Torque closed-loop control method and device for electric control engine of motorcycle and computing equipment

Abstract

The invention discloses a motorcycle electric control engine torque closed-loop control method and device and computing equipment. The method comprises the steps that the ramp angle and engine basic parameters during starting of a motorcycle are collected; wherein the basic parameters comprise the rotating speed, the vehicle speed, the accelerator opening degree, the water temperature and the environment temperature; when the ramp angle when the motorcycle is started is larger than a preset threshold value, whether the actual slip speed difference value is larger than the preset threshold value or not is judged; and if the actual slip speed difference value of the motorcycle is larger than the preset threshold value, the engine torque compensation value increment and the brake pressure compensation value increment are calculated and output. According to the invention, the traction control system can be effectively controlled when the motorcycle is started to slip on a ramp roadside, so that the driving safety of the motorcycle is greatly improved.

Description

Technical Field

[0001] The invention relates to the field of motorcycle engine control, and in particular to a motorcycle traction control system and method. Background Art

[0002] With the rapid development of the motorcycle industry, the widespread application of traction control systems is of great significance to improving driving safety. However, the existing motorcycle traction control system technology has poor control effect in the ramp static start acceleration condition, so higher requirements are put forward for the control timing, intensity and control accuracy of engine torque and brake pressure.

[0003] At present, the timing and intensity of the intervention of engine torque and brake pressure of motorcycles on the market cannot meet the control requirements under the current slope due to the existence of slope resistance under the condition of stationary acceleration on the slope, which is very easy to cause the vehicle to slip backward, the engine to stall, the wheel on the high adhesion side to slip and the vehicle to turn sharply. On the one hand, the motorcycles on the market generally have the problem that when the engine torque is too low or the torque is too slow, the brake pressure is too large or the pressure is increased too quickly, and the engine is easy to stall. If the brake pressure is too large or the pressure is increased too quickly, the high adhesion side is prone to slip, the vehicle turns sharply, and the lateral stability is lost, causing driving panic. On the other hand, the motorcycles on the market also have the problem that the brake pressure is too small or the pressure is increased too slowly, and the vehicle is prone to slip backward. When the engine torque is too high or the torque is increased too quickly, if the brake pressure is too small or the pressure is increased too slowly, the drive wheel will slip again quickly, causing control overshoot and poor stability. It can be seen that it is difficult to control the existing motorcycle under the condition of stationary acceleration on a slope, and the vehicle is prone to sliding backward, engine stalling, high-adhesion side wheel slipping, and the vehicle turning suddenly and overturning, posing a great threat to the driver's life safety.

[0004] Therefore, there is an urgent need for a product to solve the above problems. Summary of the invention

[0005] The object of the present invention is to provide a method, device and computing equipment for closed-loop control of torque of an electronically controlled engine of a motorcycle, so as to enable the driving force of the engine to be accurately controlled when the motorcycle starts from a standstill on a slope.

[0006] According to one aspect of the present application, a method for closed-loop torque control of an electronically controlled engine of a motorcycle is provided, comprising: collecting the ramp angle and basic engine parameters when the motorcycle starts. The basic parameters include rotation speed, vehicle speed, throttle opening, water temperature and ambient temperature. When the ramp angle when the motorcycle starts is greater than a preset threshold, it is determined whether the actual slip speed difference is greater than the preset threshold. If the actual slip speed difference of the motorcycle is greater than the preset threshold, the engine torque compensation value increment and the brake pressure compensation value increment are calculated and output.

[0007] Optionally, in the method according to the present application, if it is determined that the slope angle when the motorcycle starts is greater than a preset threshold, the motorcycle enters a non-slope start condition control mode. If the slope angle when the motorcycle starts is not greater than the preset threshold, the motorcycle enters a slope start condition control mode, and the actual slip speed difference is calculated by subtracting the actual slip speed from the target slip speed of the wheel.

[0008] Optionally, in the method according to the present application, in the hill start working condition control mode, the motorcycle obtains the actual slip speed by matching the actual slip speed corresponding to the target slip speed in the preset speed difference table, and then calculates the target slip speed and the actual slip speed deviation of the wheel according to the difference between the target slip speed and the actual slip speed. The engine torque compensation value increment and the brake pressure compensation value increment are calculated according to the target slip speed and the actual slip speed deviation of the wheel. The engine torque compensation value and the brake pressure compensation value on the slope road surface are obtained by cumulative calculation, wherein the engine torque compensation value is calculated according to the following formula: FLC T1 = FLC T1 + FLCδT, and the brake pressure compensation value is calculated according to the following formula: FLC P1 = FLC P1 + FLCδP. FLC T1 is the engine torque compensation value, FLC P1 is the brake pressure compensation value, FLCδT is the engine torque compensation value increment, and FLCδP is the brake pressure compensation value increment. The engine torque value compensation value and the brake pressure compensation value are output.

[0009] Optionally, in the method according to the present application, when the motorcycle is in a non-hill start operating condition control mode, the engine torque compensation value increment and the brake pressure compensation value increment are both set to zero, and the engine torque and brake pressure are not compensated.

[0010] Optionally, in the method according to the present application, if the actual slip speed difference of the motorcycle is greater than a set threshold, the motorcycle enters a wheel slip condition control. If the actual slip speed difference of the motorcycle is less than the set threshold, the motorcycle enters a wheel non-slip condition control.

[0011] Optionally, in the method according to the present application, in the wheel slip condition control mode, the motorcycle obtains the actual slip speed by matching the actual slip speed corresponding to the target slip speed in the preset speed difference table according to the deviation between the target slip speed and the actual slip speed, and then calculates the target slip speed and the actual slip speed deviation of the wheel according to the difference between the target slip speed and the actual slip speed. The engine torque compensation value increment and the brake pressure compensation value increment are calculated according to the target slip speed and the actual slip speed deviation of the wheel. The engine torque compensation value is calculated according to the following formula: FLC T1 = FLC T1 + FLCδT, and the brake pressure compensation value is calculated according to the following formula: FLC P1 = FLC P1 + FLCδP. FLC T1 is the engine torque compensation value, FLC P1 is the brake pressure compensation value, FLCδT is the engine torque compensation value increment, and FLCδP is the brake pressure compensation value increment. The engine torque compensation value and the brake pressure compensation value are output.

[0012] Optionally, in the method according to the present application, when the motorcycle is in the wheel non-slip condition control mode, the engine torque compensation value increment and the brake pressure compensation value increment are both set to zero, and the engine torque and brake pressure are not compensated.

[0013] According to another aspect of the present application, a device for closed-loop torque control of an electronically controlled engine of a motorcycle is provided, comprising: an acquisition input module for acquiring the slope angle of the motorcycle and the current working state of the motorcycle engine; an analysis and calculation module for determining the wheel slip state of the motorcycle according to the starting slope and the slip speed difference of the motorcycle, and calculating the engine torque compensation value and the wheel pressure compensation value; and a control output module for outputting the torque compensation value and the wheel pressure compensation value of the control engine according to the analysis and calculation results of the wheel slip state of the motorcycle.

[0014] According to another aspect of the present application, a computing device is provided, comprising: one or more processor memories, one or more programs, wherein the one or more programs are stored in the memories and configured to be executed by one or more processors, and the one or more programs include instructions for executing any of the above methods.

[0015] According to another aspect of the present application, a computer-readable storage medium storing one or more programs is provided. The one or more programs include instructions. When the instructions are executed by a computing device, the computing device executes any of the above methods.

[0016] The terms used in this application are explained as follows.

[0017] Engine torque is actually a specific indicator of the engine's acceleration ability. It refers to the reciprocating motion of the piston in the cylinder. Each reciprocating motion does a certain amount of work, and its unit is Newton-meter (NM).

[0018] In the engine, force F × radius r = torque;

[0019] Power P = work W ÷ time t P = F × s / t = F × speed v (linear speed of crankshaft V = angular speed of crankshaft ω × crankshaft radius r);

[0020] Power P = force F × radius r × angular velocity ω;

[0021] Power P = torque × angular velocity ω;

[0022] Power P = torque × angular velocity ω.

[0023] The power of the engine can be calculated from the torque and speed: when the angular velocity remains constant, the greater the torque, the greater the power, and the greater the driving force output by the engine to the wheels. The greater the driving force of the wheels, the greater the acceleration ability of the vehicle. Therefore, the engine torque is a specific indicator of the engine's acceleration ability. The greater the torque, the better the acceleration.

[0024] The maximum torque of an engine refers to the average torque output from the crankshaft end when the engine is running, commonly known as the "torque" of the engine. The size of the torque is also related to the engine speed. Under the premise of equal power, different speeds will have different torques. The higher the speed, the lower the torque, and vice versa.

[0025] Torque control: Usually the expected fuel quality is calculated based on the expected indicated mean pressure, and other parameters such as gas volume and ignition advance angle are calculated based on the fuel quality. In-cylinder combustion condition control requires the calculation of indicated mean pressure. Convert the driver and vehicle torque request to the expected indicated mean effective pressure.

[0026] Mean effective pressure is used as an engine load indicating parameter for general vehicles. Using mean effective pressure rather than indicated torque simplifies the commissioning and calibration on engines of different displacements.

[0027] Compared with the prior art, the solution of the present invention can effectively control the traction control system when the motorcycle starts to slip on the side of a slope, thereby greatly improving the driving safety of the motorcycle.

[0028] The method, device and computing device of the present invention have the following advantages:

[0029] 1. The present application calculates torque in segments according to preset thresholds of driving conditions, thereby realizing accurate output of engine traction under different driving conditions, especially automatically judging automatic traction output compensation for conditions such as different slopes, different driving speeds and driving force sizes, and calculating torque compensation amounts respectively, thereby accurately generating the traction size that the engine needs to output. Compared with the rough calculation of torque output traction in the prior art, it is obvious that the present application can better adapt to complex road conditions, and can adjust the working state of the engine torque and brake wheel pressure of the whole vehicle in real time, so that it can better adapt to the driving needs of the driver and the working state of the vehicle, effectively ensure the driving safety of the driver, and greatly avoid the problem of motorcycle slipping.

[0030] 2. The ramp angle of the present application can be directly obtained through a six-axis sensor, which is more accurate than the calculation result obtained by using a vehicle model in the prior art. The data is highly real-time and stable and reliable, and can accurately, real-timely and stably calculate the traction required by the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1 It is a schematic diagram of the first process of the present invention;

[0032] Figure 2 It is a second process schematic diagram of the present invention;

[0033] Figure 3 It is a schematic diagram of the device principle of the present invention. DETAILED DESCRIPTION

[0034] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and understandable, the present invention is further described in detail below in conjunction with the accompanying drawings and specific embodiments. The embodiments described herein are specific embodiments of the present invention, which are used to illustrate the concept of the present invention, are illustrative and exemplary, and should not be interpreted as limiting the embodiments of the present invention and the scope of the present invention. In addition to the embodiments described herein, those skilled in the art can also adopt other obvious technical solutions based on the contents disclosed in the claims and the specification of this application, including technical solutions that adopt any obvious replacement and modification of the embodiments described herein.

[0035] The drawings in this specification are schematic diagrams, which assist in explaining the concept of the present invention and schematically show the relationship between the various parts.

[0036] The present invention uses segmented calculation of engine torque compensation to control engine output traction and achieve high-performance fast-speed driving of a motorcycle. Compared with the prior art method of controlling the vehicle by the mean effective pressure, the present invention has stronger real-time and flexibility, higher accuracy, can well adapt to different road conditions, and effectively ensures the driving safety of the driver.

[0037] The motorcycle electronically controlled engine torque closed-loop control method adopted by the present invention can accurately control the stationary starting condition on a slope. Motorcycles on the market cannot perform torque compensation according to different road conditions. Therefore, under the condition of stationary acceleration on a slope, the driving wheel on the low-adhesion side is very likely to slip, and the driving force is low. The driving force of the wheel on the high-adhesion side is also low, resulting in insufficient driving force for the entire vehicle. The present invention applies a certain braking pressure on the low-adhesion side, and cooperates with the engine torque to increase its driving force, so that the driving force of the wheel on the high-adhesion side is increased, the driving capacity of the entire vehicle is improved, and the vehicle starts and accelerates smoothly.

[0038] Furthermore, the present invention is based on a six-axis sensor to assist in motorcycle traction control, so as to solve the problem in the prior art that the low-adhesion side drive wheel is very likely to slip under the condition of stationary acceleration on a slope. The present invention uses a six-axis sensor installed on the motorcycle to sense the slope angle, coordinate the control accuracy and adaptability of the engine torque and brake pressure, and can effectively control the traction of the engine when the motorcycle slips when starting on the slope roadside, thereby improving the safety of the motorcycle, better meeting the driving needs of the driver and improving the smoothness of the vehicle's driving.

[0039] The present invention provides a method for closed-loop torque control of an electronically controlled engine of a motorcycle, comprising: collecting a ramp angle and basic engine parameters when the motorcycle starts. The basic parameters include rotation speed, vehicle speed, throttle opening, water temperature and ambient temperature. When the ramp angle when the motorcycle starts is greater than a preset threshold, it is determined whether the actual slip speed difference is greater than the preset threshold. If the actual slip speed difference of the motorcycle is greater than the preset threshold, the engine torque compensation value increment and the brake pressure compensation value increment are calculated and output.

[0040] In an embodiment of the present invention, it is further preferred that when the slope angle of the motorcycle is greater than a preset threshold when the motorcycle starts, the motorcycle enters a non-slope start operating condition control mode. If the slope angle of the motorcycle is not greater than the preset threshold when the motorcycle starts, the motorcycle enters a slope start operating condition control mode, and the actual slip speed difference is calculated by subtracting the actual slip speed from the target slip speed of the wheel.

[0041] In a further preferred embodiment of the present invention, in a hill start control mode, the motorcycle obtains the actual slip speed by matching the actual slip speed corresponding to the target slip speed in a preset speed difference table, and then calculates the target slip speed and the actual slip speed deviation of the wheel according to the difference between the target slip speed and the actual slip speed. The engine torque compensation value increment and the brake pressure compensation value increment are calculated according to the target slip speed and the actual slip speed deviation of the wheel. The engine torque compensation value and the brake pressure compensation value for the slope road surface are accumulated and calculated, wherein,

[0042] Calculate the engine torque compensation value, the formula is as follows:

[0043] FLC T1 = FLC T1 + FLCδT.

[0044] Calculate the brake pressure compensation value, the formula is as follows:

[0045] FLC P1 = FLC P1 + FLCδP.

[0046] Among them, FLC T1 is the engine torque compensation value, FLC P1 is the brake pressure compensation value, FLCδT is the engine torque compensation value increment, and FLCδP is the brake pressure compensation value increment.

[0047] Output the engine torque compensation value and the brake pressure compensation value.

[0048] In a further preferred embodiment of the present invention, when the motorcycle is in a non-hill start operating condition control mode, the engine torque compensation value increment and the brake pressure compensation value increment are both set to zero, and the engine torque and brake pressure are not compensated.

[0049] In a further preferred embodiment of the present invention, if the actual slip speed difference of the motorcycle is greater than a set threshold, the motorcycle enters a wheel slip condition control. If the actual slip speed difference of the motorcycle is less than the set threshold, the motorcycle enters a wheel non-slip condition control.

[0050] An embodiment of the present invention is further preferred that, in a wheel slip condition control mode, the motorcycle obtains the actual slip speed by matching the actual slip speed corresponding to the target slip speed in a preset speed difference table according to the deviation between the target slip speed and the actual slip speed, and then calculates the deviation between the target slip speed and the actual slip speed of the wheel according to the difference between the target slip speed and the actual slip speed.

[0051] The engine torque compensation value increment and the brake pressure compensation value increment are calculated according to the deviation value between the target slip speed of the wheel and the actual slip speed.

[0052] Calculate the engine torque compensation value, the formula is as follows:

[0053] FLC T1 = FLC T1 + FLCδT.

[0054] Calculate the brake pressure compensation value according to the following formula: FLC P1 = FLC P1 + FLCδP.

[0055] FLC T1 is the engine torque compensation value, FLC P1 is the brake pressure compensation value, FLCδT is the engine torque compensation value increment, and FLCδP is the brake pressure compensation value increment.

[0056] Output engine torque compensation value and brake pressure compensation value.

[0057] In a further preferred embodiment of the present invention, when the motorcycle is in a wheel non-slip condition control mode, both the engine torque compensation value increment and the brake pressure compensation value increment are set to zero, and no compensation is performed on the engine torque and the brake pressure.

[0058] The following is an example 1 of the motorcycle traction control process of the present invention. Figure 1 As shown, Example 1 may include the following steps:

[0059] S101, obtaining the starting slope angle of the motorcycle and basic parameters of the engine, such as rotation speed, vehicle speed, throttle opening, water temperature, ambient temperature, etc.

[0060] S102, obtaining a deviation value between a target slip speed and an actual slip speed of a wheel in a motorcycle ramp start working range, wherein the working range is a speed less than a preset threshold and a slope greater than a preset threshold, that is, a speed in a vehicle starting state and a steeper slope that will cause the vehicle to slip, and the range of the working range can be adjusted according to actual conditions such as the vehicle model.

[0061] S103, according to the deviation between the target slip speed and the actual slip speed, by using the speed difference to look up the table, the engine torque compensation value increment (FLCδT) and the brake pressure compensation value increment (FLCδP) are calculated.

[0062] S104, cumulatively calculating and obtaining a slope road surface engine torque compensation value (FLC T1) and a brake pressure compensation value (FLCP1).

[0063] S105, outputting the engine torque compensation value (FLC T1) and the brake pressure compensation value (FLC P1).

[0064] Example 2 of the motorcycle traction control process of the present invention is described below. Figure 2 As shown, Example 2 may include the following steps:

[0065] S201, after the motorcycle is started, the slope angle and basic engine parameters at the time of starting are collected, such as rotation speed, vehicle speed, throttle opening, water temperature, ambient temperature, etc.;

[0066] S202, determining whether the slope angle when the motorcycle starts is greater than a set threshold, wherein the threshold can be set to about 5°; if the slope angle when the motorcycle starts is greater than the set threshold, executing step S204; if the slope angle when the motorcycle starts is less than the set threshold, executing step S203;

[0067] S203, the motorcycle enters a non-hill start operating condition control mode;

[0068] S204, the motorcycle enters a hill start operating condition control mode, and an actual slip speed difference is calculated based on the target slip speed of the wheel minus the actual slip speed;

[0069] S205, determining whether the actual slip speed difference is greater than a set threshold, wherein the threshold may be set to 5%; if the actual slip speed difference is greater than the set threshold, executing step S207; if the actual slip speed difference is less than the set threshold, executing step S206;

[0070] S206, the motorcycle enters a wheel non-slip condition control mode;

[0071] S208, the engine torque compensation value increment (FLCδT) and the brake pressure compensation value increment (FLCδP) are both set to zero; and no compensation is performed on the engine torque and the brake pressure.

[0072] S207, the motorcycle enters a wheel slip condition control mode; according to the deviation between the target slip speed and the actual slip speed, the engine torque compensation value increment (FLCδT) and the brake pressure compensation value increment (FLCδP) are calculated by using a speed difference table lookup;

[0073] S209, calculating the engine torque compensation value FLC T1 = FLC T1 + FLCδT, and the brake pressure compensation value FLC P1 = FLC P1 + FLCδP;

[0074] S210, outputting an engine torque compensation value and a brake pressure compensation value.

[0075] Therefore, according to the torque closed-loop control method of the present invention, when the motorcycle starts to slip on the side of a slope, the traction control system can be effectively controlled, thereby greatly improving the driving safety of the motorcycle.

[0076] See also Figure 3 The device for closed-loop torque control of an electronically controlled engine of a motorcycle of the present invention comprises:

[0077] The acquisition input module 1 is used to acquire the slope angle of the motorcycle and the current working state of the motorcycle engine.

[0078] The analysis and calculation module 2 is used to determine the wheel slip state of the motorcycle according to the starting slope and the slip speed difference of the motorcycle, and calculate the engine torque compensation value and the wheel pressure compensation value.

[0079] The control output module 3 is used to output the torque compensation value and the wheel pressure compensation value of the control engine according to the analysis and calculation results of the wheel slip situation of the motorcycle.

[0080] According to the device for closed-loop torque control of the electronically controlled engine of a motorcycle of the embodiment of the present invention, an acquisition input module 1 is set to acquire the slope degree of the motorcycle and the wheel speed difference of the motorcycle; an analysis and calculation module 2 is used to determine the wheel slip state of the motorcycle according to the starting slope and the slip speed difference of the motorcycle, and calculate the engine torque compensation value and the wheel pressure compensation value; a control output module 3 is used to output the torque compensation value and the wheel pressure compensation value of the control engine according to the analysis and calculation results of the wheel slip situation of the motorcycle. The above three modules work in parallel with each other to accurately control the engine traction, thereby effectively avoiding the problem of wheel slippage of the motorcycle under the condition of stationary acceleration on a slope, thereby greatly improving the driving safety of the motorcycle.

[0081] A motorcycle according to an embodiment of the present invention may include the above-mentioned device for closed-loop torque control of an electronically controlled engine of a motorcycle.

[0082] The motorcycle according to the embodiment of the present invention adopts the above-mentioned motorcycle electronic engine torque closed-loop control device, which can effectively avoid wheel slippage under the driving conditions of the motorcycle starting on a slope and accelerating from a standstill on a slope, and accurately and effectively control the engine and ABS, thereby greatly improving the driving safety of the motorcycle.

[0083] The present invention is mainly aimed at the driving condition of stationary start acceleration on a slope. It takes the actual slip speed and the target slip speed deviation and the currently estimated longitudinal slope as input quantities, and also uses the fuzzy logic method to calculate the brake pressure compensation value and the engine torque compensation value, and superimposes them on the target brake pressure and the target engine torque, thereby realizing the compensation control of the engine traction control system on slopes and open adhesion roads.

[0084] The deviation between the target slip speed and the actual slip speed is the direct input of the torque and pressure control, and can directly reflect the engine speed. The road slope is directly related to the slope resistance, which affects the required engine torque and brake pressure. The greater the road slope, the greater the required engine torque and brake pressure, so that the high-adhesion side wheel can obtain more driving force. The calculated compensation value is superimposed on the engine torque target value and brake pressure target value calculated by the traction control system to achieve compensation on the slope road surface.

[0085] In summary, according to the solution of the present invention, when a motorcycle slips when starting on a slope, the traction control system can be effectively controlled to improve the safety of the motorcycle.

[0086] Compared with the prior art, the present invention is a slope stationary start traction control based on a six-axis sensor integrated in the ABS. The slope angle is directly obtained through the six-axis sensor, which is more accurate than the value calculated by the vehicle model in the past, has strong real-time performance, and is stable and reliable.

[0087] The present invention comprehensively considers the driving conditions of the whole vehicle on the slope, identifies the slope angle through the ABS integrated six-axis sensor, and adds multiple parameters such as engine speed and throttle opening to calculate the engine torque compensation value, which can achieve fast and accurate coordination of engine torque and brake wheel pressure control. By adjusting these parameters, the working states of the engine torque and brake wheel pressure of the whole vehicle can be adjusted in real time, so that it can better adapt to the driving needs of the driver and improve the driving safety and stability of the vehicle.

[0088] The device for closed-loop torque control of an electronically controlled engine of a motorcycle according to the present application can be implemented by one or more computing devices to execute the method for closed-loop torque control of an electronically controlled engine of a motorcycle. It should be noted that, in practice, the computing device used to implement the data processing method of the present application can be a device of any type, and the present application does not limit the specific hardware configuration of the computing device. The computing device can preferably include a system memory and one or more processors. The memory bus can be used for communication between the processor and the system memory.

[0089] Depending on the desired configuration, the processor can be any type of processor, including but not limited to: a microprocessor (μP), a microcontroller (μC), a digital information processor (DSP), or any combination thereof. The processor can include one or more levels of cache such as a first-level cache and a second-level cache, a processor core, and registers. The processor core can include an arithmetic logic unit (ALU), a floating point unit (FPU), a digital signal processing (DSP) core, or any combination thereof. An example memory controller can be used with the processor, or in some implementations, the memory controller can be an internal part of the processor.

[0090] Depending on the desired configuration, the system memory can be any type of memory, including but not limited to: volatile memory (such as RAM), non-volatile memory (such as ROM, flash memory, etc.) or any combination thereof. The physical memory in a computing device generally refers to the volatile memory RAM, and the data in the disk needs to be loaded into the physical memory before it can be read by the processor. The system memory may include an operating system, one or more applications, and program data. In some embodiments, the application may be arranged to execute instructions using program data by one or more processors on the operating system. The operating system includes program instructions for processing basic system services and performing hardware-dependent tasks. The application includes program instructions for implementing various user-desired functions, and the application may be, for example, a browser, instant messaging software, software development tools, etc., but is not limited thereto. When the application is installed in a computing device, a driver module may be added to the operating system.

[0091] When a computing device starts running, the processor reads the program instructions of the operating system from the system memory and executes them. Applications run on top of the operating system and use the interfaces provided by the operating system and the underlying hardware to implement various functions expected by users. When a user starts an application, the application is loaded into the system memory, and the processor reads and executes the program instructions of the application from the system memory.

[0092] The computing device further includes a storage device, which includes a removable storage and a non-removable storage, and both the removable storage and the non-removable storage are connected to the storage interface bus.

[0093] The computing device may also include a storage interface bus. The storage interface bus enables communication from a storage device (e.g., removable storage and non-removable storage) to the basic configuration via a bus / interface controller. At least a portion of the operating system, application, and program data may be stored on the removable storage and / or non-removable storage, and when the computing device is powered on or an application is to be executed, it is loaded into the system memory via the storage interface bus and executed by one or more processors.

[0094] The computing device may also include an interface bus that facilitates communication from various interface devices (eg, output devices, peripheral interfaces, and communication devices) to the basic configuration via the bus / interface controller.

[0095] The computing device can be implemented as a personal computer including a desktop computer and a notebook computer configuration. Of course, the computing device can also be implemented as a part of a small-sized portable mobile electronic device, or even as a server. The embodiments of the present application are not limited to this.

[0096] In an embodiment according to the present application, a computing device is configured to execute a method for closed-loop torque control of an electronically controlled engine of a motorcycle according to the present application. The application arranged on the operating system or programmed into a microchip processor may include a plurality of program instructions for executing the method, and these program instructions may instruct the processor to execute the method of the present application.

[0097] Compared with the prior art, the method, device and computing equipment of the present invention have the following advantages:

[0098] 1. The present application calculates torque in segments according to preset thresholds of driving conditions, thereby realizing accurate output of engine traction under different driving conditions, especially automatically judging automatic traction output compensation for conditions such as different slopes, different driving speeds and driving force sizes, and calculating torque compensation amounts respectively, thereby accurately generating the traction size that the engine needs to output. Compared with the rough calculation of torque output traction in the prior art, it is obvious that the present application can better adapt to complex road conditions, and can adjust the working state of the engine torque and brake wheel pressure of the whole vehicle in real time, so that it can better adapt to the driving needs of the driver and the working state of the vehicle, effectively ensure the driving safety of the driver, and greatly avoid the problem of motorcycle slipping.

[0099] 2. The ramp angle of the present application can be directly obtained through a six-axis sensor, which is more accurate than the calculation result obtained by using a vehicle model in the prior art. The data is highly real-time and stable and reliable, and can accurately, real-timely and stably calculate the traction required by the vehicle.

[0100] In addition, certain aspects or parts of the methods and devices of the present application may take the form of program code embedded in tangible media, such as a removable hard disk, USB flash drive, floppy disk, CD-ROM or any other machine-readable storage medium, wherein when the program is loaded into a computer and smart chip and executed by a corresponding device, the device (such as a motorcycle processor) becomes a device for practicing the present application.

[0101] In the case where the program code is executed on a programmable computer, the computing device generally includes a processor, a storage medium readable by the processor (including volatile and non-volatile memory and / or storage elements), at least one input device, and at least one output device. The memory is configured to store the program code. The processor is configured to execute the torque control method of the present application according to the instructions in the program code stored in the memory.

[0102] By way of example and not limitation, readable media include readable storage media and communication media. Readable storage media stores information such as computer readable instructions, data structures, program modules or other data. Communication media generally embody computer readable instructions, data structures, program modules or other data in a modulated data signal such as a carrier wave or other transmission mechanism, and include any information transfer medium. Any combination of the above is also included within the scope of readable media.

[0103] In the description provided herein, algorithms and displays are not inherently related to any particular computer, virtual system or other device. Various general purpose systems can also be used together with the examples of the present application. According to the above description, it is obvious to construct the structure required for such systems. In addition, the present application is not directed to any specific programming language either. It should be understood that the content of the present application described herein can be realized by various programming languages, and the description of the specific language above is to disclose the preferred implementation of the present application.

[0104] In the description provided herein, a large number of specific details are described. However, it is understood that the embodiments of the present application can be practiced without these specific details. In some instances, well-known methods, structures and techniques are not shown in detail so as not to obscure the understanding of this description.

[0105] Similarly, it should be understood that in order to streamline the present application and help understand one or more of the various application aspects, in the above description of the exemplary embodiments of the present application, the various features of the present application are sometimes grouped together into a single embodiment, figure, or description thereof. However, the method of the application should not be interpreted as reflecting the following intention: the application claimed for protection requires more features than the features clearly stated in each claim. Therefore, the claims following the specific embodiment are hereby expressly incorporated into the specific embodiment, wherein each claim itself serves as a separate embodiment of the present application.

[0106] Those skilled in the art will appreciate that the modules or units or components of the devices in the examples disclosed herein may be arranged in the devices described in the embodiments, or alternatively may be located in one or more devices different from the devices in the examples. The modules in the foregoing examples may be combined into one module or may be divided into multiple submodules.

[0107] Those skilled in the art will appreciate that the modules in the equipment in the embodiment can be adaptively changed and set in one or more devices different from the embodiment. The modules or units or components in the embodiment can be combined into one module or unit or component, and in addition they can be divided into multiple submodules or subunits or subcomponents. Except that at least some of such features and / or processes or units are mutually exclusive, all features disclosed in this specification (including the accompanying claims, abstracts and drawings) and all processes or units of any method or device disclosed in this manner can be combined in any combination. Unless otherwise explicitly stated, each feature disclosed in this specification (including the accompanying claims, abstracts and drawings) can be replaced by an alternative feature that provides the same, equivalent or similar purpose.

[0108] In addition, those skilled in the art will appreciate that, although some embodiments herein include certain features included in other embodiments but not other features, the combination of features of different embodiments is meant to be within the scope of the present application and form different embodiments. For example, in the claims below, any one of the claimed embodiments may be used in any combination.

[0109] In addition, some of the embodiments are described herein as a combination of methods or method elements that can be implemented by a processor of a computer system or by other devices that perform functions. Therefore, a processor with necessary instructions for implementing a method or method element forms a device for implementing the method or method element. In addition, the elements of the device embodiment herein are examples of following devices: the device is used to implement the function performed by the elements for implementing the disclosed purpose.

[0110] The above is a description of the implementation methods of a method, device and computing device for closed-loop torque control of an electronically controlled engine of a motorcycle of the present invention, and its purpose is to explain the spirit of the present invention. Please note that those skilled in the art can modify and combine the features of the above-mentioned implementation methods without departing from the spirit of the present invention. Therefore, the present invention is not limited to the above-mentioned implementation methods. The specific features of the device and computing device for closed-loop torque control of an electronically controlled engine of a motorcycle of the present invention, such as shape, size and position, can be specifically designed based on the effects of the features disclosed above, and these designs can be implemented by those skilled in the art. Moreover, the technical features disclosed above are not limited to the combination with other features disclosed. Those skilled in the art can also make other combinations between the technical features according to the purpose of the invention, so as to achieve the purpose of the present invention.

Claims

1. A closed-loop torque control method for an electronically controlled motorcycle engine, characterized in that: include: Collect the slope angle and basic engine parameters of the motorcycle when it starts; the basic parameters include rotation speed, vehicle speed, throttle opening, water temperature and ambient temperature; When the slope angle of the motorcycle when starting is greater than a preset threshold, it is determined whether the actual slip speed difference is greater than the preset threshold; If the actual slip speed difference of the motorcycle is greater than a preset threshold, the engine torque compensation value increment and the brake pressure compensation value increment are calculated and output.

2. The closed-loop torque control method for an electronically controlled motorcycle engine according to claim 1, characterized in that: If it is determined that the slope angle when the motorcycle starts is greater than a preset threshold, the motorcycle enters a non-hill start operating condition control mode; if the slope angle when the motorcycle starts is not greater than the preset threshold, the motorcycle enters a hill start operating condition control mode, and the actual slip speed difference is calculated based on the target slip speed of the wheel minus the actual slip speed.

3. The closed-loop torque control method for an electronically controlled motorcycle engine according to claim 2, characterized in that: When the motorcycle is in the hill start control mode, the actual slip speed is obtained by matching the actual slip speed corresponding to the target slip speed in the preset speed difference table, and then the deviation value between the target slip speed and the actual slip speed of the wheel is calculated according to the difference between the target slip speed and the actual slip speed; The engine torque compensation value increment and the brake pressure compensation value increment are calculated according to the deviation between the target slip speed and the actual slip speed of the wheel; The engine torque compensation value and the brake pressure compensation value on the slope road are obtained by cumulative calculation, wherein the engine torque compensation value is calculated according to the following formula: FLC T1=FLC T1+FLCδT, Calculate the brake pressure compensation value, the formula is as follows: FLC P1=FLC P1+FLCδP;wherein, FLC T1 is the engine torque compensation value, FLC P1 is the brake pressure compensation value, FLCδT is the engine torque compensation value increment, and FLCδP is the brake pressure compensation value increment; Output the engine torque compensation value and the brake pressure compensation value.

4. The closed-loop torque control method for an electronically controlled motorcycle engine according to claim 3, characterized in that: When the motorcycle is in the non-hill start operating condition control mode, the engine torque compensation value increment and the brake pressure compensation value increment are both set to zero; no compensation is performed on the engine torque and the brake pressure.

5. The closed-loop torque control method for an electronically controlled motorcycle engine according to claim 2, characterized in that: If the actual slip speed difference of the motorcycle is greater than the set threshold, the motorcycle enters the wheel slip condition control; if the actual slip speed difference of the motorcycle is less than the set threshold, the motorcycle enters the wheel non-slip condition control.

6. The closed-loop torque control method for an electronically controlled motorcycle engine according to claim 5, characterized in that: When the motorcycle is in the wheel slip condition control mode, according to the deviation between the target slip speed and the actual slip speed, the actual slip speed is obtained by matching the actual slip speed corresponding to the target slip speed in the preset speed difference table, and then the deviation between the target slip speed and the actual slip speed of the wheel is calculated according to the difference between the target slip speed and the actual slip speed; The engine torque compensation value increment and the brake pressure compensation value increment are calculated according to the deviation between the target slip speed and the actual slip speed of the wheel; Calculate the engine torque compensation value, the formula is as follows: FLC T1=FLC T1+FLCδT, Calculate the brake pressure compensation value, the formula is as follows: FLC P1=FLC P1+FLCδP;wherein, FLC T1 is the engine torque compensation value, FLC P1 is the brake pressure compensation value, FLCδT is the engine torque compensation value increment, and FLCδP is the brake pressure compensation value increment; Output engine torque compensation value and brake pressure compensation value.

7. The closed-loop torque control method for an electronically controlled motorcycle engine according to claim 5, characterized in that: When the motorcycle is in a wheel non-slip condition control mode, the engine torque compensation value increment and the brake pressure compensation value increment are both set to zero; the engine torque and the brake pressure are not compensated.

8. A motorcycle electronically controlled engine torque closed-loop control device, characterized in that: include: An acquisition input module, used to acquire the slope angle of the motorcycle and the current working state of the engine of the motorcycle; An analysis and calculation module, used for determining the wheel slip state of the motorcycle according to the starting slope and the slip speed difference of the motorcycle, and calculating the engine torque compensation value and the wheel pressure compensation value; The control output module is used to output a torque compensation value and a wheel pressure compensation value for controlling the engine according to the analysis and calculation results of the wheel slip condition of the motorcycle.

9. A computing device comprising: one or more processors; Memory; One or more programs, wherein the one or more programs are stored in the memory and configured to be executed by the one or more processors, the one or more programs comprising instructions for executing the method according to any one of claims 1 to 7.

10. A computer-readable storage medium storing one or more programs, wherein the one or more programs include instructions, and when the instructions are executed by a computing device, the computing device performs the method according to any one of claims 1 to 7.

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