Traction force control system control method and device, controller and storage medium

Abstract

The invention relates to a traction control system control method and device, a controller and a storage medium. The method comprises the steps that in the acceleration process of a target vehicle, a motor rotating speed signal, a motor output signal and the vehicle speed of the target vehicle in the current control period are obtained; obtaining harmonic frequencies and harmonic energy of a plurality of harmonic waves corresponding to the motor rotating speed signal, obtaining a harmonic energy ratio of each harmonic wave according to each harmonic energy, and obtaining a target harmonic wave from the plurality of harmonic waves based on the harmonic energy ratio; under the condition that the harmonic energy proportion or the vehicle speed meets a preset condition, a motor output control gain coefficient is obtained according to the harmonic energy proportion, the vehicle speed and the target harmonic frequency; generating a motor output instruction based on the motor output control gain coefficient and the motor output signal; the motor output instruction is used for controlling motor output of the traction control system of the target vehicle in the current control period. By adopting the method, the acceleration performance and the control stability can be improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and in particular to a traction control system control method, device, controller, computer-readable storage medium and computer program product. Background Art

[0002] With the development of vehicle control technology, during the vehicle acceleration process, the starting can be controlled by the traction control system, namely the TCS system. When the system detects that the vehicle loses traction due to drive wheel slippage when starting or accelerating, it can adjust the engine ignition timing and torque output, and apply the brakes when necessary, to prevent slipping and loss of control, so as to ensure the stability of the vehicle's driving direction.

[0003] However, during vehicle acceleration, due to factors such as the mechanical characteristics of the powertrain and changes in road conditions, periodic traction fluctuations will occur even with the same driving force output. This fluctuation is directly related to the motor speed and transmission system characteristics, and can easily cause wheel slippage due to resonance effects, thereby affecting acceleration performance and handling stability. Summary of the invention

[0004] Based on this, it is necessary to provide a traction control system control method, device, controller, computer-readable storage medium and computer program product that can improve vehicle acceleration performance and handling stability in response to the above technical problems.

[0005] In a first aspect, the present application provides a traction control system control method, comprising:

[0006] During the acceleration of the target vehicle, obtaining a motor speed signal and a motor output signal of the target vehicle in a current control cycle, and a vehicle speed of the target vehicle in the current control cycle;

[0007] Obtaining harmonic frequencies and harmonic energies of multiple harmonics corresponding to the motor speed signal, and obtaining harmonic energy proportions of each harmonic according to each harmonic energy, and obtaining target harmonics from the multiple harmonics based on the harmonic energy proportions;

[0008] When the harmonic energy proportion or the vehicle speed meets a preset condition, obtaining a motor output control gain coefficient corresponding to the current control period according to the harmonic energy proportion, the vehicle speed, and a target harmonic frequency corresponding to the target harmonic;

[0009] Based on the motor output control gain coefficient and the motor output signal, a motor output instruction for the current control cycle is generated; the motor output instruction is used to control the motor output of the traction control system of the target vehicle in the current control cycle.

[0010] In one of the embodiments, when the harmonic energy proportion or the vehicle speed meets the preset conditions, the motor output control gain coefficient corresponding to the current control cycle is obtained according to the harmonic energy proportion, the vehicle speed, and the target harmonic frequency corresponding to the target harmonic, including: obtaining the sum of the harmonic energy proportions according to each of the harmonic energy proportions; when the sum of the harmonic energy proportions is greater than a preset proportional threshold, or the vehicle speed is greater than a preset speed threshold, obtaining a first calibration coefficient, a second calibration coefficient and a third calibration coefficient, and obtaining a frequency response factor coefficient according to the target harmonic frequency; wherein the first calibration coefficient is a reference calibration coefficient, the second calibration coefficient is a calibration coefficient associated with the harmonic energy, the third calibration coefficient is a calibration coefficient associated with the vehicle speed, and the frequency response factor coefficient is used to reflect the response degree of the motor to the target harmonic frequency; the motor output control gain coefficient is obtained according to the product of the first calibration coefficient, the second calibration coefficient and the sum of the harmonic energy proportions, the product of the third calibration coefficient and the vehicle speed, and the frequency response factor coefficient.

[0011] In one of the embodiments, after obtaining the sum of the harmonic energy proportions according to the harmonic energy proportions, it also includes: when the sum of the harmonic energy proportions is less than or equal to the proportion threshold and the vehicle speed is less than or equal to the speed threshold, based on the motor output signal, obtaining a first target motor output signal; and generating a motor output instruction for the current control cycle according to the first target motor output signal.

[0012] In one embodiment, the motor output instruction for the current control cycle is generated based on the motor output control gain coefficient and the motor output signal, including: obtaining a motor output adjustment signal corresponding to the current control cycle according to the motor output control gain coefficient, and obtaining a first target motor output signal according to the motor output signal; when the motor output adjustment signal meets a preset condition, obtaining a second target motor output signal according to the motor output adjustment signal and the first target motor output signal; and generating the motor output instruction according to the second target motor output signal.

[0013] In one of the embodiments, obtaining the motor output adjustment signal corresponding to the current control cycle based on the motor output control gain coefficient includes: obtaining phase data corresponding to the target harmonic; obtaining the motor output adjustment signal based on the motor output control gain coefficient, the target harmonic frequency, and the phase data.

[0014] In one of the embodiments, when the motor output adjustment signal satisfies a preset condition, a second target motor output signal is obtained according to the motor output adjustment signal and the first target motor output signal, including: obtaining historical motor output adjustment signals corresponding to a preset number of historical control cycles before the current control cycle; when the sum of each of the historical motor output adjustment signals and the motor output adjustment signal is less than or equal to a preset motor output adjustment change rate threshold, obtaining the second target motor output signal according to the motor output adjustment signal and the first target motor output signal.

[0015] In a second aspect, the present application further provides a traction control system control device, comprising:

[0016] A vehicle signal acquisition module, used to acquire the motor speed signal and motor output signal of the target vehicle in the current control cycle, and the vehicle speed of the target vehicle in the current control cycle during the acceleration process of the target vehicle;

[0017] A target harmonic determination module, used to obtain the harmonic frequencies and harmonic energies of multiple harmonics corresponding to the motor speed signal, and obtain the harmonic energy proportion of each harmonic according to each harmonic energy, and obtain the target harmonic from the multiple harmonics based on the harmonic energy proportion;

[0018] A control gain acquisition module, configured to acquire a motor output control gain coefficient corresponding to the current control period according to the harmonic energy proportion, the vehicle speed, and a target harmonic frequency corresponding to the target harmonic, when the harmonic energy proportion or the vehicle speed meets a preset condition;

[0019] A control instruction generation module is used to generate a motor output instruction for the current control cycle based on the motor output control gain coefficient and the motor output signal; the motor output instruction is used to control the motor output of the traction control system of the target vehicle in the current control cycle.

[0020] In a third aspect, the present application further provides a controller comprising a memory and a processor, wherein the memory stores a computer program, and the processor implements the steps of the method described in any one of the embodiments of the first aspect when executing the computer program.

[0021] In a fourth aspect, the present application further provides a computer-readable storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements the steps of the method described in any one of the embodiments of the first aspect.

[0022] In a fifth aspect, the present application further provides a computer program product, comprising a computer program, which, when executed by a processor, implements the steps of the method described in any one of the embodiments of the first aspect.

[0023] The above-mentioned traction control system control method, device, controller, storage medium and computer program product obtain the motor speed signal, motor output signal and vehicle speed of the target vehicle in the current control cycle during the acceleration process of the target vehicle; obtain the harmonic frequency and harmonic energy of multiple harmonics corresponding to the motor speed signal, and obtain the harmonic energy proportion of each harmonic according to each harmonic energy, and obtain the target harmonic from the multiple harmonics based on the harmonic energy proportion; when the harmonic energy proportion or the vehicle speed meets the preset conditions, obtain the motor output control gain coefficient corresponding to the current control cycle according to the harmonic energy proportion, the vehicle speed and the target harmonic frequency corresponding to the target harmonic; generate the motor output command for the current control cycle based on the motor output control gain coefficient and the motor output signal; the motor output command is used to control the motor output of the traction control system of the target vehicle in the current control cycle. The present application obtains the motor speed signal, motor output signal and vehicle speed in the current control cycle when the target vehicle starts, and can further obtain the harmonic frequency and harmonic energy of multiple harmonics corresponding to the motor speed signal, thereby obtaining the proportion of each harmonic energy and determining the target harmonic. If the harmonic energy proportion or the vehicle speed meets the preset conditions, the harmonic energy proportion, vehicle speed and the frequency of the target harmonic can be used to obtain the motor output control gain coefficient of the current control cycle, thereby generating a motor output command to control the motor output. In this way, the aggravation of wheel slip due to resonance effect can be suppressed, thereby improving acceleration performance and handling stability. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the related technologies, the drawings required for use in the embodiments or the related technical descriptions are briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0025] Figure 1 A schematic flow chart of a control method of a traction control system in one embodiment;

[0026] Figure 2 A schematic diagram of a process for obtaining a motor output control gain coefficient in one embodiment;

[0027] Figure 3 A schematic diagram of a process for generating a motor output command in one embodiment;

[0028] Figure 4 It is a flowchart of a vibration compensation control method of a traction control system in one embodiment;

[0029] Figure 5 A schematic diagram of a flow chart of harmonic characteristic analysis in one embodiment;

[0030] Figure 6 A schematic diagram of a flow chart of control strategy execution in one embodiment;

[0031] Figure 7 is a structural block diagram of a traction control system control device in one embodiment;

[0032] Figure 8 FIG. 4 is a diagram showing the internal structure of a controller in one embodiment. DETAILED DESCRIPTION

[0033] In order to make the purpose, technical solution and advantages of the present application more clearly understood, the present application is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0034] In one embodiment, Figure 1 As shown, a traction control system control method is provided. This embodiment takes the method applied to a controller as an example, and the controller can be used to control the traction control system. In this embodiment, the method includes the following steps:

[0035] Step S101, during the acceleration process of the target vehicle, obtaining the motor speed signal, the motor output signal, and the vehicle speed of the target vehicle in the current control cycle.

[0036] The target vehicle refers to a vehicle that is in the process of starting, and the current control cycle is any control cycle for the traction control system during the starting process of the target vehicle. During the starting process of the target vehicle, the traction control system may be controlled according to the control cycle, and the control process needs to be controlled according to vehicle-related data collected in the current control cycle, for example, the motor speed signal and motor output signal collected in the current control cycle, such as the motor output torque or output current, and the vehicle speed of the target vehicle, etc.

[0037] Specifically, during the starting process of the target vehicle, the motor speed signal, motor output signal and vehicle speed of the target vehicle in the current control cycle can be collected by sensors installed on the target vehicle.

[0038] Step S102, obtaining the harmonic frequencies and harmonic energies of multiple harmonics corresponding to the motor speed signal, and obtaining the harmonic energy proportion of each harmonic according to the harmonic energy, and obtaining the target harmonic from the multiple harmonics based on the harmonic energy proportion.

[0039] Harmonic frequency refers to the frequency corresponding to the multiple harmonics contained in the motor speed signal, while harmonic energy refers to the signal energy corresponding to each harmonic, and harmonic energy ratio refers to the ratio of each harmonic energy to the total energy of the motor speed signal. After obtaining the motor speed signal, the controller can obtain the frequency and energy corresponding to the multiple harmonics contained in the motor speed signal as multiple harmonic frequencies and harmonic energies, and then further calculate the harmonic energy ratio corresponding to each harmonic according to the harmonic energy corresponding to each harmonic.

[0040] The target harmonic can be understood as the main harmonic that causes the motor speed signal to produce traction fluctuations. In this embodiment, after obtaining the harmonic energy ratio corresponding to each harmonic, the controller can also determine the target harmonic from multiple harmonics based on the harmonic energy ratio corresponding to each harmonic. For example, the harmonic with the largest harmonic energy ratio can be used as the target harmonic.

[0041] For example, the harmonic frequencies corresponding to multiple harmonics can be calculated using the following formula:

[0042]

[0043] in, Indicates the fundamental frequency corresponding to the motor speed signal, represents the harmonic frequency of the nth harmonic, for example represents the harmonic frequency of the second harmonic, which is twice the fundamental frequency, and It represents the harmonic frequency of the third harmonic, which is three times the fundamental frequency, and so on.

[0044] The fundamental frequency corresponding to the motor speed signal It can be calculated by the following formula:

[0045]

[0046] in, Indicates the fundamental frequency corresponding to the motor speed signal, and the motor speed signal can be obtained through To express.

[0047] After obtaining the harmonic frequency of each harmonic, the harmonic energy of each harmonic can be calculated. For example, the spectrum signal value corresponding to each harmonic frequency can be used as the signal amplitude of each harmonic frequency. Then, the signal amplitude can be used to obtain the harmonic energy of each harmonic. For example, the square value of the signal amplitude matching each harmonic frequency can be used as the harmonic energy of each harmonic. If the signal amplitude of the nth harmonic in the wheel phase spectrum signal can be expressed as The harmonic energy of each harmonic can be expressed as To express.

[0048] Step S103, when the harmonic energy proportion or the vehicle speed meets the preset conditions, the motor output control gain coefficient corresponding to the current control cycle is obtained according to the harmonic energy proportion, the vehicle speed, and the target harmonic frequency corresponding to the target harmonic.

[0049] The preset condition may be a pre-set condition for determining whether to introduce a motor output control gain coefficient for motor output torque control or current control, and the motor output control gain coefficient is an adjustment coefficient for adjusting the output signal during the control process of the traction control system. The adjustment coefficient may be determined based on the harmonic energy proportion corresponding to each harmonic, the vehicle speed of the target vehicle, and the harmonic frequency corresponding to the target harmonic, that is, the target harmonic frequency.

[0050] Specifically, if the above-mentioned harmonic energy proportion or one of the vehicle speeds meets the preset conditions, the controller can use the harmonic energy proportion of each harmonic, the vehicle speed of the target vehicle in the current control cycle, and the target harmonic frequency of the target harmonic to calculate the motor output control gain coefficient corresponding to the current control cycle.

[0051] Step S104, generating a motor output instruction for the current control cycle based on the motor output control gain coefficient and the motor output signal; the motor output instruction is used to control the motor output of the traction control system of the target vehicle in the current control cycle.

[0052] The motor output command refers to the control command used by the controller to control the motor output of the traction control system of the target vehicle in the current control cycle. After obtaining the motor output control gain coefficient, the controller can combine the control gain coefficient and the motor output signal to generate the motor output command for the current control cycle. Since the motor output control gain coefficient can be used to adjust the motor output adjustment gradient of the traction control system during the control process to avoid vibration divergence caused by excessive adjustment gradient, the generated motor output command can also control the vibration divergence caused by excessive motor output adjustment gradient in the traction control system in the current control cycle.

[0053] In the above-mentioned traction control system control method, during the acceleration process of the target vehicle, the motor speed signal, the motor output signal and the vehicle speed of the target vehicle in the current control cycle are obtained; the harmonic frequencies and harmonic energies of multiple harmonics corresponding to the motor speed signal are obtained, and the harmonic energy proportion of each harmonic is obtained according to each harmonic energy, and the target harmonic is obtained from the multiple harmonics based on the harmonic energy proportion; when the harmonic energy proportion or the vehicle speed meets the preset conditions, the motor output control gain coefficient corresponding to the current control cycle is obtained according to the harmonic energy proportion, the vehicle speed and the target harmonic frequency corresponding to the target harmonic; based on the motor output control gain coefficient and the motor output signal, a motor output instruction for the current control cycle is generated; the motor output instruction is used to control the motor output of the traction control system of the target vehicle in the current control cycle. The present application obtains the motor speed signal, motor output signal and vehicle speed in the current control cycle when the target vehicle starts, and can further obtain the harmonic frequency and harmonic energy of multiple harmonics corresponding to the motor speed signal, thereby obtaining the proportion of each harmonic energy and determining the target harmonic. If the harmonic energy proportion or the vehicle speed meets the preset conditions, the harmonic energy proportion, vehicle speed and the frequency of the target harmonic can be used to obtain the motor output control gain coefficient of the current control cycle, thereby generating a motor output command to control the motor output. In this way, the aggravation of wheel slip due to resonance effect can be suppressed, thereby improving acceleration performance and handling stability.

[0054] In one embodiment, Figure 2 As shown, step S103 may further include:

[0055] Step S201, obtaining the total harmonic energy proportion according to the harmonic energy proportion.

[0056] The total harmonic energy proportion refers to the sum of the energy proportions of each harmonic. After obtaining the harmonic energy proportion of each harmonic, the controller can sum the above harmonic energy proportions to obtain the total harmonic energy proportion.

[0057] Step S202, when the sum of the harmonic energy proportions is greater than a preset proportion threshold, or the vehicle speed is greater than a preset speed threshold, obtain the first calibration coefficient, the second calibration coefficient and the third calibration coefficient, and obtain the frequency response factor coefficient according to the target harmonic frequency; wherein the first calibration coefficient is a reference calibration coefficient, the second calibration coefficient is a calibration coefficient associated with the harmonic energy, the third calibration coefficient is a calibration coefficient associated with the vehicle speed, and the frequency response factor coefficient is used to reflect the response degree of the motor to the target harmonic frequency.

[0058] The preset proportional threshold refers to a preset energy proportional threshold. If the sum of the harmonic energy proportions is greater than the preset proportional threshold, it means that the energy of each harmonic accounts for a large proportion of the total signal energy of the motor speed signal. Similarly, the preset speed threshold refers to a preset vehicle speed threshold. If the vehicle speed is greater than the preset speed threshold, it means that the vehicle speed is faster during the current control cycle. In this embodiment, if the energy of each harmonic accounts for a large proportion of the total signal energy of the motor speed signal, or the vehicle speed is faster, the controller will introduce a motor output control gain coefficient to assist in control to suppress vibration divergence.

[0059] The first calibration coefficient is a pre-set reference calibration coefficient, the second calibration coefficient refers to the calibration coefficient associated with each harmonic energy, and the third calibration coefficient is the calibration speed associated with the vehicle speed. The above calibration coefficients can be pre-calibrated, and the frequency response factor coefficient is used to characterize the motor at the main interference frequency, that is, the target harmonic frequency. The frequency response factor under this condition can be determined according to the target harmonic frequency, and the response factor is used to reflect the response degree of the motor to the target harmonic frequency.

[0060] Specifically, if the total harmonic energy proportion obtained in step S201 is greater than the preset proportion threshold, or the vehicle speed is greater than the preset speed threshold, the controller can determine that it may be necessary to introduce a motor output control gain coefficient to perform motor output control. Therefore, the pre-calibrated first calibration coefficient, second calibration coefficient and third calibration coefficient can be obtained, and the corresponding frequency response factor coefficient can be obtained according to the target harmonic frequency.

[0061] Step S203, obtaining a motor output control gain coefficient according to the first calibration coefficient, the product of the second calibration coefficient and the sum of the harmonic energy proportions, the product of the third calibration coefficient and the vehicle speed, and the frequency response factor coefficient.

[0062] After obtaining the first calibration coefficient, the second calibration coefficient, the third calibration coefficient and the frequency response factor coefficient, the product of the second calibration coefficient and the total harmonic energy proportion can be calculated first, and the product of the third calibration coefficient and the vehicle speed can be calculated. Finally, the first calibration coefficient, the frequency response factor coefficient and the above two products are combined to obtain the final motor output control gain coefficient.

[0063] For example, the harmonic energy proportion of multiple harmonics can refer to the energy proportion of the 1st to 5th harmonics, and the total harmonic energy proportion E can be expressed as:

[0064]

[0065] in, Indicates the harmonic energy proportion of each harmonic.

[0066] The motor output control gain coefficient K can be calculated by the following formula:

[0067]

[0068] Where K represents the motor output control gain coefficient, represents the first calibration coefficient, represents the second calibration coefficient, E represents the total harmonic energy proportion, represents the third calibration coefficient, v represents the vehicle speed, Indicates the target harmonic frequency The corresponding frequency response factor coefficient.

[0069] In this embodiment, whether to use the motor output control gain coefficient to control the motor output can be determined by comparing the sum of the proportions of each harmonic energy with a preset proportion threshold, and comparing the size relationship between the vehicle speed and the preset speed threshold. If the motor output control gain coefficient needs to be used to control the motor output, the pre-calibrated first calibration coefficient, second calibration coefficient and third calibration coefficient can be obtained, and the frequency response factor coefficient can be determined according to the target harmonic frequency, so as to use the above coefficients to calculate the motor output control gain coefficient. In this way, the accuracy of obtaining the motor output control gain coefficient can be improved.

[0070] In addition, after obtaining the harmonic energy proportion of each harmonic according to the energy of each harmonic, it can also include: when the total harmonic energy proportion is greater than a preset second proportional threshold and the vehicle speed is less than the speed threshold, based on the motor output signal, obtaining the first target motor output signal; the second proportional threshold is less than the proportional threshold; generating a motor output instruction for the current control cycle according to the first target motor output signal.

[0071] However, if the harmonic energy proportion and the vehicle speed do not meet the preset conditions, for example, the sum of the harmonic energy proportions is less than or equal to the preset ratio threshold, and the vehicle speed is less than or equal to the preset speed threshold, then there is no need to introduce the motor output control gain coefficient to generate the motor output command, but the motor output signal is directly used to generate the motor output command.

[0072] The first target motor output signal refers to the motor output adjustment target of the current control cycle obtained directly from the motor output signal. In this embodiment, if the harmonic energy ratio and the vehicle speed do not meet the preset conditions, the controller can directly calculate the motor output adjustment target in the current control cycle based on the motor output signal collected in the current control cycle as the first target motor output signal. The first target motor output signal can then be further used to generate the motor output command in the current control cycle. In this way, the motor output control of the traction control system can be ensured when the harmonic energy ratio and the vehicle speed do not meet the preset conditions, thereby ensuring the safety of the traction control system.

[0073] In this embodiment, if the harmonic energy ratio and the vehicle speed do not meet the preset conditions, the current torque output data collected in the current control cycle can be directly used to generate the torque output control command. In this way, the torque output control of the traction control system can be ensured when the harmonic energy ratio and the vehicle speed do not meet the preset conditions, thereby ensuring the safety of the traction control system.

[0074] In one embodiment, Figure 3 As shown, step S104 may further include:

[0075] Step S301 : acquiring a motor output adjustment signal corresponding to a current control cycle according to a motor output control gain coefficient, and obtaining a first target motor output signal according to the motor output adjustment signal.

[0076] The motor output adjustment signal is an adjustment signal obtained by the motor output control gain coefficient and is used to adjust the motor output target. After obtaining the motor output control gain coefficient, the controller can use the motor output control gain coefficient to obtain the motor output adjustment signal corresponding to the current control cycle, and can also use the collected motor output signal in the current control cycle to obtain the motor output target, that is, to obtain the first target motor output signal.

[0077] Step S302, when the motor output adjustment signal meets a preset condition, obtaining a second target motor output signal according to the motor output adjustment signal and the first target motor output signal;

[0078] Step S303: generating a motor output instruction according to the second target motor output signal.

[0079] The second target motor output signal is the motor output adjustment target obtained after the motor output adjustment signal is updated. Specifically, after obtaining the motor output adjustment signal, the controller can also determine whether the motor output adjustment signal meets a pre-set condition. Only when the condition is met, the controller uses the motor output adjustment signal and the first target motor output signal to obtain the second target motor output signal, thereby generating a motor output instruction using the second target motor output signal.

[0080] For example, the second target motor output signal is Then the second target motor output signal can be obtained by the following formula:

[0081]

[0082] Among them, represents the first target motor output signal, and Indicates the motor output adjustment signal.

[0083] In this embodiment, after obtaining the motor output control gain coefficient, the coefficient can also be used to obtain the motor output adjustment signal, and only after the motor output adjustment signal meets the preset conditions, the motor output adjustment signal is used to adjust the motor output adjustment target, and the second target motor output signal is obtained to generate the motor output instruction. In this way, the stability of the traction control system can be further improved.

[0084] Furthermore, step S301 may further include: acquiring phase data corresponding to the target harmonic; and obtaining a motor output adjustment signal according to the motor output control gain coefficient, the target harmonic frequency, and the phase data.

[0085] In this embodiment, after obtaining the target harmonic, the controller can determine the harmonic frequency corresponding to the target harmonic, i.e., the target harmonic frequency, and can also obtain the phase data corresponding to the target harmonic. Then, the motor output control gain coefficient, the target harmonic frequency, and the phase data corresponding to the target harmonic can be used to obtain the motor output adjustment signal.

[0086] For example, the motor output adjustment signal is Indicates that the motor output adjustment signal can be obtained by the following formula:

[0087]

[0088] Where K represents the motor output control gain coefficient, represents the target harmonic frequency, and Indicates the phase data corresponding to the target harmonic.

[0089] In this embodiment, the controller can also use the torque output control gain coefficient, the target harmonic frequency and the phase data to obtain the motor output adjustment signal. In this way, the accuracy and efficiency of obtaining the motor output adjustment signal can be improved.

[0090] In addition, step S302 may further include: obtaining historical motor output adjustment signals corresponding to a preset number of historical control cycles before the current control cycle; when the sum of each historical motor output adjustment signal and the motor output adjustment signal is less than or equal to a preset motor output adjustment change rate threshold, obtaining a second target motor output signal based on the motor output adjustment signal and the first target motor output signal.

[0091] The historical control cycle refers to a preset number of control cycles before the current control cycle, for example, it can be the first 5 control cycles before the current control cycle as the historical control cycle, and the historical motor output adjustment signal refers to the motor output adjustment signal corresponding to the historical control cycle. In this embodiment, the preset condition satisfied by the motor output adjustment signal can be a preset integral protection condition. Therefore, the controller can combine the historical motor output adjustment signal within the historical control cycle and the motor output adjustment signal of the current control cycle to determine whether the motor output adjustment signal of the current braking cycle meets the preset condition.

[0092] Specifically, after generating the motor output adjustment signal of the current control cycle, the controller can further obtain the historical motor output adjustment signals of a preset number of historical control cycles before the current control cycle, and then sum the motor output adjustment signal and each historical motor output adjustment signal, and determine whether the summation result is less than or equal to a preset motor output adjustment change rate threshold. The threshold can be used as an integral protection condition. If the summation result is less than or equal to the preset motor output adjustment change rate threshold, that is, the integral protection condition is met, the controller will obtain the second target motor output signal based on the motor output adjustment signal and the first target motor output signal.

[0093] For example, the motor output adjustment change rate threshold can be preset. If the motor output adjustment signal corresponding to the current control cycle The following conditions are met:

[0094]

[0095] in, The maximum motor output adjustment signal representing the current control cycle can be obtained based on the difference between the motor output adjustment change rate threshold and each historical motor output adjustment signal. If the motor output adjustment signal meets the above conditions, it means that the motor output adjustment signal meets the preset conditions at this time. At this time, the controller can use the motor output adjustment signal and the first target motor output signal to obtain the second target motor output signal to generate a motor output instruction.

[0096] If the motor output adjustment signal does not meet the above conditions, that is, the motor output adjustment signal does not meet the preset conditions, the controller can As the corrected motor output adjustment signal, the corrected motor output adjustment signal and the first target motor output signal are used to obtain the third target motor output signal to generate a motor output instruction.

[0097] In this embodiment, it is also possible to determine whether the integral protection condition is met by comparing the motor output adjustment signal and the sum of each historical motor output adjustment signal to see whether it is less than or equal to a preset motor output adjustment change rate threshold. Only when it is met, the second target motor output signal is obtained based on the motor output adjustment signal and the first target motor output signal. In this way, it can be ensured that the motor output adjustment signal can meet the integral protection condition, thereby further improving the safety of the traction control system.

[0098] In one embodiment, a traction control system vibration compensation control method is also provided. Figure 4 As shown, this method may include steps such as signal acquisition, harmonic feature analysis, and control strategy execution. The specific implementation process is as follows:

[0099] Step S1: signal acquisition. This embodiment is configured with the following sensors: The motor speed sensor is used to collect the real-time motor speed. Data processing will first detect the validity of the data at each sampling point, check whether the signal is within the range, check the signal continuity, and mark abnormal data points. Then the data is smoothed, and a sliding average filter is applied to remove mutation points and compensate for sensor delay. This part will be processed uniformly in the system sensor part.

[0100] Step S2: Harmonic feature analysis. It mainly extracts the characteristics of interference, which is used to provide a decision basis for the subsequent control strategy. It can accurately identify the vibration characteristics during braking and provide accurate timing judgment for control intervention. The specific process of this step can be as follows: Figure 5 shown.

[0101] Step S2.1: Determine the base frequency. Since this type of interference mainly comes from the motor output characteristics and transmission system, it is directly related to the motor speed. Calculate the base frequency based on the motor speed signal , update the fundamental frequency value in real time to adapt to the speed change. Determine the 1st to 5th harmonic frequency range, the nth harmonic frequency Considering the frequency fluctuation, establish the frequency observation window: [0.8 , 1.2 ].

[0102] Step S2.2: FFT analysis. Based on the collected motor speed signal, the data window length is designed to ensure that at least two complete cycles of the fundamental frequency are included. The data is preprocessed to remove the DC component and the Hanning window is applied to reduce spectrum leakage. Fast Fourier transform is performed to obtain the spectrum characteristics, focusing on the 1st to 5th harmonic frequency band. Through real-time updated spectrum analysis, the slip characteristics and their changing trends during acceleration are accurately captured.

[0103] Step S2.3: Energy calculation and analysis. Extract the amplitude of each harmonic component , calculate the energy and phase information Then calculate the total energy is the sum of all the energy of the wheel angular velocity signal. Then calculate the proportion of harmonic energy , and identify the main interference frequency. Analyze the time-varying characteristics of energy proportion, evaluate the frequency offset, and provide decision-making basis for control strategy.

[0104] Step S3: Control strategy execution. This control strategy uses a multi-level monitoring and adjustment mechanism to ensure the safety and effectiveness of TCS control. Monitor whether the harmonic energy exceeds the basic threshold, and trigger control if it exceeds. Identify the frequency with the maximum energy share, reduce the motor torque output change rate at the interference peak corresponding to this frequency, and apply slight braking pressure to the slipping wheel when necessary to achieve resonance suppression.

[0105] This control strategy adopts a hierarchical and progressive control architecture to achieve efficient and stable control of the TCS system through real-time monitoring of harmonic characteristics, dynamic adjustment of control parameters and multiple safety protections. The control strategy mainly includes the following steps: Figure 6 shown.

[0106] Step S3.1: Intervention determination and initialization. In this stage, the total harmonic energy proportion E of the motor output torque or wheel speed is monitored in real time. A basic threshold is set , used to determine whether intervention control is needed. When the proportion of any harmonic energy exceeds the threshold, it satisfies , triggers control intervention. In addition, in order to ensure the safety of control intervention, it is also necessary to obtain information such as vehicle speed v and motor working status in real time to check whether the system is working within the normal range. For example, the control strategy is only allowed to intervene when the vehicle is in a stable driving state and there are no other fault alarms.

[0107] Step S3.2: Control strategy selection and parameter optimization. Based on the working condition identification results, the system adopts an adaptive control strategy matrix. Under standard working conditions, control is mainly achieved by adjusting the motor torque. Within the interference frequency range, the existing control input is maintained to reduce the excitation of resonance; under other working conditions, braking force intervention is used. The control parameters are dynamically adjusted with the vehicle speed: the control threshold is tightened in the high-speed section and the threshold is relaxed in the low-speed section.

[0108] According to the parameters such as the total harmonic energy proportion E and the vehicle speed v, an appropriate control strategy is selected. The strategy selection and switching mechanism is as follows:

[0109] Hold strategy: Applicable to the case where the harmonic energy ratio just exceeds the threshold, that is, The vehicle speed is low The control system keeps the current output command unchanged to avoid introducing new interference.

[0110] Dynamic gain adjustment strategy: When the harmonic energy ratio is significantly higher than the threshold, that is, or vehicle speed is high By introducing the motor response factor, the control gain is dynamically adjusted to accurately suppress interference.

[0111] Strategy switching mechanism:

[0112] Threshold setting: Basic threshold , used to determine whether intervention control is needed; high threshold The critical value used for strategy selection usually satisfies ; Speed ​​threshold The threshold used to distinguish between high and low vehicle speeds.

[0113] When E and v meet different conditions, the control strategy switches between the holding strategy and the dynamic gain adjustment strategy to adapt to different operating conditions.

[0114] Step S3.3: Control execution and dynamic optimization: In the control adjustment stage, specific control measures are implemented according to the selected control strategy.

[0115] Keep strategy. Keep the current motor output (such as torque command, current command) unchanged to avoid applying new excitation to the system. When the interference is light or the vehicle speed is low, the frequent adjustment of the control system is reduced to maintain the stability of the vehicle.

[0116] Dynamic gain adjustment strategy. In the calculation of control gain, the frequency response characteristics of the motor are introduced, and the motor response factor is included in the calculation of control gain. The calculation formula of control gain K is:

[0117]

[0118] Where K represents the motor output control gain coefficient, represents the first calibration coefficient, represents the second calibration coefficient, E represents the total harmonic energy proportion, represents the third calibration coefficient, v represents the vehicle speed, Indicates the target harmonic frequency The corresponding frequency response factor coefficient.

[0119] Control system in , , The three calibration factors have a significant impact on system performance. As the basic gain coefficient, it is calibrated in the range of 0.1-0.5 and is mainly determined in stationary or low-speed states to provide basic suppression capability for the system. As the harmonic energy correlation coefficient, the value range is between 0.5-2.0 and needs to be calibrated under different jitter intensities to ensure that the system responds appropriately to various degrees of jitter. is the speed correlation coefficient, with a value range of 0.01-0.1. It needs to be verified under different vehicle speed conditions, with special attention paid to the system stability under high-speed conditions. The calibration process should follow ,back ,at last The order of calibration and the coupling relationship between the three should be considered. After calibration, comprehensive verification is required to ensure that the system can work stably under various working conditions. A calibration database is established, and adaptive algorithms can be introduced to achieve dynamic adjustment when necessary to obtain better control effects. Finally, the long-term reliability of the system is verified through real vehicle testing.

[0120] Motor response factor The frequency response characteristics of the motor can be obtained through experiments or simulations, expressed as the amplitude gain of input signals of different frequencies. In practical applications, the frequency response curve of the motor can be established and obtained by looking up the table or calculating in the control algorithm. .

[0121] Calculate the adjustment amount of the control command (Take torque as an example):

[0122]

[0123] in: is the adjustment amount of the torque command; is the main interfering harmonic frequency; is the phase of the harmonic.

[0124] When updating the control command, the adjustment amount is added to the current torque command:

[0125]

[0126] And the control signal is smoothed. Change rate limit, in order to prevent the sudden change of the control command from causing new interference, set the change rate limit of the control signal: Among them, is the maximum permissible rate of change of torque. Then filter the control command to eliminate high-frequency components. Monitor the control effect in real time and evaluate the interference suppression. According to the feedback, dynamically adjust the control gain K and its related parameters to optimize the control performance.

[0127] The jitter compensation control method for the traction control system provided in this embodiment adopts innovative harmonic analysis and suppression technology, which has significant advantages over control methods without such compensation. The system can identify slip trends in advance, effectively reduce control lag, and show better performance under extreme conditions. Through precise harmonic identification and intelligent torque regulation, the system improves acceleration performance, while extending tire service life by reducing unnecessary torque fluctuations and slippage. In addition, this control strategy provides more comprehensive protection for the powertrain system, can effectively reduce the impact load of the transmission system, improve the smoothness and stability of the vehicle's power response, achieve the optimal balance between acceleration performance and system protection, and provide users with a better driving experience.

[0128] It should be understood that, although the various steps in the flowcharts involved in the above-mentioned embodiments are displayed in sequence according to the indication of the arrows, these steps are not necessarily executed in sequence according to the order indicated by the arrows. Unless there is a clear explanation in this article, the execution of these steps does not have a strict order restriction, and these steps can be executed in other orders. Moreover, at least a part of the steps in the flowcharts involved in the above-mentioned embodiments can include multiple steps or multiple stages, and these steps or stages are not necessarily executed at the same time, but can be executed at different times, and the execution order of these steps or stages is not necessarily to be carried out in sequence, but can be executed in turn or alternately with other steps or at least a part of the steps or stages in other steps.

[0129] Based on the same inventive concept, the embodiment of the present application also provides a traction control system control device for implementing the traction control system control method involved above. The implementation scheme for solving the problem provided by the device is similar to the implementation scheme recorded in the above method, so the specific limitations of one or more traction control system control device embodiments provided below can refer to the limitations of the traction control system control method above, and will not be repeated here.

[0130] In one embodiment, Figure 7As shown, a traction control system control device is provided, comprising: a vehicle signal acquisition module 701, a target harmonic determination module 702, a control gain acquisition module 703 and a control instruction generation module 704, wherein:

[0131] The vehicle signal acquisition module 701 is used to acquire the motor speed signal and motor output signal of the target vehicle in the current control cycle, and the vehicle speed of the target vehicle in the current control cycle during the acceleration process of the target vehicle;

[0132] The target harmonic determination module 702 is used to obtain the harmonic frequencies and harmonic energies of the multiple harmonics corresponding to the motor speed signal, and obtain the harmonic energy proportion of each harmonic according to the harmonic energy, and obtain the target harmonic from the multiple harmonics based on the harmonic energy proportion;

[0133] A control gain acquisition module 703 is used to acquire a motor output control gain coefficient corresponding to the current control period according to the harmonic energy proportion, the vehicle speed, and the target harmonic frequency corresponding to the target harmonic when the harmonic energy proportion or the vehicle speed meets a preset condition;

[0134] The control instruction generation module 704 is used to generate a motor output instruction for the current control cycle based on the motor output control gain coefficient and the motor output signal; the motor output instruction is used to control the motor output of the traction control system of the target vehicle in the current control cycle.

[0135] In one embodiment, the control gain acquisition module 703 is further used to obtain the sum of harmonic energy proportions based on the harmonic energy proportions; when the sum of the harmonic energy proportions is greater than a preset proportional threshold, or the vehicle speed is greater than a preset speed threshold, obtain the first calibration coefficient, the second calibration coefficient and the third calibration coefficient, and obtain the frequency response factor coefficient based on the target harmonic frequency; wherein the first calibration coefficient is a reference calibration coefficient, the second calibration coefficient is a calibration coefficient associated with the harmonic energy, the third calibration coefficient is a calibration coefficient associated with the vehicle speed, and the frequency response factor coefficient is used to reflect the response degree of the motor to the target harmonic frequency; the motor output control gain coefficient is obtained according to the product of the first calibration coefficient, the second calibration coefficient and the sum of the harmonic energy proportions, the product of the third calibration coefficient and the vehicle speed, and the frequency response factor coefficient.

[0136] In one embodiment, the control instruction generation module 704 is also used to obtain a first target motor output signal based on the motor output signal when the total proportion of the harmonic energy is less than or equal to the proportion threshold and the vehicle speed is less than or equal to the speed threshold; and generate a motor output instruction for the current control cycle according to the first target motor output signal.

[0137] In one embodiment, the control instruction generation module 704 is further used to obtain the motor output adjustment signal corresponding to the current control cycle according to the motor output control gain coefficient, and obtain a first target motor output signal according to the motor output signal; when the motor output adjustment signal meets a preset condition, obtain a second target motor output signal according to the motor output adjustment signal and the first target motor output signal; and generate the motor output instruction according to the second target motor output signal.

[0138] In one embodiment, the control instruction generation module 704 is further used to obtain phase data corresponding to the target harmonic; and obtain the motor output adjustment signal according to the motor output control gain coefficient, the target harmonic frequency, and the phase data.

[0139] In one embodiment, the control instruction generation module 704 is further used to obtain historical motor output adjustment signals corresponding to a preset number of historical control cycles before the current control cycle; when the sum of each of the historical motor output adjustment signals and the motor output adjustment signal is less than or equal to a preset motor output adjustment change rate threshold, a second target motor output signal is obtained based on the motor output adjustment signal and the first target motor output signal.

[0140] Each module in the above traction control system control device can be implemented in whole or in part by software, hardware or a combination thereof. Each module can be embedded in or independent of the processor in the controller in the form of hardware, or can be stored in the memory in the controller in the form of software, so that the processor can call and execute the corresponding operations of each module.

[0141] In one embodiment, a controller is provided, whose internal structure diagram can be as follows: Figure 8As shown. The controller includes a processor, a memory, an input / output interface and a communication interface. The processor, the memory and the input / output interface are connected through a system bus, and the communication interface is connected to the system bus through the input / output interface. The processor of the controller is used to provide computing and control capabilities. The memory of the controller includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system and a computer program. The internal memory provides an environment for the operation of the operating system and the computer program in the non-volatile storage medium. The input / output interface of the controller is used to exchange information between the processor and an external device. The communication interface of the controller is used to communicate with an external terminal in a wired or wireless manner, and the wireless manner can be implemented through WIFI, a mobile cellular network, near field communication (NFC) or other technologies. When the computer program is executed by the processor, a traction control system control method is implemented.

[0142] Those skilled in the art will understand that Figure 8 The structure shown in the figure is merely a block diagram of a partial structure related to the scheme of the present application, and does not constitute a limitation on the controller to which the scheme of the present application is applied. The specific controller may include more or fewer components than shown in the figure, or combine certain components, or have a different arrangement of components.

[0143] In one embodiment, a controller is further provided, including a memory and a processor, wherein a computer program is stored in the memory, and the processor implements the steps in the above-mentioned method embodiments when executing the computer program.

[0144] In one embodiment, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the steps in the above-mentioned method embodiments are implemented.

[0145] In one embodiment, a computer program product is provided, including a computer program, which implements the steps in the above method embodiments when executed by a processor.

[0146] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, stored data, displayed data, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of relevant data must comply with relevant regulations.

[0147] A person of ordinary skill in the art can understand that all or part of the processes in the above-mentioned embodiment method can be completed by instructing the relevant hardware through a computer program, and the computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above-mentioned methods. Among them, any reference to the memory, database or other medium used in the embodiments provided in the present application can include at least one of non-volatile memory and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. As an illustration and not limitation, RAM can be in various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM). The database involved in each embodiment provided in this application may include at least one of a relational database and a non-relational database. Non-relational databases may include distributed databases based on blockchains, etc., but are not limited to this. The processor involved in each embodiment provided in this application may be a general-purpose processor, a central processing unit, a graphics processor, a digital signal processor, a programmable logic device, a data processing logic device based on quantum computing, an artificial intelligence (AI) processor, etc., but are not limited to this.

[0148] The technical features of the above embodiments may be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this application.

[0149] The above-described embodiments only express several implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be understood as limiting the scope of the present application. It should be pointed out that, for a person of ordinary skill in the art, several variations and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the protection scope of the present application shall be subject to the attached claims.

Claims

1. A traction control system control method, characterized in that: The method comprises: During the acceleration of the target vehicle, obtaining a motor speed signal and a motor output signal of the target vehicle in a current control cycle, and a vehicle speed of the target vehicle in the current control cycle; Obtaining harmonic frequencies and harmonic energies of multiple harmonics corresponding to the motor speed signal, and obtaining harmonic energy proportions of each harmonic according to each harmonic energy, and obtaining target harmonics from the multiple harmonics based on the harmonic energy proportions; When the harmonic energy proportion or the vehicle speed meets a preset condition, obtaining a motor output control gain coefficient corresponding to the current control period according to the harmonic energy proportion, the vehicle speed, and a target harmonic frequency corresponding to the target harmonic; Based on the motor output control gain coefficient and the motor output signal, a motor output instruction for the current control cycle is generated; the motor output instruction is used to control the motor output of the traction control system of the target vehicle in the current control cycle.

2. The method according to claim 1, characterized in that When the harmonic energy proportion or the vehicle speed meets a preset condition, obtaining the motor output control gain coefficient corresponding to the current control period according to the harmonic energy proportion, the vehicle speed, and the target harmonic frequency corresponding to the target harmonic includes: According to the harmonic energy proportions, a total harmonic energy proportion is obtained; When the sum of the harmonic energy proportions is greater than a preset proportion threshold, or the vehicle speed is greater than a preset speed threshold, a first calibration coefficient, a second calibration coefficient and a third calibration coefficient are obtained, and a frequency response factor coefficient is obtained according to the target harmonic frequency; wherein the first calibration coefficient is a reference calibration coefficient, the second calibration coefficient is a calibration coefficient associated with the harmonic energy, the third calibration coefficient is a calibration coefficient associated with the vehicle speed, and the frequency response factor coefficient is used to reflect the response degree of the motor to the target harmonic frequency; The motor output control gain coefficient is obtained according to the first calibration coefficient, the product of the second calibration coefficient and the sum of the harmonic energy proportions, the product of the third calibration coefficient and the vehicle speed, and the frequency response factor coefficient.

3. The method according to claim 2, characterized in that After obtaining the sum of the harmonic energy proportions according to the harmonic energy proportions, the method further includes: When the sum of the harmonic energy proportions is less than or equal to the proportion threshold and the vehicle speed is less than or equal to the speed threshold, acquiring a first target motor output signal based on the motor output signal; A motor output command for the current control cycle is generated according to the first target motor output signal.

4. The method according to claim 1, characterized in that: The step of generating a motor output instruction for the current control cycle based on the motor output control gain coefficient and the motor output signal includes: According to the motor output control gain coefficient, obtaining the motor output adjustment signal corresponding to the current control period, and obtaining a first target motor output signal according to the motor output signal; When the motor output adjustment signal satisfies a preset condition, obtaining a second target motor output signal according to the motor output adjustment signal and the first target motor output signal; The motor output command is generated according to the second target motor output signal.

5. The method according to claim 4, characterized in that The step of obtaining the motor output adjustment signal corresponding to the current control period according to the motor output control gain coefficient includes: Acquire phase data corresponding to the target harmonic; The motor output adjustment signal is obtained according to the motor output control gain coefficient, the target harmonic frequency, and the phase data.

6. The method according to claim 4, characterized in that The method of obtaining a second target motor output signal according to the motor output adjustment signal and the first target motor output signal when the motor output adjustment signal satisfies a preset condition comprises: Acquire historical motor output adjustment signals corresponding to a preset number of historical control cycles before the current control cycle; When the sum of the historical motor output adjustment signals and the motor output adjustment signal is less than or equal to a preset motor output adjustment change rate threshold, a second target motor output signal is obtained according to the motor output adjustment signal and the first target motor output signal.

7. A traction control system control device, characterized in that: The device comprises: A vehicle signal acquisition module, used to acquire the motor speed signal and motor output signal of the target vehicle in the current control cycle, and the vehicle speed of the target vehicle in the current control cycle during the acceleration process of the target vehicle; A target harmonic determination module, used to obtain the harmonic frequencies and harmonic energies of multiple harmonics corresponding to the motor speed signal, and obtain the harmonic energy proportion of each harmonic according to each harmonic energy, and obtain the target harmonic from the multiple harmonics based on the harmonic energy proportion; A control gain acquisition module, configured to acquire a motor output control gain coefficient corresponding to the current control period according to the harmonic energy proportion, the vehicle speed, and a target harmonic frequency corresponding to the target harmonic, when the harmonic energy proportion or the vehicle speed meets a preset condition; A control instruction generation module is used to generate a motor output instruction for the current control cycle based on the motor output control gain coefficient and the motor output signal; the motor output instruction is used to control the motor output of the traction control system of the target vehicle in the current control cycle.

8. A controller comprising a memory and a processor, wherein the memory stores a computer program, characterized in that: When the processor executes the computer program, the steps of the method according to any one of claims 1 to 6 are implemented.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 6 are implemented.

10. A computer program product, comprising a computer program, characterized in that When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 6 are implemented.

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