are different, so the above preset formula, vehicle speed coefficient, input current upper limit value, etc. can be changed according to the needs. The vehicle speed coefficient and input current upper limit value can be obtained after experiments based on the actual type of locomotive (two-wheel or three-wheel), the size of the locomotive, the type of motor, etc. The values shown in the above table are only one example.

Please refer to FIG4, which is a flow chart of the second embodiment of the locomotive auxiliary control method of the present invention. The first difference between this embodiment and the first embodiment is that: after the torque determination step S11, if the processing device determines that the real-time torque value is not greater than the preset torque, the processing device first executes a straight determination step S21: determines whether the locomotive is going straight; if the processing device determines that the locomotive is going straight, it will then continue to execute the shaking determination step S12; if the processing device determines that the locomotive is not going straight, the processing device will end the current locomotive auxiliary control method process.

In actual application, in the straight-moving determination step S21, the processing device may, for example, determine the difference between a real-time rotation angle of the rotor relative to the stator and a preset straight-moving angle stored in the memory; if the difference is within a preset range, it is determined that the locomotive is moving straight, otherwise, it is determined that the locomotive is not moving straight. The preset straight-moving angle refers to the locomotive's front end being straight and the rotation angle being equal to the rotation angle of the stator. The rotation angle of the rotor relative to the stator when the steering assembly is not operated by the user.

In one embodiment, the preset straight-ahead angle may be a value pre-stored in a storage device. Ideally, if the locomotive head is in a straightened state, the rotation angle of the rotor relative to the stator is 0 degrees. However, due to various tolerances (production tolerances of various parts, assembly tolerances, etc.) during the production and assembly of the locomotive, the rotation angle of the rotor relative to the stator may not be 0 degrees when the locomotive head is in a straightened state before the locomotive is finally shipped. At this time, the relevant personnel can store the rotation angle of the rotor relative to the stator in the storage device as the aforementioned preset straight-ahead angle.

In one variation of the present embodiment, after the processing device executes the torque determination step S11 each time, if it is determined that the real-time torque value is not greater than the preset torque, the processing device may obtain the real-time rotation angle of the rotor relative to the stator through the control module, and the processing device may record the real-time rotation angle in the storage. When the processing device executes the vehicle head auxiliary control method for more than a preset number of times, the processing device may also execute a straight angle update step: updating the preset straight angle stored in the storage, so as to update the preset straight angle originally stored in the storage to the real-time rotation angle that appears the most times in the storage.

That is to say, before the motorcycle leaves the factory, the relevant production personnel will store a preset straight-ahead angle in the storage device. After the motorcycle leaves the factory, after the processing device executes the torque determination step S11 once each time, if it is determined that the real-time torque value is not greater than the preset torque (indicating that the user has not operated the handlebar assembly, and the front of the motorcycle is in a straight position), the current real-time rotation angle of the rotor relative to the stator will be recorded in the storage device. When the processing device executes the front auxiliary control method for the predicted number of times (for example, 300 times), the processing device will count the number of times different real-time rotation angles appear in the storage device, and the real-time rotation angle with the most occurrences will be used as the new preset straight-ahead angle to replace the old preset straight-ahead angle originally stored in the storage device (for example, the preset straight-ahead angle stored before the motorcycle leaves the factory).

As mentioned above, after the locomotive leaves the factory, due to various factors, the real-time rotation angle of the rotor relative to the stator when the locomotive is traveling straight may not be equal to the preset straight-travel angle originally stored in the memory. Therefore, the design of the above-mentioned straight-travel angle updating step can further ensure that the processing device can correctly determine whether the locomotive is traveling straight in the straight-travel determination step S21.

As mentioned above, some national laws and regulations stipulate that when the motorcycle is turning, if the user does not hold the handlebar, the handlebar must automatically return to the correct position. For this reason, most existing motorcycles are equipped with a handlebar return mechanism so that the motorcycle can comply with the above regulations. The handlebar return mechanism is a well-known technology and will not be described in detail here. In this embodiment, through the design of the straight-moving judgment step S21, the processing device allows the motor to be in the locking mode only when the motorcycle is in a straight-moving state, and the processing device will not allow the motor to be in the locking mode when the motorcycle is not in a straight-moving state. Therefore, when the motorcycle is turning, The handlebar return mechanism can automatically return the handlebar to its original position, and the motorcycle of the present invention can comply with the above regulations.

The second difference between this embodiment and the above-mentioned embodiment is that after the shaking determination step S12, if the processing device determines that the shaking times are greater than the preset times, the processing device can also perform a road warning step S22 after the anti-swinging step S13: issuing a road instability information. In a preferred embodiment, in the road warning step S22, the processing device can also reduce the acceleration capability of the motorcycle (for example, by limiting the torque of the motor) to control the speed of the motorcycle not to exceed a default safety speed.

In the embodiment where the processing device 5 is a small computer independent of the vehicle's driving computer, when the processing device 5 executes the road warning step S22, the processing device 5 may transmit the road instability information to the driving computer, and when the driving computer receives the road instability information, the driving computer will control the speed of the locomotive not to exceed the default safety speed. The way in which the driving computer controls the locomotive not to exceed the default safety speed belongs to the scope of the known technology and will not be described in detail here.

In other words, in actual applications, when the processing device 5 executes the road warning step, it can directly or indirectly control the speed of the locomotive so that the speed of the locomotive does not exceed the default safety speed, thereby avoiding accidents such as rollover and loss of control of the locomotive due to bumpy roads and excessive speed.

In an embodiment where the motorcycle includes a digital dashboard, after the processing device sends out information about unstable road surface, the user may, for example, see relevant prompt text or graphics such as "The current road surface is bumpy, and the front auxiliary system is performing assistance" on the digital dashboard.

The two differences between the present embodiment and the previous embodiment are not limited to exist simultaneously. In different embodiments, the two differences can be applied to the first embodiment respectively to form another new embodiment.

Please refer to FIG5 , which is a flow chart of the third embodiment of the vehicle head auxiliary control method of the present invention. The first difference between this embodiment and the first embodiment is that the shaking determination step includes the following steps:

An angle recording step S121: the control module obtains a real-time rotation angle of the rotor relative to the stator and records it in a storage device;

An angle difference determination step S122: determining whether a real-time angle difference between the real-time rotation angle and a previous rotation angle is greater than a preset angle difference; the previous rotation angle is the real-time rotation angle recorded in the storage in the previous execution of the angle recording step;

If the real-time angle difference is not greater than the preset angle difference, a shaking number determination step S123 is performed: the shaking number in the memory is read out, and it is determined whether the shaking number is greater than the preset number;

If the shaking times are greater than the preset times, the straight-moving determination step S21 is then executed. For the description of the straight-moving determination step S21, please refer to the above embodiment, which will not be described again.

After the angle difference determination step S122, if the processing device determines that the real-time angle difference is greater than the preset angle difference, an updating step S124 is executed: updating the shaking times in the storage.

After the angle difference determination step S122, if the real-time angle difference is not greater than the preset angle difference, the processing device may first execute a reset step S125: reset the number of shakes stored in the memory to zero, and then execute the number of shakes determination step S123.

When the processing device 5 controls the motor 71 to switch to the locking mode, the control module 73 enables the rotor 712 to maintain the real-time rotation angle in the angle recording step S121. In practical applications, the processing device 5 may include the storage device, or the control module 73 of the vehicle head auxiliary device 7 may include the storage device.

As described in the above embodiments, in actual applications, when the processing device executes the angle recording step S121, the processor of the control module may obtain the real-time rotation angle of the rotor relative to the stator through an angle reader and a rotary encoder, for example.

In practical applications, the storage device may be a memory, and at least two addresses of the storage device (hereinafter referred to as the first address and the second address) are used to store two real-time rotation angles. When the processing device executes the angle recording step S121 an odd number of times, the real-time rotation angle is stored in the first address of the storage device. When the processing device executes the angle recording step S121 an even number of times, the real-time rotation angle is stored in the second address of the storage device. For example, assuming that the processing device executes the angle recording step S121 four times, the real-time rotation angles θ1 and θ2 obtained after the processing device executes the first two angle recording steps S121 will be stored in the first address and the second address of the storage device. When the processing device executes the third and fourth angle recording steps S121, the real-time rotation angles θ3 and θ4 obtained will replace the values originally stored in the first address and the second address of the storage device, and the first address and the second address of the storage device will store the real-time rotation angle θ3 and the real-time rotation angle θ4 respectively. When the processing device executes the angle difference determination step S122 , the processing device calculates the real-time angle difference by reading two real-time rotation angles in the first address and the second address of the storage.

It should be noted that, in the angle difference determination step S122, if the processing device determines that the real-time angle difference is greater than the preset angle difference, the processing device first reads out the number of shakes in the storage and adds 1 to form a new number of shakes, and then stores the new number of shakes back in the storage. For example, assuming that before the processing device executes the angle difference determination step S122, the number of shakes stored in the storage is 0, and after the processing device executes the angle difference determination step S122, the processing device determines that the real-time angle difference is greater than the preset angle difference, then after the processing device updates the number of shakes in the storage, the number of shakes stored in the storage will become 1.

As described above, through the designs of the angle recording step S121, the angle difference determination step S122 and the shaking number determination step S123 in this embodiment, in conjunction with the aforementioned connection method between the front auxiliary device and the steering kit, The effect of judging the shaking times of the steering kit 100 can be achieved.

It should be noted that, in this embodiment, the front auxiliary device 7 connected to the steering kit 100 is used to determine the shaking of the steering kit 100 and count the shaking times of the steering kit. However, in practical applications, it is not limited to only using the front auxiliary device 7 to count the shaking times of the steering kit 100. In different embodiments, various existing vibration sensors can also be used to count the shaking times of the steering kit 100.

Another difference between this embodiment and the aforementioned second embodiment is that after the processing device executes the straight-line determination step S21, it first executes the anti-swinging step S13 and then executes the road warning step S22. For the description of the road warning step S22, please refer to the aforementioned embodiment and will not be repeated here.

It should be noted that after the shaking number determination step S123, if the processing device determines that the shaking number is less than the preset number, the processing device will end the process of the current vehicle head auxiliary control method.

Please refer to FIG6 , which is a flow chart of the third embodiment of the vehicle head auxiliary control method of the present invention. The biggest difference between this embodiment and the aforementioned second embodiment is that: after the torque determination step S11, if the processing device determines that the real-time torque value is greater than the preset torque, a steering assistance step S31 is executed: the rotor of the vehicle head auxiliary device is controlled to rotate to assist the tripod to rotate in the direction in which the handlebar assembly is controlled to rotate.

That is to say, if the user operates the handlebar assembly to turn the front of the motorcycle to the left (or right), the processing device will determine that the real-time torque value is greater than the preset torque after the torque judgment step S11, and the processing device will execute the steering assistance step S31; when the processing device executes the steering assistance step S31, the processing device will control the control module to make the rotor rotate to the left (or right) relative to the stator; when the rotor rotates to the left (or right), the rotor will drive the tripod to rotate to the left (or right) through the reducer; in this way, the user can use relatively less force to make the motorcycle turn left (or right). The way the control module controls the motor to turn left or right is a well-known technology and will not be repeated here.

In one of the preferred embodiments, in the steering assist step S31, the processing device can also control the control module according to the real-time vehicle speed to change an input current of the motor, and the input current is inversely proportional to the real-time vehicle speed; wherein, the greater the input current of the rotor, the greater the torque of the rotor to the triangular platform. In other words, when the motorcycle moves along a curve, the faster the speed of the motorcycle, the lower the torque of the rotor to the triangular platform through the reducer. Such a design can maximize the safety of the user's riding.

As shown in the following table, in one practical application, in the steering assist step S31, the processing device can calculate the input current according to an input current calculation formula. The input current calculation formula is: input current = current upper limit value * torque ratio; the processing device searches for the corresponding current in a preset comparison table in the memory according to the motorcycle speed. The torque ratio is the real-time torque value divided by the previous torque upper limit value; the torque upper limit value may be a preset fixed value. For example, the torque upper limit value may be the maximum measurable torque value of the torquer. For example, assuming the vehicle speed is 15 km/h and the real-time torque value is 30 Nm, the input current = 50 A*(30/50) = 30 A.

The above example is only a practical example for illustration, but in actual application, the size and design of each motor are different, so the above input current calculation formula, current upper limit value, torque upper limit value, etc. can be changed according to the needs. The current upper limit value and torque upper limit value can be obtained after experiments based on the actual type of locomotive (two-wheel or three-wheel), the size of the locomotive, the type of motor, etc. The values shown in the above table are only one example.

As described above, the front-end auxiliary control method of this embodiment, through the design of the steering auxiliary step S31, allows the user to steer the front of the motorcycle by applying relatively little force when riding a motorcycle and making a long-distance and large-arc curve, thereby allowing the user to have a good riding experience. In more colloquial terms, the front-end auxiliary control method of this embodiment allows the user to obtain an operating experience similar to that of the Electric Power Steering (EPS) system equipped in some existing automobiles when riding a motorcycle.

Please refer to FIG. 7 , which is a flowchart of the fifth embodiment of the vehicle head assist control method of the present invention. One difference between this embodiment and the aforementioned fourth embodiment is that each time the processing device executes the steering assist step S31 , it will execute a number updating step S41 : updating an assist count in the memory, that is, the processing device will first read out the assist count in the memory, then add 1 to the assist count, and finally store the calculated assist count back in the memory.

Another difference between this embodiment and the aforementioned fourth embodiment is that after the processing device determines that the real-time torque value is greater than the preset torque, the processing device further executes a rollover warning step S42 before executing the steering assist step S31: determining whether an assist count stored in the storage is greater than a preset count, and determining whether the real-time torque value is greater than a corresponding dynamic torque threshold based on a real-time vehicle speed of the motorcycle; wherein the real-time vehicle speed is inversely proportional to the corresponding dynamic torque threshold.

If the processing device determines that the number of assists is greater than the preset number, and the processing device determines that the real-time torque value is greater than the corresponding dynamic torque threshold based on the real-time vehicle speed, the processing device will execute a warning step S43: issuing a rollover warning message; wherein the real-time vehicle speed is inversely proportional to the corresponding dynamic torque threshold.

In an embodiment where the processing device is a small computer independent of the locomotive's driving computer, when the processing device executes the rollover warning step S42, the processing device may transmit the rollover warning information to the driving computer, and when the driving computer receives the rollover warning information, the driving computer may control the locomotive's speed not to exceed the default safety speed.

More specifically, the processing device continuously executes the steering assist step S31, which means that the motorcycle is continuously turning. The real-time torque value is greater than the corresponding dynamic torque threshold value, which means that the user is currently applying a relatively large torque to the handlebar assembly, which means that the motorcycle is passing through a curve with a large curvature. In this case, through the design of the above-mentioned rollover warning step S42, the processing device can limit the speed of the motorcycle. In this way, the possibility of the motorcycle rolling over due to excessive speed when passing through a long and large-curve curve can be greatly reduced.

As shown in the following table, in the rollover warning step S42, the processing device may calculate the dynamic torque threshold corresponding to the real-time vehicle speed using a dynamic torque threshold calculation formula, and the dynamic torque threshold calculation formula is: dynamic torque threshold = rollover coefficient * torque upper limit value. The torque upper limit value may be a preset constant. For example, the torque upper limit value may be the maximum measurable torque value of the torquer. The rollover coefficient is inversely proportional to the real-time vehicle speed. For example, assuming the vehicle speed is 15km/h, the dynamic torque threshold value = 0.72*50Nm = 30Nm.

As shown in the table above, that is to say, assuming that the user operates the handlebar assembly to turn the motorcycle left (or right), and the motorcycle continues to move along the turning road, if the motorcycle speed is 35km/h, then when the processing device executes the rollover warning step S42, the processing device will determine whether the real-time torque value of the torquer is greater than 24Nm (dynamic torque threshold). If the real-time torque value is greater than 24Nm, the processing device will issue a rollover warning message and control the speed of the motorcycle not to exceed the default safety speed. Otherwise, the processing device will not issue a rollover warning message and will not control the speed of the motorcycle. The specific value of the safe vehicle speed can be calculated based on the actual type of locomotive (two-wheel or three-wheel), the size of the locomotive, etc. through relevant experiments, and is not limited here.

When the motorcycle is passing through a curve at high speed, the user may significantly change the posture of the motorcycle by slightly turning the handlebar assembly. Therefore, the design of the above-mentioned dynamic torque threshold can further prevent the motorcycle from rolling over due to excessive speed when passing through a long and large-radius curve.

The above example is only a practical example for illustration, but in actual application, the size and design of each motor are different, so the above dynamic torque threshold calculation formula, rollover coefficient, torque upper limit value, etc. can be changed according to the needs. The rollover coefficient and torque upper limit value can be obtained after experiments based on the actual type of motorcycle (two-wheel or three-wheel), the size of the motorcycle, the type of motor, etc. The values shown in the above table are only one example.

It should be noted that, in FIG. 7 of the present embodiment, the rollover warning step S42 is executed before the straight-ahead determination step S21 , but in different embodiments, the rollover warning step S42 may also be executed after the number updating step S41 .

In the above-mentioned embodiments, the features proposed are different from those in other embodiments. If the features do not contradict each other, multiple features can be combined with the first embodiment according to needs to form a new embodiment.

In summary, the front-end auxiliary control method, the front-end auxiliary system and the motorcycle of the present invention can provide users with a better riding experience through the designs of the front-end auxiliary control method, the front-end auxiliary system, etc., and the embodiments of the above parts can further improve the safety of users when riding.

The above description is only a preferred embodiment of the present invention, and does not limit the patent scope of the present invention. Therefore, all equivalent technical changes made using the contents of the present invention description and drawings are included in the protection scope of the present invention.

Claims

A locomotive auxiliary control method, characterized in that the locomotive auxiliary control method is applicable to a locomotive, the locomotive comprises a steering kit, the steering kit comprises a handlebar assembly and a tripod, the handlebar assembly is connected to the tripod, the locomotive auxiliary control method can be executed by a processing device, the processing device is arranged on the locomotive, the processing device executes the locomotive auxiliary control method once at a default time interval, the default time is no more than 10 milliseconds, and the locomotive auxiliary control method comprises the following steps:

a torque determination step: determining whether a real-time torque value of a torquer exceeds a preset torque; the torquer is disposed between the handlebar assembly and the tripod, the processing device is electrically connected to the torquer, and the torquer is used to measure the torque between the handlebar assembly and the tripod to generate the real-time torque value;

If the real-time torque value is not greater than the preset torque, the following steps are performed:

A shaking judgment step: judging whether the number of shaking times of the steering kit is greater than a preset number;

If the shaking times are greater than the preset times, the following steps are performed:

An anti-swing step: controlling a control module of a vehicle head auxiliary device to switch a motor of the vehicle head auxiliary device to a locking mode; the motor includes a stator and a rotor, and the control module can obtain the rotation angle of the rotor relative to the stator; when the control module controls the rotor to rotate, the tripod can be driven by the rotor to rotate; when the control module switches the motor to the locking mode, the control module will keep the rotor at the current rotation angle;

The processing device can also control the control module to switch the motor to a normal mode, in which the rotor can rotate with the tripod.
The vehicle head auxiliary control method according to claim 1 is characterized in that after the shaking judgment step, if it is determined that the shaking number is not greater than the preset number, the control module is controlled to switch the motor to the normal mode.
The locomotive auxiliary control method according to claim 1 is characterized in that, in the anti-swing step, the processing device will also control the control module according to a real-time vehicle speed of the locomotive to change an input current of the motor, and the input current is inversely proportional to the real-time vehicle speed; wherein, when the motor is in the locking mode, the greater the input current of the motor, the less likely the rotor is to rotate with the tripod.
The locomotive auxiliary control method according to claim 1 is characterized in that, after the torque judgment step, if the processing device determines that the real-time torque value is not greater than the preset torque, the processing device further performs a straight line judgment step before performing the shaking judgment step: judging whether the locomotive is going straight; if the processing device determines that the real-time torque value is not greater than the preset torque, the processing device further performs a straight line judgment step before performing the shaking judgment step: judging whether the locomotive is going straight; The processing device will only continue to execute the shaking judgment step if it is determined that the locomotive is moving straight.
The locomotive auxiliary control method according to claim 1 is characterized in that, after the shaking judgment step, if the processing device determines that the shaking times are greater than the preset times, the processing device first performs a straight line judgment step before executing the anti-swinging step: judging whether the locomotive is going straight; if the processing device determines that the locomotive is going straight, the processing device will continue to execute the anti-swinging step.
The vehicle head auxiliary control method according to claim 1 is characterized in that after the shaking judgment step, if the processing device determines that the shaking number is greater than the preset number, the processing device also executes a road surface warning step: issuing a road instability information.
The locomotive auxiliary control method according to claim 6 is characterized in that if the processing device determines that the number of shaking times is greater than the preset number, the processing device also controls the speed of the locomotive not to exceed a default safety speed.
The vehicle head auxiliary control method according to claim 1 is characterized in that the shaking determination step comprises the following steps:

An angle recording step: obtaining a real-time rotation angle of the rotor relative to the stator by the control module, and recording the real-time rotation angle in a storage device;

An angle difference determination step: determining whether a real-time angle difference between the real-time rotation angle and a previous rotation angle is greater than a preset angle difference; the previous rotation angle is the real-time rotation angle recorded in the storage during the previous execution of the angle recording step;

If the real-time angle difference is greater than the preset angle difference, updating the shaking times in the storage;

A shaking times determination step: reading the shaking times in the storage device, and determining whether the shaking times is greater than the preset times;

Wherein, when the processing device controls the motor to switch to the locking mode through the control module, the control module enables the stator to maintain the real-time rotation angle in the angle recording step.
The vehicle head auxiliary control method according to claim 8 is characterized in that, after the angle difference judgment step, if it is determined that the real-time angle difference is not greater than the preset angle difference, the number of shakes stored in the storage is reset to zero.
The locomotive auxiliary control method according to claim 8 is characterized in that after the shaking number determination step, if the processing device determines that the shaking number is greater than the preset number, the processing device first performs a straight line determination step before executing the anti-swing step: determining whether the locomotive is going straight; if the processing device determines that The processing device will continue to execute the anti-swinging step only when the locomotive is moving straight.
The vehicle head auxiliary control method according to claim 10 is characterized in that, in the straight-moving judgment step, a difference between the real-time rotation angle and a preset straight-moving angle stored in the storage is judged, and if the difference is between a preset range, it is determined that the vehicle is moving straight; if the difference is not between the preset range, it is determined that the vehicle is not moving straight.
The vehicle head auxiliary control method according to claim 11 is characterized in that the default straight-ahead angle is a value pre-stored in the storage, or the preset straight-ahead angle is the preset straight-ahead angle stored in the storage after the vehicle head auxiliary control method is executed more than a preset number of times and the processing device executes a straight-ahead angle updating step; wherein the straight-ahead angle updating step is: updating the preset straight-ahead angle stored in the storage to update the preset straight-ahead angle originally stored in the storage to the real-time rotation angle that appears the most times in the storage.
The front-end auxiliary control method according to claim 1 is characterized in that, after the torque judgment step, if the processing device determines that the real-time torque value is greater than the preset torque, the processing device will execute a steering assistance step: controlling the rotation of the rotor of the front-end auxiliary device to assist the tripod to rotate in the direction in which the handlebar assembly is controlled to rotate.
The locomotive auxiliary control method according to claim 13 is characterized in that, in the steering assistance step, the processing device also obtains a real-time vehicle speed of the locomotive, and controls the control module according to the real-time vehicle speed to change an input current of the rotor, wherein the input current is inversely proportional to the real-time vehicle speed; wherein the greater the input current, the greater the torque applied by the rotor to the tripod.
The front-end auxiliary control method according to claim 14 is characterized in that, in the steering assist step, the processing device calculates the input current based on an input current calculation formula; the input current calculation formula is: the input current is equal to a current upper limit value multiplied by a torque ratio; the processing device searches for the corresponding current upper limit value in a storage device based on the real-time vehicle speed; the torque ratio is the real-time torque value divided by a torque upper limit value; the torque upper limit value is a preset value.
The vehicle head assist control method according to claim 13 is characterized in that if the real-time torque value is greater than the preset torque, then before the steering assist step, a rollover warning step is further included: judging whether an assist count stored in a storage device is greater than a preset count, and judging whether the real-time torque value is greater than a corresponding dynamic torque threshold value according to a real-time vehicle speed of the vehicle; if the assist count is greater than the preset count, and the real-time torque value is greater than the corresponding dynamic torque threshold value, a rollover warning message is issued; wherein the processing device executes each time After performing the steering assist step, the assist times in the storage will be updated; the real-time vehicle speed is inversely proportional to the corresponding dynamic torque threshold.
The front-end auxiliary control method according to claim 16 is characterized in that, in the rollover warning step, the processing device uses a dynamic torque threshold calculation formula to calculate the dynamic torque threshold corresponding to the real-time vehicle speed, and the dynamic torque threshold calculation formula is: the dynamic torque threshold is equal to a torque upper limit value multiplied by a rollover coefficient, the torque upper limit value is a certain value, and the rollover coefficient is inversely proportional to the vehicle speed of the locomotive.
The locomotive auxiliary control method according to claim 16 is characterized in that after the processing device issues the rollover warning information, the processing device also controls the speed of the locomotive not to exceed a default safety speed.
A locomotive auxiliary system, characterized in that the locomotive auxiliary system is applicable to a locomotive, and the locomotive auxiliary system comprises:

a processing device;

a torquer, which is arranged between a handlebar assembly and a tripod of the motorcycle, and is used to measure the torque between the handlebar assembly and the tripod to generate a real-time torque value, and the processing device is electrically connected to the torquer;

A head-mounted auxiliary device, comprising a control module and a motor, wherein the processing device is electrically connected to the control module, and the control module is electrically connected to the motor, and the control module can detect the rotation angle of the stator relative to the rotor; when the control module controls the rotor to rotate, the tripod will be driven by the rotor to rotate;

Wherein, the processing device can execute the front-end auxiliary control method according to any one of claims 1 to 18.
A motorcycle, characterized in that the motorcycle comprises: a steering kit and the front auxiliary system according to claim 19, wherein the steering kit comprises the handlebar assembly and the tripod.