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

Abstract

This application relates to a traction control system method, device, controller, and medium. The method includes: during the starting process of a target vehicle, acquiring the wheel speed, tire pressure, vehicle deceleration, and torque output of the target vehicle within the current control cycle; acquiring the fundamental oscillation frequency based on the tire pressure, vehicle deceleration, and road surface adhesion coefficient, and acquiring the wheel phase spectrum signal based on the wheel speed; acquiring the harmonic frequencies and harmonic energies of multiple harmonics based on the fundamental oscillation frequency and the wheel phase spectrum signal, and obtaining the harmonic energy ratio; if the harmonic energy ratio or the vehicle speed within the current control cycle meets preset conditions, acquiring the torque output control gain coefficient based on the harmonic energy ratio, vehicle speed, and target harmonic frequency; and generating a torque output control command based on the torque output control gain coefficient and torque output data. This method can improve the suppression effect of vibration divergence.

Description

Technical Field

[0001] This 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 Technology

[0002] With the development of vehicle control technology, the traction control system (TCS) can be used to control the start-up process. When the vehicle starts or accelerates and loses traction due to wheel slippage, the system can adjust the engine ignition time and torque output, and apply the brakes if necessary, to prevent slippage and loss of steering control, thus ensuring the stability of the vehicle's direction of travel.

[0003] However, during vehicle start-up, due to the dynamic contact characteristics between the tires and the ground, periodic vibrations occur, and these vibrations are prone to resonance, causing the vibration amplitude to continuously amplify, seriously affecting start-up performance and ride comfort.

[0004] In related technologies, vibration during vehicle start-up is usually suppressed by optimizing tire structure and material properties. However, this method is not only costly, but also fails to fundamentally solve the problem. Especially when starting on low-traction surfaces, this vibration phenomenon will significantly affect the maintenance of the optimal slip ratio and reduce traction performance. Therefore, the methods provided in related technologies to suppress vibration dispersion have poor control effects. Summary of the Invention

[0005] Therefore, it is necessary to provide a traction control system method, device, controller, computer-readable storage medium, and computer program product that can improve the suppression effect of vibration divergence phenomenon, in order to address the above-mentioned technical problems.

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

[0007] During the start-up process of the target vehicle, acquire the current wheel speed data, current tire pressure data, current vehicle deceleration data, and current torque output data of the target vehicle within the current control cycle;

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

[0009] Based on 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 the harmonic energy ratio of each harmonic is obtained based on the harmonic energy ratio. The target harmonic is then obtained from the multiple harmonics based on the harmonic energy ratio.

[0010] When the harmonic energy ratio 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 based on the harmonic energy ratio, 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 command is generated for the current control cycle; the torque output control command is used to control the torque output of the traction control system of the target vehicle during the current control cycle.

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

[0013] In one embodiment, when the harmonic energy ratio or the vehicle speed of the target vehicle in the current control cycle meets a preset condition, obtaining the torque output control gain coefficient corresponding to the current control cycle based on the target harmonic energy ratio corresponding to the target harmonic, the vehicle speed, and the target harmonic frequency corresponding to the target harmonic includes: obtaining the sum of harmonic energy ratios based on each harmonic energy ratio, and obtaining the energy ratio threshold corresponding to the current control cycle; when the sum of harmonic energy ratios is greater than the energy ratio threshold, or the vehicle speed is greater than or equal to a preset speed threshold, obtaining preset first calibration coefficients, second calibration coefficients, and third calibration coefficients, and obtaining 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 harmonic energy, and the third calibration coefficient is a calibration coefficient associated with vehicle speed; and obtaining the torque output control gain coefficient based on the product of the first calibration coefficient, the second calibration coefficient, and the sum of harmonic energy ratios, the product of the third calibration coefficient and the vehicle speed, and the frequency response factor coefficient.

[0014] In one embodiment, obtaining the energy percentage threshold 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 percentage thresholds; obtaining the energy percentage threshold corresponding to the current vehicle 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 percentage threshold 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 command within the current control cycle is generated, the method further includes: obtaining the control intervention time corresponding to the current vehicle 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 control intervention time corresponding to the current control cycle; obtaining the command generation time of the torque output control command; and if the command generation time is less than the control intervention time, sending the torque output control command 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 embodiment, after obtaining the harmonic energy ratio of each harmonic, the method further includes: when neither the harmonic energy ratio nor the vehicle speed meets the preset conditions, obtaining first target torque output data based on the current torque output data; and generating a torque output control command for the current control cycle based on the first target torque output data.

[0017] In one embodiment, generating a torque output control command for the current control cycle based on the torque output control gain coefficient and the current torque output data includes: obtaining torque output adjustment data corresponding to the current control cycle according to the torque output control gain coefficient, and obtaining first target torque output data according to the current torque output data; if the torque output adjustment data meets a preset condition, obtaining 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 command according to the second target torque output data.

[0018] In one embodiment, 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; and obtaining the torque output adjustment data based on the torque output control gain coefficient, the target harmonic frequency, and the phase data.

[0019] Secondly, this application also provides a traction control system control device, comprising:

[0020] The vehicle data acquisition module is used to acquire, during the start-up 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.

[0021] The oscillation information acquisition module is used to acquire the current oscillation fundamental frequency based on the current vehicle tire pressure data, the current vehicle deceleration data, and the current road surface adhesion coefficient of the target vehicle, and to acquire the corresponding wheel phase spectrum signal based on the current wheel speed data.

[0022] The target harmonic determination module is used to obtain the harmonic frequency and harmonic energy of multiple harmonics in the wheel phase spectrum signal based on the current oscillation fundamental frequency and the wheel phase spectrum signal, and to obtain the harmonic energy ratio of each harmonic based on the harmonic energy ratio, and to obtain the target harmonic from the multiple harmonics based on the harmonic energy ratio.

[0023] The control gain acquisition module is used to acquire the torque output control gain coefficient corresponding to the current control cycle based on the harmonic energy ratio, the vehicle speed, and the target harmonic frequency corresponding to the target harmonic, when the harmonic energy ratio or the vehicle speed of the target vehicle in the current control cycle meets the preset conditions.

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

[0025] Thirdly, this application also provides a controller, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the steps of the method described in any embodiment of the first aspect.

[0026] Fourthly, this application also 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 embodiment of the first aspect.

[0027] Fifthly, this application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the method described in any embodiment of the first aspect.

[0028] The aforementioned traction control system control method, device, controller, storage medium, and computer program product, during the target vehicle's start-up process, acquires the current wheel speed data, current tire pressure data, current vehicle deceleration data, and current torque output data collected within the current control cycle of the target vehicle; based on the current tire pressure data, current vehicle deceleration data, and the target vehicle's current road surface adhesion coefficient, it acquires the current oscillation fundamental frequency, and based on the current wheel speed data, it acquires the corresponding wheel phase spectrum signal; based on the current oscillation fundamental frequency and the wheel phase spectrum signal, it acquires the harmonic frequencies and harmonic energies of multiple harmonics in the wheel phase spectrum signal. Based on the energy of each harmonic, the harmonic energy ratio of each harmonic is obtained, and the target harmonic is obtained from multiple harmonics based on the harmonic energy ratio. When the harmonic energy ratio 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 based on the harmonic energy ratio, 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 command for the current control cycle is generated. The torque output control command is used to control the torque output of the target vehicle's traction control system in the current control cycle. This application can collect wheel speed, tire pressure, vehicle deceleration, and torque output data during the current control cycle when the target vehicle starts. It then uses 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 the corresponding wheel phase spectrum signal based on the wheel speed. Subsequently, it uses the oscillation fundamental frequency and the aforementioned spectrum signal to obtain the harmonic frequencies and harmonic energies of multiple harmonics in the spectrum signal, and further obtains the harmonic energy ratio of each harmonic and the target harmonic. This allows for further judgment on whether the harmonic energy ratio or vehicle speed meets the conditions. If it does, the control gain for torque output is obtained based on the harmonic energy ratio, vehicle speed, and the harmonic frequency corresponding to the target harmonic. This control gain is then used to generate torque output control commands to control the torque output. This method allows for torque output control using the control gain coefficient, which can reduce vibration during vehicle start-up without relying on optimization of tire structure and material properties, thereby improving the suppression of vibration divergence. Attached Figure Description

[0029] To more clearly illustrate the technical solutions in the embodiments or related technologies of this application, the accompanying drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0030] Figure 1This is a flowchart illustrating the control method of the traction control system in one embodiment;

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

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

[0033] Figure 4 This is a flowchart illustrating the process of sending torque output control commands in one embodiment;

[0034] Figure 5 This is a flowchart illustrating the generation of torque output control commands in one embodiment;

[0035] Figure 6 This is a flowchart of a tire pressure-based traction system vibration compensation control method in one embodiment;

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

[0037] Figure 8 This is a diagram of the internal structure of the controller in one embodiment. Detailed Implementation

[0038] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0039] In one embodiment, such as Figure 1 As shown, a traction control system method is provided. This embodiment illustrates the application of this method to a controller, which can be used to control the traction control system. In this embodiment, the method includes the following steps:

[0040] Step S101: During the start-up process of the target vehicle, acquire 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.

[0041] Here, the target vehicle refers to the vehicle in the starting process, and the current control cycle is any control cycle of the traction control system during 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 based on the vehicle-related data collected in the current control cycle. For example, it can include wheel speed data, tire pressure data, deceleration data, and torque output data.

[0042] Specifically, during the start-up process of the target vehicle, sensors installed on the target vehicle can collect wheel speed data, tire pressure data, vehicle deceleration data, and torque output data within the current control cycle. The controller can then read the above data as the current wheel speed data, current tire pressure data, current vehicle deceleration data, and current torque output data.

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

[0044] The current road surface adhesion coefficient refers to the road surface adhesion coefficient of the target vehicle within the current control cycle, while the current oscillation fundamental frequency refers to the fundamental frequency of jitter interference in the wheel phase signal during the control process of the traction control system within the current control cycle. This 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 lead to changes in oscillation frequency; deceleration magnitude, which affects tire deformation and friction characteristics, and at larger decelerations, the shear deformation between the tire and the road surface intensifies, changing the oscillation characteristics; and road surface adhesion coefficient, which affects tire slip characteristics, as well as the rate and amplitude of change of tire slip ratio.

[0045] The wheel phase spectrum signal is the spectral signal of the target vehicle's wheel phase within the current control cycle. This spectrum signal can be calculated based on the current wheel speed data. This process can involve first converting the collected current wheel speed data into wheel phase data, which characterizes the changes in wheel angles of the target vehicle's wheels within the current control cycle, and then performing a Fourier transform on the wheel phase data. For example, the angle of a reference point on the wheel can change from 0 in the current control cycle to π / 6, then to π / 3, and so on. The wheel phase data is composed of the wheel angles of the aforementioned reference point at multiple time points within the current control cycle, and the intervals between these time points can be preset time intervals.

[0046] Step S103: Based on 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 obtain the harmonic energy ratio of each harmonic based on the harmonic energy ratio, and obtain the target harmonic from multiple harmonics based on the harmonic energy ratio.

[0047] Harmonic frequency refers to the frequencies corresponding to multiple harmonics contained in the wheel phase spectrum signal, while harmonic energy refers to the signal energy corresponding to each harmonic. The harmonic energy percentage refers to the proportion 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 frequencies and energies corresponding to the multiple harmonics contained in the wheel phase spectrum signal, as multiple harmonic frequencies and harmonic energies. Then, based on the harmonic energy corresponding to each harmonic, the harmonic energy percentage corresponding to each harmonic can be calculated. The target harmonic can be understood as the main harmonic causing wheel vibration interference. The determination of the target harmonic can be based on the harmonic energy percentage of each harmonic, determined from multiple harmonics. For example, the harmonic with the largest harmonic energy percentage 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. These are the multiple harmonic frequencies and harmonic energies. Then, based on the harmonic energy corresponding to each harmonic, the controller can calculate the harmonic energy ratio of each harmonic and use the harmonic energy ratio of each harmonic 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 fundamental frequency of oscillation. The harmonic frequency of the nth harmonic, for example This represents the harmonic frequency of the second harmonic, which is twice the current fundamental oscillation frequency. This indicates the harmonic frequency of the 3rd harmonic, which is 3 times the current fundamental oscillation frequency, and so on.

[0052] After obtaining the harmonic frequencies of each harmonic, the harmonic energy of each harmonic can be calculated. For example, the spectral signal value corresponding to each harmonic frequency can be used as the signal amplitude of each harmonic frequency. Then, the harmonic energy of each harmonic can be obtained using this signal amplitude. For example, the square 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 spectral signal can be... If represented, then the harmonic energy of each harmonic can be obtained through... To express.

[0053] Step S104: If the harmonic energy ratio or the vehicle speed of the target vehicle in the current control cycle meets the preset conditions, obtain the torque output control gain coefficient corresponding to the current control cycle based on the harmonic energy ratio, vehicle speed, and the target harmonic frequency corresponding to the target harmonic.

[0054] The preset conditions can be pre-set conditions used to determine whether to introduce torque output control gain coefficient for torque output control. The torque output control gain coefficient is an adjustment coefficient used to adjust the output torque of the traction control system during the control process. This adjustment coefficient can be determined based on the harmonic energy ratio of each harmonic, the vehicle speed of the target vehicle, and the harmonic frequency of the target harmonic.

[0055] Specifically, if either the harmonic energy ratio or the vehicle speed meets a preset condition, 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 torque output control gain coefficient corresponding to the current control cycle.

[0056] Step S105: Based on the torque output control gain coefficient and the current torque output data, generate a torque output control command for the current control cycle; the torque output control command is used to control the torque output of the target vehicle's traction control system within the current control cycle.

[0057] Torque output control command refers to the control command used by the controller to control the torque output of the traction control system of the target vehicle within 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 command 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 excessive adjustment gradient and thus vibration divergence, the generated torque output control command can also control the vibration divergence phenomenon caused by excessive torque output adjustment gradient in the traction control system within the current control cycle.

[0058] In the aforementioned traction control system method, during the target vehicle's start-up process, the system acquires current wheel speed data, current tire pressure data, current vehicle deceleration data, and current torque output data collected within the current control cycle. Based on the current tire pressure data, current vehicle deceleration data, and the target vehicle's current road surface adhesion coefficient, the system obtains the current oscillation fundamental frequency and the corresponding wheel phase spectrum signal based on the current wheel speed data. Based on the current oscillation fundamental frequency and the wheel phase spectrum signal, the system acquires the harmonic frequencies and harmonic energies of multiple harmonics in the wheel phase spectrum signal, and obtains the harmonic energy percentage of each harmonic based on its energy. Based on the harmonic energy percentage, the system obtains the target harmonic from multiple harmonics. If the harmonic energy percentage or the target vehicle's speed within the current control cycle meets preset conditions, the system obtains the torque output control gain coefficient corresponding to the current control cycle based on the harmonic energy percentage, 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, the system generates a torque output control command for the current control cycle. The torque output control command is used to control the torque output of the target vehicle's traction control system within the current control cycle. This application can collect wheel speed, tire pressure, vehicle deceleration, and torque output data during the current control cycle when the target vehicle starts. It then uses 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 the corresponding wheel phase spectrum signal based on the wheel speed. Subsequently, it uses the oscillation fundamental frequency and the aforementioned spectrum signal to obtain the harmonic frequencies and harmonic energies of multiple harmonics in the spectrum signal, and further obtains the harmonic energy ratio of each harmonic and the target harmonic. This allows for further judgment on whether the harmonic energy ratio or vehicle speed meets the conditions. If it does, the control gain for torque output is obtained based on the harmonic energy ratio, vehicle speed, and the harmonic frequency corresponding to the target harmonic. This control gain is then used to generate torque output control commands to control the torque output. This method allows for torque output control using the control gain coefficient, which can reduce vibration during vehicle start-up without relying on optimization of tire structure and material properties, thereby improving the suppression of vibration divergence.

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

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

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

[0062] Step S202: Obtain the current oscillation base frequency corresponding to the current tire pressure data, current vehicle deceleration data, and current road surface adhesion coefficient from the first calibration mapping relationship.

[0063] After obtaining the first calibration mapping relationship, the oscillation fundamental frequency corresponding to the current vehicle tire pressure data, current vehicle deceleration data, and current road surface adhesion coefficient can be obtained from the first calibration mapping relationship as the current oscillation fundamental frequency. For example, if the current vehicle tire pressure data is tire pressure 1, the current vehicle deceleration data is deceleration 1, and the current road surface 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 can be pre-constructed, so that the current oscillation base frequency can be obtained through the first calibration mapping relationship, thereby improving the efficiency of obtaining the current oscillation base frequency.

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

[0066] Step S301: Based on the energy proportion of each harmonic, obtain the total harmonic energy proportion and acquire the energy proportion threshold corresponding to the current control cycle.

[0067] The total harmonic energy percentage refers to the sum of the energy percentages of each harmonic. After obtaining the harmonic energy percentage of each harmonic, the controller can sum the above harmonic energy percentages to obtain the total harmonic energy percentage.

[0068] Step S302: When the total proportion of harmonic energy is greater than the energy proportion threshold, or the vehicle speed is greater than or equal to a 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 the reference calibration coefficient, the second calibration coefficient is the calibration coefficient associated with harmonic energy, and the third calibration coefficient is the calibration coefficient associated with vehicle speed.

[0069] The preset proportional threshold refers to a pre-set energy proportion threshold. If the total proportion of harmonic energy is greater than this preset proportional threshold, it indicates 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 pre-set vehicle speed threshold. If the vehicle speed is greater than the preset speed threshold, it indicates that the vehicle speed is relatively high in 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 if the vehicle speed is relatively high, the controller will introduce a torque output control gain coefficient to assist in control and 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. The third calibration coefficient is the calibration speed associated with the vehicle speed. These calibration coefficients can be pre-calibrated. The frequency response factor coefficient is used to characterize the motor at the main interference frequency, i.e., the target harmonic frequency. The frequency response factor can be determined based on the target harmonic frequency.

[0071] Specifically, if the total proportion of harmonic energy obtained in step S301 is greater than a preset proportional threshold, or the vehicle speed is greater than a preset speed threshold, the controller can determine that it may be necessary to introduce a torque output control gain coefficient for torque output control. Therefore, it can obtain the pre-calibrated first calibration coefficient, second calibration coefficient, and third calibration coefficient, and obtain the corresponding frequency response factor coefficient according to the target harmonic frequency.

[0072] Step S303: Based on the product of the first calibration coefficient, the second calibration coefficient and the sum of the harmonic energy proportions, the third calibration coefficient and the vehicle speed, and the frequency response factor coefficient, the torque output control gain coefficient is obtained.

[0073] After obtaining the first calibration coefficient, the second calibration coefficient, the third calibration coefficient, and the frequency response factor coefficient, we can first calculate the product of the second calibration coefficient and the total harmonic energy ratio, and then calculate the product of the third calibration coefficient and the vehicle speed. Finally, by combining the first calibration coefficient, the frequency response factor coefficient, and the above two products, we can obtain the final torque output control gain coefficient.

[0074] For example, the harmonic energy percentage of multiple harmonics can refer to the energy percentage of the 1st to 5th harmonics, then the sum of the harmonic energy percentages E can be expressed as:

[0075]

[0076] in, This indicates the proportion of harmonic energy for each harmonic.

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

[0078]

[0079] Where K represents the torque output control gain coefficient. Indicates the first calibration coefficient. This represents the second calibration coefficient, and E represents the total proportion of harmonic energy. This represents the third calibration coefficient, and v represents the vehicle speed. Indicates the target harmonic frequency The corresponding frequency response factor coefficient.

[0080] In this embodiment, it can be determined whether to use the torque output control gain coefficient for torque output control by comparing the sum of the proportions of each harmonic energy with a preset proportion threshold, and by comparing the relationship between the vehicle speed and a preset speed threshold. If it is necessary to use the torque output control gain coefficient for torque output control, the first calibration coefficient, the second calibration coefficient, and the third calibration coefficient can be obtained in advance, and the frequency response factor coefficient can be determined according to the target harmonic frequency. The torque output control gain coefficient can then be calculated using the above coefficients. This method can improve the accuracy of obtaining the torque output control gain coefficient.

[0081] Further, 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 percentage thresholds; obtaining the energy percentage threshold corresponding to the current vehicle 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 percentage threshold corresponding to the current control cycle.

[0082] In this embodiment, the energy percentage threshold within the current control cycle used for comparison with the total harmonic energy percentage can also be a dynamic threshold, and different thresholds can be used depending on the control cycle. This energy percentage threshold is affected by vehicle tire pressure, road surface type, tire stiffness coefficient, and target harmonic frequency. The second calibration mapping relationship is a pre-constructed correspondence between different vehicle tire pressure ranges, road surface types, tire stiffness coefficient ranges, and harmonic frequency ranges and different energy percentage thresholds. This calibration mapping relationship can also be a pre-constructed mapping relationship table.

[0083] Then, the controller can determine the energy percentage threshold that matches 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 based on the second calibration mapping relationship mentioned above, and use it as the energy percentage threshold corresponding to the current control cycle.

[0084] For example, tire pressure ranges include tire pressure range 1 and tire pressure range 2, road type includes road type 1 and road type 2, tire stiffness coefficient ranges include stiffness coefficient range 1 and stiffness coefficient range 2, and harmonic frequency ranges include frequency range 1 and frequency range 2. If the current vehicle tire pressure data is within tire pressure range 1, the target vehicle is currently on road type 2, the target vehicle's tire stiffness coefficient is within stiffness coefficient range 1, and the target harmonic frequency is within frequency range 2, then the energy percentage threshold corresponding to the current control cycle can be the energy percentage threshold 1212 stored in the second calibration mapping relationship, that is, the energy percentage threshold corresponding to tire pressure range 1, road type 2, stiffness coefficient range 1, and frequency range 2.

[0085] In this embodiment, the energy percentage threshold of the current control cycle can also be a dynamic threshold. Furthermore, by pre-constructing a second calibration mapping relationship, the energy percentage threshold corresponding to the current control cycle can be determined based on 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. This approach can further improve the safety and stability of torque output control.

[0086] In addition, 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; such as Figure 4 As shown, after step S105, the following may also be included:

[0087] Step S401: Obtain the control intervention time corresponding to the current vehicle 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, and use it as the control intervention time corresponding to the current control cycle.

[0088] In this embodiment, the second calibration mapping relationship stores not only the correspondence between different tire pressure ranges, road surface types, tire stiffness coefficient ranges, and harmonic frequency ranges and different energy percentage thresholds, but also the correspondence between different tire pressure ranges, road surface types, tire stiffness coefficient ranges, and harmonic frequency ranges and different control intervention times. This control intervention time refers to the latest time at which control intervention occurs. Since there is a certain time delay between the start of the current control cycle and the generation of the torque output control command for 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, to ensure the smoothness and safety of the control process, this embodiment also sets a control intervention time. Only when the delay is less than the aforementioned control intervention time will the generated torque output control command be used to control the torque output of the current control cycle. Furthermore, similar to the energy percentage threshold, the control intervention time can also vary in different control cycles, and can be determined based on 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 surface type where the target vehicle is currently located, the tire stiffness coefficient of the target vehicle, and the target harmonic frequency based on the second calibration mapping relationship mentioned above, and use it as the control intervention time corresponding to the current control cycle.

[0090] Step S402: Obtain the command generation time of the torque output control command;

[0091] Step S403: If the command generation time is less than the control intervention time, a torque output control command is sent to the traction control system to control the torque output of the target vehicle's traction control system within the current control cycle.

[0092] The command generation time refers to the time elapsed from the start of the current control cycle to the generation of the torque output control command. This time is the time delay between the start of the current control cycle and the generation of the torque output control command for the current control cycle. Therefore, the controller can also obtain the command generation time when the torque output control command is completed and compare the command generation time with the control intervention time. If the command generation time is less than the control intervention time, the controller will send the torque output control command to the traction control system to control the torque output of the target vehicle's traction control system within the current control cycle.

[0093] For example, the second calibration mapping relationship can be a calibration mapping relationship table, and some data of this mapping relationship table can be shown in Table 1:

[0094] Table 1. Calibration Mapping Relationship Table

[0095]

[0096] If the current tire pressure is 305 kPa, the road surface 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 percentage threshold is 0.22, and the control intervention timing is 55 ms. In this case, if the total harmonic energy percentage of the current control cycle is greater than 0.22, the harmonic energy percentage meets the preset condition, thus the torque output control gain coefficient can be obtained. This gain coefficient is then used to generate a torque output control command. If the generation time of this torque output control command is less than 55 ms, the 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 of the vehicle, the road surface type where the target vehicle is currently located, the tire stiffness coefficient of the target vehicle, and the target harmonic frequency. Furthermore, the controller can use the control intervention time to determine whether to send the torque output control command to the traction control system. This method can also further improve the safety and stability of torque output control.

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

[0099] If the proportion of harmonic energy and the vehicle speed do not meet the preset conditions, such as the sum of the proportions of harmonic energy being less than or equal to a preset ratio threshold and the vehicle speed being less than or equal to a preset speed threshold, then there is no need to introduce a torque output control gain coefficient to generate a torque output control command. Instead, the torque output command is generated directly using the current torque output data.

[0100] The first target torque output data refers to the torque output adjustment target of the current control cycle, which is directly obtained from the current torque output data. In this embodiment, if the harmonic energy ratio and vehicle speed do not meet the preset conditions, the controller can directly calculate the torque output adjustment target of the current control cycle based on the current torque output data collected in the current control cycle, and use it as the first target torque output data. Then, the first target torque output data can be further used to generate the torque output control command of 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 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 vehicle speed do not meet the preset conditions, the current torque output data collected in the current control cycle can be used directly to generate torque output control commands. In this way, the torque output control of the traction control system can be ensured even when the harmonic energy ratio and vehicle speed do not meet the preset conditions, thereby ensuring the safety of the traction control system.

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

[0103] Step S501: Based on the torque output control gain coefficient, obtain the torque output adjustment data corresponding to the current control cycle, and based on the current torque output data, obtain the first target torque output data.

[0104] The torque output adjustment data is the adjustment data obtained from the torque output control gain coefficient, which is used to adjust the torque output target. 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. It 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: If the torque output adjustment data meets the preset conditions, the second target torque output data is obtained based on the torque output adjustment data and the first target torque output data.

[0106] Step S503: Generate torque output control command based on 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. This preset condition can be an integral protection condition. Only when this condition is met will the controller use the torque output adjustment data and the first target torque output data to obtain the second target torque output data, and then use the second target torque output data to generate a torque output control command.

[0108] For example, the second target torque output data is as follows: If expressed in terms of performance, the second target torque output data can be obtained through the following formula:

[0109]

[0110] in, This represents the first target torque output data, while This indicates the 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. Only after the torque output adjustment data meets the preset conditions is the torque output adjustment data used to adjust the torque output target, and the second target torque output data is obtained to generate the torque output control command. This method can further improve the control stability of torque output control.

[0112] Furthermore, step S501 may further include: acquiring phase data corresponding to the target harmonic; and obtaining torque output adjustment data based on 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 not only the harmonic frequency corresponding to the target harmonic, but also the phase data corresponding to the target harmonic. Then, the torque output adjustment data can be obtained using the torque output control gain coefficient, the target harmonic frequency, and the phase data corresponding to the target harmonic.

[0114] For example, torque output adjustment data to Therefore, the torque output adjustment data can be obtained through the following formula:

[0115]

[0116] Where K represents the torque output control gain coefficient. This represents the target harmonic frequency, while This represents 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 torque output adjustment data, which can improve the accuracy and efficiency of obtaining torque output adjustment data.

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

[0119] Step S1: Signal acquisition.

[0120] This embodiment requires 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; and an acceleration sensor to collect vehicle acceleration signals.

[0121] The data processing first checks the validity of the data at each sampling point, verifying whether the signal is within the measurement range, checking the signal continuity, and marking outlier data points. Then, data smoothing is performed, applying a moving average filter to remove abrupt changes.

[0122] Step S2: Harmonic characteristic analysis.

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

[0124] Tire stiffness changes are identified based on tire pressure variation characteristics. The fundamental frequency is calculated by combining wheel speed. Determine the observation window for the 1st to 5th harmonic frequencies: [0.8] , 1.2 ].

[0125] S2.2: FFT analysis.

[0126] Design the data window length to ensure it includes two complete cycles of the fundamental frequency. Preprocess the data by removing the DC component and applying a Hanning window. Perform a Fast Fourier Transform to 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 proportion of harmonic energy. Identify the main interference frequencies. Among them:

[0129]

[0130] Step S3: Control strategy execution.

[0131] S3.1: Intervention determination.

[0132] Set basic threshold Monitor the proportion of each harmonic energy. Trigger control when the total harmonic energy proportion E exceeds a threshold. Real-time monitoring of vehicle speed, tire pressure, and other statuses ensures control safety.

[0133] S3.2: Control strategy.

[0134] Based on the operating condition identification results, the system adopts an adaptive control strategy matrix. The control strategy primarily relies on real-time identification of the dynamic interaction characteristics between the tire and the road surface using tire pressure signals, and extracts the frequency characteristics of system vibration through Fast Fourier Transform (FFT) analysis. When the overall proportion of harmonic energy exceeds a set threshold, anti-vibration control is triggered. The controller first identifies the main interference frequencies and determines the timing of control intervention based on parameters such as tire pressure range, road surface type, and tire stiffness coefficient. Within the period corresponding to this frequency, a torque holding strategy is adopted, temporarily locking the current output torque value to avoid control adjustments during periods prone to resonance, thereby suppressing vibration divergence. The strategy selection and switching mechanism is as follows:

[0135] 1. Torque holding strategy: Applicable when the proportion of harmonic energy just exceeds the threshold, i.e. And the vehicle speed is low. The control system maintains the current output command unchanged during the control intervention period to avoid introducing new disturbances.

[0136] 2. Dynamic gain adjustment strategy: When the proportion of harmonic energy is significantly higher than the threshold, i.e. Or the vehicle speed is high This method is employed when necessary. By introducing a motor response factor, the control gain is dynamically adjusted to precisely suppress interference.

[0137] Strategy switching mechanism:

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

[0139] Step S3.3: Control Execution and Dynamic Optimization. In the control adjustment phase, 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. This avoids control adjustments during periods when resonance is likely to occur, thus suppressing vibration dispersion. This strategy reduces the frequency of adjustments to the control system and maintains vehicle stability.

[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 is adjusted. It is included in the calculation of control gain. The formula for calculating control gain is:

[0142]

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

[0144] Motor response factor Obtaining the frequency response characteristics of a motor: These characteristics can be obtained through experiments or simulations, and are expressed as the amplitude gain of input signals at different frequencies. The motor's frequency response curve can be established, and the frequency response can be obtained by looking up tables or calculating within the control algorithm. .

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

[0146]

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

[0148] Update control command: Add the adjustment amount to the current torque command and smooth it out.

[0149]

[0150] Rate of change limit: To prevent sudden changes in control commands from causing new disturbances, a rate of change limit is set for the control signal. .in, This represents the maximum permissible rate of torque change.

[0151] Filtering: The control commands are filtered to eliminate high-frequency components and ensure the smoothness of the control signal.

[0152] The control effect is monitored in real time to assess the interference suppression. Based on feedback, the control gain K and related parameters are dynamically adjusted to optimize control performance. The control strategy parameters are shown in Table 1, which are used to dynamically adjust the control threshold and intervention timing to ensure the safety and stability of the control.

[0153] Using 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. Within the period corresponding to the interference frequency, a torque holding strategy is adopted to suppress vibration divergence. In the non-interference frequency range, the system executes the conventional traction control system strategy, maintaining the optimal slip ratio by adjusting the motor output torque.

[0154] This embodiment proposes a tire pressure-based traction control system for start-up anti-vibration control. By monitoring tire pressure changes in real time to identify the interaction characteristics between the tire and the road surface, and combining this with FFT spectral analysis to accurately identify the vibration frequency during start-up, an intelligent torque control strategy that avoids resonant frequencies is employed to effectively suppress vibration divergence during start-up. This embodiment not only significantly improves start-up stability and directional control performance, enhancing ride comfort, but also reduces abnormal wear on transmission system components, extending their service life. Compared to methods relying on increased machining precision, this embodiment achieves anti-vibration through an intelligent control strategy, offering advantages such as low cost and high adaptability.

[0155] It should be understood that although the steps in the flowcharts of the embodiments described above are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the embodiments described above may include multiple steps or multiple stages. These steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the steps or stages of other steps.

[0156] Based on the same inventive concept, this application also provides a traction control system control device for implementing the traction control system control method described above. The solution provided by this device is similar to the solution described in the above method; therefore, the specific limitations in one or more traction control system control device embodiments provided below can be found in the limitations of the traction control system control method described above, and will not be repeated here.

[0157] In one embodiment, such as 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 command generation module 705, wherein:

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

[0159] The oscillation information acquisition module 702 is used to acquire the current oscillation fundamental frequency based on the current vehicle tire pressure data, the current vehicle deceleration data and the current road surface adhesion coefficient of the target vehicle, and to acquire 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 based on the current oscillation fundamental frequency and the wheel phase spectrum signal, and to obtain the harmonic energy ratio of each harmonic based on the harmonic energy ratio, and to obtain the target harmonic from multiple harmonics based on the harmonic energy ratio.

[0161] The control gain acquisition module 704 is used to acquire the torque output control gain coefficient corresponding to the current control cycle based on the harmonic energy ratio, vehicle speed, and the target harmonic frequency corresponding to the target harmonic when the harmonic energy ratio or the vehicle speed of the target vehicle in the current control cycle meets the preset conditions.

[0162] The control command generation module 705 is used to generate torque output control commands for the current control cycle based on the torque output control gain coefficient and the current torque output data; the torque output control commands are used to control the torque output of the target vehicle's traction control system within the current control cycle.

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

[0164] In one embodiment, the control gain acquisition module 704 is further configured to obtain the sum of harmonic energy proportions based on the proportions of each harmonic energy, and obtain the energy proportion threshold corresponding to the current control cycle; when the sum of harmonic energy proportions is greater than the energy proportion threshold, or the vehicle speed is greater than or equal to a preset speed threshold, obtain preset first calibration coefficients, second calibration coefficients, and third calibration coefficients, 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 harmonic energy, and the third calibration coefficient is a calibration coefficient associated with vehicle speed; and obtain the torque output control gain coefficient based on the product of the first calibration coefficient, the second calibration coefficient, and the sum of 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 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 percentage thresholds; the energy percentage threshold corresponding to the current vehicle 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 acquired from the second calibration mapping relationship and used as the energy percentage threshold corresponding to the current control cycle.

[0166] 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. The control command generation module 705 is further used to obtain the control intervention time corresponding to the current vehicle 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 control intervention time corresponding to the current control cycle; obtain the command generation time of the torque output control command; and if the command generation time is less than the control intervention time, send the torque output control command to the traction control system to control the torque output of the target vehicle's traction control system within the current control cycle.

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

[0168] In one embodiment, the control command generation module 705 is further configured to obtain torque output adjustment data corresponding to the current control cycle based on the torque output control gain coefficient, and obtain first target torque output data based on the current torque output data; if the torque output adjustment data meets preset conditions, obtain second target torque output data based on the torque output adjustment data and the first target torque output data; and generate torque output control commands based on the second target torque output data.

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

[0170] Each module in the aforementioned traction control system can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in the processor of the controller in hardware form or independent of it, or stored in the memory of the controller in software form, so that the processor can call and execute the corresponding operations of each module.

[0171] In one embodiment, a controller is provided, the internal structure of which can be shown in the following diagram. Figure 8 As shown, the controller includes a processor, memory, input / output interfaces, and a communication interface. The processor, memory, and input / output interfaces are connected via a system bus, and the communication interface is also connected to the system bus via the input / output interfaces. The processor provides computational and control capabilities. The memory includes non-volatile storage media and internal memory. The non-volatile storage media stores the operating system and computer programs. The internal memory provides the environment for the operation of the operating system and computer programs stored in the non-volatile storage media. The input / output interfaces are used for exchanging information between the processor and external devices. The communication interface is used for wired or wireless communication with external terminals; wireless communication can be achieved through Wi-Fi, mobile cellular networks, Near Field Communication (NFC), or other technologies. When the computer program is executed by the processor, it implements a traction control system method.

[0172] Those skilled in the art will understand that Figure 8 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the controller to which the present application is applied. A specific controller may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0173] In one embodiment, a controller is also provided, including a memory and a processor, the memory storing a computer program, the processor executing the computer program to implement the steps in the above method embodiments.

[0174] In one embodiment, a computer-readable storage medium is provided having a computer program stored thereon that, when executed by a processor, implements the steps in the above method embodiments.

[0175] In one embodiment, a computer program product is provided, including a computer program that, when executed by a processor, implements the steps in the above method embodiments.

[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, data stored, data displayed, 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 the relevant data must comply with relevant regulations.

[0177] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. Any references to memory, databases, 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 many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM). The databases involved in the embodiments provided in this application may include at least one type of relational database and non-relational database. Non-relational databases may include, but are not limited to, blockchain-based distributed databases. The processors involved in the embodiments provided in this application may be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logic devices, quantum computing-based data processing logic devices, artificial intelligence (AI) processors, etc., and are not limited to these.

[0178] The technical features of the above embodiments can be combined in any way. For the sake of brevity, 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 embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of this patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this application should be determined by the appended claims.

Claims

1. A control method for a traction control system, characterized in that, The method includes: During the start-up process of the target vehicle, acquire the current wheel speed data, current tire pressure data, current vehicle deceleration data, and current torque output data of the target vehicle within the current control cycle; Based on the current tire pressure data, the current vehicle deceleration data, and the current road surface adhesion coefficient of the target vehicle, the current oscillation fundamental frequency is obtained, and the corresponding wheel phase spectrum signal is obtained based on the current wheel speed data. Based on 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 the harmonic energy ratio of each harmonic is obtained based on the harmonic energy ratio. The target harmonic is then obtained from the multiple harmonics based on the harmonic energy ratio. When the harmonic energy ratio 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 based on the harmonic energy ratio, 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 command is generated for the current control cycle; the torque output control command is used to control the torque output of the traction control system of the target vehicle during the current control cycle.

2. The method according to claim 1, characterized in that, The step of obtaining the current oscillation fundamental frequency based on the current vehicle tire pressure data, the current vehicle deceleration data, and the current road surface adhesion coefficient of the target vehicle includes: Obtain a pre-constructed first calibration mapping relationship; the first calibration mapping relationship stores the correspondence between different vehicle tire pressure data, vehicle deceleration data, and road adhesion coefficient, and different oscillation fundamental frequencies; Obtain the current oscillation base frequency corresponding to the current vehicle tire pressure data, the current vehicle deceleration data, and the current road surface adhesion coefficient from the first calibration mapping relationship.

3. The method according to claim 1, characterized in that, When the harmonic energy ratio 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 based on the target harmonic energy ratio corresponding to the target harmonic, the vehicle speed, and the target harmonic frequency corresponding to the target harmonic, including: Based on the respective harmonic energy proportions, the total harmonic energy proportion is obtained, and the energy proportion threshold corresponding to the current control cycle is acquired. When the total proportion of harmonic energy is greater than the energy proportion threshold, or when 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 by multiplying the first calibration coefficient, the second calibration coefficient and the sum of the harmonic energy proportions, 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 step of obtaining the energy percentage threshold corresponding to the current control cycle includes: 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 percentage thresholds; The energy percentage threshold corresponding to the current vehicle 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 and used as the energy percentage threshold 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 surface types, tire stiffness coefficient ranges, and harmonic frequency ranges, and different control intervention times; after the torque output control command within the current control cycle is generated, it also includes: The control intervention time corresponding to the current vehicle 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 and used as the control intervention time corresponding to the current control cycle. Obtain the instruction generation time of the torque output control command; If the command generation time is less than the control intervention time, the torque output control command is sent to the traction control system to control the torque output of the target vehicle's traction control system within the current control cycle.

6. The method according to claim 1, characterized in that, After obtaining the harmonic energy percentage of each harmonic, the method further includes: If neither the harmonic energy ratio nor the vehicle speed meets the preset conditions, the first target torque output data is obtained based on the current torque output data. Based on the first target torque output data, a torque output control command is generated for the current control cycle.

7. The method according to claim 1, characterized in that, The step of generating torque output control commands for the current control cycle based on the torque output control gain coefficient and the current torque output data includes: Based on the torque output control gain coefficient, obtain the torque output adjustment data corresponding to the current control cycle, and based on the current torque output data, obtain the first target torque output data; If the torque output adjustment data meets the preset conditions, the second target torque output data is obtained based on the torque output adjustment data and the first target torque output data. The torque output control command is generated based on 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 cycle based on the torque output control gain coefficient includes: Obtain the phase data corresponding to the target harmonic; The torque output adjustment data is obtained based on 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 includes: The vehicle data acquisition module is used to acquire, during the start-up 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. The oscillation information acquisition module is used to acquire the current oscillation fundamental frequency based on the current vehicle tire pressure data, the current vehicle deceleration data, and the current road surface adhesion coefficient of the target vehicle, and to acquire the corresponding wheel phase spectrum signal based on the current wheel speed data. The target harmonic determination module is used to obtain the harmonic frequency and harmonic energy of multiple harmonics in the wheel phase spectrum signal based on the current oscillation fundamental frequency and the wheel phase spectrum signal, and to obtain the harmonic energy ratio of each harmonic based on the harmonic energy ratio, and to obtain the target harmonic from the multiple harmonics based on the harmonic energy ratio. The control gain acquisition module is used to acquire the torque output control gain coefficient corresponding to the current control cycle based on the harmonic energy ratio, the vehicle speed, and the target harmonic frequency corresponding to the target harmonic, when the harmonic energy ratio or the vehicle speed of the target vehicle in the current control cycle meets the preset conditions. The control command generation module is used to generate a torque output control command for the current control cycle based on the torque output control gain coefficient and the current torque output data; the torque output control command 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, the memory storing a computer program, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 8.

11. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 8.

12. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 8.

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