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

Abstract

The invention relates to a traction control system control method and device, a controller and a medium. The method comprises the steps that in the starting process of a target vehicle, the wheel speed, the wheel tire pressure, the vehicle deceleration and the torque output of the target vehicle in the current control period are obtained; according to the tire pressure, the vehicle deceleration and the road adhesion coefficient, an oscillation fundamental frequency is obtained, and a wheel phase frequency spectrum signal is obtained based on the wheel speed; according to the oscillation fundamental frequency and the wheel phase frequency spectrum signal, harmonic frequencies and harmonic energy of the multiple harmonic waves are obtained, and a harmonic energy proportion is obtained; under the condition that the harmonic energy proportion or the vehicle speed of the target vehicle in the current control period meets a preset condition, a torque output control gain coefficient is obtained according to the harmonic energy proportion, the vehicle speed and the target harmonic frequency; and generating a torque output control instruction based on the torque output control gain coefficient and the torque output data. By adopting the method, the suppression effect of the vibration divergence phenomenon 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, the traction control system, namely the TCS system, can be used to control the vehicle's start. 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 the vehicle's starting process, due to the dynamic contact characteristics between the tires and the ground, periodic shaking will occur, and the above-mentioned shaking phenomenon is prone to produce a resonance effect, causing the shaking amplitude to continue to increase, seriously affecting the starting performance and driving comfort.

[0004] In the related art, the vibration during vehicle starting is usually suppressed by optimizing the tire structure and material properties. However, this method is not only costly, but also difficult to solve the problem fundamentally. Especially when starting on low-adhesion roads, this vibration phenomenon will significantly affect the maintenance of the optimal slip rate and reduce traction performance. Therefore, the method provided in the related art to suppress vibration divergence has poor control effect. Summary of the invention

[0005] 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 the vibration divergence phenomenon suppression effect in order to solve the above technical problems.

[0006] In a first aspect, the present application provides a traction control system control method, comprising:

[0007] During the starting process of the target vehicle, current wheel speed data, current tire pressure data, current vehicle deceleration data and current torque output data collected by the target vehicle in the current control cycle are obtained;

[0008] According to the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient of the target vehicle, a current oscillation fundamental frequency is obtained, and based on the current wheel speed data, a corresponding wheel phase spectrum signal is obtained;

[0009] According to the current oscillation fundamental frequency and the wheel phase spectrum signal, the harmonic frequencies and harmonic energies of multiple harmonics in the wheel phase spectrum signal are obtained, and according to each harmonic energy, the harmonic energy proportion of each harmonic is obtained, and the target harmonic is obtained from the multiple harmonics based on the harmonic energy proportion;

[0010] When the harmonic energy proportion or the vehicle speed of the target vehicle in the current control cycle meets a preset condition, the torque 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;

[0011] Based on the torque output control gain coefficient and the current torque output data, a torque output control instruction for the current control cycle is generated; the torque output control instruction is used to control the torque output of the traction control system of the target vehicle in the current control cycle.

[0012] In one embodiment, the current oscillation fundamental frequency is obtained based on the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient of the target vehicle, including: obtaining a pre-constructed first calibration mapping relationship; the first calibration mapping relationship stores the correspondence between different tire pressure data, vehicle deceleration data and road adhesion coefficients and different oscillation fundamental frequencies; and obtaining the current oscillation fundamental frequency corresponding to the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient from the first calibration mapping relationship.

[0013] In one of the embodiments, when the harmonic energy proportion or the vehicle speed of the target vehicle in the current control cycle meets the preset conditions, the torque output control gain coefficient corresponding to the current control cycle is obtained according to the target harmonic energy proportion corresponding to the target harmonic, 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, and obtaining the energy proportion threshold corresponding to the current control cycle; when the sum of the harmonic energy proportions is greater than the energy proportion threshold, or the vehicle speed is greater than or equal to the preset speed threshold, obtaining the preset first calibration coefficient, the second calibration coefficient and the third calibration coefficient, and obtaining 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, and the third calibration coefficient is a calibration coefficient associated with the vehicle speed; the torque 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.

[0014] In one of the embodiments, obtaining the energy share threshold value corresponding to the current control cycle includes: obtaining a pre-constructed second calibration mapping relationship; the second calibration mapping relationship stores the correspondence between different tire pressure ranges, road surface types, tire stiffness coefficient ranges and harmonic frequency ranges and different energy share threshold values; obtaining the energy share threshold value corresponding to the current tire pressure data, the road surface type where the target vehicle is currently located, the tire stiffness coefficient of the target vehicle and the target harmonic frequency from the second calibration mapping relationship as the energy share threshold value corresponding to the current control cycle.

[0015] In one embodiment, the second calibration mapping relationship stores the correspondence between different tire pressure ranges, road surface types, tire stiffness coefficient ranges and harmonic frequency ranges, and different control intervention times; after the torque output control instruction within the current control cycle is generated, it also includes: obtaining the control intervention time corresponding to the current tire pressure data, the road surface type on which the target vehicle is currently located, the tire stiffness coefficient of the target vehicle and the target harmonic frequency from the second calibration mapping relationship as the control intervention time corresponding to the current control cycle; obtaining the instruction generation time of the torque output control instruction; when the instruction generation time is less than the control intervention time, sending the torque output control instruction to the traction control system to control the torque output of the traction control system of the target vehicle within the current control cycle.

[0016] In one of the embodiments, after obtaining the harmonic energy proportion of each harmonic, it also includes: when the harmonic energy proportion and the vehicle speed do not meet the preset conditions, obtaining the first target torque output data based on the current torque output data; generating a torque output control instruction for the current control cycle according to the first target torque output data.

[0017] In one embodiment, the torque output control instruction for the current control cycle is generated based on the torque output control gain coefficient and the current torque output data, including: obtaining the torque output adjustment data corresponding to the current control cycle according to the torque output control gain coefficient, and obtaining the first target torque output data according to the current torque output data; when the torque output adjustment data meets the preset conditions, obtaining the second target torque output data according to the torque output adjustment data and the first target torque output data; and generating the torque output control instruction according to the second target torque output data.

[0018] In one of the embodiments, obtaining the torque output adjustment data corresponding to the current control cycle based on the torque output control gain coefficient includes: obtaining the phase data corresponding to the target harmonic; obtaining the torque output adjustment data based on the torque output control gain coefficient, the target harmonic frequency, and the phase data.

[0019] In a second aspect, the present application further provides a traction control system control device, comprising:

[0020] The vehicle data acquisition module is used to acquire the current wheel speed data, the current tire pressure data, the current vehicle deceleration data and the current torque output data collected by the target vehicle in the current control cycle during the starting process of the target vehicle;

[0021] an oscillation information acquisition module, configured to acquire a current oscillation fundamental frequency according to the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient of the target vehicle, and acquire a corresponding wheel phase spectrum signal based on the current wheel speed data;

[0022] a target harmonic determination module, for obtaining the harmonic frequencies and harmonic energies of multiple harmonics in the wheel phase spectrum signal according to the current oscillation fundamental frequency and the wheel phase spectrum signal, and obtaining the harmonic energy proportion of each harmonic according to each harmonic energy, and obtaining the target harmonic from the multiple harmonics based on the harmonic energy proportion;

[0023] A control gain acquisition module, configured to acquire a torque 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 of the target vehicle in the current control period meets a preset condition;

[0024] A control instruction generation module is used to generate a torque output control instruction for the current control cycle based on the torque output control gain coefficient and the current torque output data; the torque output control instruction is used to control the torque output of the traction control system of the target vehicle in the current control cycle.

[0025] 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.

[0026] 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.

[0027] 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.

[0028] The above-mentioned traction control system control method, device, controller, storage medium and computer program product obtain the current wheel speed data, current tire pressure data, current vehicle deceleration data and current torque output data collected by the target vehicle in the current control cycle during the starting process of the target vehicle; obtain the current oscillation fundamental frequency according to the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient of the target vehicle, and obtain the corresponding wheel phase spectrum signal based on the current wheel speed data; obtain the harmonic frequency and harmonic energy of multiple harmonics in the wheel phase spectrum signal according to the current oscillation fundamental frequency and the wheel phase spectrum signal , and according to each harmonic energy, the harmonic energy proportion of each harmonic is obtained, 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 of the target vehicle in the current control cycle meets the preset conditions, the torque 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 torque output control gain coefficient and the current torque output data, a torque output control instruction for the current control cycle is generated; the torque output control instruction is used to control the torque output of the traction control system of the target vehicle in the current control cycle. The present application can collect wheel speed, tire pressure, vehicle deceleration and torque output data in the current control cycle when the target vehicle starts, and use the tire pressure, vehicle deceleration and the road adhesion coefficient of the target vehicle in the current control cycle to obtain the oscillation fundamental frequency, and obtain the spectrum signal of the corresponding wheel phase based on the wheel speed. After that, the oscillation fundamental frequency and the above-mentioned spectrum signal can be used to obtain the harmonic frequency and harmonic energy of multiple harmonics in the spectrum signal, and further obtain the harmonic energy proportion of each harmonic and the target harmonic, so as to further judge whether the harmonic energy proportion or the vehicle speed meets the conditions. If so, the control gain of the torque output is obtained according to the harmonic energy proportion, the vehicle speed and the harmonic frequency corresponding to the target harmonic, and then the control gain is used to generate a torque output control instruction to control the torque output. In this way, the control gain coefficient can be used to control the torque output. This method can prevent the jitter of the vehicle during starting without relying on the optimization of the tire structure and material properties, thereby improving the suppression effect of the vibration divergence phenomenon. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] 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.

[0030] Figure 1A schematic diagram of a flow chart of a control method of a traction control system in one embodiment;

[0031] Figure 2 A schematic diagram of a process for obtaining the current oscillation fundamental frequency in one embodiment;

[0032] Figure 3 A schematic diagram of a process for obtaining a torque output control gain coefficient in one embodiment;

[0033] Figure 4 A schematic diagram of a process of sending a torque output control instruction in one embodiment;

[0034] Figure 5 A schematic diagram of a flow chart of generating a torque output control instruction in one embodiment;

[0035] Figure 6 is a flow chart of a traction system vibration compensation control method based on tire pressure in one embodiment;

[0036] Figure 7 is a structural block diagram of a traction control system control device in one embodiment;

[0037] Figure 8 FIG. 4 is a diagram showing the internal structure of a controller in one embodiment. DETAILED DESCRIPTION

[0038] 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.

[0039] 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:

[0040] Step S101, during the starting process of the target vehicle, current wheel speed data, current tire pressure data, current vehicle deceleration data and current torque output data collected by the target vehicle in the current control cycle are obtained.

[0041] Among them, the target vehicle refers to a vehicle that is in the starting process, and the current control cycle is any control cycle for the traction control system in the starting process of the target vehicle. During the starting process of the target vehicle, the traction control system can be controlled according to the control cycle, and the control process needs to be controlled according to the vehicle-related data collected in the current control cycle, for example, it can include wheel speed data collected in the current control cycle, that is, current wheel speed data, tire pressure data collected in the current control cycle, that is, current tire pressure data, vehicle deceleration data collected in the current control cycle, that is, current vehicle deceleration data, and torque output data collected in the current control cycle, that is, current torque output data.

[0042] Specifically, during the starting process of the target vehicle, the wheel speed data, tire pressure data, vehicle deceleration data and torque output data of the target vehicle in the current control cycle can be collected by sensors installed on the target vehicle, and the controller can read the above data as the current wheel speed data, the current tire pressure data, the current vehicle deceleration data and the current torque output data.

[0043] Step S102, obtaining the current oscillation fundamental frequency according to the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient of the target vehicle, and obtaining the corresponding wheel phase spectrum signal based on the current wheel speed data.

[0044] The current road adhesion coefficient refers to the road adhesion coefficient of the target vehicle in the current control cycle, and the current oscillation fundamental frequency refers to the fundamental frequency of the jitter interference in the wheel phase signal during the control process of the traction control system in the current control cycle. The oscillation fundamental frequency can be determined by the following three key factors: tire pressure level, which affects tire stiffness and natural frequency, and the tire stiffness characteristics under different tire pressures will cause the oscillation frequency to change; deceleration size, which affects tire deformation and friction characteristics, and under larger deceleration, the shear deformation between the tire and the road surface is aggravated, changing the oscillation characteristics; road adhesion coefficient, which affects tire slip characteristics, and also affects the rate of change and amplitude of tire slip rate.

[0045] The wheel phase spectrum signal is the spectrum signal of the wheel phase of the target vehicle in the current control cycle. The spectrum signal can be calculated based on the current wheel speed data. The process can be to first convert the collected current wheel speed data into wheel phase data used to characterize the change of the wheel angle of the target vehicle in the current control cycle, and then perform Fourier transform on the wheel phase data. For example, the angle of a reference point in the wheel can change from 0 in the current control cycle to π / 6, then to π / 3, etc. over time. The wheel phase data is composed of the wheel angles of the above reference point at multiple time points in the current control cycle, and the intervals between the multiple time points can be a pre-set time interval.

[0046] Step S103, according to the current oscillation fundamental frequency and the wheel phase spectrum signal, obtain the harmonic frequency and harmonic energy of multiple harmonics in the wheel phase spectrum signal, and according to each harmonic energy, obtain the harmonic energy proportion of each harmonic, and obtain the target harmonic from the multiple harmonics based on the harmonic energy proportion.

[0047] Harmonic frequency refers to the frequency corresponding to the multiple harmonics contained in the wheel phase spectrum signal, while harmonic energy refers to the signal energy corresponding to each harmonic, and harmonic energy ratio refers to the energy ratio of each harmonic energy to the total signal energy of the wheel phase spectrum signal. After obtaining the wheel phase spectrum signal, the controller can also obtain the frequency and energy corresponding to the multiple harmonics contained in the wheel phase spectrum 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. The target harmonic can be understood as the main harmonic that causes wheel vibration interference. The determination of the target harmonic can be based on the harmonic energy ratio of each harmonic, and can be determined from multiple harmonics. For example, the harmonic with the largest harmonic energy ratio can be used as the target harmonic.

[0048] Specifically, after obtaining the wheel phase spectrum signal, the controller can obtain the frequencies and energies corresponding to the multiple harmonics contained in the wheel phase spectrum signal as multiple harmonic frequencies and harmonic energies. Then, the controller can further calculate the harmonic energy proportion corresponding to each harmonic according to the harmonic energy corresponding to each harmonic, and use the harmonic energy proportions of the above harmonics to determine the target harmonic.

[0049] For example, the harmonic frequencies corresponding to multiple harmonics can be calculated using the following formula:

[0050]

[0051] in, Indicates the current oscillation fundamental frequency, represents the harmonic frequency of the nth harmonic, for example It represents the harmonic frequency of the second harmonic, which is twice the current fundamental frequency of oscillation, and It means the harmonic frequency of the third harmonic, which is 3 times the current oscillation fundamental frequency, and so on.

[0052] 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.

[0053] Step S104, when the harmonic energy proportion or the vehicle speed of the target vehicle in the current control cycle meets the preset conditions, the torque 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.

[0054] The preset condition may be a pre-set condition for determining whether to introduce a torque output control gain coefficient for torque output control, and the torque output control gain coefficient is an adjustment coefficient for adjusting the torque output 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 of the target harmonic.

[0055] 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 torque output control gain coefficient corresponding to the current control cycle.

[0056] Step S105, generating a torque output control instruction for the current control cycle based on the torque output control gain coefficient and the current torque output data; the torque output control instruction is used to control the torque output of the traction control system of the target vehicle in the current control cycle.

[0057] The torque output control instruction refers to the control instruction used by the controller to control the torque output of the traction control system of the target vehicle in the current control cycle. After obtaining the torque output control gain coefficient, the controller can combine the control gain coefficient and the current torque output data to generate the torque output control instruction for the current control cycle. Since the torque output control gain coefficient can be used to adjust the torque output adjustment gradient of the traction control system during the control process to avoid vibration divergence caused by excessive adjustment gradient, the generated torque output control instruction can also control the vibration divergence caused by excessive torque output adjustment gradient in the traction control system in the current control cycle.

[0058] In the above traction control system control method, during the starting process of the target vehicle, the current wheel speed data, the current tire pressure data, the current vehicle deceleration data and the current torque output data collected by the target vehicle in the current control cycle are obtained; the current oscillation fundamental frequency is obtained according to the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient of the target vehicle, and the corresponding wheel phase spectrum signal is obtained based on the current wheel speed data; the harmonic frequency and harmonic energy of multiple harmonics in the wheel phase spectrum signal are obtained according to the current oscillation fundamental frequency and the wheel phase spectrum signal, 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 of the target vehicle in the current control cycle meets the preset conditions, the torque 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 torque output control gain coefficient and the current torque output data, a torque output control instruction for the current control cycle is generated; the torque output control instruction is used to control the torque output of the traction control system of the target vehicle in the current control cycle. The present application can collect wheel speed, tire pressure, vehicle deceleration and torque output data in the current control cycle when the target vehicle starts, and use the tire pressure, vehicle deceleration and the road adhesion coefficient of the target vehicle in the current control cycle to obtain the oscillation fundamental frequency, and obtain the spectrum signal of the corresponding wheel phase based on the wheel speed. After that, the oscillation fundamental frequency and the above-mentioned spectrum signal can be used to obtain the harmonic frequency and harmonic energy of multiple harmonics in the spectrum signal, and further obtain the harmonic energy proportion of each harmonic and the target harmonic, so as to further judge whether the harmonic energy proportion or the vehicle speed meets the conditions. If so, the control gain of the torque output is obtained according to the harmonic energy proportion, the vehicle speed and the harmonic frequency corresponding to the target harmonic, and then the control gain is used to generate a torque output control instruction to control the torque output. In this way, the control gain coefficient can be used to control the torque output. This method can prevent the jitter of the vehicle during starting without relying on the optimization of the tire structure and material properties, thereby improving the suppression effect of the vibration divergence phenomenon.

[0059] In one embodiment, Figure 2 As shown, step S102 may further include:

[0060] Step S201, obtaining a pre-constructed first calibration mapping relationship; the first calibration mapping relationship stores the correspondence between different tire pressure data, vehicle deceleration data and road adhesion coefficients and different oscillation fundamental frequencies.

[0061] The first calibration mapping relationship is a pre-constructed correspondence between different tire pressure data, vehicle deceleration data and road adhesion coefficients and different oscillation fundamental frequencies. The calibration mapping relationship may be a pre-constructed mapping relationship table, wherein the three dimensional data of tire pressure data, vehicle deceleration data and road adhesion coefficient can uniquely determine an oscillation fundamental frequency. For example, the tire pressure data includes tire pressure 1 and tire pressure 2, the vehicle deceleration data may include deceleration 1 and deceleration 2, and the road adhesion coefficient may include adhesion coefficient 1 and adhesion coefficient 2, then tire pressure 1, deceleration 1 and adhesion coefficient 1 may correspond to an oscillation fundamental frequency 111, and similarly, tire pressure 1, deceleration 1 and adhesion coefficient 2 may also correspond to an oscillation fundamental frequency 112, and so on.

[0062] Step S202, obtaining a current oscillation fundamental frequency corresponding to current vehicle tire pressure data, current vehicle deceleration data and current road adhesion coefficient from a first calibration mapping relationship.

[0063] After the first calibration mapping relationship is obtained, the oscillation fundamental frequency corresponding to the current tire pressure data, the current vehicle deceleration data, and the current road adhesion coefficient can be obtained from the first calibration mapping relationship as the current oscillation fundamental frequency. For example, if the current tire pressure data is tire pressure 1, the current vehicle deceleration data is deceleration 1, and the current road adhesion coefficient is adhesion coefficient 2, then the current oscillation fundamental frequency can be oscillation fundamental frequency 112.

[0064] In this embodiment, a first calibration mapping relationship may be pre-constructed, so that the current oscillation fundamental frequency may be obtained through the first calibration mapping relationship. In this way, the efficiency of obtaining the current oscillation fundamental frequency may be improved.

[0065] In one embodiment, Figure 3 As shown, step S104 may further include:

[0066] Step S301, according to the energy proportion of each harmonic, the total harmonic energy proportion is obtained, and the energy proportion threshold value corresponding to the current control period is obtained.

[0067] 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.

[0068] Step S302, when the total harmonic energy share is greater than the energy share threshold, or the vehicle speed is greater than or equal to the preset speed threshold, obtain the preset first calibration coefficient, second calibration coefficient and 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, and the third calibration coefficient is a calibration coefficient associated with the vehicle speed.

[0069] The preset ratio threshold refers to a preset energy ratio threshold. If the sum of the harmonic energy proportions is greater than the preset ratio threshold, it means that the energy of each harmonic accounts for a large proportion of the total signal energy of the wheel phase spectrum 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 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 wheel phase spectrum signal, or the vehicle speed is relatively fast, the controller will introduce a torque output control gain coefficient to assist in control to suppress vibration divergence.

[0070] 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.

[0071] Specifically, if the total harmonic energy proportion obtained in step S301 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 torque output control gain coefficient to perform torque 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.

[0072] Step S303, obtaining a torque 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.

[0073] 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 torque output control gain coefficient.

[0074] 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:

[0075]

[0076] in, Indicates the harmonic energy proportion of each harmonic.

[0077] The torque output control gain coefficient K can be calculated by the following formula:

[0078]

[0079] Where K represents the torque 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.

[0080] In this embodiment, whether to use the torque output control gain coefficient to perform torque output control can be determined by comparing the sum of the proportions of each harmonic energy with a preset proportion threshold, as well as comparing the size relationship between the vehicle speed and the preset speed threshold. If it is necessary to use the torque output control gain coefficient to perform torque output control, 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 that the torque output control gain coefficient can be calculated using the above coefficients. In this way, the accuracy of obtaining the torque output control gain coefficient can be improved.

[0081] Furthermore, step S301 may further include: obtaining a pre-constructed second calibration mapping relationship; the second calibration mapping relationship stores the correspondence between different tire pressure ranges, road surface types, tire stiffness coefficient ranges and harmonic frequency ranges, and different energy share thresholds; obtaining the energy share threshold corresponding to the current tire pressure data, the road surface type on which the target vehicle is currently located, the tire stiffness coefficient of the target vehicle and the target harmonic frequency from the second calibration mapping relationship as the energy share threshold corresponding to the current control cycle.

[0082] In this embodiment, the energy proportion threshold in the current control cycle for comparison with the sum of harmonic energy proportions may also be a dynamic threshold, and different thresholds may be used according to different control cycles. The energy proportion threshold may be affected by the tire pressure, road type, tire stiffness coefficient, and target harmonic frequency, and the second calibration mapping relationship is a pre-constructed correspondence between different tire pressure intervals, road type, tire stiffness coefficient intervals, and harmonic frequency intervals and different energy proportion thresholds, and the calibration mapping relationship may also be a pre-constructed mapping relationship table.

[0083] Afterwards, the controller can determine the energy proportion threshold that matches the current tire pressure data, the current road type of the target vehicle, the tire stiffness coefficient of the target vehicle, and the target harmonic frequency based on the above-mentioned second calibration mapping relationship, and use it as the energy proportion threshold corresponding to the current control cycle.

[0084] For example, the tire pressure interval includes tire pressure interval 1 and tire pressure interval 2, the road surface type includes road surface type 1 and road surface type 2, the tire stiffness coefficient interval includes stiffness coefficient interval 1 and stiffness coefficient interval 2, and the harmonic frequency interval includes frequency interval 1 and frequency interval 2. If the current tire pressure data of the vehicle is within tire pressure interval 1, the road surface type currently located by the target vehicle is road surface type 2, the tire stiffness coefficient of the target vehicle belongs to stiffness coefficient interval 1, and the target harmonic frequency is in frequency interval 2, then the energy proportion threshold corresponding to the current control cycle can be the energy proportion threshold 1212 stored in the second calibration mapping relationship, that is, the energy proportion threshold corresponding to tire pressure interval 1, road surface type 2, stiffness coefficient interval 1 and frequency interval 2.

[0085] In this embodiment, the energy proportion threshold of the current control cycle can also be a dynamic threshold, and a second calibration mapping relationship can be pre-constructed to determine the energy proportion threshold corresponding to the current control cycle according to the current tire pressure data, the type of road surface on which the target vehicle is currently located, the tire stiffness coefficient of the target vehicle, and the target harmonic frequency. In this way, the safety and stability of the torque output control can be further improved.

[0086] In addition, the second calibration mapping relationship stores the correspondence between different tire pressure intervals, road surface types, tire stiffness coefficient intervals, and harmonic frequency intervals, and different control intervention times; Figure 4 As shown, after step S105, the following steps may also be included:

[0087] Step S401, obtaining the control intervention time corresponding to the current tire pressure data, the road type on which the target vehicle is currently located, the tire stiffness coefficient of the target vehicle and the target harmonic frequency from the second calibration mapping relationship as the control intervention time corresponding to the current control cycle.

[0088] In this embodiment, in addition to storing the corresponding relationship between different tire pressure intervals, road surface types, tire stiffness coefficient intervals and harmonic frequency intervals and different energy proportion thresholds, the second calibration mapping relationship can also store the corresponding relationship between different tire pressure intervals, road surface types, tire stiffness coefficient intervals and harmonic frequency intervals and different control intervention times, and the control intervention time refers to the latest time for control intervention. Since there is a certain delay between the controller starting from the current control cycle and generating the torque output control command of the current control cycle, if this delay is too long, the intervention of the control command may affect the stability and safety of the control. Therefore, in order to ensure the stability and safety of the control process, the control intervention time is also set in this embodiment. Only when the delay is less than the above control intervention time, the generated torque output control command is used to control the torque output of the current control cycle. In addition, similar to the energy proportion threshold, the control intervention time in different control cycles can also be different, which can be determined according to the actual situation of the target vehicle in the current control cycle.

[0089] Specifically, the controller can also determine the control intervention time that matches the current tire pressure data, the road type on which the target vehicle is currently located, the tire stiffness coefficient of the target vehicle, and the target harmonic frequency based on the above-mentioned second calibration mapping relationship, and use it as the control intervention time corresponding to the current control cycle.

[0090] Step S402, obtaining the command generation time of the torque output control command;

[0091] Step S403, when the instruction generation time is less than the control intervention time, sending the torque output control instruction to the traction control system to control the torque output of the traction control system of the target vehicle in the current control cycle.

[0092] The instruction generation time refers to the time from the start of the current control cycle to the generation of the torque output control instruction. This time is the delay between the start of the current control cycle and the generation of the torque output control instruction of the current control cycle. Therefore, the controller can also obtain the instruction generation time when the torque output control instruction is generated, and compare the relationship between the instruction generation time and the control intervention time. If the instruction generation time is less than the control intervention time, the controller will send the torque output control instruction to the traction control system to control the torque output of the traction control system of the target vehicle in the current control cycle.

[0093] For example, the second calibration mapping relationship may be a calibration mapping relationship table, and part of the data in the mapping relationship table may be as shown in Table 1:

[0094] Table 1 Calibration mapping relationship table

[0095]

[0096] If the current tire pressure data is 305 kPa, the road type of the target vehicle is dry asphalt, the tire stiffness coefficient is 410 N / mm, and the target harmonic frequency is 18 Hz, then, according to Table 1 above, the energy proportion threshold is 0.22, and the control intervention timing is 55 ms. In this case, if the sum of the harmonic energy proportions of the current control cycle is greater than 0.22, the harmonic energy proportion meets the preset conditions, so the torque output control gain coefficient can be obtained, and the torque output control gain coefficient is used to generate the torque output control command. If the torque output control command generation time is less than 55 ms, the above torque output control command is sent to the traction control system to control the torque output.

[0097] In this embodiment, the second calibration mapping relationship stores the correspondence between different tire pressure ranges, road surface types, tire stiffness coefficient ranges and harmonic frequency ranges, and different control intervention times. Therefore, the controller can determine the control intervention time corresponding to the current control cycle based on the current tire pressure data, the road surface type on which the target vehicle is currently located, the tire stiffness coefficient of the target vehicle and the target harmonic frequency, and further use the control intervention time to determine whether to send the torque output control instruction to the traction control system. In this way, the safety and stability of the torque output control can be further improved.

[0098] In one embodiment, after step S103, it may also include: when the harmonic energy ratio and the vehicle speed do not meet the preset conditions, obtaining the first target torque output data based on the current torque output data; and generating a torque output control instruction for the current control cycle according to the first target torque output data.

[0099] 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 torque output control gain coefficient to generate the torque output control command, but directly use the current torque output data to generate the torque output command.

[0100] The first target torque output data refers to the torque output adjustment target of the current control cycle obtained directly from the current torque output data. In this embodiment, if the harmonic energy ratio and the vehicle speed do not meet the preset conditions, the controller can directly calculate the torque output adjustment target in the current control cycle based on the current torque output data collected in the current control cycle as the first target torque output data. The first target torque output data can then be further used to generate the torque output control command in the current control cycle. 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.

[0101] 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.

[0102] In one embodiment, Figure 5 As shown, step S105 may further include:

[0103] Step S501, obtaining torque output adjustment data corresponding to the current control period according to the torque output control gain coefficient, and obtaining first target torque output data according to the current torque output data.

[0104] The torque output adjustment data is the adjustment data used to adjust the torque output target obtained by the torque output control gain coefficient. After obtaining the torque output control gain coefficient, the controller can use the torque output control gain coefficient to obtain the torque output adjustment data corresponding to the current control cycle, and can also use the collected current torque output data to obtain the torque output target, that is, to obtain the first target torque output data.

[0105] Step S502, when the torque output adjustment data meets the preset condition, obtaining the second target torque output data according to the torque output adjustment data and the first target torque output data;

[0106] Step S503: generating a torque output control instruction according to the second target torque output data.

[0107] The second target torque output data is the torque output target obtained after updating the torque output adjustment data. Specifically, after obtaining the torque output adjustment data, the controller can also determine whether the torque output adjustment data meets a preset condition, which can be an integral protection condition. Only when the condition is met, the controller uses the torque output adjustment data and the first target torque output data to obtain the second target torque output data, thereby generating a torque output control instruction using the second target torque output data.

[0108] For example, the second target torque output data is The second target torque output data can be obtained by the following formula:

[0109]

[0110] in, represents the first target torque output data, and Indicates torque output adjustment data.

[0111] In this embodiment, after obtaining the torque output control gain coefficient, the torque output adjustment data obtained by the coefficient can also be used, and only after the torque output adjustment data meets the preset conditions, the torque output adjustment data is used to adjust the torque output target, and the second target torque output data is obtained to generate a torque output control instruction. In this way, the control stability of the torque output control can be further improved.

[0112] Furthermore, step S501 may further include: acquiring phase data corresponding to the target harmonic; and obtaining torque output adjustment data according to the torque output control gain coefficient, the target harmonic frequency, and the phase data.

[0113] 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 torque output adjustment data can be obtained by using the torque output control gain coefficient, the target harmonic frequency, and the phase data corresponding to the target harmonic.

[0114] For example, the torque output adjustment data is Indicates that the torque output adjustment data can be obtained by the following formula:

[0115]

[0116] Where K represents the torque output control gain coefficient, represents the target harmonic frequency, and Indicates the phase data corresponding to the target harmonic.

[0117] In this embodiment, the controller can also use the torque output control gain coefficient, target harmonic frequency and phase data to obtain the torque output adjustment data. In this way, the accuracy and efficiency of obtaining the torque output adjustment data can be improved.

[0118] In one embodiment, a vibration compensation control method for a traction control system based on tire pressure is also provided. Figure 6 As shown, the method may include the following steps:

[0119] Step S1: signal acquisition.

[0120] This embodiment needs to be configured with the following sensors: a tire pressure monitoring sensor to monitor tire pressure changes in real time; a wheel speed sensor to collect drive wheel angular velocity signals; an acceleration sensor to collect vehicle acceleration signals.

[0121] Data processing first tests the validity of each sampling point, checks whether the signal is within the range, checks the signal continuity, and marks abnormal data points. Then, data smoothing is performed and sliding average filtering is applied to remove mutation points.

[0122] Step S2: Harmonic characteristic analysis.

[0123] S2.1: Determine the base frequency.

[0124] Identify tire stiffness changes based on tire pressure change characteristics. Calculate fundamental frequency based on wheel speed . Determine the 1st to 5th harmonic frequency observation window: [0.8 , 1.2 ].

[0125] S2.2: FFT analysis.

[0126] Design the data window length to ensure that it contains two complete cycles of the fundamental frequency. Preprocess the data to remove the DC component and apply a Hanning window. Perform a fast Fourier transform and calculate the spectrum.

[0127] S2.3: Energy calculation and analysis.

[0128] Calculate the energy of each harmonic component and harmonic information. Calculate total energy (Remove high frequency noise). Calculate the harmonic energy ratio Identify the main interfering frequencies. Among them:

[0129]

[0130] Step S3: Control strategy execution.

[0131] S3.1: Intervention determination.

[0132] Setting basic thresholds . Monitor the energy proportion of each harmonic. When the sum of the harmonic energy proportion E exceeds the threshold, the control is triggered. Real-time monitoring of vehicle speed, tire pressure and other conditions ensures control safety.

[0133] S3.2: Control strategy.

[0134] Based on the working condition identification results, the system adopts an adaptive control strategy matrix. The control strategy mainly identifies the dynamic interaction characteristics of the tire and the road in real time based on the tire pressure signal, and extracts the frequency characteristics of the system vibration through fast Fourier transform (FFT) analysis. When it is detected that the comprehensive proportion of harmonic energy exceeds the set threshold, anti-shake control is triggered. The controller first identifies the main interference frequency, and determines the timing of control intervention based on parameters such as tire pressure range, road type, and tire stiffness coefficient. In the period corresponding to this frequency, a torque holding strategy is adopted, that is, the current output torque value is temporarily locked to avoid control adjustment during the time period prone to resonance, thereby suppressing the divergence of vibration. The strategy selection and switching mechanism is as follows:

[0135] 1. Torque holding strategy: Applicable to the situation where the proportion of harmonic energy just exceeds the threshold, that is, The vehicle speed is low The control system keeps the current output command unchanged during the control intervention period to avoid introducing new interference.

[0136] 2. 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.

[0137] Strategy switching mechanism:

[0138] Threshold setting: basic threshold Used to determine whether intervention control is needed; speed threshold Critical value used to distinguish high and low vehicle speeds. When E and v meet different conditions, the control strategy switches between the torque holding strategy and the dynamic gain adjustment strategy to adapt to different working conditions. The system monitors tire pressure changes, vehicle speed, acceleration and other state parameters in real time, dynamically adjusts the control threshold and intervention timing to ensure the safety and stability of control.

[0139] Step S3.3: Control execution and dynamic optimization: In the control adjustment stage, specific control measures are implemented according to the selected control strategy.

[0140] Torque holding strategy: temporarily lock the current output torque value within the period corresponding to the main interference frequency , avoid making control adjustments during the time period when resonance is likely to occur, and suppress the divergence of vibration. This strategy can reduce the frequent adjustment of the control system and maintain the stability of vehicle driving.

[0141] Dynamic gain adjustment strategy: In the calculation of control gain, the frequency response characteristics of the motor are introduced and the motor response factor Incorporate it into the calculation of the control gain. The calculation formula of the control gain is:

[0142]

[0143] in: , , is the calibration coefficient; E represents the total proportion of harmonic energy; v is the vehicle speed; The motor is at the interference frequency The frequency response factor is as follows.

[0144] Motor response factor Acquisition: The frequency response characteristics of the motor can be obtained through experiments or simulations, expressed as the amplitude gain of the input signal with different frequencies. The frequency response curve of the motor can be established and obtained by looking up the table or calculating in the control algorithm. .

[0145] Calculate the adjustment amount of the control command (taking torque as an example):

[0146]

[0147] in: is the adjustment amount of the torque command; is the main interfering harmonic frequency; is the phase of the harmonic.

[0148] Update control command: add the adjustment value to the current torque command and perform smoothing:

[0149]

[0150] Change rate limit: To prevent sudden changes in control instructions from causing new interference, set the change rate limit of the control signal: .in, is the maximum allowable torque change rate.

[0151] Filtering: Filter the control instructions to eliminate high-frequency components and ensure the smoothness of the control signal.

[0152] Monitor the control effect in real time and evaluate the interference suppression. According to the feedback, dynamically adjust the control gain K and related parameters to optimize the control performance. The control strategy parameter table is shown in Table 1. The parameters are used to dynamically adjust the control threshold and intervention timing to ensure the safety and stability of the control.

[0153] With the above control method, the system triggers the corresponding control strategy when it detects that the proportion of harmonic energy exceeds the threshold and meets the control intervention timing conditions. In the period corresponding to the interference frequency, the torque holding strategy is adopted to suppress the divergence of vibration. In the non-interference frequency range, the system executes the conventional traction control system strategy to maintain the optimal slip ratio by adjusting the motor output torque.

[0154] The anti-shake control method for starting the traction control system based on tire pressure recognition proposed in this embodiment recognizes the interaction characteristics between the tire and the road surface by real-time monitoring of tire pressure changes, accurately identifies the shake frequency during the starting process by combining FFT spectrum analysis, and adopts an intelligent torque control strategy that avoids the resonance frequency, which effectively suppresses the vibration divergence phenomenon during the starting process. This embodiment not only significantly improves the starting stability and directional control performance, improves driving comfort, but also reduces abnormal wear of transmission system components and prolongs service life. Compared with the method that relies on improving mechanical processing accuracy, this embodiment achieves anti-shake through an intelligent control strategy, which has the advantages of low cost and strong adaptability.

[0155] 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.

[0156] 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.

[0157] In one embodiment, Figure 7As shown, a traction control system control device is provided, including: a vehicle data acquisition module 701, an oscillation information acquisition module 702, a target harmonic determination module 703, a control gain acquisition module 704 and a control instruction generation module 705, wherein:

[0158] The vehicle data acquisition module 701 is used to acquire the current wheel speed data, the current tire pressure data, the current vehicle deceleration data and the current torque output data collected by the target vehicle in the current control cycle during the starting process of the target vehicle;

[0159] The oscillation information acquisition module 702 is used to obtain the current oscillation fundamental frequency according to the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient of the target vehicle, and obtain the corresponding wheel phase spectrum signal based on the current wheel speed data;

[0160] The target harmonic determination module 703 is used to obtain the harmonic frequency and harmonic energy of multiple harmonics in the wheel phase spectrum signal according to the current oscillation fundamental frequency and the wheel phase spectrum signal, and obtain the harmonic energy proportion of each harmonic according to the energy of each harmonic, and obtain the target harmonic from the multiple harmonics based on the harmonic energy proportion;

[0161] The control gain acquisition module 704 is used to acquire the torque 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 of the target vehicle in the current control period meets the preset conditions;

[0162] The control instruction generation module 705 is used to generate a torque output control instruction for the current control cycle based on the torque output control gain coefficient and the current torque output data; the torque output control instruction is used to control the torque output of the traction control system of the target vehicle in the current control cycle.

[0163] In one embodiment, the oscillation information acquisition module 702 is further used to obtain a pre-constructed first calibration mapping relationship; the first calibration mapping relationship stores the correspondence between different tire pressure data, vehicle deceleration data and road adhesion coefficients and different oscillation fundamental frequencies; and obtains the current oscillation fundamental frequency corresponding to the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient from the first calibration mapping relationship.

[0164] In one embodiment, the control gain acquisition module 704 is further used to obtain the sum of harmonic energy proportions according to the proportion of each harmonic energy, and obtain the energy proportion threshold corresponding to the current control cycle; when the sum of the harmonic energy proportions is greater than the energy proportion threshold, or the vehicle speed is greater than or equal to the preset speed threshold, obtain the preset first calibration coefficient, second calibration coefficient and 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, and the third calibration coefficient is a calibration coefficient associated with the vehicle speed; the torque 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.

[0165] In one embodiment, the control gain acquisition module 704 is further used to obtain a pre-constructed second calibration mapping relationship; the second calibration mapping relationship stores the correspondence between different tire pressure ranges, road surface types, tire stiffness coefficient ranges and harmonic frequency ranges, and different energy share thresholds; the energy share threshold corresponding to the current tire pressure data, the road surface type where the target vehicle is currently located, the tire stiffness coefficient of the target vehicle and the target harmonic frequency is obtained from the second calibration mapping relationship as the energy share threshold corresponding to the current control cycle.

[0166] In one embodiment, the second calibration mapping relationship stores the correspondence between different tire pressure intervals, road surface types, tire stiffness coefficient intervals and harmonic frequency intervals, and different control intervention times; the control instruction generation module 705 is also used to obtain the control intervention time corresponding to the current tire pressure data, the road surface type currently located by the target vehicle, the tire stiffness coefficient of the target vehicle and the target harmonic frequency from the second calibration mapping relationship as the control intervention time corresponding to the current control cycle; obtain the instruction generation time of the torque output control instruction; when the instruction generation time is less than the control intervention time, send the torque output control instruction to the traction control system to control the torque output of the traction control system of the target vehicle in the current control cycle.

[0167] In one embodiment, the control instruction generation module 705 is also used to obtain first target torque output data based on current torque output data when the harmonic energy ratio and vehicle speed do not meet preset conditions; and generate a torque output control instruction for the current control cycle based on the first target torque output data.

[0168] In one embodiment, the control instruction generation module 705 is further used to obtain the torque output adjustment data corresponding to the current control cycle according to the torque output control gain coefficient, and obtain the first target torque output data according to the current torque output data; when the torque output adjustment data meets the preset conditions, the second target torque output data is obtained according to the torque output adjustment data and the first target torque output data; and the torque output control instruction is generated according to the second target torque output data.

[0169] In one embodiment, the control instruction generation module 705 is further used to obtain phase data corresponding to the target harmonic; and obtain torque output adjustment data according to the torque output control gain coefficient, the target harmonic frequency, and the phase data.

[0170] 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.

[0171] In one embodiment, a controller is provided, whose internal structure diagram can be as follows: Figure 8 As 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.

[0172] 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.

[0173] 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.

[0174] 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.

[0175] 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.

[0176] 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.

[0177] 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.

[0178] 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.

[0179] 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 construed as limiting the scope of the present application. It should be noted that, for a person of ordinary skill in the art, several modifications 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 starting process of the target vehicle, current wheel speed data, current tire pressure data, current vehicle deceleration data and current torque output data collected by the target vehicle in the current control cycle are obtained; According to the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient of the target vehicle, a current oscillation fundamental frequency is obtained, and based on the current wheel speed data, a corresponding wheel phase spectrum signal is obtained; According to the current oscillation fundamental frequency and the wheel phase spectrum signal, the harmonic frequencies and harmonic energies of multiple harmonics in the wheel phase spectrum signal are obtained, and according to each harmonic energy, the harmonic energy proportion of each harmonic is obtained, 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 of the target vehicle in the current control cycle meets a preset condition, the torque 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 torque output control gain coefficient and the current torque output data, a torque output control instruction for the current control cycle is generated; the torque output control instruction is used to control the torque 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 The obtaining of the current oscillation fundamental frequency according to the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient of the target vehicle comprises: Acquire a pre-constructed first calibration mapping relationship; the first calibration mapping relationship stores the correspondence between different tire pressure data, vehicle deceleration data and road adhesion coefficients and different oscillation fundamental frequencies; The current oscillation fundamental frequency corresponding to the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient is obtained from the first calibration mapping relationship.

3. The method according to claim 1, characterized in that When the harmonic energy proportion or the vehicle speed of the target vehicle in the current control cycle meets a preset condition, the torque output control gain coefficient corresponding to the current control cycle is obtained according to the target harmonic energy proportion corresponding to the target harmonic, the vehicle speed, and the target harmonic frequency corresponding to the target harmonic, including: According to the harmonic energy proportions, a sum of the harmonic energy proportions is obtained, and an energy proportion threshold corresponding to the current control period is obtained; When the sum of the harmonic energy proportions is greater than the energy proportion threshold, or the vehicle speed is greater than or equal to a preset speed threshold, a preset first calibration coefficient, a second calibration coefficient, and a third calibration coefficient are obtained, and a frequency response factor coefficient is obtained 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 harmonic energy, and the third calibration coefficient is a calibration coefficient associated with vehicle speed; The torque 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.

4. The method according to claim 3, characterized in that The obtaining of the energy proportion threshold corresponding to the current control period includes: Acquire a pre-constructed second calibration mapping relationship; the second calibration mapping relationship stores the correspondence between different tire pressure ranges, road surface types, tire stiffness coefficient ranges and harmonic frequency ranges and different energy proportion thresholds; An energy proportion threshold value corresponding to the current tire pressure data, the road type on which the target vehicle is currently located, the tire stiffness coefficient of the target vehicle, and the target harmonic frequency is obtained from the second calibration mapping relationship as the energy proportion threshold value corresponding to the current control cycle.

5. The method according to claim 4, characterized in that The second calibration mapping relationship stores the correspondence between different tire pressure ranges, road types, tire stiffness coefficient ranges and harmonic frequency ranges and different control intervention times; after the torque output control instruction in the current control cycle is generated, it also includes: Acquire, from the second calibration mapping relationship, a control intervention time corresponding to the current tire pressure data, the road type on which the target vehicle is currently located, the tire stiffness coefficient of the target vehicle, and the target harmonic frequency as the control intervention time corresponding to the current control cycle; Acquire the command generation time of the torque output control command; In a case where the instruction generation time is less than the control intervention time, the torque output control instruction is sent to the traction control system to control the torque output of the traction control system of the target vehicle in the current control cycle.

6. The method according to claim 1, characterized in that After obtaining the harmonic energy proportion of each harmonic, the method further includes: When the harmonic energy proportion and the vehicle speed do not meet the preset conditions, obtaining first target torque output data based on the current torque output data; A torque output control instruction for the current control cycle is generated according to the first target torque output data.

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

8. The method according to claim 7, characterized in that The step of obtaining the torque output adjustment data corresponding to the current control period according to the torque output control gain coefficient includes: Acquire phase data corresponding to the target harmonic; The torque output adjustment data is obtained according to the torque output control gain coefficient, the target harmonic frequency, and the phase data.

9. A traction control system control device, characterized in that: The device comprises: The vehicle data acquisition module is used to acquire the current wheel speed data, the current tire pressure data, the current vehicle deceleration data and the current torque output data collected by the target vehicle in the current control cycle during the starting process of the target vehicle; an oscillation information acquisition module, configured to acquire a current oscillation fundamental frequency according to the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient of the target vehicle, and acquire a corresponding wheel phase spectrum signal based on the current wheel speed data; a target harmonic determination module, for obtaining the harmonic frequencies and harmonic energies of multiple harmonics in the wheel phase spectrum signal according to the current oscillation fundamental frequency and the wheel phase spectrum signal, and obtaining the harmonic energy proportion of each harmonic according to each harmonic energy, and obtaining the target harmonic from the multiple harmonics based on the harmonic energy proportion; A control gain acquisition module, configured to acquire a torque 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 of the target vehicle in the current control period meets a preset condition; A control instruction generation module is used to generate a torque output control instruction for the current control cycle based on the torque output control gain coefficient and the current torque output data; the torque output control instruction is used to control the torque output of the traction control system of the target vehicle in the current control cycle.

10. 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 8 are implemented.

11. 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 8 are implemented.

12. 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 8 are implemented.

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