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

Abstract

This application relates to a traction control system control method, device, controller, and storage medium. The method includes: during a target vehicle's acceleration, obtaining the target vehicle's motor speed signal, motor output signal, and vehicle speed within a current control cycle; obtaining the harmonic frequencies and harmonic energies of multiple harmonics corresponding to the motor speed signal, and, based on the harmonic energies, obtaining the harmonic energy percentage of each harmonic; and obtaining a target harmonic from the multiple harmonics based on the harmonic energy percentages; obtaining a motor output control gain coefficient based on the harmonic energy percentages, vehicle speed, and target harmonic frequency when the harmonic energy percentages or vehicle speed meet preset conditions; and generating a motor output command 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 target vehicle's traction control system within the current control cycle. This method can improve acceleration performance and handling stability.

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, the traction control system, namely the TCS system, can be used to control the start during vehicle acceleration. When the system detects that the vehicle loses traction due to drive wheel slippage when starting or accelerating, it adjusts the engine ignition timing and torque output, and applies the brakes when necessary, to prevent slipping and loss of control, thereby ensuring 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 under the same driving force output. This fluctuation is directly related to the motor speed and transmission system characteristics, and can easily cause wheel slippage to increase 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 order to address 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, as well as 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 a harmonic energy ratio of each harmonic according to each harmonic energy, and obtaining a target harmonic from the multiple harmonics based on the harmonic energy ratio;

[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 the 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 embodiment, when the harmonic energy proportion or the vehicle speed meets a preset condition, 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 harmonic energy, the third calibration coefficient is a calibration coefficient associated with 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 embodiment, 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, obtaining a first target motor output signal based on the 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 the 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 embodiment, 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; and 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 embodiment, when the motor output adjustment signal meets 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, a second target motor output signal is obtained 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 is used to acquire the motor speed signal and motor output signal of the target vehicle in the current control cycle, as well as 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, configured to obtain harmonic frequencies and harmonic energies of a plurality of harmonics corresponding to the motor speed signal, obtain a harmonic energy ratio of each harmonic according to each harmonic energy, and obtain a target harmonic from the plurality of harmonics based on the harmonic energy ratio;

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

[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, which, 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 also 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 traction control system control method, apparatus, controller, storage medium, and computer program product described above obtain, during the acceleration of the target vehicle, a motor speed signal, a motor output signal, and the vehicle speed of the target vehicle in the current control cycle; obtain the harmonic frequencies and harmonic energies of multiple harmonics corresponding to the motor speed signal, and, based on the energy of each harmonic, obtain the harmonic energy percentage of each harmonic; and obtain a target harmonic from the multiple harmonics based on the harmonic energy percentage; obtain a motor output control gain coefficient corresponding to the current control cycle based on the harmonic energy percentage, the vehicle speed, and the target harmonic frequency corresponding to the target harmonic, if the harmonic energy percentage or the vehicle speed meets a preset condition; and generate a 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 instruction to control the motor output. In this way, the aggravation of wheel slip due to the resonance effect can be suppressed, thereby improving the 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 related technologies, the following briefly introduces the drawings required for use in the embodiments or related technical descriptions. 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 any creative work.

[0025] Figure 1 1 is a flow chart of a control method of a traction control system according to an 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 1 is a flow chart of a vibration compensation control method for a traction control system according to an embodiment;

[0029] Figure 5 1 is 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 solutions and advantages of this application more clear, the following further describes this application in detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain this application and are not intended to limit this application.

[0034] In one embodiment, Figure 1 As shown, a traction control system control method is provided. This embodiment uses the method applied to a controller as an example. 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 a motor speed signal, a motor output signal, and a vehicle speed of the target vehicle in the current control cycle.

[0036] The target vehicle refers to a vehicle that is 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 during the current control cycle, such as a motor speed signal and a motor output signal collected during the current control cycle, such as the motor output torque or output current, and the vehicle speed of the target vehicle.

[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: Acquire the harmonic frequencies and harmonic energies of multiple harmonics corresponding to the motor speed signal, obtain the harmonic energy ratio of each harmonic according to the energy of each harmonic, and acquire the target harmonic from the multiple harmonics based on the harmonic energy ratio.

[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 percentage refers to the ratio of each harmonic energy to the total energy of the motor speed signal. After receiving the motor speed signal, the controller can obtain the frequencies and energies corresponding to the multiple harmonics contained in the motor speed signal as multiple harmonic frequencies and harmonic energies. It can then further calculate the harmonic energy percentage corresponding to each harmonic based on 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 generate 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 Then the harmonic energy of each harmonic can be expressed by To express.

[0048] Step S103 , when the harmonic energy ratio 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 ratio, 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 to perform 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 ratio or one of the vehicle speeds meets the pre-set conditions, the controller can use the harmonic energy ratio 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 target vehicle's traction control system during 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 during the current control cycle.

[0053] In the above-mentioned traction control system control method, during the acceleration of the target vehicle, a motor speed signal, a motor output signal, and a 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 based on the respective harmonic energies, the harmonic energy proportion of each harmonic is obtained; and a target harmonic is obtained from the multiple harmonics based on the harmonic energy proportions; when the harmonic energy proportions or the vehicle speed meet preset conditions, a motor output control gain coefficient corresponding to the current control cycle is obtained based on the harmonic energy proportions, the vehicle speed, and the target harmonic frequency corresponding to the target harmonic; and a motor output command for the current control cycle is generated 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 instruction to control the motor output. In this way, the aggravation of wheel slip due to the resonance effect can be suppressed, thereby improving the acceleration performance and handling stability.

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

[0055] Step S201: Obtain 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 a first calibration coefficient, a second calibration coefficient, and a third calibration coefficient, and obtain a 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.

[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 indicates 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 indicates that the vehicle speed is relatively fast 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 if the vehicle speed is relatively fast, 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 obtained in advance. 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 the 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 the 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] In step S203 , a 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.

[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 ratio of each harmonic.

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

[0067]

[0068] Among them, K represents the motor output control gain coefficient, represents the first calibration coefficient, Indicates the second calibration coefficient, E indicates the total harmonic energy ratio, 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 it is necessary to use the motor output control gain coefficient 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 based on 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, obtaining the first target motor output signal based on the motor output signal; the second proportional threshold is less than the proportional threshold; and generating a motor output instruction for the current control cycle based on 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 proportion 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 for the current control cycle, which is directly derived from the motor output signal. In this embodiment, if neither the harmonic energy percentage nor the vehicle speed satisfies the preset conditions, the controller can directly calculate the motor output adjustment target for the current control cycle based on the motor output signal collected during the current control cycle, using this as the first target motor output signal. The first target motor output signal can then be further used to generate the motor output command for the current control cycle. In this way, the motor output control of the traction control system can be ensured even when neither the harmonic energy percentage nor the vehicle speed satisfies the preset conditions, thereby ensuring the safety of the traction control system.

[0073] In this embodiment, if the harmonic energy percentage and the vehicle speed do not meet the preset conditions, the current torque output data collected during 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 percentage 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 period 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: Generate 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 being updated using the motor output adjustment signal. Specifically, after receiving the motor output adjustment signal, the controller can also determine whether the motor output adjustment signal meets a pre-set condition. Only if the condition is met does the controller use the motor output adjustment signal and the first target motor output signal to obtain the second target motor output signal, and then use the second target motor output signal to generate the motor output command.

[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] in, 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 a motor output adjustment signal. Only after the motor output adjustment signal meets a preset condition, the motor output adjustment target is adjusted using the motor output adjustment signal to obtain a second target motor output signal to generate a motor output command. 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 also obtain the phase data corresponding to the target harmonic. The motor output control gain coefficient, the target harmonic frequency, and the phase data corresponding to the target harmonic can then be used to generate a motor output adjustment signal.

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

[0087]

[0088] Among them, 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, target harmonic frequency and 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. Then, the motor output adjustment signal and each historical motor output adjustment signal can be summed, and it can be determined whether the summation result is less than or equal to the 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 pre-set. If the motor output adjustment signal corresponding to the current control cycle is 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 a third target motor output signal to generate a motor output instruction.

[0097] In this embodiment, whether the integral protection condition is satisfied can also be determined 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 the condition is satisfied is the second target motor output signal 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 satisfy the integral protection condition, further improving the safety of the traction control system.

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

[0099] Step S1: Signal Acquisition. This embodiment utilizes the following sensors: A motor speed sensor is used to collect real-time motor speed. Data processing first verifies the data validity at each sampling point, checking whether the signal is within the measurement range, checking signal continuity, and marking abnormal data points. Data smoothing is then performed, applying a sliding average filter to remove sudden changes and compensate for sensor delay. This process is handled uniformly within the system's sensor section.

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

[0101] Step S2.1: Determine the base frequency. This type of interference mainly comes from the motor output characteristics and transmission system and 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 acquired motor speed signal, the data window length is designed to ensure that it covers at least two complete cycles of the fundamental frequency. Data is preprocessed to remove DC components, and a Hanning window is applied to reduce spectral leakage. A Fast Fourier Transform is performed to obtain spectral features, focusing on the 1st to 5th harmonic frequency band. Through real-time spectral analysis, the slip characteristics and 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 frequencies. Analyze the time-varying characteristics of energy proportion, evaluate frequency offset, and provide decision-making basis for control strategy.

[0104] Step S3: Control strategy execution. This control strategy employs a multi-level monitoring and adjustment mechanism to ensure the safety and effectiveness of TCS control. Harmonic energy is monitored to see if it exceeds a basic threshold, triggering control if so. The frequency with the highest energy contribution is identified, and the rate of change of motor torque output is reduced at the corresponding interference peak. If necessary, slight braking pressure is applied to the slipping wheel to achieve resonance suppression.

[0105] This control strategy adopts a hierarchical and progressive control architecture, and realizes 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, which can be as follows: Figure 6 shown.

[0106] Step S3.1: Intervention determination and initialization. In this stage, the total harmonic energy percentage 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 , triggering control intervention. Furthermore, to ensure the safety of control intervention, real-time information such as vehicle speed v and motor operating status must be obtained to verify that the system is operating within normal limits. For example, control intervention is only permitted when the vehicle is stable and has no other fault alarms.

[0107] Step S3.2: Control Strategy Selection and Parameter Optimization. Based on the operating condition identification results, the system adopts an adaptive control strategy matrix. Under standard operating conditions, control is primarily achieved by adjusting motor torque. Within the interference frequency range, the existing control input is maintained to reduce resonance stimulation. Under other operating conditions, braking force intervention is used. Control parameters are dynamically adjusted with vehicle speed: control thresholds are tightened at high speeds and relaxed at low speeds.

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

[0109] Hold strategy: Applicable to the situation where the harmonic energy ratio just exceeds the threshold, that is, and 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 the 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 working 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] The hold strategy maintains the current motor output (such as torque command and current command) unchanged to avoid applying new excitation to the system. This reduces the need for frequent control system adjustments when disturbances are minor or vehicle speeds are low, maintaining smooth driving.

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

[0119] Control system 、 、 The three calibration coefficients 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 a stationary or low-speed state 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 has an appropriate response to various degrees of jitter. It is the speed correlation coefficient, which ranges from 0.01 to 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 the first ,back ,at last The order of the three parameters should be considered, and the coupling relationship between them should be considered. After calibration, comprehensive verification is required to ensure the system's stable operation under various operating conditions. A calibration database should be established, and adaptive algorithms can be introduced to achieve dynamic adjustments when necessary to achieve better control results. Finally, the long-term reliability of the system should be verified through actual 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 the input signal at 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 adopt the smoothing processing of control signal. Change rate limit, in order to prevent the sudden change of control instruction from causing new interference, set the change rate limit of control signal: .in, The maximum allowable rate of torque change is then filtered to eliminate high-frequency components. The control effect is monitored in real time to assess interference rejection. Based on feedback, the control gain K and related parameters are dynamically adjusted to optimize control performance.

[0127] The vibration compensation control method for the traction control system provided in this embodiment utilizes innovative harmonic analysis and suppression technology, offering significant advantages over control methods without this compensation. The system can proactively identify slip trends, effectively reducing control lag and delivering superior performance under extreme operating conditions. Through precise harmonic identification and intelligent torque regulation, the system improves acceleration performance while extending tire life by reducing unnecessary torque fluctuations and slip. Furthermore, this control strategy provides more comprehensive protection for the powertrain, effectively reducing shock loads on the drivetrain and improving the smoothness and stability of the vehicle's dynamic response. This achieves an optimal balance between acceleration performance and system protection, providing users with a superior driving experience.

[0128] It should be understood that, although the various steps in the flowcharts involved in the various embodiments described above are displayed in sequence according to the instructions of the arrows, these steps are not necessarily executed in sequence in the order indicated by the arrows. Unless otherwise specified herein, there is no strict order restriction on the execution of these steps, and these steps can be executed in other orders. Moreover, at least a portion of the steps in the flowcharts involved in the various embodiments described above can include multiple steps or multiple stages, and these steps or stages are not necessarily executed and completed 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 portion of steps or stages in other steps.

[0129] Based on the same inventive concept, embodiments of the present application also provide a traction control system control device for implementing the aforementioned traction control system control method. The solution provided by this device is similar to the solution described in the aforementioned method. Therefore, the specific limitations of one or more traction control system control device embodiments provided below can be found in the above-described limitations of the traction control system control method and will not be further elaborated 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, as well as the vehicle speed of the target vehicle in the current control cycle during the acceleration process of the target vehicle;

[0132] a target harmonic determination module 702 for obtaining harmonic frequencies and harmonic energies of multiple harmonics corresponding to the motor speed signal, obtaining a harmonic energy ratio of each harmonic based on the harmonic energy, and obtaining a target harmonic from the multiple harmonics based on the harmonic energy ratio;

[0133] A control gain acquisition module 703 is configured to acquire a motor output control gain coefficient corresponding to the current control cycle based on 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 the harmonic energy proportions based on the proportions of each harmonic energy; 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, 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 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 based on the motor output control gain coefficient, and obtain a first target motor output signal based on the motor output signal; when the motor output adjustment signal meets a preset condition, obtain a second target motor output signal based on the motor output adjustment signal and the first target motor output signal; and generate the motor output instruction based on the second target motor output signal.

[0138] In one embodiment, the control instruction generation module 704 is further configured 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 aforementioned traction control system control device may be implemented in whole or in part through software, hardware, or a combination thereof. Each module may be embedded in or independent of a processor within the controller in hardware form, or may be stored in memory within the controller in software form, allowing the processor to 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 via a system bus, and the communication interface is connected to the system bus via 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. The wireless manner can be achieved 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 only a block diagram of a part of the structure related to the solution of the present application, and does not constitute a limitation on the controller to which the solution 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 component arrangement.

[0143] In one embodiment, a controller is further provided, comprising a memory and a processor. The memory stores a computer program, and the processor implements the steps in the above 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] Those skilled in the art will understand that all or part of the processes in the above-mentioned embodiments can be implemented by instructing the relevant hardware through a computer program. 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. In particular, any reference to memory, database, or other media used in the embodiments provided in this 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. By way of illustration and not limitation, RAM can take various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM). The databases involved in the various embodiments provided herein may include at least one of a relational database and a non-relational database. Non-relational databases may include, but are not limited to, blockchain-based distributed databases. The processors involved in the various embodiments provided herein may be, but are not limited to, general-purpose processors, central processing units (CPUs), graphics processing units (GPUs), digital signal processors (DSPs), programmable logic devices (PLDs), quantum computing-based data processing logic devices, artificial intelligence (AI) processors, and the like.

[0148] The technical features of the above embodiments can be combined arbitrarily. In order 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 merely represent several implementation methods of the present application. While the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the present application. It should be noted that a person of ordinary skill in the art may make various modifications and improvements without departing from the spirit of the present application, and these modifications and improvements fall within the scope of protection of the present application. Therefore, the scope of protection of the present application shall be determined by the appended 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, as well as 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 a harmonic energy ratio of each harmonic according to each harmonic energy, and obtaining a target harmonic from the multiple harmonics based on the harmonic energy ratio; 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 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.

2. The method according to claim 1, characterized in that When the harmonic energy proportion or the vehicle speed satisfies 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 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, and 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, obtaining 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, wherein 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: Obtaining a motor output adjustment signal corresponding to the current control period 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 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 obtaining, according to the motor output control gain coefficient, the motor output adjustment signal corresponding to the current control period includes: Obtaining 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 includes: Acquire 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 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 is used to acquire the motor speed signal and motor output signal of the target vehicle in the current control cycle, as well as 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, configured to obtain harmonic frequencies and harmonic energies of a plurality of harmonics corresponding to the motor speed signal, obtain a harmonic energy ratio of each harmonic according to each harmonic energy, and obtain a target harmonic from the plurality of harmonics based on the harmonic energy ratio; a control gain acquisition module, configured to acquire, when the harmonic energy proportion or the vehicle speed satisfies a preset condition, a motor output control gain coefficient corresponding to the current control period based on the harmonic energy proportion, the vehicle speed, and a target harmonic frequency corresponding to the target harmonic; 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, wherein: 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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