Torque control method for motorcycle and motorcycle

Abstract

The invention discloses a torque control method of a motorcycle and the motorcycle, and belongs to the technical field of motorcycles. According to the technical scheme provided by the embodiment of the invention, under the condition that the target motorcycle slips and the traction force control system is activated, the first vehicle driving data of the target motorcycle is obtained, and the first vehicle driving data is used for representing the vehicle driving state of the target motorcycle. Based on the target working mode of the traction force control system and the first vehicle driving data, a first torque limiting parameter used for indicating a torque limiting mode is determined, and the first torque limiting parameter is matched with the actual condition of the target motorcycle. The torque of the target motorcycle is limited through the traction force control system on the basis of the first torque limiting parameter, the situation that the output torque is directly limited to a certain fixed value is avoided, torque limiting is carried out in combination with the actual situation of the target motorcycle, and therefore the stability and safety of the target motorcycle are improved.

Description

Technical Field

[0001] The present application relates to the technical field of motorcycles, and more specifically, to a torque control method for a motorcycle and a motorcycle in the technical field of motorcycles. Background Art

[0002] As the speed and performance of motorcycles increase, the motorcycles may skid. In order to reduce the risk of the motorcycle losing control after skidding, more and more motorcycles are equipped with traction control systems.

[0003] In the related art, the traction control system is usually automatically activated after the motorcycle slips, in the hope of reducing the risk of the motorcycle losing control. The traction control system usually directly limits the output torque of the motorcycle to a certain fixed torque, causing the motorcycle to suddenly lose power, and the driver is likely to lose control of the motorcycle, posing a safety hazard.

[0004] Therefore, how to control the torque of a motorcycle after the traction control system is activated to improve the safety of the motorcycle is a hot topic of research. Summary of the invention

[0005] The embodiment of the present application provides a torque control method for a motorcycle and a motorcycle, which can control the torque of the motorcycle after the traction control system is activated to improve the safety of the motorcycle. The technical solution is as follows:

[0006] In one aspect, a torque control method for a motorcycle is provided, the method comprising:

[0007] When the target motorcycle is slipping and the traction control system is activated, obtaining first vehicle driving data of the target motorcycle, wherein the first vehicle driving data is used to indicate the vehicle driving state of the target motorcycle, and the traction control system is used to improve the stability of the motorcycle when it is slipping;

[0008] determining a first torque limit parameter based on a target operating mode of the traction control system and the first vehicle driving data;

[0009] The target motorcycle is torque limited by the traction control system based on the first torque limit parameter.

[0010] In one aspect, a torque control device for a motorcycle is provided, the device comprising:

[0011] a data acquisition module, configured to acquire first vehicle driving data of the target motorcycle when the target motorcycle is slipping and the traction control system is activated, wherein the first vehicle driving data is used to indicate the vehicle driving state of the target motorcycle, and the traction control system is used to improve the stability of the motorcycle when it is slipping;

[0012] a torque limit parameter determination module, configured to determine a first torque limit parameter based on a target operating mode of the traction control system and the first vehicle driving data;

[0013] The torque limiting module is used to limit the torque of the target motorcycle based on the first torque limiting parameter through the traction control system.

[0014] In a possible implementation, the torque limit parameter determination module is used to determine a mode torque limit parameter based on the target operating mode, and the mode torque limit parameter matches the target operating mode; and to determine the first torque limit parameter based on the first vehicle driving data and the mode torque limit parameter.

[0015] In a possible implementation, the mode torque limit parameters include torque limit ratio determination parameters and correction torque determination parameters. The torque limit parameter determination module is used to use the target working mode to query in a first relationship table to obtain the torque limit ratio determination parameters and correction torque determination parameters corresponding to the target working mode. The first relationship table stores multiple candidate working modes and the torque limit ratio determination parameters and correction torque determination parameters corresponding to each of the candidate working modes.

[0016] In a possible implementation, the mode torque limit parameters include torque limit ratio determination parameters and correction torque determination parameters, and the torque limit parameter determination module is used to determine a target torque limit ratio based on the first vehicle driving data and the torque limit ratio determination parameter; determine a target correction torque based on the first vehicle driving data and the correction torque determination parameter; and concatenate the target torque limit ratio and the target correction torque to obtain the first torque limit parameter.

[0017] In a possible implementation manner, the first vehicle driving data includes a vehicle inclination angle, and the torque limit parameter determination module is used to fill parameters of the first initial relationship data with the torque limit ratio determination parameter to obtain first relationship data, wherein the first relationship data is used to represent the corresponding relationship between the vehicle inclination angle and the torque limit ratio, and the torque limit ratio determination parameter is a variable parameter in the first relationship data; the vehicle inclination angle is substituted into the first relationship data to obtain the target torque limit ratio;

[0018] The torque limit parameter determination module is used to use the correction torque determination parameter to fill the second initial relationship data with parameters to obtain second relationship data, where the second relationship data is used to represent the corresponding relationship between the vehicle speed and the correction torque, and the correction torque determination parameter is a variable parameter in the second relationship data; the vehicle speed is substituted into the second relationship data to obtain the target correction torque.

[0019] In a possible implementation manner, the torque limiting module is used to determine a first reference output torque of the target motorcycle through the traction control system, where the first reference output torque is the current output torque, the required torque, or the slip critical torque of the target motorcycle on the current road surface; determine a first limit torque of the target motorcycle based on the first torque limiting parameter and the first reference output torque of the target motorcycle, where the first limit torque is less than the first reference output torque; and limit the output torque of the target motorcycle to the first limit torque through the traction control system.

[0020] In a possible implementation manner, the first torque limit parameter includes a target torque limit ratio and a target correction torque, and the torque limit module is used to reduce the first reference output torque according to the target torque limit ratio through the traction control system to obtain an initial torque limit torque; and subtract the initial torque limit torque from the target correction torque through the traction control system to obtain the first limit torque.

[0021] In a possible implementation manner, the device further includes a wheel speed differential rate determining module, configured to obtain a first front wheel speed and a first rear wheel speed of the target motorcycle; and determine a first wheel speed differential rate of the target motorcycle based on the first front wheel speed and the first rear wheel speed;

[0022] The torque limiting module is further configured to limit the torque of the target motorcycle again based on the wheel speed difference through the traction control system when the first wheel speed difference meets a preset condition.

[0023] In a possible implementation manner, the torque limiting module is used to determine a second limit torque based on the first wheel speed difference and the first limit torque through the traction control system; and limit the output torque of the target motorcycle to the second limit torque through the traction control system.

[0024] In a possible implementation manner, the data acquisition module is further configured to acquire second vehicle driving data of the target motorcycle when the first wheel speed differential does not meet the preset condition; determine a first torque return parameter based on the target working mode of the traction control system and the second vehicle driving data;

[0025] The apparatus further includes a torsion return module, configured to return the torsion of the target motorcycle based on the first torsion return parameter through the traction control system.

[0026] In a possible implementation manner, the device further includes a wheel speed differential rate determining module, configured to obtain a second front wheel speed and a second rear wheel speed of the target motorcycle; and determine a second wheel speed differential rate of the target motorcycle based on the second front wheel speed and the second rear wheel speed;

[0027] The torque return module is further configured to return the torque of the target motorcycle again through the traction control system when the second wheel speed differential does not meet a preset condition.

[0028] In a possible implementation manner, the torque limiting module is further configured to limit the torque of the target motorcycle again through the traction control system when the second wheel speed differential meets a preset condition.

[0029] On the one hand, a motorcycle is provided, comprising one or more processors and one or more memories, wherein at least one program code is stored in the one or more memories, and the program code is loaded and executed by the one or more processors to implement the operations performed by the torque control method of the motorcycle.

[0030] In one aspect, a computer-readable storage medium is provided, wherein at least one program code is stored in the computer-readable storage medium, and the program code is loaded and executed by a processor to implement the operations performed by the torque control method for a motorcycle.

[0031] Through the technical solution provided in the embodiment of the present application, when the target motorcycle slips and the traction control system is activated, the first vehicle driving data of the target motorcycle is obtained, and the first vehicle driving data is used to indicate the vehicle driving state of the target motorcycle. Based on the target working mode of the traction control system and the first vehicle driving data, a first torque limiting parameter for indicating the torque limiting mode is determined, and the first torque limiting parameter is more closely matched with the actual situation of the target motorcycle. The traction control system is used to limit the torque of the target motorcycle based on the first torque limiting parameter, avoiding directly limiting the output torque to a fixed value, but limiting the torque in combination with the actual situation of the target motorcycle, thereby improving the stability and safety of the target motorcycle. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Figure 1 is a schematic diagram of an implementation environment of a torque control method for a motorcycle provided in an embodiment of the present application;

[0033] Figure 2 is a flow chart of a torque control method for a motorcycle provided in an embodiment of the present application;

[0034] Figure 3 is a flow chart of another torque control method for a motorcycle provided in an embodiment of the present application;

[0035] Figure 4 It is a structural schematic diagram of a torque control device for a motorcycle provided in an embodiment of the present application;

[0036] Figure 5 It is a structural schematic diagram of a motorcycle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0037] The technical solution in the present application will be described clearly and in detail below in conjunction with the accompanying drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0038] In the following, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as suggesting or implying relative importance or implicitly indicating the number of technical features reflected. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0039] In order to illustrate the technical solution provided by the embodiments of the present application, the terms involved in the embodiments of the present application are first introduced.

[0040] Motorcycle: A two-wheeled or three-wheeled vehicle driven by a fuel or electric power unit, with the front wheel steered by a handlebar. It is light, flexible, and fast, and is widely used for patrolling, passenger and cargo transportation, etc., and is also used as sports equipment.

[0041] Traction Control System (TCS): An electronic control system that is mainly used to control the friction between the motorcycle's drive wheels and the ground during driving, prevent the drive wheels from slipping, and improve the stability and safety of the motorcycle.

[0042] Torque limitation: Torque limitation means that the torque output of the engine is limited, thereby limiting the power.

[0043] Torque return: Torque return means releasing the torque limit of the engine so that the engine can resume normal torque output.

[0044] In the related art, the traction control system of a motorcycle will be automatically activated after the motorcycle slips. When the traction control system is activated, the motorcycle's output torque will be directly limited to a smaller value, usually to the output torque corresponding to the idle speed. From the driver's perspective, the motorcycle's power is suddenly lost. If the driver panics and makes random operations, the motorcycle will be out of control, posing a safety risk.

[0045] Based on the above problems, an embodiment of the present application provides a technical solution for performing torque control after a traction control system, which can perform torque control through a traction control system according to the actual situation of the motorcycle, thereby improving the safety of the motorcycle.

[0046] The implementation environment of the embodiment of the present application is introduced below. Figure 1 The implementation environment of the torque control method for a motorcycle provided in the embodiment of the present application includes a motorcycle controller 101 , a vehicle sensor 102 and a traction control system 103 .

[0047] The motorcycle controller 101 is also called a vehicle controller and is used to control the motorcycle as a whole. The motorcycle controller 101 is connected to the vehicle sensor 102 and the traction control system 103. The motorcycle controller 101 can obtain data collected by the vehicle sensor 102 and can also control the traction control system 103.

[0048] The vehicle sensor 102 can collect data related to vehicle driving, for example, the vehicle sensor 102 can collect data such as the vehicle inclination angle and vehicle speed.

[0049] The traction control system 103 is used to control the output torque of the motorcycle engine, and can improve the stability of the motorcycle after skidding.

[0050] After introducing the implementation environment of the embodiment of the present application, the application scenario of the technical solution provided by the embodiment of the present application is introduced below. The technical solution provided by the embodiment of the present application can be applied to various motorcycles equipped with a motorcycle controller. After adopting the technical solution provided by the embodiment of the present application, the torque of the motorcycle can be controlled according to the actual situation of the motorcycle after the traction control system is activated, thereby improving the safety of the motorcycle.

[0051] After introducing the implementation environment and application scenarios of the embodiments of the present application, the technical solutions provided by the embodiments of the present application are introduced below. Figure 2 Taking the execution subject as a motorcycle controller as an example, the method includes the following steps.

[0052] 201. When a target motorcycle slips and a traction control system is activated, a motorcycle controller obtains first vehicle driving data of the target motorcycle, where the first vehicle driving data is used to represent the vehicle driving state of the target motorcycle, and the traction control system is used to improve the stability of the motorcycle when it slips.

[0053] Among them, the target motorcycle is rear-wheel drive, that is, the rear wheel is the driving wheel, the front wheel is the driven wheel, and the target motorcycle travels under the drive of the rear wheel. The target motorcycle skids when it refers to the driving wheel of the target motorcycle skidding. When the rear wheel is the driving wheel, it means that the rear wheel skids. The traction control system can improve the stability of the motorcycle when it skids by limiting the output torque of the motorcycle. Generally speaking, when it is identified that the target motorcycle skids, the traction control system will be activated. In an embodiment of the present application, torque control by the traction control system is performed in multiple cycles, and the first vehicle driving data is the vehicle driving data collected in the current cycle.

[0054] 202. The motorcycle controller determines a first torque limit parameter based on the target operating mode of the traction control system and the first vehicle driving data.

[0055] The traction control system has multiple working modes. In different working modes, the traction control system will use different ways to control torque. The target working mode is the current working mode of the traction control system. The first torque limit parameter is used to indicate the torque limit mode. The first torque limit parameter is determined based on the target working mode and the first vehicle driving data. Therefore, the first torque limit parameter is more consistent with the actual situation of the target motorcycle.

[0056] 203. The motorcycle controller limits the torque of the target motorcycle based on the first torque limit parameter through the traction control system.

[0057] Wherein, limiting the torque of the target motorcycle means reducing the output torque of the target motorcycle to improve the stability of the target motorcycle as much as possible when the target motorcycle slips. Limiting the torque of the target motorcycle based on the first torque limiting parameter means limiting the torque of the target motorcycle according to the torque limiting method indicated by the first torque limiting parameter.

[0058] Through the technical solution provided in the embodiment of the present application, when the target motorcycle slips and the traction control system is activated, the first vehicle driving data of the target motorcycle is obtained, and the first vehicle driving data is used to indicate the vehicle driving state of the target motorcycle. Based on the target working mode of the traction control system and the first vehicle driving data, a first torque limiting parameter for indicating the torque limiting mode is determined, and the first torque limiting parameter is more closely matched with the actual situation of the target motorcycle. The traction control system is used to limit the torque of the target motorcycle based on the first torque limiting parameter, avoiding directly limiting the output torque to a fixed value, but limiting the torque in combination with the actual situation of the target motorcycle, thereby improving the stability and safety of the target motorcycle.

[0059] It should be noted that the above steps 201-203 are a simple description of the torque control method for a motorcycle provided in the embodiment of the present application. The torque control method for a motorcycle provided in the embodiment of the present application will be described in more detail below with reference to some examples. Figure 3 Taking the execution subject as a motorcycle controller as an example, the method includes the following steps.

[0060] 301. When a target motorcycle slips and a traction control system is activated, a motorcycle controller obtains first vehicle driving data of the target motorcycle, where the first vehicle driving data is used to represent the vehicle driving state of the target motorcycle, and the traction control system is used to improve the stability of the motorcycle when it slips.

[0061] Wherein, the target motorcycle is rear-drive, that is, the rear wheel is the driving wheel, the front wheel is the driven wheel, and the target motorcycle travels under the drive of the rear wheel. The target motorcycle skids when the driving wheel of the target motorcycle skids. When the rear wheel is the driving wheel, the rear wheel skids. In some embodiments, the radius of the front wheel and the rear wheel of the target motorcycle are different. For example, the radius of the front wheel is greater than the radius of the rear wheel. This can improve the passability and comfort of the target motorcycle. Therefore, there is a natural wheel speed difference between the front wheel and the rear wheel of the target motorcycle. The traction control system can improve the stability of the motorcycle when it skids by limiting the output torque of the motorcycle. Generally speaking, when the target motorcycle is identified to skid, the traction control system will be activated. In an embodiment of the present application, torque control is performed in multiple cycles by the traction control system, and the first vehicle driving data is the vehicle driving data collected in the current cycle. In some embodiments, the vehicle driving data includes the vehicle inclination angle and the vehicle speed. Accordingly, the first vehicle driving data includes the vehicle inclination angle and the vehicle speed in the current cycle. The vehicle inclination angle refers to the inclination angle formed by the body of the motorcycle and the vertical direction when turning, and the vehicle speed refers to the driving speed of the target motorcycle.

[0062] In a possible implementation, the first vehicle driving data includes a vehicle inclination angle and a vehicle speed. The motorcycle controller obtains the vehicle inclination angle of the target motorcycle through a vehicle body inclination sensor, obtains the wheel speed of the target motorcycle through a wheel sensor, and determines the vehicle speed of the target motorcycle through the wheel speed, thereby obtaining the first vehicle driving data of the target motorcycle.

[0063] Among them, the vehicle body inclination sensor is usually set near the frame, front fork or center of gravity, and the vehicle inclination angle is calculated by measuring the components of gravity acceleration in different axial directions of the vehicle body. The wheel sensor is also called a wheel speed sensor. The wheel sensor includes a wheel sensor on the front wheel and a wheel sensor on the rear wheel, which are used to obtain the front wheel speed and the rear wheel speed respectively. The wheel sensor is a magnetoelectric wheel speed sensor, a Hall wheel speed sensor or a magnetoresistive wheel speed sensor, which is not limited in the embodiments of the present application. Since the rear wheel of the target motorcycle is a driving wheel, in order to improve the accuracy of the vehicle speed, the wheel speed sensor used to determine the vehicle speed is used to measure the wheel speed of the front wheel.

[0064] In this implementation, the vehicle inclination angle of the target motorcycle is acquired using a vehicle body inclination sensor, and the wheel speed is acquired using a wheel sensor to determine the vehicle speed, and the acquisition efficiency of the first vehicle driving data is relatively high.

[0065] For example, the motorcycle controller obtains the vehicle inclination angle of the target motorcycle through the vehicle body inclination sensor and obtains the wheel speed of the target motorcycle through the wheel sensor. When the wheel speed is a linear speed, the motorcycle controller determines the wheel speed as the vehicle speed of the target motorcycle; when the wheel speed is an angular speed, the motorcycle controller multiplies the wheel speed by the circumference of the wheel to obtain the vehicle speed of the target motorcycle.

[0066] In some embodiments, the first vehicle driving data also includes a steering angle or a throttle opening of the target motorcycle, and the motorcycle controller obtains the steering angle of the target motorcycle through a steering angle sensor. Alternatively, the motorcycle controller obtains the throttle opening of the target motorcycle through a throttle opening sensor.

[0067] Among them, the steering angle refers to the maximum steering angle of the front wheel relative to the center line of the vehicle body. The steering sensor is usually set on the front fork, and the steering angle of the motorcycle is calculated by measuring the elevation angle and rotation angle of the steering column of the motorcycle. At this time, the steering sensor is a dual-axis high-precision tilt sensor. The throttle opening sensor is set on the throttle cable, and the throttle opening is determined by detecting the displacement of the throttle cable. Alternatively, the throttle opening sensor is set on the handlebar of the motorcycle, and the throttle opening is determined by detecting the rotation angle of the handlebar. Alternatively, the throttle opening sensor is a throttle opening sensor of the motorcycle, and the throttle opening is determined by the throttle opening.

[0068] 302. The motorcycle controller determines a mode torque limit parameter based on the target working mode, and the mode torque limit parameter matches the target working mode.

[0069] Among them, the traction control system has multiple working modes. In different working modes, the traction control system will use different methods to control the torque, and the target working mode is the current working mode of the traction control system. In some embodiments, the multiple working modes include standard mode, rainy day mode and sports mode, etc. The parameters of the traction control system for torque limitation in different working modes are different. For example, in the standard mode, if the technical solution provided in the embodiment of the present application is not adopted, the output torque of the motorcycle may be directly limited to the first torque, while in the sports mode, it may be limited to the second torque, and the first torque is less than the second torque. The mode torque limit parameter is used to reflect the influence of the working mode on the torque limit, and the mode torque limit parameters of different working modes are different. The mode torque limit parameter is different from the above-mentioned first torque and second torque. The mode torque limit parameter is not a torque, but an intermediate variable used to determine the final torque.

[0070] In a possible implementation, the mode torque limit parameters include torque limit ratio determination parameters and correction torque determination parameters. The motorcycle controller uses the target working mode to query in the first relationship table to obtain the torque limit ratio determination parameters and correction torque determination parameters corresponding to the target working mode. The first relationship table stores multiple candidate working modes and the torque limit ratio determination parameters and correction torque determination parameters corresponding to each candidate working mode.

[0071] Among them, the torque limit ratio determination parameter is used to determine the torque limit ratio, which is the torque reduction ratio when the torque is limited; the correction torque determination parameter is used to determine the correction torque, which is used to correct the torque after the torque is limited by the torque limit ratio, so as to obtain a more accurate torque limit torque. Multiple candidate working modes are working modes supported by the traction control system. The corresponding relationship between the candidate working modes and the torque limit ratio determination parameter and the correction torque determination parameter is set by the technician according to the actual situation, and the embodiment of the present application does not limit this. An example of the first relationship table can be seen in Table 1 below.

[0072] In this implementation, by using the target working mode to query the first relationship table, the corresponding torque limit ratio determination parameters and correction torque determination parameters can be obtained, and the torque limit ratio determination parameters and correction torque determination parameters are determined more efficiently.

[0073] Table 1

[0074] Torque limit ratio determination parameters Correction torque determination parameters Candidate working mode 1 A1 B1 Candidate working mode 2 A2 B2 Candidate working mode 3 A3 B3 Candidate working mode 4 A4 B4

[0075] 303. The motorcycle controller determines the first torque limit parameter based on the first vehicle driving data and the mode torque limit parameter.

[0076] Among them, the first torque limit parameter is used to indicate the torque limit mode. The first torque limit parameter is determined based on the target working mode and the first vehicle driving data. Therefore, the first torque limit parameter is more consistent with the actual situation of the target motorcycle. The actual situation refers to the vehicle driving state of the target motorcycle and the target working mode of the traction control system.

[0077] In a possible implementation manner, the mode torque limit parameter includes a torque limit ratio determination parameter and a correction torque determination parameter, and the motorcycle controller determines a target torque limit ratio based on the first vehicle driving data and the torque limit ratio determination parameter. The motorcycle controller determines a target correction torque based on the first vehicle driving data and the correction torque determination parameter. The motorcycle controller splices the target torque limit ratio and the target correction torque to obtain the first torque limit parameter.

[0078] Among them, the target torque limit ratio is the torque limit ratio when torque limiting is performed, the target correction torque is the torque corrected to the torque limit torque obtained after torque limiting is performed using the target torque limit ratio, the target torque limit ratio is used to indicate the amplitude of the torque limit, and the target correction torque is used to indicate the deviation of the torque limit. The effect of torque limiting using the target torque limit ratio and the target correction torque is better.

[0079] In this embodiment, the target torque limit ratio is determined by using the first vehicle driving data and the torque limit ratio determination parameter, and the target correction torque is determined by using the first vehicle driving data and the correction torque determination parameter. Both the target torque limit ratio and the target correction torque match the vehicle driving state of the target motorcycle and the target operating mode of the traction control system, and therefore have high accuracy.

[0080] In order to explain the above implementation more clearly, the above implementation is explained in several parts below.

[0081] The first part, the motorcycle controller determines a target torque limit ratio based on the first vehicle driving data and the torque limit ratio determination parameter.

[0082] In a possible implementation, the first vehicle driving data includes a vehicle inclination angle, and the motorcycle controller uses the torque limit ratio determination parameter to fill the first initial relationship data with parameters to obtain first relationship data, and the first relationship data is used to represent the corresponding relationship between the vehicle inclination angle and the torque limit ratio, and the torque limit ratio determination parameter is a variable parameter in the first relationship data. The motorcycle controller substitutes the vehicle inclination angle into the first relationship data to obtain the target torque limit ratio.

[0083] The first initial relationship data is a relationship function that reflects the relationship between the vehicle inclination angle and the torque limit ratio after excluding the working mode of the traction control system. There are variable parameters to be filled in the first initial relationship data. These variable parameters are used to give the influence of the working mode in the first initial relationship data, so as to obtain the first relationship data that matches the working mode. In the above embodiment, since the filled torque limit ratio determination parameter matches the target working mode, the first relationship data obtained after filling also matches the target working mode. For example, the first initial relationship data is r=ax 2 +bx+c, r represents the target torque limit ratio; x is a variable, that is, the vehicle inclination angle; a, b and c are all variable parameters, and the torque ratio determination parameter carries the specific values ​​of a, b and c. After the torque ratio determination parameter is used to fill the first initial relationship data, the first relationship data associated with the target working mode can be obtained. It should be noted that the above-mentioned first initial relationship data is only an example. The design of the first initial relationship data is set by the technician according to the actual situation or fitted using relevant data, and the embodiment of the present application does not limit this. In addition, in the above-mentioned embodiment, the target torque limit ratio is associated with the vehicle inclination angle. For example, when the vehicle inclination angle is 30°, the target torque limit ratio is 13%, which means that when the vehicle inclination angle is 30°, the first reference output torque is reduced by 13%. The first reference output torque is the torque source when the torque is limited. The first reference output torque will be explained later.

[0084] In this embodiment, the torque limit ratio determination parameter is used to fill the first initial relationship data with parameters to obtain the first relationship data matching the target working mode. Substituting the vehicle inclination angle into the first relationship data, the corresponding target torque limit ratio can be obtained, and the accuracy of the target torque limit ratio is high.

[0085] Another implementation of the first part is described below.

[0086] In a possible implementation, the first vehicle driving data includes a steering angle, and the motorcycle controller uses the torque limit ratio determination parameter to fill the third initial relationship data with parameters to obtain third relationship data, the third relationship data is used to represent the corresponding relationship between the steering angle and the torque limit ratio, and the torque limit ratio determination parameter is a variable parameter in the third relationship data. The motorcycle controller substitutes the steering angle into the third relationship data to obtain the target torque limit ratio.

[0087] The third initial relationship data is a relationship function used to reflect the relationship between the steering angle and the torque limit ratio after excluding the working mode of the traction control system. There are variable parameters to be filled in the third initial relationship data. These variable parameters are used to give the influence of the working mode in the third initial relationship data, so as to obtain the third relationship data matching the working mode. In the above embodiment, since the filled torque limit ratio determination parameter matches the target working mode, the third relationship data obtained after filling is also matched with the target working mode. In addition, in the above embodiment, the target torque limit ratio is associated with the steering angle. For example, when the steering angle is 10°, the target torque limit ratio is 10%, which means that when the steering angle is 10°, the first reference output torque is reduced by 10%. The first reference output torque is the torque source when the torque is limited. The first reference output torque will be explained later.

[0088] In this embodiment, the third initial relationship data is filled with parameters using the torque limit ratio determination parameter to obtain third relationship data matching the target working mode. Substituting the steering angle into the third relationship data can obtain the corresponding target torque limit ratio, and the target torque limit ratio has high accuracy.

[0089] In the second part, a motorcycle controller determines a target correction torque based on the first vehicle driving data and the correction torque determination parameter.

[0090] In a possible implementation, the first vehicle driving data also includes vehicle speed, and the motorcycle controller uses the correction torque determination parameter to fill the second initial relationship data with parameters to obtain second relationship data, and the second relationship data is used to represent the corresponding relationship between the vehicle speed and the correction torque, and the correction torque determination parameter is a variable parameter in the second relationship data. The motorcycle controller substitutes the vehicle speed into the second relationship data to obtain the target correction torque.

[0091] The second initial relationship data is a relationship function used to reflect the relationship between the vehicle speed and the correction torque after excluding the working mode of the traction control system. There are variable parameters to be filled in the second initial relationship data. These variable parameters are used to give the influence of the working mode in the second initial relationship data, so as to obtain the second relationship data matching the working mode. In the above embodiment, since the filled correction torque determination parameter matches the target working mode, the second relationship data obtained after filling also matches the target working mode. In addition, in the above embodiment, the target correction torque is associated with the vehicle speed. For example, when the vehicle speed is 50 km / h, the target correction torque is 5 N·m, which means that when the vehicle speed is 50 km / h, the torque limited by the above target torque limit ratio is further reduced by 5 N·m.

[0092] In this embodiment, the second initial relationship data is parameterized using the correction torque determination parameter to obtain second relationship data matching the target working mode. Substituting the vehicle speed into the second relationship data, the corresponding target correction torque can be obtained, and the accuracy of the target correction torque is high.

[0093] Another implementation of the second part is described below.

[0094] In a possible implementation, the first vehicle driving data also includes a throttle opening, and the motorcycle controller uses the correction torque determination parameter to fill the fourth initial relationship data with parameters to obtain fourth relationship data, and the fourth relationship data is used to represent the corresponding relationship between the throttle opening and the correction torque, and the correction torque determination parameter is a variable parameter in the fourth relationship data. The motorcycle controller substitutes the throttle opening into the fourth relationship data to obtain the target correction torque.

[0095] The fourth initial relationship data is a relationship function that reflects the relationship between the throttle opening and the correction torque after excluding the working mode of the traction control system. There are variable parameters to be filled in the fourth initial relationship data. These variable parameters are used to give the influence of the working mode in the fourth initial relationship data, so as to obtain the fourth relationship data that matches the working mode. In the above embodiment, since the filled correction torque determination parameter matches the target working mode, the fourth relationship data obtained after filling also matches the target working mode. In addition, in the above embodiment, the target correction torque is associated with the throttle opening. For example, when the throttle opening is 40%, the target correction torque is 5N·m, which means that when the throttle opening is 40%, the torque that has been limited by the above target torque limit ratio is further reduced by 5N·m.

[0096] In this embodiment, the fourth initial relationship data is parameterized using the correction torque determination parameter to obtain fourth relationship data matching the target working mode. The corresponding target correction torque can be obtained by substituting the throttle opening into the fourth relationship data, and the target correction torque has a high accuracy.

[0097] 304. The motorcycle controller limits the torque of the target motorcycle based on the first torque limit parameter through the traction control system.

[0098] Wherein, limiting the torque of the target motorcycle means reducing the output torque of the target motorcycle to improve the stability of the target motorcycle as much as possible when the target motorcycle slips. Limiting the torque of the target motorcycle based on the first torque limiting parameter means limiting the torque of the target motorcycle according to the torque limiting method indicated by the first torque limiting parameter.

[0099] In a possible implementation, the motorcycle controller determines a first reference output torque of the target motorcycle through the traction control system, and the first reference output torque is the current output torque, the required torque, or the slip critical torque of the target motorcycle on the current road surface. The motorcycle controller determines a first limit torque of the target motorcycle based on the first torque limit parameter and the first reference output torque of the target motorcycle, and the first limit torque is less than the first reference output torque. The motorcycle controller limits the output torque of the target motorcycle to the first limit torque through the traction control system.

[0100] Among them, the first reference output torque is the torque source when the target motorcycle is torque-limited, the demand torque is the torque determined based on the throttle opening of the target motorcycle, and the demand torque is the torque that the target motorcycle should output when the target motorcycle does not slip. The slip critical torque is the maximum output torque of the target motorcycle when it does not slip on the road surface, and the slip critical torque is determined based on the road surface type of the road surface on which the target motorcycle is located, and different road surface types correspond to different slip critical torques. In some embodiments, the road surface types include high-adhesion road surface, medium-adhesion road surface, low-adhesion road surface and mixed road surface, and the adhesion of high-adhesion road surface, medium-adhesion road surface and low-adhesion road surface decreases in sequence, and the mixed road surface is a road surface where at least two of the high-adhesion road surface, medium-adhesion road surface and low-adhesion road surface are mixed. In some embodiments, the low-adhesion road surface is also called an icy road surface. The corresponding relationship between the road surface type and the slip critical torque is set by the technician according to the actual situation, and the embodiment of the present application does not limit this. The first limiting torque is the torque that the target motorcycle is allowed to output after torque limiting.

[0101] In this implementation manner, the first reference output torque is processed using the first torque limit parameter to obtain the first limit torque, thereby achieving determination of the limit torque during torque limit, which is highly efficient.

[0102] In order to explain the above implementation more clearly, the above implementation is explained in several parts below.

[0103] In the first part, a motorcycle controller determines a first reference output torque of the target motorcycle through the traction control system.

[0104] In a possible implementation, the motorcycle controller determines the first reference output torque of the target motorcycle from the current output torque, the required torque, or the slip threshold torque on the current road surface of the target motorcycle based on the target configuration file.

[0105] Among them, the target configuration file is set by a technician or a user according to actual conditions or needs, and the embodiments of the present application do not limit this.

[0106] In this implementation manner, the first reference output torque can be directly determined using the target configuration file, and the determination efficiency of the first reference output torque is relatively high.

[0107] In the second part, the motorcycle controller determines a first torque limit of the target motorcycle based on the first torque limit parameter and a first reference output torque of the target motorcycle.

[0108] In a possible implementation manner, the first torque limit parameter includes a target torque limit ratio and a target correction torque, and the motorcycle controller reduces the first reference output torque according to the target torque limit ratio through the traction control system to obtain an initial torque limit torque. The motorcycle controller subtracts the initial torque limit torque from the target correction torque through the traction control system to obtain the first torque limit.

[0109] For example, the motorcycle controller multiplies the first reference output torque by the target torque limit ratio through the traction control system to obtain the first reduction torque. The motorcycle controller subtracts the first reference output torque from the first reduction torque through the traction control system to obtain the initial torque limit torque. The motorcycle controller subtracts the initial torque limit torque from the target correction torque through the traction control system to obtain the first limit torque.

[0110] Part three: The motorcycle controller limits the output torque of the target motorcycle to the first limit torque through the traction control system.

[0111] In a possible implementation manner, the motorcycle controller adjusts the output torque of the target motorcycle to the first limit torque through the traction control system.

[0112] Optionally, after step 304, the following steps can also be performed.

[0113] 305. The motorcycle controller obtains a first front wheel speed and a first rear wheel speed of the target motorcycle.

[0114] The front wheel speed and the rear wheel speed may be represented by angular velocity or linear velocity, and the first front wheel speed and the first rear wheel speed refer to the front wheel speed and the rear wheel speed collected in the current cycle.

[0115] In a possible implementation manner, the motorcycle controller obtains the first front wheel speed and the first rear wheel speed through a wheel sensor of the target motorcycle.

[0116] In this implementation manner, the wheel sensors are used to acquire the first front wheel speed and the first rear wheel speed, and the acquisition efficiency of the first front wheel speed and the first rear wheel speed is relatively high.

[0117] 306. The motorcycle controller determines a first wheel speed differential of the target motorcycle based on the first front wheel speed and the first rear wheel speed.

[0118] The wheel speed differential rate is used to reflect the deviation degree of wheel speed between the front wheel and the rear wheel. In the case of slippage, the deviation degree of wheel speed between the front wheel and the rear wheel is usually large, so the wheel speed differential rate can be used to help determine whether the target motorcycle is slipping. The first wheel speed differential rate refers to the wheel speed differential rate determined in the current cycle.

[0119] In a possible implementation, the wheel data includes the front wheel speed and the rear wheel speed, and the motorcycle controller subtracts the rear wheel speed from the front wheel speed to obtain the wheel speed difference of the target motorcycle. The motorcycle controller divides the wheel speed difference from the rear wheel speed to obtain the initial wheel speed difference rate.

[0120] Generally speaking, the rear wheel of the target motorcycle is a driving wheel, so no matter whether the front wheel speed and the rear wheel speed are linear speed or angular speed, the rear wheel speed is greater than or equal to the front wheel speed, so the wheel speed difference obtained by subtracting the rear wheel speed from the front wheel speed is greater than or equal to 0. For the sake of distinction, the wheel speed difference obtained by subtracting the rear wheel speed from the front wheel speed can be recorded as the first wheel speed difference. The initial wheel speed difference rate obtained by dividing the first wheel speed difference by the rear wheel speed can reflect the deviation between the wheel speed difference between the driven wheel (front wheel) and the driving wheel (rear wheel) and the driving wheel speed (rear wheel speed), thereby reflecting the degree of deviation of the wheel speed between the front wheel and the rear wheel.

[0121] In this implementation, the wheel speed difference between the rear wheel speed and the front wheel speed is divided by the rear wheel speed to obtain the initial wheel speed difference rate, and the determination efficiency of the initial wheel speed difference rate is relatively high.

[0122] Another implementation of the above step 306 is described below.

[0123] In a possible implementation, the motorcycle controller subtracts the first front wheel speed from the second front wheel speed to obtain the wheel speed difference of the target motorcycle. The motorcycle controller divides the absolute value of the wheel speed difference from the first front wheel speed to obtain the first wheel speed difference rate.

[0124] Wherein, referring to the description of the previous embodiment, the wheel speed difference obtained by subtracting the first front wheel speed from the second front wheel speed is less than or equal to 0, so after obtaining the wheel speed difference, the absolute value of the wheel speed difference is taken to divide the first front wheel speed to ensure that the wheel speed difference is a positive number. For the sake of distinction, the wheel speed difference obtained by subtracting the first front wheel speed from the second front wheel speed can be recorded as the second wheel speed difference. The first wheel speed difference obtained by dividing the second wheel speed difference by the first front wheel speed can reflect the deviation between the wheel speed difference between the driving wheel (rear wheel) and the driven wheel speed (first front wheel speed), thereby reflecting the degree of deviation of the wheel speed between the front wheel and the rear wheel.

[0125] In this embodiment, the first wheel speed differential rate can be obtained by dividing the wheel speed difference between the first front wheel speed and the second front wheel speed by the first front wheel speed. The first wheel speed differential rate is determined with high efficiency.

[0126] Optionally, after step 306, the motorcycle controller executes the following step 307 or 308 according to actual conditions.

[0127] 307. When the first wheel speed differential meets a preset condition, the motorcycle controller again limits the torque of the target motorcycle based on the wheel speed differential through the traction control system.

[0128] Wherein, the first wheel speed differential rate meets the preset condition, indicating that the target motorcycle needs to be further torque-limited to maintain the stability of the target motorcycle. The first wheel speed differential rate meets the preset condition means that the first wheel speed differential rate is greater than the wheel speed differential rate threshold, or the wheel speed differential rate change rate corresponding to the first wheel speed differential rate is greater than the preset change rate. The first wheel speed differential rate is greater than the wheel speed differential rate threshold, indicating that the target motorcycle is still in a slipping state, so it is necessary to limit the torque again. The wheel speed differential rate change rate corresponding to the first wheel speed differential rate is greater than the preset change rate, indicating that the wheel speed differential rate of the target motorcycle changes greatly, and the state of the target motorcycle is unstable, so it is necessary to limit the torque again. The wheel speed differential rate threshold and the preset change rate are set by the technician according to the actual situation, and the embodiment of the present application does not limit this. In addition, the wheel speed differential rate change rate corresponding to the first wheel speed differential rate is determined based on the first wheel speed differential rate and the wheel speed differential rate determined in the previous cycle.

[0129] In a possible implementation manner, when the first wheel speed differential meets the preset conditions, the motorcycle controller determines the re-limited torque ratio based on the first wheel speed differential through the traction control system. The motorcycle controller determines the second limited torque based on the re-limited torque ratio and the first limited torque, and the second limited torque is less than the first limited torque. The motorcycle controller limits the output torque of the target motorcycle to the second limited torque through the traction control system.

[0130] The re-torque limiting ratio is the torque reduction ratio when the torque is limited again, the first limit torque is the torque allowed to be output by the target motorcycle after the last torque limiting, and the second limit torque is the torque allowed to be output by the target motorcycle after the re-torque limiting.

[0131] In this embodiment, when the first wheel speed differential meets the preset conditions, the first wheel speed differential is used to determine the re-torque limiting ratio, and the second limit torque for the re-torque limiting is determined based on the first limit torque used in the last torque limiting and the re-torque limiting ratio. The second limit torque is used to limit the output torque of the target motorcycle, thereby achieving a torque limiting effect that matches the first wheel speed differential.

[0132] In order to explain the above embodiment more clearly, the manner in which the re-torque limiting ratio is determined based on the first wheel speed differential ratio in the above embodiment will be explained below.

[0133] In a possible implementation, the motorcycle controller substitutes the first wheel speed differential into the fifth relational data to obtain the re-limited torque ratio. Alternatively, the motorcycle controller uses the first wheel speed differential to query the second relational table to obtain the re-limited torque ratio.

[0134] The fifth relationship data is used to represent the corresponding relationship between the wheel speed differential and the limit torque, and the second relationship table stores a plurality of candidate wheel speed differentials and the limit torque corresponding to each candidate wheel speed differential.

[0135] In this implementation manner, the corresponding re-torque limiting ratio can be obtained by using the fifth relationship data or the second relationship table, and the re-torque limiting ratio is determined with high efficiency.

[0136] In order to explain the above embodiment more clearly, the following describes the manner in which the motorcycle controller in the above embodiment determines the second limit torque based on the second limit torque ratio and the first limit torque.

[0137] In a possible implementation manner, the motorcycle controller multiplies the first limit torque by the target limit torque ratio through a traction control system to obtain a second reduction torque. The motorcycle controller subtracts the first limit torque from the second reduction torque through a traction control system to obtain the second limit torque.

[0138] 308. When the first wheel speed differential does not meet the preset condition, the motorcycle controller obtains second vehicle driving data of the target motorcycle.

[0139] The fact that the first wheel speed differential does not meet the preset condition indicates that the target motorcycle does not need to be torque limited, and the target motorcycle needs to be torque restored. Torque restoration corresponds to torque limitation, and torque restoration refers to restoring the torque output of the target motorcycle. The second vehicle driving data is the vehicle driving data collected within the period after torque limitation. The definition of the second vehicle driving data is the same as that of the first vehicle driving data except for the different collection time. The collection method of the second vehicle driving data and the collection method of the first vehicle driving data belong to the same inventive concept. The implementation process refers to the relevant description of the above step 301, which will not be repeated here.

[0140] 309. The motorcycle controller determines a first torque parameter based on the target operating mode of the traction control system and the second vehicle driving data.

[0141] In a possible implementation, the motorcycle controller determines a mode torque parameter based on the target working mode, and the mode torque parameter matches the target working mode. The motorcycle controller determines the first torque parameter based on the first vehicle driving data and the mode torque parameter.

[0142] Among them, the parameters of the traction control system when performing torque return in different working modes are different. For example, in the standard mode, if the technical solution provided in the embodiment of the present application is not adopted, the output torque of the motorcycle may be directly limited to the first torque, while in the sports mode, it may be limited to the second torque, and the first torque is less than the second torque. The mode torque return parameter is used to reflect the influence of the working mode on the torque return, and the mode torque return parameters of different working modes are different. The mode torque return parameter is different from the above-mentioned first torque and second torque. The mode torque return parameter is not a torque, but an intermediate variable used to determine the final torque. The first torque return parameter is used to indicate the torque return method. The first torque return parameter is determined based on the target working mode and the first vehicle driving data. Therefore, the first torque return parameter is more consistent with the actual situation of the target motorcycle. The actual situation refers to the vehicle driving state of the target motorcycle and the target working mode of the traction control system.

[0143] For example, the torque return parameters of this mode include torque return ratio determination parameters and correction torque determination parameters. The motorcycle controller uses the target working mode to query in the third relationship table to obtain the torque return ratio determination parameters and correction torque determination parameters corresponding to the target working mode. The third relationship table stores multiple candidate working modes and the torque return ratio determination parameters and correction torque determination parameters corresponding to each candidate working mode. The torque return parameters of this mode include torque return ratio determination parameters and correction torque determination parameters. The motorcycle controller determines the target torque return ratio based on the first vehicle driving data and the torque return ratio determination parameters. The motorcycle controller determines the target correction torque based on the first vehicle driving data and the correction torque determination parameters. The motorcycle controller splices the target torque return ratio and the target correction torque to obtain the first torque return parameter.

[0144] Among them, the torque return ratio determination parameter is used to determine the torque return ratio, which is the torque reduction ratio when returning torque; the correction torque determination parameter is used to determine the correction torque, which is used to correct the torque after returning torque using the torque return ratio, so as to obtain a more accurate torque return. Multiple candidate working modes are working modes supported by the traction control system. The correspondence between the candidate working modes and the torque return ratio determination parameter and the correction torque determination parameter is set by the technician according to the actual situation, and the embodiment of the present application does not limit this. The target torque return ratio is the torque return ratio when returning torque, and the target correction torque is the torque corrected to the returned torque obtained after returning torque using the target torque return ratio. The target torque return ratio is used to indicate the amplitude of the return torque, and the target correction torque is used to indicate the deviation of the return torque. The effect of returning torque using the target torque return ratio and the target correction torque is better.

[0145] In this implementation mode, by using the target working mode to query in the third relationship table, the corresponding torque ratio determination parameter and the correction torque determination parameter can be obtained, and the torque ratio determination parameter and the correction torque determination parameter have a high determination efficiency. The target torque ratio is determined by using the first vehicle driving data and the torque ratio determination parameter, and the target correction torque is determined by using the first vehicle driving data and the correction torque determination parameter. The target torque ratio and the target correction torque are matched with the vehicle driving state of the target motorcycle and the target working mode of the traction control system, so the accuracy is high.

[0146] 310. The motorcycle controller performs torque return on the target motorcycle based on the first torque return parameter through the traction control system.

[0147] The returning torque to the target motorcycle refers to increasing the output torque of the target motorcycle so as to restore the power of the target motorcycle. The returning torque to the target motorcycle based on the first returning torque parameter refers to returning the torque to the target motorcycle in a returning torque manner indicated by the first returning torque parameter.

[0148] In a possible implementation, the motorcycle controller determines a second reference output torque of the target motorcycle through the traction control system, and the second reference output torque is the torque limit torque of the previous torque limit, such as the first torque limit torque. The motorcycle controller determines a first torque return torque of the target motorcycle based on the first torque return parameter and the second reference output torque of the target motorcycle, and the first torque return torque is greater than the second reference output torque. The motorcycle controller increases the output torque of the target motorcycle to the first torque return torque through the traction control system.

[0149] The first torsion return torque is the torque that the target motorcycle is allowed to output after torsion return.

[0150] In this implementation manner, the second reference output torque is processed using the first torque return parameter to obtain the first torque return torque, thereby achieving determination of the limiting torque during torque return, which is highly efficient.

[0151] In order to explain the above implementation more clearly, the above implementation is explained in several parts below.

[0152] In the first part, a motorcycle controller determines a first torque return torque of the target motorcycle based on the first torque return parameter and a second reference output torque of the target motorcycle.

[0153] In a possible implementation, the first torque return parameter includes a target torque return ratio and a target correction torque, and the motorcycle controller reduces the second reference output torque according to the target torque return ratio through the traction control system to obtain an initial torque return. The motorcycle controller adds the initial torque return torque to the target correction torque through the traction control system to obtain the first torque return.

[0154] For example, the motorcycle controller multiplies the second reference output torque by the target torque ratio through the traction control system to obtain the first increase torque. The motorcycle controller adds the second reference output torque to the first increase torque through the traction control system to obtain the initial torque. The motorcycle controller adds the initial torque to the target correction torque through the traction control system to obtain the first torque.

[0155] In the second part, the motorcycle controller increases the output torque of the target motorcycle to the first torque return torque through the traction control system.

[0156] In a possible implementation manner, the motorcycle controller adjusts the output torque of the target motorcycle to the first torque return torque through the traction control system.

[0157] 311. The motorcycle controller obtains a second front wheel speed and a second rear wheel speed of the target motorcycle.

[0158] The second front wheel speed and the second rear wheel speed refer to the front wheel speed and the rear wheel speed collected in the period after the twisting. The collection method of the second front wheel speed and the second rear wheel speed belongs to the same inventive concept as the above step 305. The implementation process refers to the relevant description of the above step 305, which will not be repeated here.

[0159] 312. The motorcycle controller determines a second wheel speed differential of the target motorcycle based on the second front wheel speed and the second rear wheel speed.

[0160] Among them, the second wheel speed differential refers to the wheel speed differential determined after the torque is returned. The method for determining the second wheel speed differential and the method for determining the first wheel speed differential described in the above step 306 belong to the same inventive concept. The implementation process refers to the relevant description of the above step 306, which will not be repeated here.

[0161] Optionally, after step 312, the motorcycle controller executes the following step 313 or 314 according to actual conditions.

[0162] 313. When the second wheel speed differential does not meet the preset condition, the motorcycle controller returns the torque to the target motorcycle again through the traction control system.

[0163] In a possible implementation, when the second wheel speed differential does not meet the preset condition, the motorcycle controller determines the re-torque ratio based on the second wheel speed differential through the traction control system. The motorcycle controller determines the second torque return torque based on the first torque return torque and the re-torque ratio, and the second torque return torque is greater than the first torque return torque. The motorcycle controller increases the output torque of the target motorcycle to the second torque return torque through the traction control system.

[0164] The second torsion return torque is the torque that the target motorcycle is allowed to output after torsion return.

[0165] In this embodiment, when the second wheel speed differential meets the preset conditions, the second wheel speed differential is used to determine the second torque-returning torque, and the second torque-returning torque and the first torque-returning torque are used to determine the second torque-returning torque. The second torque-returning torque is used to increase the output torque of the target motorcycle, thereby achieving a torque-returning effect that matches the second wheel speed differential.

[0166] In order to explain the above embodiment more clearly, the method of determining the torque reduction ratio based on the second wheel speed difference ratio in the above embodiment will be explained below.

[0167] In a possible implementation, the motorcycle controller substitutes the second wheel speed differential into the sixth relational data to obtain the second torque return ratio. Alternatively, the motorcycle controller uses the second wheel speed differential to query in the third relational table to obtain the second torque return ratio.

[0168] The sixth relationship data is used to represent the corresponding relationship between the wheel speed differential and the torque return, and the third relationship table stores a plurality of candidate wheel speed differentials and the torque return corresponding to each candidate wheel speed differential.

[0169] In this implementation manner, the corresponding re-twist ratio can be obtained by using the sixth relationship data or the third relationship table, and the efficiency of determining the re-twist ratio is relatively high.

[0170] In order to explain the above embodiment more clearly, the following describes the manner in which the motorcycle controller in the above embodiment determines the second torque return torque based on the first torque return torque and the second torque return ratio.

[0171] In a possible implementation, the motorcycle controller multiplies the first torsion return torque by the second torsion return ratio through a traction control system to obtain a second increased torque. The motorcycle controller adds the first torsion return torque to the second increased torque through a traction control system to obtain the second torsion return torque.

[0172] 314. When the second wheel speed differential meets the preset condition, the motorcycle controller again limits the torque of the target motorcycle through the traction control system.

[0173] The second wheel speed difference meets the preset condition, indicating that the target motorcycle is no longer stable and needs to be torque-limited again. The method of torque-limiting the target motorcycle again belongs to the same inventive concept as the above steps 301-304. The implementation process is referred to the relevant description of the above steps 301-304, which will not be repeated here.

[0174] All the above optional technical solutions can be arbitrarily combined to form optional embodiments of the present application, which will not be described one by one here.

[0175] Through the technical solution provided in the embodiment of the present application, when the target motorcycle slips and the traction control system is activated, the first vehicle driving data of the target motorcycle is obtained, and the first vehicle driving data is used to indicate the vehicle driving state of the target motorcycle. Based on the target working mode of the traction control system and the first vehicle driving data, a first torque limiting parameter for indicating the torque limiting mode is determined, and the first torque limiting parameter is more closely matched with the actual situation of the target motorcycle. The traction control system is used to limit the torque of the target motorcycle based on the first torque limiting parameter, avoiding directly limiting the output torque to a fixed value, but limiting the torque in combination with the actual situation of the target motorcycle, thereby improving the stability and safety of the target motorcycle.

[0176] Figure 4 is a schematic diagram of the structure of a torque control device for a motorcycle provided in an embodiment of the present application, see Figure 4 The device includes: a data acquisition module 401, a torque limit parameter determination module 402 and a torque limit module 403.

[0177] The data acquisition module 401 is used to acquire first vehicle driving data of the target motorcycle when the target motorcycle slips and the traction control system is activated. The first vehicle driving data is used to represent the vehicle driving state of the target motorcycle. The traction control system is used to improve the stability of the motorcycle when it slips.

[0178] The torque limit parameter determination module 402 is used to determine a first torque limit parameter based on the target working mode of the traction control system and the first vehicle driving data.

[0179] The torque limiting module 403 is configured to limit the torque of the target motorcycle based on the first torque limiting parameter through the traction control system.

[0180] In a possible implementation, the torque limit parameter determination module 402 is used to determine a mode torque limit parameter based on the target working mode, the mode torque limit parameter matching the target working mode, and to determine the first torque limit parameter based on the first vehicle driving data and the mode torque limit parameter.

[0181] In a possible implementation, the mode torque limit parameters include torque limit ratio determination parameters and correction torque determination parameters. The torque limit parameter determination module 402 is used to use the target working mode to query in the first relationship table to obtain the torque limit ratio determination parameters and correction torque determination parameters corresponding to the target working mode. The first relationship table stores multiple candidate working modes and the torque limit ratio determination parameters and correction torque determination parameters corresponding to each candidate working mode.

[0182] In a possible implementation, the mode torque limit parameter includes a torque limit ratio determination parameter and a correction torque determination parameter, and the torque limit parameter determination module 402 is used to determine a target torque limit ratio based on the first vehicle driving data and the torque limit ratio determination parameter. Based on the first vehicle driving data and the correction torque determination parameter, a target correction torque is determined. The target torque limit ratio and the target correction torque are spliced ​​to obtain the first torque limit parameter.

[0183] In a possible implementation, the first vehicle driving data includes a vehicle inclination angle, and the torque limit parameter determination module 402 is used to fill the first initial relationship data with the torque limit ratio determination parameter to obtain the first relationship data, the first relationship data is used to represent the corresponding relationship between the vehicle inclination angle and the torque limit ratio, and the torque limit ratio determination parameter is a variable parameter in the first relationship data. The vehicle inclination angle is substituted into the first relationship data to obtain the target torque limit ratio.

[0184] The torque limit parameter determination module 402 is used to fill the second initial relationship data with the modified torque determination parameter to obtain the second relationship data, the second relationship data is used to represent the corresponding relationship between the vehicle speed and the modified torque, and the modified torque determination parameter is a variable parameter in the second relationship data. The vehicle speed is substituted into the second relationship data to obtain the target modified torque.

[0185] In a possible implementation, the torque limiting module 403 is used to determine a first reference output torque of the target motorcycle through the traction control system, where the first reference output torque is the current output torque, the required torque, or the slip critical torque of the target motorcycle on the current road surface. Based on the first torque limiting parameter and the first reference output torque of the target motorcycle, a first limiting torque of the target motorcycle is determined, where the first limiting torque is less than the first reference output torque. The output torque of the target motorcycle is limited to the first limiting torque through the traction control system.

[0186] In a possible implementation manner, the first torque limit parameter includes a target torque limit ratio and a target correction torque, and the torque limit module 403 is used to reduce the first reference output torque according to the target torque limit ratio through the traction control system to obtain an initial torque limit torque. The initial torque limit torque is subtracted from the target correction torque through the traction control system to obtain the first torque limit.

[0187] In a possible implementation, the device further includes a wheel speed differential determination module, which is used to obtain a first front wheel speed and a first rear wheel speed of the target motorcycle, and determine a first wheel speed differential of the target motorcycle based on the first front wheel speed and the first rear wheel speed.

[0188] The torque limiting module 403 is further configured to limit the torque of the target motorcycle again based on the wheel speed differential through the traction control system when the first wheel speed differential meets a preset condition.

[0189] In a possible implementation, the torque limiting module 403 is used to determine a second limit torque based on the first wheel speed differential and the first limit torque through the traction control system, and to limit the output torque of the target motorcycle to the second limit torque through the traction control system.

[0190] In a possible implementation, the data acquisition module 401 is further configured to acquire second vehicle driving data of the target motorcycle when the first wheel speed differential does not meet the preset condition, and determine the first torque parameter based on the target working mode of the traction control system and the second vehicle driving data.

[0191] The device also includes a torsion return module, which is used to return the torsion of the target motorcycle based on the first torsion return parameter through the traction control system.

[0192] In a possible implementation, the device further includes a wheel speed differential determination module, which is used to obtain the second front wheel speed and the second rear wheel speed of the target motorcycle, and determine the second wheel speed differential of the target motorcycle based on the second front wheel speed and the second rear wheel speed.

[0193] The torsion return module is also used to return the torsion of the target motorcycle again through the traction control system when the second wheel speed differential does not meet the preset conditions.

[0194] In a possible implementation manner, the torque limiting module 403 is further configured to limit the torque of the target motorcycle again through the traction control system when the second wheel speed differential meets a preset condition.

[0195] It should be noted that: the torque control device for a motorcycle provided in the above embodiment only uses the division of the above functional modules as an example to illustrate when performing torque control. In actual applications, the above functional distribution can be completed by different functional modules as needed, that is, the internal structure of the computer device is divided into different functional modules to complete all or part of the functions described above. In addition, the torque control device for a motorcycle provided in the above embodiment and the torque control method embodiment for a motorcycle belong to the same concept, and the specific implementation process is detailed in the method embodiment, which will not be repeated here.

[0196] Through the technical solution provided in the embodiment of the present application, when the target motorcycle slips and the traction control system is activated, the first vehicle driving data of the target motorcycle is obtained, and the first vehicle driving data is used to indicate the vehicle driving state of the target motorcycle. Based on the target working mode of the traction control system and the first vehicle driving data, a first torque limiting parameter for indicating the torque limiting mode is determined, and the first torque limiting parameter is more closely matched with the actual situation of the target motorcycle. The traction control system is used to limit the torque of the target motorcycle based on the first torque limiting parameter, avoiding directly limiting the output torque to a fixed value, but limiting the torque in combination with the actual situation of the target motorcycle, thereby improving the stability and safety of the target motorcycle.

[0197] The embodiment of the present application also provides a motorcycle, Figure 5 It is a structural schematic diagram of a motorcycle provided in an embodiment of the present application.

[0198] Generally, the motorcycle 500 includes: one or more processors 501 and one or more memories 502 .

[0199] The processor 501 may include one or more processing cores, such as a 4-core processor, a 5-core processor, etc. The processor 501 may be implemented in at least one hardware form of DSP (Digital Signal Processing), FPGA (Field-Programmable Gate Array), and PLA (Programmable Logic Array). The processor 501 may also include a main processor and a coprocessor. The main processor is a processor for processing data in the awake state, also known as a CPU (Central Processing Unit); the coprocessor is a low-power processor for processing data in the standby state. In some embodiments, the processor 501 may be integrated with a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content to be displayed on the display screen. In some embodiments, the processor 501 may also include an AI (Artificial Intelligence) processor, which is used to process computing operations related to machine learning.

[0200] The memory 502 may include one or more computer-readable storage media, which may be non-transitory. The memory 502 may also include a high-speed random access memory, and a non-volatile memory, such as one or more disk storage devices, flash memory storage devices. In some embodiments, the non-transitory computer-readable storage medium in the memory 502 is used to store at least one computer program, which is used to be executed by the processor 501 to implement the torque control method for a motorcycle provided in the method embodiment of the present application.

[0201] Those skilled in the art will understand that Figure 5 The structure shown in the figure does not constitute a limitation on the motorcycle 500, and the motorcycle 500 may include more or less components than those shown in the figure, or combine some components, or adopt a different arrangement of components.

[0202] In addition, the device provided in the embodiments of the present application may specifically be a chip, a component or a module, and the chip may include a connected processor and a memory; wherein the memory is used to store instructions, and when the processor calls and executes the instructions, the chip can execute a method for torque control of a motorcycle provided in the above embodiments.

[0203] This embodiment also provides a computer-readable storage medium, in which a computer program code is stored. When the computer program code is executed on a computer, the computer executes the above-mentioned related method steps to implement a torque control method for a motorcycle provided in the above embodiment.

[0204] This embodiment also provides a computer program product. When the computer program product is run on a computer, the computer is caused to execute the above-mentioned related steps to implement a torque control method for a motorcycle provided in the above embodiment.

[0205] Among them, the device, computer-readable storage medium, computer program product or chip provided in this embodiment is used to execute the corresponding method provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding method provided above, and will not be repeated here.

[0206] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0207] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic. For example, the division of modules or units is only a logical function division. There may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0208] The above contents are only specific implementation methods of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A torque control method for a motorcycle, characterized in that: The method comprises: When the target motorcycle is slipping and the traction control system is activated, obtaining first vehicle driving data of the target motorcycle, wherein the first vehicle driving data is used to indicate the vehicle driving state of the target motorcycle, and the traction control system is used to improve the stability of the motorcycle when it is slipping; determining a first torque limit parameter based on a target operating mode of the traction control system and the first vehicle driving data; The target motorcycle is torque limited by the traction control system based on the first torque limit parameter.

2. The method according to claim 1, characterized in that The determining of the first torque limit parameter based on the target operating mode of the traction control system and the first vehicle driving data includes: Based on the target working mode, determining a mode torque limit parameter, wherein the mode torque limit parameter matches the target working mode; The first torque limit parameter is determined based on the first vehicle driving data and the mode torque limit parameter.

3. The method according to claim 2, characterized in that The mode torque limit parameter includes a torque limit ratio determination parameter and a correction torque determination parameter. The mode torque limit parameter is determined based on the target working mode, including: The target working mode is used to query in the first relationship table to obtain the torque limit ratio determination parameters and the correction torque determination parameters corresponding to the target working mode. The first relationship table stores multiple candidate working modes and the torque limit ratio determination parameters and the correction torque determination parameters corresponding to each of the candidate working modes.

4. The method according to claim 2, characterized in that: The mode torque limit parameter includes a torque limit ratio determination parameter and a correction torque determination parameter. The first torque limit parameter is determined based on the first vehicle driving data and the mode torque limit parameter, including: Determining a target torque limit ratio based on the first vehicle driving data and the torque limit ratio determination parameter; determining a target correction torque based on the first vehicle travel data and the correction torque determination parameter; The target torque limit ratio and the target correction torque are combined to obtain the first torque limit parameter.

5. The method according to claim 4, characterized in that The first vehicle driving data includes a vehicle inclination angle, and the determining a target torque limit ratio based on the first vehicle driving data and the torque limit ratio determination parameter includes: The torque limit ratio determination parameter is used to fill the first initial relationship data with parameters to obtain the first relationship data, wherein the first relationship data is used to represent the corresponding relationship between the vehicle inclination angle and the torque limit ratio, and the torque limit ratio determination parameter is a variable parameter in the first relationship data; the vehicle inclination angle is substituted into the first relationship data to obtain the target torque limit ratio; The first vehicle driving data further includes a vehicle speed. The determining the target correction torque based on the first vehicle driving data and the correction torque determination parameter includes: The correction torque determination parameter is used to fill the second initial relationship data with parameters to obtain second relationship data, wherein the second relationship data is used to represent the corresponding relationship between the vehicle speed and the correction torque, and the correction torque determination parameter is a variable parameter in the second relationship data; the vehicle speed is substituted into the second relationship data to obtain the target correction torque.

6. The method according to claim 1, characterized in that The step of limiting the torque of the target motorcycle based on the first torque limit parameter by using the traction control system includes: determining a first reference output torque of the target motorcycle by the traction control system, wherein the first reference output torque is a current output torque, a required torque, or a slip critical torque of the target motorcycle on a current road surface; determining a first limit torque of the target motorcycle based on the first torque limit parameter and a first reference output torque of the target motorcycle, wherein the first limit torque is less than the first reference output torque; The output torque of the target motorcycle is limited to the first limit torque by the traction control system.

7. The method according to claim 6, characterized in that The first torque limit parameter includes a target torque limit ratio and a target correction torque, and determining the first torque limit of the target motorcycle by the traction control system based on the first torque limit parameter and the first reference output torque of the target motorcycle includes: The first reference output torque is reduced according to the target torque limit ratio by the traction control system to obtain an initial torque limit torque; The traction control system subtracts the initial torque limit torque from the target correction torque to obtain the first torque limit.

8. The method according to claim 1, characterized in that After limiting the torque of the target motorcycle based on the first torque limit parameter by the traction control system, the method further includes: Acquiring a first front wheel speed and a first rear wheel speed of the target motorcycle; determining a first wheel speed differential of the target motorcycle based on the first front wheel speed and the first rear wheel speed; When the first wheel speed differential meets a preset condition, the target motorcycle is torque-limited again based on the wheel speed differential by the traction control system.

9. The method according to claim 8, characterized in that The step of limiting the torque of the target motorcycle again based on the wheel speed differential by the traction control system comprises: determining, by the traction control system, a second limit torque based on the first wheel speed differential and the first limit torque; The output torque of the target motorcycle is limited to the second limit torque by the traction control system.

10. The method according to claim 8, characterized in that The method further comprises: When the first wheel speed differential does not meet the preset condition, obtaining second vehicle driving data of the target motorcycle; determining a first torque return parameter based on a target operating mode of the traction control system and the second vehicle driving data; The target motorcycle is subjected to torque return by the traction control system based on the first torque return parameter.

11. The method according to claim 10, characterized in that After the target motorcycle is subjected to torsion return by the traction control system based on the first torsion return parameter, the method further includes: Acquire a second front wheel speed and a second rear wheel speed of the target motorcycle; determining a second wheel speed differential of the target motorcycle based on the second front wheel speed and the second rear wheel speed; When the second wheel speed differential does not meet a preset condition, the target motorcycle is torqued back again by the traction control system.

12. The method according to claim 11, characterized in that The method further comprises: When the second wheel speed differential meets a preset condition, the target motorcycle is torque-limited again by the traction control system.

13. A motorcycle, characterized in that: The motorcycle comprises: A memory for storing executable program codes; A processor is used to call and run the executable program code from the memory, so that the motorcycle executes the torque control method for a motorcycle as described in any one of claims 1 to 12.

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