Motorcycle attitude resolving system

Abstract

The invention provides a motorcycle attitude resolving system which comprises an IMU sensor module and an attitude resolving system control circuit integrated in an MSC system controller, the IMU sensor module collects original body attitude signals of a motorcycle, and a data collection module filters the original body attitude signals to obtain initial attitude information; and the main control chip calculates the initial attitude information based on quaternion to obtain final attitude information of the motorcycle, and the MSC system performs pressure and torque control on the motorcycle according to the final attitude information and sends the final attitude information to a CAN network of the whole motorcycle through the communication module. Based on fusion interaction of the attitude resolving system and the MSC system, the high-precision vehicle real-time attitude is used as the input of the MSC system, the accuracy of the real-time running state of the motorcycle is improved, the running maneuverability of the motorcycle is improved through intervention of the MSC system, and the safety guarantee of a motorcycle driver is greatly improved.

Description

Technical Field

[0001] The present invention relates to the field of motorcycle electronic control, and more specifically, to a motorcycle posture calculation system. Background Art

[0002] Motorcycle posture calculation is a key technology that plays an important role in many fields such as intelligent transportation systems, vehicle stability control, motion analysis and simulation, emergency rescue, sports entertainment, and environmental adaptability.

[0003] First of all, this technology can monitor and analyze the status of motorcycles in real time, feedback abnormal postures of motorcycles as early as possible, reduce the incidence of traffic accidents, and improve the driving safety of motorcycles through control system intervention. At the same time, it is crucial for motion simulation, design optimization, the success of emergency rescue operations, and the improvement of racing riders' sports performance. In addition, the adaptability of motorcycle posture solution under different environmental conditions such as temperature and road surface is also one of the focuses of posture analysis technology research.

[0004] However, due to the dynamic characteristics of motorcycles and the complexity of the external environment, this technology faces technical challenges such as sensor selection, data processing, and model accuracy, which require continuous research and innovation to overcome.

[0005] In view of this, designing and developing a high-precision and high-real-time motorcycle attitude angle solution method, and using this technology to improve the coverage of the entire motorcycle electronic control system and increase the diversity of motorcycle products, can enrich the innovative technology reserves of motorcycle companies, increase the competitiveness of domestic brands in the global motorcycle industry, reduce dependence on foreign products and technologies, and establish and create an ecosystem for my country's independent motorcycle electronic control. This has important social significance and economic value, and is imperative and urgent. Summary of the invention

[0006] The object of the present invention is to provide a method for calculating the body posture of a motorcycle and a system control circuit, which solves the problems of low detection accuracy of the body posture and interaction between the body posture and the body stability control system.

[0007] In order to achieve the above-mentioned object, the present invention provides a motorcycle attitude solution system, comprising an IMU sensor module and an attitude solution system control circuit, wherein the attitude solution system control circuit is integrated into an MSC system controller, and the attitude solution system control circuit comprises a main control chip, a data acquisition module, a power supply module and a communication module, wherein the IMU sensor module is connected to the data acquisition module, and the main control chip is respectively connected to the data acquisition module, the power supply module and the communication module, wherein the power supply module supplies power to the data acquisition module, the main control chip and the communication module, and the main control chip is connected to the vehicle CAN network through the communication module; The IMU sensor module is used to collect the original signal of the motorcycle's body posture and transmit it to the data acquisition module; The data acquisition module is used to filter the original signal of the vehicle body posture to obtain initial posture information; The main control chip is used to solve the initial posture information based on quaternions to obtain the final posture information of the motorcycle, so that the MSC system controls the motorcycle according to the final posture information, and transmits the final posture information to the vehicle CAN network through the communication module.

[0008] The motorcycle posture calculation system provided by the present invention uses the high-precision vehicle real-time posture as the input of the MSC system based on the fusion interaction of the posture calculation system and the MSC system, thereby improving the accuracy of the real-time driving state of the motorcycle, and improving the driving maneuverability of the motorcycle through the intervention of the MSC system, and also greatly improving the safety of the motorcycle driver. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] Figure 1 A block diagram of a motorcycle posture calculation system provided by the present invention; Figure 2 It is a block diagram of the connection between the motorcycle posture solving system of the present invention and the MSC system; Figure 3 This is a circuit schematic diagram of the power supply module of the present invention; Figure 4 This is a circuit schematic diagram of the IMU sensor module of the present invention; Figure 5 This is a circuit schematic diagram of the communication module of the present invention; Figure 6 It is a flow chart of the posture calculation method of the present invention; Figure 7 This is a reference coordinate system diagram for attitude solution of the present invention. DETAILED DESCRIPTION

[0010] In order to make the purpose, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments in the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention. In addition, the technical features in the various embodiments or single embodiments provided by the present invention can be arbitrarily combined with each other to form a feasible technical solution. This combination is not subject to the constraints of the sequence of steps and / or the structural composition mode, but must be based on the ability of ordinary technicians in this field to achieve. When the combination of technical solutions is contradictory or cannot be achieved, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection required by the present invention.

[0011] See also Figure 1 , provides a motorcycle attitude solution system of the present invention, mainly including an IMU sensor module and an attitude solution system control circuit, the attitude solution system control circuit is integrated in an MSC system controller, the attitude solution system control circuit includes a main control chip, a data acquisition module, a power supply module and a communication module, the IMU sensor module is connected to the data acquisition module, the main control chip is respectively connected to the data acquisition module, the power supply module and the communication module, wherein the power supply module supplies power to the data acquisition module, the main control chip and the communication module, and the main control chip is connected to the vehicle CAN network through the communication module.

[0012] The IMU sensor module is used to collect the original signal of the motorcycle's body posture and transmit it to the data acquisition module; The data acquisition module is used to filter the original signal of the vehicle body posture to obtain initial posture information; The main control chip is used to solve the initial posture information based on quaternions to obtain the final posture information of the motorcycle, so that the MSC system controls the motorcycle according to the final posture information, and transmits the final posture information to the vehicle CAN network through the communication module.

[0013] See also Figure 2 The IMU (Inertial measurement unit) sensor module refers to a posture detection device set on the vehicle body, which is used to detect the body state information when the vehicle is moving, as the input signal of the body posture calculation system. Optionally, there can be two or more IMU sensor modules, which can complement and fuse multiple signals, improve the high accuracy and smoothness of the input signal, and better optimize the filtering effect.

[0014] The MSC (Motorcycle Stability Control) system controller directly controls the pressure-building motor and solenoid valve in the motorcycle braking system, where the pressure-building motor provides power for rapid oil pressure regulation, and the hydraulic control solenoid valve includes the boost valve and pressure reducing valve of the brake oil circuit. The current braking condition is judged through the vehicle posture information transmitted by the posture solution control circuit and the current driver's braking request, and the optimal control result is calculated, which quickly acts on the hydraulic actuator to ensure the stability of the vehicle.

[0015] The working principle of the motorcycle attitude solution system is as follows: the IMU sensor module reflects the current three-axis acceleration and three-axis angular velocity initial attitude signals of the motorcycle, and the data acquisition module collects the original body attitude signal, and the original body attitude signal is input into the main control chip through filtering and packaging processing using the SPI protocol. The current vehicle attitude angle information is obtained by receiving and calculating the data packet in the main control chip, and then the current vehicle attitude angle information is sent to other systems (such as the body stability system) to make the optimal control decision based on the current working conditions, and the power device in the body stability system controller specifically controls the brake system actuator to achieve the control target. Optionally, the interactive control system is not limited to the vehicle body stability system, but can also be other control systems that need to obtain real-time body attitude angle signals. Among them, the model of the main control chip is SAK-XC2365B.

[0016] Among them, the attitude solution system control circuit can be used as a controller alone, or it can be integrated into a motorcycle stability control (MSC) system controller or a motorcycle cornering anti-lock braking system (CBS) controller, or any other electronic control system controller. This embodiment takes a motorcycle stability control (MSC) system controller as an implementation case.

[0017] See also Figure 3 The power supply module includes a power preprocessing circuit, a first power conversion circuit and a second power conversion circuit.

[0018] The power preprocessing circuit includes capacitors C1, C2, C3, C4, polarity capacitor U2, resistors ESR1, R2, R3, R4, R5, R6, rectifier diode D1, TVS diode D2, voltage regulator diode D4, Schottky diode D5, PNP transistor Q1 and NPN transistor Q2. Among them, the model of PNP transistor Q1 is BCP52-16, the model of NPN transistor Q2 is MMBTA05LTIG, and the model of Schottky diode D5 is BAV170.

[0019] The capacitor C1 is connected between BAT12+ and ground, the capacitor C2 and the capacitor C3 are connected in series and then connected in parallel with the capacitor C1, the resistor ESR1 is connected in series with the rectifier diode D1 and the TVS diode D2 and then connected to ground, the polarity capacitor U2 and the capacitor C4 are both connected in parallel with the TVS diode D2; the anode of the rectifier diode D1 is connected to the resistor ESR1, the cathode of the rectifier diode D1 is connected to the emitter of the PNP transistor Q1, the base of the PNP transistor Q1 is connected to the collector of the NPN transistor Q2 through the resistor R3, and the collector of the PNP transistor Q1 is output to the pin BAT12V IN, the resistor R2 is connected between the emitter and the base of the PNP transistor Q1; the emitter of the NPN transistor Q2 is grounded, the base of the NPN transistor Q2 is connected to the pin IGN through the first channel of the Schottky diode D5, the voltage regulator diode D4 and the resistor R4, the base of the NPN transistor Q2 is also connected to the pin HOLD_CTR through the second channel of the Schottky diode D5 and the resistor R5, the pin IGN is connected to the vehicle ignition signal, the pin HOLD_CTR is connected to the main control chip, and the base of the NPN transistor Q2 is also grounded through the resistor R6.

[0020] The main function of the power supply module in the present invention is to filter, prevent reverse, process voltage, and delay wake-up and power-off of the power input signal to prevent signal interference. Resistor ESR1 is an anti-surge resistor, and its main purpose is to prevent surges at the power supply end. One end of resistor ESR1 is connected to the 12V power input, and the other end of resistor ESR1 is connected to the anode of rectifier diode D1. The cathode of rectifier diode D1 is connected to the D pole (drain) of PNP transistor Q1. According to the unidirectional conduction characteristics of the diode, rectifier diode D1 can effectively prevent reverse for the subsequent circuit. The power preprocessing circuit converts the fluctuating power supply voltage into a smooth and stable 12V voltage, which plays a pre-protection role for the core circuit. At the same time, the power preprocessing circuit can turn on and off the 12V voltage output by the module through IGN. When the vehicle starts with an IGN signal, the power preprocessing circuit starts to output a stable 12V voltage. During operation, in order to prevent the unstable voltage of IGN from dropping instantly and causing abnormal operation of the subsequent circuit, an anti-power-off process is added to the power preprocessing circuit. When the vehicle is turned off and the IGN is turned off, a power-off delay can be executed to facilitate the storage of fault status in the software after the system crashes, preventing fault information from being missed or recorded incompletely.

[0021] Among them, the power supply voltage is usually 12V, but the main control chip in the attitude solution system control circuit requires 3.3V power supply, and the communication module requires 5V power supply. Therefore, the power supply module needs to convert the 12V power supply into 5V power supply and 3.3V power supply respectively to power the communication module and the main control chip. Therefore, after the 12V power supply is input, the LDO step-down chip is used to reduce the 12V voltage to 5V and 3.3V to power the CAN transceiver and the main control chip respectively.

[0022] The first power conversion circuit is used to convert the 12V power supply into a 5V power supply to power the communication module. The first power conversion circuit includes capacitor C9, capacitor C10, capacitor C11, capacitor C12, voltage regulator diode D6 and a first buck chip U5. The model of the first voltage conversion chip U5 is TPS7B8150QDGNRQ1, and the model of the voltage regulator diode D6 is MMSZ5V6T1G. Pin 1 of the first buck chip U5 is connected to the pin BAT12VIN of the power preprocessing circuit, pin 1 of the first buck chip U5 is grounded through capacitor C9, the capacitor C10 is connected in parallel with the capacitor C9, pin 1 of the first buck chip U5 is connected to pin 2, pin 4 of the first buck chip U5 is grounded, pin 5 and pin 6 of the first buck chip U5 are both grounded, pin 8 of the first buck chip U5 is a 5V output pin, and the capacitor C11, capacitor C12 and voltage regulator diode D6 are connected in parallel between pin 8 and ground.

[0023] The second power conversion circuit is used to convert the 5V power supply into a 3.3V power supply to supply power to the main control chip. The second power conversion circuit includes a resistor R12, a capacitor C17, a capacitor C18, a capacitor C19 and a second buck chip U7. The model of the second buck chip U7 is TLV70233QDBVRQ1. Pin 1 of the second buck chip U7 is connected to pin 8 of the first buck chip U5. Pin 1 of the second buck chip U7 is also grounded through capacitor C17. Pin 2 of the second buck chip U7 is grounded. Pin 3 of the second buck chip U7 is connected to pin 8 of the first buck chip U5 through capacitor R12. Pin 5 of the second buck chip U7 is a 3.3V output pin. The capacitors C18 and C19 are connected in parallel between pin 5 of the second buck chip U7 and the ground.

[0024] See also Figure 4, is a circuit schematic diagram of the IMU sensor module. The IMU sensor module includes a gyroscope chip U3. Pin 1 and pin 9 of the gyroscope chip U3 are connected to the main control chip to transmit the original vehicle posture signal collected by the IMU sensor module to the main control chip. Pin 2, pin 3, pin 4, pin 7, pin 14, pin 15, pin 16 and pin 17 of the gyroscope chip U3 are all grounded. Pin 8 of the gyroscope chip U3 is connected to VDD and grounded through capacitor C5. Pin 10 of the gyroscope chip U3 is grounded through capacitor C6. Pin 11 of the gyroscope chip U3 is connected to VDD and grounded through capacitor C7. Pin 18 of the gyroscope chip U3 is an EXTRESN pin connected to an external hardware reset signal. Pin 19 of the gyroscope chip U3 is grounded through resistor R7. Pin 22 of the gyroscope chip U3 is connected to GND. Pin 23 of the gyroscope chip U3 is a chip select pin connected to the main control chip. Pin 24 of the gyroscope chip U3 is a clock signal pin.

[0025] Among them, the model of gyroscope chip U3 is Panasonic EWTS5G. Gyroscope chip U3 mainly activates chip function through CSB chip select pin. MOSI and MISO pins are connected to MCU to exchange data through SPI protocol. SCK is the time beat of SPI protocol. After the collected initial data is preliminarily processed in gyroscope chip U5, the output is three-axis acceleration and three-axis angular velocity as the input of attitude solution method.

[0026] The communication module is a CAN communication module, through which the attitude solution system control circuit is connected to the CAN bus, see Figure 5 The CAN communication module includes a CAN transceiver U4, an anti-static diode D7, and a common-mode inductor U6. The model of the CAN transceiver U4 is TLE6251DS, the model of the anti-static diode D7 is PESD2CAN, and the model of the common-mode inductor U6 is ACT45B-510-2P-TL002.

[0027] The pins TXCAN and RXCAN of the CAN transceiver U4 are connected to the pins TX and RX of the main control chip respectively, the capacitor C11 is connected between the pins VCC and GND of the CAN transceiver U4, the pin STB of the CAN transceiver U4 is grounded, the pin SPLIT of the CAN transceiver U4 is connected to VDD through a resistor R8 and the output pin SPLIT is connected to the main control chip through a resistor R9, the pin CANH of the CAN transceiver U4 is connected to the pin 3 of the common mode inductor U6, Pin CANL of the CAN transceiver U4 is connected to pin 4 of the common-mode inductor U6, the common cathode of the anti-static diode D7 is grounded, and the two cathodes are respectively connected to pin 3 and pin 4 of the common-mode inductor U6, pin 2 of the common-mode inductor U6 is grounded through capacitor C15, and pin 1 of the common-mode inductor U6 is grounded through capacitor C16, the resistor R10 and the resistor R11 are connected in series between pin 1 and pin 2 of the common-mode inductor U6, and capacitor C14 is connected between the common end of the resistor R10 and the resistor R11 and the ground.

[0028] Among them, the RX and TX of the main control chip are connected to the CAN transceiver TLE6251DS with the correct protocol, and the CAN transceiver is used to access the chassis CAN bus. Two ESD diodes and common-mode inductors are used to enhance the CAN communication interference capability.

[0029] The method for determining the current posture of the vehicle by the main control chip based on the acceleration and angular velocity signals collected by the IMU sensor can be found in Figure 6 , mainly including the following steps: Step 60, the IMU sensor module collects the original signal of the motorcycle body posture. The original signal is generated by the IMU sensor as the vehicle posture changes and the corresponding inertial motion is generated, and a series of electrical signals are generated through the piezoelectric effect. The acceleration and angular velocity calculated by the IMU acquisition chip are stored in the corresponding register.

[0030] Step 61, the data processing module filters the original signal of the detected motorcycle body posture to obtain the initial posture information after filtering. Due to the electrical characteristics of the sensor itself and the non-posture change disturbance of the vehicle (such as engine vibration, shock absorber fluctuation), a large number of noise factors will be caused in the original acquisition signal. Because high precision and high real-time performance need to be guaranteed in the subsequent posture solution step, the anti-interference ability of the signal must be considered, and the signal processing algorithms such as outlier removal, smoothing, and filtering need to be optimized to a low-noise signal that can be used for posture solution. As an optional implementation method, in this embodiment, a sliding average filter is used to process the input original signal. The filter can efficiently filter high-frequency noise and has a good step response characteristic, which meets the high real-time requirements of posture solution. In other examples, a second-order low-pass filter can also be used to set the filter frequency to the original signal to remove high-frequency noise. Therefore, in this embodiment, it is only to show the selectivity of the filter, not to limit this patent application.

[0031] Step 62, calculate the attitude error based on the gravity component in the attitude matrix solved last time (for example, 10ms ago) and the gravity component collected by the accelerometer; calculate the angular velocity correction value through the PI controller based on the attitude error; add the angular velocity correction value output by the PI controller and the angular velocity measured by the gyroscope to obtain the corrected angular velocity value as the intermediate attitude information.

[0032] Specifically, the main control chip confirms the attitude error based on the gravity component in the attitude matrix calculated last time and the gravity component collected by the accelerometer, and realizes the complementary correction of the gyroscope and accelerometer through the PI controller to obtain the intermediate attitude information. First, obtain the gravity component in the attitude matrix calculated last time, record the gravity component as Vx, Vy, Vz, and calculate the attitude matrix from the E system (geographic coordinate system) to the b system (body coordinate system) calculated by quaternion as , the component in the Z-axis direction is extracted through the object coordinate system (body) posture matrix as shown in formula (1).

[0033]

[0034] (1) The normalized accelerometer gravity component values ​​ax, ay, az are cross-multiplied with the extracted gravity components Vx, Vy, Vz of the attitude matrix to obtain the attitude error, and the attitude vector error ex, ey, ez is obtained, as shown in formula (2).

[0035] (2) After obtaining the vector error, the angular velocity correction value is calculated by the PI controller, where the proportional term Kp is used for the confidence of the sensor data and the integral term Ki is used to eliminate the static error, as shown in formula (3). The angular velocity correction value output by the PI controller is then added to the angular velocity measured by the gyroscope to correct the angular velocity value, as shown in formula (4).

[0036] (3) in, = , = , then: (4) The angular velocity correction value output by the PI controller , y、 z is added to the angular velocity measured by the gyroscope to obtain the corrected angular velocity value , , ,include: (5) Among them, gx, gy, and gz are the angular velocity values ​​measured by the gyroscope.

[0037] Step 63, based on the corrected angular velocity value and the quaternion calculated in the previous round, obtain the current updated quaternion; substitute the current updated quaternion into the relationship between the quaternion and the attitude matrix to solve the current vehicle body attitude Euler angle, which is the final attitude information, and the vehicle body attitude Euler angle includes pitch angle, roll angle and yaw angle.

[0038] Specifically, the main control chip calculates the final posture information of the motorcycle body based on the intermediate posture information, and introduces quaternions q0, q1, q2, and q3 to represent the posture matrix, which can avoid a large number of trigonometric function calculations that slow down the computing efficiency of the main control chip, and also avoid the singularity problem of the universal joint. Solve the differential equation based on the corrected angular velocities gx_fix, gy_fix, gz_fix calculated in step 62 and the quaternions q0, q1, q2, and q3 in the previous round of calculations to obtain the currently updated quaternion , , , As shown in Formula 6.

[0039] (6) The relationship between the quaternion and the attitude matrix elements is shown in formula (7).

[0040]

[0041] (7) After finding the updated quaternion , , , Then, the quaternion , , , Substituting into equation (7), we can inversely solve the current attitude angle and pitch angle. , Roll Angle , yaw angle The solution is shown in equation (8).

[0042] (8) 64, the final vehicle posture information solved by the posture solving control circuit is sent to the vehicle body stability system control circuit, which is integrated in the MSC system controller, and the pressure and torque of the motorcycle are controlled according to the final posture information, and the pressure building motor and solenoid valve in the brake system actuator are controlled to perform corresponding actions.

[0043] Among them, the body stabilization system control circuit receives the final posture information of the body solved by the posture solving system control circuit; determines the current working condition of the motorcycle according to the final posture information of the body, wheel speed, braking request, braking stroke and direction angle; the body stabilization system makes an optimal control decision according to the current working condition of the motorcycle, and controls the pressure building motor and the solenoid valve to perform corresponding operations according to the optimal control decision.

[0044] Specifically, the input signal is Figure 7 The 70 coordinate system in the coordinate system shown in the figure has accelerations ax, ay, az in the X-axis, Y-axis, and Z-axis directions, and angular velocities gx, gy, and gz in the rotation directions around the X-axis, Y-axis, and Z-axis. Figure 7 The coordinate system 71 shown in the figure represents the angle of rotation around the X axis in the output attitude information, which is the roll angle (Roll), 72 coordinate system represents the angle of rotation around the Y axis in the output attitude information as the pitch angle (Pitch), the angle of rotation around the Z axis in the output attitude information in the 73 coordinate system is the yaw angle (Yaw).

[0045] The pitch angle finally calculated , Roll Angle , yaw angle The information is sent to the body stability system controller via the CAN bus, which judges the specific working condition of the vehicle based on multiple factors such as the current posture angle, braking request, wheel speed, slip rate, handlebar angle, etc. After the body stability system makes a decision on the optimal control of the body posture, the hydraulic actuator unit is controlled by the power device to operate the braking system and correct the current vehicle posture. This method can greatly improve the accuracy of the real-time working condition judgment of the motorcycle, optimize the control effect of ABS, and thus improve the handling performance of the motorcycle in corners and emergency braking.

[0046] The present invention provides a motorcycle attitude solution system, which collects the disturbance signal of the body attitude through an IMU sensor, transmits the obtained XYZ three-axis acceleration and three-axis angular velocity to the attitude solution system control circuit, uses a filter to smooth the initial signal and remove noise, and uses the processed signal as the input of the body attitude solution. The attitude solution system control circuit inputs the error between the gravity component calculated according to the attitude matrix and the actual collected gravity component into a PI controller for compensation, realizes the error correction of the gyroscope angular velocity by the accelerometer, and thus realizes the effect of complementary filtering. The corrected angular velocity is used as input, the quaternion differential equation is analyzed to update the quaternion, and then the pitch angle, roll angle and yaw angle of the Euler angle of the body attitude are solved according to the relationship between the quaternion and the direction cosine matrix. Then, the body attitude information finally solved is transmitted to the MSC system, and the brake system actuator is optimally controlled according to the current working condition of the vehicle and the body attitude. The attitude solution system is highly independent from the MSC system, and this kind of architecture design has high stability and strong robustness. Optionally, the vehicle body posture solving system may be integrated into the ABS system or other electronic control system controller to enhance the integration and lightweight of the vehicle controller.

[0047] It should be noted that in the above embodiments, the description of each embodiment has its own emphasis, and for parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0048] Although the preferred embodiments of the present invention have been described, those skilled in the art may make other changes and modifications to these embodiments once they have learned the basic creative concept. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications that fall within the scope of the present invention.

[0049] Obviously, those skilled in the art can make various changes and modifications to the present invention without departing from the spirit and scope of the present invention. Thus, if these modifications and variations of the present invention fall within the scope of the claims of the present invention and their equivalents, the present invention is also intended to include these modifications and variations.

Claims

1. A motorcycle posture calculation system, characterized in that: It includes an IMU sensor module and an attitude solution system control circuit, the attitude solution system control circuit is integrated in the MSC system controller, the attitude solution system control circuit includes a main control chip, a data acquisition module, a power supply module and a communication module, the IMU sensor module is connected to the data acquisition module, the main control chip is respectively connected to the data acquisition module, the power supply module and the communication module, wherein the power supply module supplies power to the data acquisition module, the main control chip and the communication module respectively, and the main control chip is connected to the vehicle CAN network through the communication module; The IMU sensor module is used to collect the original signal of the motorcycle's body posture and transmit it to the data acquisition module; The data acquisition module is used to filter the original signal of the vehicle body posture to obtain initial posture information; The main control chip is used to solve the initial posture information based on quaternion to obtain the final posture information of the motorcycle; The MSC system controller is used to control the pressure and torque of the motorcycle according to the final posture information, and transmit the final posture information to the vehicle CAN network through the communication module.

2. The motorcycle posture calculation system according to claim 1, characterized in that: The power supply module includes a power preprocessing circuit, a first power conversion circuit and a second power conversion circuit; The power preprocessing circuit includes capacitor C1, capacitor C2, capacitor C3, capacitor C4, polar capacitor U2, resistor ESR1, resistor R2, resistor R3, resistor R4, resistor R5, resistor R6, rectifier diode D1, TVS diode D2, voltage regulator diode D4, Schottky diode D5, PNP transistor Q1 and NPN transistor Q2; The capacitor C1 is connected between BAT12+ and ground, the capacitor C2 and the capacitor C3 are connected in series and then connected in parallel with the capacitor C1, the resistor ESR1 is connected in series with the rectifier diode D1 and the TVS diode D2 and then connected to ground, the polarity capacitor U2 and the capacitor C4 are both connected in parallel with the TVS diode D2; the anode of the rectifier diode D1 is connected to the resistor ESR1, the cathode of the rectifier diode D1 is connected to the emitter of the PNP transistor Q1, the base of the PNP transistor Q1 is connected to the collector of the NPN transistor Q2 through the resistor R3, and the collector of the PNP transistor Q1 is output to the pin BAT12VI N, the resistor R2 is connected between the emitter and the base of the PNP transistor Q1; the emitter of the NPN transistor Q2 is grounded, the base of the NPN transistor Q2 is connected to the pin IGN through the first channel of the Schottky diode D5, the voltage regulator diode D4 and the resistor R4, the base of the NPN transistor Q2 is also connected to the pin HOLD_CTR through the second channel of the Schottky diode D5 and the resistor R5, the pin IGN is connected to the vehicle ignition signal, the pin HOLD_CTR is connected to the main control chip, and the base of the NPN transistor Q2 is also grounded through the resistor R6; The first power conversion circuit is used to convert a 12V power supply into a 5V power supply to power the communication module. The first power conversion circuit includes a capacitor C9, a capacitor C10, a capacitor C11, a capacitor C12, a voltage regulator diode D6 and a first buck chip U5. Pin 1 of the first buck chip U5 is connected to the pin BAT12VIN of the power preprocessing circuit. Pin 1 of the first buck chip U5 is grounded through the capacitor C9. The capacitor C10 is connected in parallel with the capacitor C9. Pin 1 of the first buck chip U5 is connected to pin 2. Pin 4 of the first buck chip U5 is grounded. Pin 5 and pin 6 of the first buck chip U5 are both grounded. Pin 8 of the first buck chip U5 is a 5V output pin. The capacitor C11, the capacitor C12 and the voltage regulator diode D6 are connected in parallel between pin 8 and ground. The second power conversion circuit is used to convert a 5V power supply into a 3.3V power supply to power the main control chip. The second power conversion circuit includes a resistor R12, a capacitor C17, a capacitor C18, a capacitor C19 and a second buck chip U7. Pin 1 of the second buck chip U7 is connected to pin 8 of the first buck chip U5. Pin 1 of the second buck chip U7 is also grounded through capacitor C17. Pin 2 of the second buck chip U7 is grounded. Pin 3 of the second buck chip U7 is connected to pin 8 of the first buck chip U5 through capacitor R12. Pin 5 of the second buck chip U7 is a 3.3V output pin. The capacitor C18 and the capacitor C19 are connected in parallel between pin 5 of the second buck chip U7 and ground.

3. The motorcycle posture calculation system according to claim 1, characterized in that: The IMU sensor module includes a gyroscope chip U3, pin 1 and pin 9 of the gyroscope chip U3 are connected to the main control chip, and the original vehicle posture signal collected by the IMU sensor module is transmitted to the main control chip, pin 2, pin 3, pin 4, pin 7, pin 14, pin 15, pin 16 and pin 17 of the gyroscope chip U3 are all grounded, pin 8 of the gyroscope chip U3 is connected to VDD and grounded through capacitor C5, pin 10 of the gyroscope chip U3 is grounded through capacitor C6, pin 11 of the gyroscope chip U3 is connected to VDD and grounded through capacitor C7, pin 18 of the gyroscope chip U3 is the EXTRESN pin, connected to the external hardware reset signal, pin 19 of the gyroscope chip U3 is grounded through resistor R7, pin 22 of the gyroscope chip U3 is connected to GND, pin 23 of the gyroscope chip U3 is a chip select pin connected to the main control chip, and pin 24 of the gyroscope chip U3 is a clock signal pin.

4. The motorcycle posture calculation system according to claim 1, characterized in that: The communication module is a CAN communication module, and the attitude solution system control circuit is connected to the CAN bus through the CAN communication module; The CAN communication module includes a CAN transceiver U4, an anti-static diode D7 and a common mode inductor U6. The pins TXCAN and RXCAN of the CAN transceiver U4 are respectively connected to the pins TX and RX of the main control chip. A capacitor C11 is connected between the pins VCC and GND of the CAN transceiver U4. The pin STB of the CAN transceiver U4 is grounded. The pin SPLIT of the CAN transceiver U4 is connected to VDD through a resistor R8 and the output pin SPLIT is connected to the main control chip through a resistor R9. The pins of the CAN transceiver U4 CANH is connected to pin 3 of the common-mode inductor U6, pin CANL of the CAN transceiver U4 is connected to pin 4 of the common-mode inductor U6, the common cathode of the anti-static diode D7 is grounded, and the two cathodes are respectively connected to pin 3 and pin 4 of the common-mode inductor U6, pin 2 of the common-mode inductor U6 is grounded through capacitor C15, and pin 1 of the common-mode inductor U6 is grounded through capacitor C16, the resistor R10 and the resistor R11 are connected in series between pin 1 and pin 2 of the common-mode inductor U6, and capacitor C14 is connected between the common end of the resistor R10 and the resistor R11 and the ground.

5. The motorcycle posture calculation system according to claim 1, characterized in that: The main control chip is used to solve the initial posture information based on quaternion to obtain the final posture information of the motorcycle, including: Calculate the attitude error based on the gravity component in the attitude matrix calculated in the previous 10ms and the gravity component collected by the accelerometer; According to the attitude error, a PI controller is used to calculate an angular velocity correction value; The angular velocity correction value output by the PI controller is added to the angular velocity measured by the gyroscope to obtain a corrected angular velocity value; Based on the corrected angular velocity value and the quaternion calculated in the previous round, obtaining the currently updated quaternion; Substitute the currently updated quaternion into the relationship between the quaternion and the attitude matrix to solve the current vehicle body attitude Euler angle, which is the final attitude information. The vehicle body attitude Euler angle includes pitch angle, roll angle and yaw angle.

6. The motorcycle posture calculation system according to claim 5, characterized in that: The calculation of the attitude error based on the gravity component in the attitude matrix calculated in the previous 10 ms and the gravity component collected by the accelerometer includes: The gravity components Vx, Vy, and Vz in the attitude matrix are calculated using the following formula: in, is the attitude matrix transformed from the geographic coordinate system E to the vehicle body coordinate system b calculated by quaternion, q1, q2, q3 and q4 are the quaternions calculated in the previous round; The gravity components ax, ay, az of the accelerometer are cross-multiplied with the gravity components Vx, Vy, Vz of the extracted attitude matrix to obtain the attitude errors ex, ey, ez, as shown in the following formula: 。 7. The motorcycle posture calculation system according to claim 6, characterized in that: The step of calculating the angular velocity correction value by a PI controller according to the posture error comprises: in, is the scale factor, is the integrating factor, = , = , then: The angular velocity correction value output by the PI controller is , y、 Add z to the angular velocity measured by the gyroscope to get the corrected angular velocity value , , ,include: Among them, gx, gy, and gz are the angular velocity values ​​measured by the gyroscope.

8. The motorcycle posture calculation system according to claim 5, characterized in that: The step of obtaining the currently updated quaternion based on the corrected angular velocity value and the quaternion calculated in the previous round includes: Substituting the currently updated quaternion into the relationship between the quaternion and the attitude matrix to solve the current vehicle body attitude Euler angle includes: Will , , , Substitute the following formula: The current vehicle body posture Euler angle is obtained by back-calculation: in, is the pitch angle Pitch, is the roll angle Roll, is the yaw angle Yaw.

9. The motorcycle posture calculation system according to claim 1, characterized in that: The MSC system controller also integrates a vehicle body stability system control circuit, which is connected to a brake system actuator, and the brake system actuator includes a pressure-building motor and a solenoid valve; The vehicle body stabilization system control circuit receives the vehicle body final posture information solved by the posture solving system control circuit; Determine the current working condition of the motorcycle based on the final posture information of the vehicle body, wheel speed, brake request, brake travel and direction angle; The vehicle body stabilization system makes an optimal control decision according to the current working condition of the motorcycle, and controls the pressure building motor and the solenoid valve to perform corresponding operations according to the optimal control decision.

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