Vehicle wheelie control method, electronic device and computer-readable storage medium

Abstract

The present application discloses a vehicle wheelie control method, an electronic device, and a computer-readable storage medium. Among them, the method includes: in response to receiving multi-axis inertial unit data and wheel speed data of the vehicle, performing multi-dimensional processing on the multi-axis inertial unit data and the wheel speed data to obtain parameter data of the vehicle; wherein the parameter data includes the system center of gravity position data, Euler angle data of the vehicle, as well as the slip rate data and friction adhesion coefficient of the tires; performing driving force calculation and correction on the parameter data to obtain the maximum allowable torque for control. By performing multi-dimensional processing on the multi-axis inertial unit data and the wheel speed data of the vehicle to obtain parameter data in multiple dimensions, and performing driving force calculation and correction on the parameter data to obtain the maximum allowable torque for control, the wheelie phenomenon of the electric motorcycle can be effectively controlled, thereby improving the riding safety of the electric motorcycle.

Description

Technical Field

[0001] This application relates to the technical field of electric motorcycle control, and particularly to a vehicle wheelie control method, an electronic device, and a computer-readable storage medium. Background Art

[0002] Currently, the power and torque of electric motorcycles on the market generally tend to develop towards the level of over 50 kW and 200 Nm, and this power level is already close to the power output of traditional gasoline motorcycles with a displacement of 600 cc. With the improvement of the power level of electric motorcycles, during the process of riding an electric motorcycle, a rider is prone to output excessive power due to overly fierce operation of the speed control handle of the electric motorcycle, resulting in a wheelie (front wheel suspension) phenomenon. And the wheelie phenomenon is particularly dangerous on ordinary roads, easily leading to vehicle out of control, collisions, or the rider falling off the vehicle, bringing serious safety risks to the rider.

[0003] However, currently only traditional high-end fuel motorcycles are equipped with anti-wheelie or wheelie control functions, and electric motorcycles generally lack anti-wheelie or wheelie control functions, which makes electric motorcycles lack effective protection for riding safety when outputting high power. Summary of the Invention

[0004] This application provides a vehicle wheelie control method, an electronic device, and a computer-readable storage medium, which can effectively control the wheelie phenomenon of an electric motorcycle, and further improve the riding safety of the electric motorcycle.

[0005] One technical solution adopted by this application is: providing a vehicle wheelie control method, the vehicle wheelie control method includes: in response to receiving multi-axis inertial unit data and wheel speed data of the vehicle, performing multi-dimensional processing on the multi-axis inertial unit data and the wheel speed data to obtain parameter data of the vehicle; wherein, the parameter data includes the system center of gravity position data of the vehicle, Euler angle data, as well as the slip ratio data and friction adhesion coefficient of the tire. Performing driving force calculation and correction on the parameter data to obtain the maximum allowable torque for control.

[0006] In some embodiments, performing driving force calculation and correction on the parameter data to obtain the maximum allowable torque for control includes: performing driving force calculation and correction on the parameter data to obtain the maximum allowable torque for control and the minimum allowable torque for control.

[0007] In some embodiments, parameter data is calculated and corrected for driving force to obtain a control-allowed maximum torque and a control-allowed minimum torque, including: obtaining a preset wheelie control gear and a target allowed wheelie angle. Performing a torque feedforward calculation for wheelie control on the system center-of-gravity position data and the wheelie control gear to obtain a drive feedforward torque. Calculating the maximum wheel-end driving force based on the system center-of-gravity position data and the friction adhesion coefficient to obtain the maximum wheel-end driving torque and the minimum wheel-end driving torque. Based on the current operating state, performing a vehicle slip arbitration calculation on the slip ratio data to obtain the vehicle's overall vehicle slip ratio; wherein, the slip ratio data includes at least one of the front-wheel slip ratio and the rear-wheel slip ratio. Calculating and correcting the target allowed wheelie angle, the drive feedforward torque, the maximum wheel-end driving torque, the minimum wheel-end driving torque, the overall vehicle slip ratio, and the Euler angle data to obtain the control-allowed maximum torque and the control-allowed minimum torque.

[0008] In some embodiments, the Euler angle data includes a pitch angle, a roll angle, and a yaw angle. Calculating and correcting the target allowed wheelie angle, the drive feedforward torque, the maximum wheel-end driving torque, the minimum wheel-end driving torque, the overall vehicle slip ratio, and the Euler angle data to obtain the control-allowed maximum torque and the control-allowed minimum torque, including: calculating the maximum wheel-end driving torque in the P direction by calculating the target allowed wheelie angle, the drive feedforward torque, the maximum wheel-end driving torque, and the pitch angle. Calculating the maximum wheel-end driving torque in the I direction by calculating the pitch angle and the target allowed wheelie angle. Determining the corresponding overall vehicle slip reduction torque based on the overall vehicle slip ratio. Calculating and updating and correcting the overall vehicle slip reduction torque, the maximum wheel-end driving torque in the P direction, the maximum wheel-end driving torque in the I direction, the roll angle, and the yaw angle to obtain the control-allowed maximum torque. And, determining the minimum wheel-end driving torque as the control-allowed minimum torque.

[0009] In some embodiments, determining the corresponding overall vehicle slip reduction torque based on the overall vehicle slip ratio includes: in response to the overall vehicle slip ratio being greater than or equal to a preset slip threshold, reducing the torque based on the magnitude of the overall vehicle slip ratio to obtain the overall vehicle slip reduction torque. In response to the overall vehicle slip ratio being less than the slip threshold, determining the overall vehicle slip reduction torque to be zero.

[0010] In some embodiments, after calculating and updating and correcting the overall vehicle slip reduction torque, the maximum wheel-end driving torque in the P direction, the maximum wheel-end driving torque in the I direction, the roll angle, and the yaw angle to obtain the control-allowed maximum torque, it includes: in response to the control-allowed maximum torque being less than or equal to the actual drive wheel-end torque, activating the wheelie control state of the vehicle.

[0011] In some embodiments, based on the current operating state, the slip rate data is subjected to vehicle slip arbitration calculation to obtain the vehicle's overall vehicle slip rate, including: in response to the current being the driving state, detecting whether the rear wheel slip rate is greater than or equal to a preset first percentage threshold. If the rear wheel slip rate is greater than or equal to the first percentage threshold, the rear wheel slip rate is determined as the overall vehicle slip rate. If the rear wheel slip rate is less than the first percentage threshold, the overall vehicle slip rate of the previous state is determined as the overall vehicle slip rate.

[0012] In some embodiments, based on the current operating state, the slip rate data is subjected to vehicle slip arbitration calculation to obtain the vehicle's overall vehicle slip rate, including: in response to the current being the braking state, detecting whether the front wheel slip rate is greater than or equal to a preset second percentage threshold. If the front wheel slip rate is greater than or equal to the second percentage threshold, the front wheel slip rate is determined as the overall vehicle slip rate. If the rear wheel slip rate is less than the second percentage threshold, the overall vehicle slip rate of the previous state is determined as the overall vehicle slip rate.

[0013] In some embodiments, based on the current operating state, the slip rate data is subjected to vehicle slip arbitration calculation to obtain the vehicle's overall vehicle slip rate, including: in response to the current not being in the driving state and not being in the braking state, obtaining the average slip rate of the front wheel slip rate and the rear wheel slip rate, and determining the average slip rate as the overall vehicle slip rate.

[0014] In some embodiments, in response to the rear wheel of the vehicle being the driving wheel, the friction adhesion coefficient is the rear wheel friction adhesion coefficient between the rear wheel and the road surface, and the system center of gravity position data includes the rear wheel load force. The system center of gravity position data and the friction adhesion coefficient are subjected to maximum wheel side driving force calculation to obtain the maximum wheel side driving torque and the minimum wheel side driving torque, including: in response to the rear wheel friction adhesion coefficient being greater than or equal to a preset first calibration value, the rear wheel friction adhesion coefficient is determined as the rear wheel drive power limit coefficient. The rear wheel friction adhesion coefficient, the rear wheel drive power limit coefficient, and the rear wheel load force are calculated to obtain the maximum wheel side driving torque and the minimum wheel side driving torque.

[0015] In some embodiments, in response to both the front wheels and the rear wheels of the vehicle being drive wheels, the friction adhesion coefficient includes the front-wheel friction adhesion coefficient between the front wheels and the road surface and the rear-wheel friction adhesion coefficient between the rear wheels and the road surface, and the system center-of-gravity position data includes the front-wheel load force and the rear-wheel load force; calculating the maximum wheel-side driving force with the system center-of-gravity position data and the friction adhesion coefficient to obtain the maximum wheel-side driving torque and the minimum wheel-side driving torque, including: in response to the front-wheel friction adhesion coefficient being greater than or equal to a preset second calibration value, determining the front-wheel friction adhesion coefficient as the front-wheel driving power limitation coefficient; and / or in response to the rear-wheel friction adhesion coefficient being greater than or equal to a preset first calibration value, determining the rear-wheel friction adhesion coefficient as the rear-wheel driving power limitation coefficient. Calculating the front-wheel friction adhesion coefficient, the front-wheel driving power limitation coefficient, and the front-wheel load force to obtain the maximum front-wheel wheel-side driving torque; and / or calculating the rear-wheel friction adhesion coefficient, the rear-wheel driving power limitation coefficient, and the rear-wheel load force to obtain the maximum rear-wheel wheel-side driving torque and the minimum rear-wheel wheel-side driving torque. Combining the maximum front-wheel wheel-side driving torque and the maximum rear-wheel wheel-side driving torque to determine the maximum wheel-side driving torque; and / or combining the minimum front-wheel wheel-side driving torque and the minimum rear-wheel driving torque to determine the minimum wheel-side driving torque.

[0016] In some embodiments, the system center-of-gravity position data includes the vehicle's inherent center-of-gravity coordinate information, the driver's real-time center-of-gravity coordinate information, the center-of-gravity torsional force arm, and the front-wheel torsional force arm; performing torque feedforward calculation for wheelie control with the system center-of-gravity position data and the wheelie control gear to obtain the driving feedforward torque, including: correcting the center-of-gravity torsional force arm according to the center-of-gravity coordinate information and the driver's real-time center-of-gravity coordinate information to obtain the corrected center-of-gravity torsional force arm. In response to the front-wheel torsional force arm being greater than or equal to the corrected center-of-gravity torsional force arm, matching the corrected center-of-gravity torsional force arm with the limit parameters in a preset limit table to determine the driving feedforward torque. In response to the front-wheel torsional force arm being less than the corrected center-of-gravity torsional force arm, determining the preset maximum value as the driving feedforward torque.

[0017] Another technical solution adopted by this application is: providing an electronic device, which includes: a memory for storing executable program code. A processor for calling and running the executable program code from the memory, so that the electronic device executes the vehicle wheelie control method as described in any one of the above.

[0018] Another technical solution adopted by this application is: providing a computer-readable storage medium, which stores a computer program that, when executed by a processor, implements the vehicle wheelie control method as described in any one of the above.

[0019] An embodiment of the present application provides a vehicle wheelie control method. The vehicle wheelie control method includes: in response to receiving multi-axis inertial unit data and wheel speed data of the vehicle, performing multi-dimensional processing on the multi-axis inertial unit data and the wheel speed data to obtain parameter data of the vehicle; wherein the parameter data includes the system center of gravity position data, Euler angle data of the vehicle, as well as the slip ratio data and friction adhesion coefficient of the tires; performing driving force calculation and correction on the parameter data to obtain the maximum allowable torque for control. By performing multi-dimensional processing on the multi-axis inertial unit data and the wheel speed data of the vehicle to obtain parameter data in multiple dimensions, and performing driving force calculation and correction on the parameter data to obtain the maximum allowable torque for control, it is possible to actively intervene and control the torque link and energy flow link of the vehicle control, so that the maximum dynamic performance control, maximum traction control, and maximum acceleration ability control of the electric motorcycle under horizontal steady state and wheelie transient state are achieved, and the driving safety is improved. Description of the Drawings

[0020] Figure 1 is a schematic flowchart of the vehicle wheelie control method in an embodiment of the present application;

[0021] Figure 2a is a framework diagram of the vehicle body wheelie dynamic control system in an embodiment of the present application;

[0022] Figure 2b is a framework diagram of the vehicle body wheelie dynamic control system in another embodiment of the present application;

[0023] Figure 3 is a schematic flowchart of the vehicle wheelie control method in an embodiment of the present application;

[0024] Figure 4 is a schematic diagram of the internal logic operation principle of the wheelie control software unit in an embodiment of the present application;

[0025] Figure 5 is a schematic diagram of the driver interaction interface logic of the wheelie control function in an embodiment of the present application;

[0026] Figure 6 is the vehicle wheelie control method of the present application Figure 3 a schematic flowchart of a specific embodiment of step S303 therein;

[0027] Figure 7 is a schematic diagram of the allowable feedforward torque calculation logic of the wheelie control in an embodiment of the present application;

[0028] Figure 8 is the vehicle wheelie control method of the present application Figure 3 a schematic flowchart of the first specific embodiment of step S304 therein;

[0029] Figure 9 Schematic diagram of the calculation logic of the maximum wheel-end driving force allowed by the road surface friction coefficient in the vehicle wheelie control method according to an embodiment of the present application;

[0030] Figure 10 is the vehicle wheelie control method of the present application Figure 3 Schematic diagram of the second process of a specific embodiment of step S304;

[0031] Figure 11 is the vehicle wheelie control method of the present application Figure 3 Schematic diagram of the first process of a specific embodiment of step S305;

[0032] Figure 12 Schematic diagram of the arbitration calculation logic of the vehicle slip ratio in the vehicle wheelie control method according to an embodiment of the present application;

[0033] Figure 13 is the vehicle wheelie control method of the present application Figure 3 Schematic diagram of the second process of a specific embodiment of step S305;

[0034] Figure 14 is the vehicle wheelie control method step of the present application Figure 3 Schematic diagram of the third process of a specific embodiment of S305;

[0035] Figure 15 is the vehicle wheelie control method step of the present application Figure 3 Schematic diagram of the process of a specific embodiment of S306;

[0036] Figure 16 Schematic diagram of the calculation logic of the final torque for wheelie control and the update and correction calculation in the vehicle wheelie control method according to an embodiment of the present application;

[0037] Figure 17 is the vehicle wheelie control method step of the present application Figure 15 Schematic diagram of the process of a specific embodiment of S1504;

[0038] Figure 18 Exemplary structural block diagram of an electronic device for the vehicle wheelie control method according to an embodiment of the present application;

[0039] Figure 19 Exemplary structural block diagram of a computer-readable storage medium for the vehicle wheelie control method according to an embodiment of the present application. Detailed Description of the Specific Embodiment

[0040] The present application will be described in detail below in conjunction with the accompanying drawings and embodiments. Without conflict, the following embodiments and the features in the embodiments can be combined with each other.

[0041] In some embodiments, refer to Figure 1 , Figure 1 which is a schematic flow chart of a vehicle wheelie control method in an embodiment of the present application. It should be noted that if there are substantially the same results, the method of the present application is not limited to Figure 1 the flow sequence shown. As Figure 1 shown, the vehicle wheelie control method includes:

[0042] Step S101, in response to receiving multi-axis inertial unit data and wheel speed data of the vehicle, perform multi-dimensional processing on the multi-axis inertial unit data and the wheel speed data to obtain parameter data of the vehicle; wherein, the parameter data includes the system center of gravity position data, Euler angle data of the vehicle, and the slip ratio data and friction adhesion coefficient of the tires.

[0043] During the driving process of the vehicle, the multi-axis inertial unit data of the vehicle can be collected through a six-axis inertial processing hardware unit (Inertial Measurement Unit, IMU); at the same time, the front wheel tooth count and front wheel tooth interval timing can be collected through the front wheel speed sensor, and the rear wheel tooth count and rear wheel tooth interval timing can be collected through the rear wheel speed sensor. Then, through the main vehicle control unit hardware (Main Vehicle Control Unit, MVCU), the multi-axis inertial unit data and the wheel speed data can be analyzed from different dimensions to obtain the parameter data of the vehicle.

[0044] Among them, the vehicle can be an electric motorcycle. The multi-axis inertial unit data is used to describe the dynamic motion characteristics of the vehicle in different axial directions, and the wheel speed data is used to reflect the driving speed of the vehicle. The system center of gravity position data can be used to reflect the inherent center of gravity position of the vehicle, the wheel side load force, the torque force arm, and the center of gravity position of the vehicle driver during driving; the Euler angle data can be used to reflect the attitude change of the vehicle; the friction adhesion coefficient between the vehicle tire and the road surface can be used to reflect the frictional force between the tire and the road surface; the slip ratio data of the vehicle tire can reflect the relative sliding degree between the tire and the road surface.

[0045] Step S102, perform driving force calculation and correction on the parameter data to obtain the maximum allowable torque for control.

[0046] Among them, the maximum allowable torque for control can be the maximum positive driving force that the vehicle can apply to the wheels during acceleration, that is, it represents the driving acceleration of the vehicle. The specific magnitude of the maximum allowable torque for control can be related to the current system center of gravity position data of the vehicle, the Euler angle data of the vehicle, and the slip ratio data and friction adhesion coefficient of the tires, that is, related to the current road conditions and vehicle parameter data.

[0047] As an exemplary example, when there is no wheelie on the vehicle, the control-allowed maximum torque can be maintained at a fixed torque value, which can be used to provide sufficient acceleration ability for the vehicle while maintaining the stability of the vehicle. When the torque actually output by the vehicle gradually approaches the maximum torque, the traction force of the vehicle tires gradually increases, causing the front wheels of the vehicle to gradually lift, that is, a wheelie occurs. Since excessive driving force will cause the vehicle to wheelie further and even get out of control, in order to prevent the vehicle from continuing to wheelie and losing control, the control-allowed maximum torque can be dynamically adjusted through the vehicle controller hardware. That is, when the wheelie angle of the vehicle reaches a certain degree, the control-allowed maximum torque will start to decrease. By reducing the driving torque, the vehicle can use its own weight to gradually restore the center of gravity to a reasonable position, preventing the vehicle from continuing to wheelie or roll over.

[0048] In some embodiments, to improve the integrity and stability of the torque control link, if a maximum value is set, a minimum value can be correspondingly set to limit the torque width. Therefore, step S102 may include: calculating and correcting the parameter data for the driving force to obtain the control-allowed maximum torque and the control-allowed minimum torque.

[0049] Among them, the control-allowed minimum torque can generate a torque opposite to the driving direction through regenerative braking or other deceleration mechanisms to achieve deceleration or braking, that is, it represents the deceleration braking of the vehicle. The specific magnitudes of the control-allowed minimum torque and the control-allowed maximum torque need to be calculated according to the road conditions and vehicle parameters.

[0050] As an exemplary example, if the critical allowed maximum wheel-end torque for wheelie at the current moment = 1200 Nm, the corresponding minimum allowed torque can be -1200 Nm.

[0051] In an exemplary embodiment, please refer to Figure 2a the shown vehicle dynamic control system. The vehicle dynamic control system is composed of a vehicle controller hardware, a six-axis inertial processing hardware unit, front and rear wheel speed sensor hardware, a motor controller hardware, and a drive motor hardware. Among them, the vehicle controller hardware may include a center of gravity position estimation software unit, a road adhesion coefficient estimation unit, a wheel speed calculation vehicle speed arbitration software unit, an Euler angle solution unit, a tire slip ratio calculation software unit, a wheelie control software unit, and a torque distribution control software unit.

[0052] When the vehicle is in motion, the center-of-gravity position estimation software unit can estimate the center-of-gravity position based on the multi-axis inertial unit data and wheel speed data to obtain the vehicle's system center-of-gravity position data; the Euler angle calculation software unit can calculate the Euler angles based on the multi-axis inertial unit data and wheel speed data to obtain the vehicle's Euler angle data; the road surface adhesion coefficient estimation software unit can estimate the road surface adhesion coefficient based on the multi-axis inertial unit data and wheel speed data to obtain the friction adhesion coefficient between the vehicle tires and the road surface; the wheel speed calculation vehicle speed arbitration software unit and the tire slip ratio calculation software unit can calculate the slip ratio based on the multi-axis inertial unit data and wheel speed data to obtain the slip ratio data of the vehicle tires. Then, the head-up control software unit can perform driving force calculation and correction on the vehicle's system center-of-gravity position data, Euler angle data, as well as the slip ratio data and friction adhesion coefficient of the vehicle tires to obtain the maximum allowable control torque and the minimum allowable control torque of the vehicle. Then, the torque distribution control software unit can perform torque distribution based on the maximum allowable control torque and the minimum allowable control torque of the vehicle to obtain the target torque and rotation direction of the motorcycle. The target torque and rotation direction are input into the motor controller MCU hardware so that the corresponding parameters can be output through the motor controller hardware to control the operation of the drive motor.

[0053] In an exemplary embodiment, reference may be made to Figure 2b , the multi-axis inertial unit data may include x acceleration, y acceleration, z acceleration, x-axis angular velocity, y-axis angular velocity, and z-axis angular velocity. The wheel speed data may include front wheel tooth count, rear wheel tooth count, front wheel tooth interval timing, and rear wheel tooth interval timing. The Euler angle data may include roll angle (Roll), pitch angle (Pitch), and yaw angle (Yaw). The system center-of-gravity position data may include vehicle inherent center-of-gravity coordinate information, driver center-of-gravity real-time coordinate information, front wheel torsion force arm, center-of-gravity torsion force arm, front wheel load force, and rear wheel load force. The slip ratio data may include front wheel slip ratio and rear wheel slip ratio. The friction adhesion coefficient may include front wheel friction adhesion coefficient and rear wheel friction adhesion coefficient. Among them, the exemplary embodiment and / or technical effect of this example may be as described in the exemplary description of Figure 2a , which will not be elaborated here.

[0054] In the embodiments of the present application, by performing multi-dimensional processing on the multi-axis inertial unit data and wheel speed data of the vehicle, parameter data in multiple dimensions is obtained, and the parameter data is used for driving force calculation and correction to obtain the maximum allowable torque for control, so as to actively intervene in and control the torque link and energy flow link of the vehicle control. According to the maximum allowable torque for control, torque distribution is performed to obtain the target torque and rotation direction, and the target torque and rotation direction are input into the corresponding parameters through the hardware of the motor controller MCU to control the operation of the drive motor of the motorcycle, so that the electric motorcycle can achieve maximum dynamic performance control, maximum traction control, and maximum acceleration ability control under horizontal steady state and wheelie transient state, improving driving safety.

[0055] In some embodiments, refer to Figure 3 , Figure 3 which is a schematic flow chart of a vehicle wheelie control method in an embodiment of the present application. The method includes the following steps:

[0056] Step S301, in response to receiving the multi-axis inertial unit data and wheel speed data of the vehicle, perform multi-dimensional processing on the multi-axis inertial unit data and wheel speed data to obtain the parameter data of the vehicle; wherein, the parameter data includes the system center of gravity position data of the vehicle, Euler angle data, as well as the slip rate data and friction adhesion coefficient of the tire.

[0057] Among them, the implementation manner and / or technical effect of step S301 can be as described in step S101 above, and will not be elaborated here.

[0058] Step S302, obtain the preset wheelie control gear and the target allowable wheelie angle.

[0059] As an exemplary example, the driver can select the logic through the interaction interface of the wheelie control software unit to set the wheelie control gear and the target allowable wheelie angle. Among them, the wheelie control gear can include multiple different gears, and each gear corresponds to a different control intensity; the target allowable wheelie angle can be used to control the target angle when the vehicle performs a wheelie.

[0060] Step S303, perform torque feedforward calculation for wheelie control on the system center of gravity position data and the wheelie control gear to obtain the drive feedforward torque.

[0061] Among them, the torque feedforward calculation for wheelie control can be used to roughly calculate the drive feedforward torque before the proportional-integral-derivative (PID) closed-loop operation of the wheelie ratio. The allowable drive feedforward torque for wheelie control can not only ensure the wheel-side drive torque when the vehicle is in the critical state of tilting up and not tilting up, but also be used as the feedforward torque for subsequent PID calculation. It can enable the vehicle to adjust the torque output more quickly when a wheelie occurs and reduce the wheelie risk.

[0062] Step S304: Calculate the maximum wheel-end driving force using the system center-of-gravity position data and the friction adhesion coefficient to obtain the maximum wheel-end driving torque and the minimum wheel-end driving torque.

[0063] Among them, the maximum wheel-end driving torque can be the maximum driving torque of the vehicle tires without slipping; the minimum wheel-end driving torque can be the minimum driving torque of the vehicle tires without slipping. In this embodiment, the function of predicting the road surface friction coefficient is used to control and limit the wheelie more safely and fully, which can improve the safety of the wheelie function on low-adhesion road surfaces.

[0064] Step S305: Based on the current operating state, perform a vehicle slip arbitration calculation on the slip ratio data to obtain the vehicle's overall slip ratio; among them, the slip ratio data includes at least one of the front-wheel slip ratio and the rear-wheel slip ratio.

[0065] Among them, the overall slip ratio of the vehicle can be used to comprehensively judge the degree of slippage between each tire of the vehicle and the road surface during driving. By analyzing the slip ratios of the front tires and rear tires of the vehicle, the overall slip state of the vehicle can be determined.

[0066] Step S306: Perform torque calculation and correction on the target allowable wheelie angle, drive feedforward torque, maximum wheel-end driving torque, minimum wheel-end driving torque, overall vehicle slip ratio, and Euler angle data to obtain the maximum allowable control torque and the minimum allowable control torque.

[0067] As an example, the target allowable wheelie angle can control the angle of the vehicle's wheelie, the drive feedforward torque can provide a roughly estimated driving torque, the maximum and minimum wheel-end driving torques can control the system not to exceed the adhesion range of the tires, the overall vehicle slip ratio can be an important indicator for judging whether the vehicle is in a slipping or out-of-control state, helping the system to maintain vehicle stability during power distribution, and the Euler angle data can take into account the spatial attitude of the vehicle. Therefore, in order to comprehensively evaluate the vehicle's power demand, attitude stability, and road conditions, torque calculation and correction can be performed by combining these parameter data, and the maximum allowable control torque and the minimum allowable control torque can be accurately calculated, reducing the risk of vehicle out-of-control caused by excessive power output.

[0068] In some exemplary embodiments, the wheelie control software unit operates and executes inside the vehicle controller hardware. For its operation logic principle, please refer to Figure 4 , and the wheelie control software unit may include sub-software modules such as driver interaction interface selection logic, wheelie control allowable torque feedforward calculation logic, maximum wheel-end driving force calculation logic allowed by the road surface friction coefficient, vehicle slip arbitration calculation logic, wheelie control final torque calculation and PID update correction logic, etc.

[0069] Among them, the driver can select the wheelie control gear and / or the target allowable wheelie angle in advance or in real time on the vehicle instrument or the interactive interface of the mobile phone application. The driver interaction interface selection logic of the wheelie control software unit can respond to the wheelie control gear and / or the target allowable wheelie angle selected by the driver. Among them, the wheelie control gear can be designed with gears according to the functional requirements of the whole vehicle, and the corresponding control allowable maximum torque of different gears is also different.

[0070] In some exemplary embodiments, please refer to Figure 5 , Figure 5 The wheelie control gear is divided into four gears, including the Off gear, the 1st gear, the 2nd gear, and the 3rd gear. Among them, the Off gear can completely not control the wheelie angle and allow the driver to freely control the power and the wheelie angle; the 1st gear can completely not perform a wheelie and does not allow a too large driving torque request to avoid a wheelie; the 2nd gear can allow a wheelie within 10°, and allows the driver to request a driving torque to perform a wheelie within 10°; the 3rd gear can allow a wheelie within 45°, and allows the driver to request a driving torque to perform a wheelie within 45°.

[0071] In some embodiments, please refer to Figure 2b , the system center of gravity position data includes the vehicle's inherent center of gravity coordinate information, the driver's real-time center of gravity coordinate information, the center of gravity torsional force arm, and the front wheel torsional force arm; among them, the vehicle's inherent center of gravity coordinate information can be the vehicle's inherent center of gravity coordinate X, Y, Z information; the driver's real-time center of gravity coordinate information can be the driver's center of gravity coordinate X, Y, Z information during riding.

[0072] In some embodiments, please refer to Figure 6 , step S303 may include: step S601, according to the center of gravity coordinate information and the driver's real-time center of gravity coordinate information, correct the center of gravity torsional force arm to obtain the corrected center of gravity torsional force arm. Step S602, in response to the front wheel torsional force arm being greater than or equal to the corrected center of gravity torsional force arm, match the corrected center of gravity torsional force arm with the limit parameters in the preset limit table to determine the drive feedforward torque. Step S603, in response to the front wheel torsional force arm being less than the corrected center of gravity torsional force arm, determine the preset maximum value as the drive feedforward torque.

[0073] Among them, the limit table can be a wheel-end drive torque limit table for performing fuzzy control on the center of gravity torsional force arm, and can include multiple limit parameters; the range of each limit parameter can be 0 to 1, and can be used to combine with the corrected center of gravity torsional force arm to obtain the drive feedforward torque, so that this drive feedforward torque can be less than gravity. The specific value of the maximum value can be much greater than the driving force of the vehicle motor.

[0074] In an exemplary embodiment, please refer to Figure 7When at least one of the vehicle driving force arm and the center of gravity torsional force arm dynamically changes due to changes in the vehicle center of gravity, the driver center of gravity, the vehicle body attitude angle, acceleration and deceleration, etc., the allowable feedforward torque for wheelie control will be dynamically calculated and changed.

[0075] Among them, it can be processed through the wheelie control allowable torque feedforward calculation logic of the wheelie control software unit: when the vehicle front wheel torsional force arm ≥ the corrected center of gravity torsional force arm, the corrected center of gravity torsional force arm can be matched with the limit parameters in the pre-calibrated wheelie control wheel end drive torque limit table. By multiplying the corrected center of gravity torsional force arm by the matched limit parameters, the allowable drive feedforward torque for wheelie control can be obtained; when the vehicle front wheel torsional force arm < the corrected center of gravity torsional force arm, the maximum value of the allowable drive feedforward torque for wheelie control can be fixed, that is, the upper limit of the drive torque is not restricted; in addition, when the vehicle front wheel torsional force arm < the corrected center of gravity torsional force arm, the minimum value of the drive feedforward torque can also be fixed.

[0076] As an exemplary example, the maximum value can be taken as 100000 Nm, that is, the upper limit of the drive torque is not restricted; the minimum value can be taken as -100000 Nm, that is, the lower limit of the drive torque is not restricted.

[0077] In some embodiments, please refer to Figure 8 , in response to the rear wheels of the vehicle being drive wheels, the friction adhesion coefficient is the rear wheel friction adhesion coefficient between the rear wheels and the road surface, and the system center of gravity position data includes the rear wheel load force; step S304 may include:

[0078] Step S801, in response to the rear wheel friction adhesion coefficient being greater than or equal to a preset first calibration value, determining the rear wheel friction adhesion coefficient as the rear wheel drive power limit coefficient. Step S802, calculating the rear wheel friction adhesion coefficient, the rear wheel drive power limit coefficient and the rear wheel load force to obtain the maximum wheel side drive torque and the minimum wheel side drive torque. Step S803, in response to the rear wheel friction adhesion coefficient being less than the first calibration value, maintaining the rear wheel friction adhesion coefficient at the previous moment.

[0079] Among them, since the vehicle may pass through a mixed road surface during driving, that is, there may be multiple regions with different friction coefficients in a driving section. Therefore, the first calibration value can be used to keep the obtained rear wheel friction adhesion coefficient within a reasonable range during vehicle driving, so as to determine the rear wheel friction adhesion coefficient as the rear wheel drive power limit coefficient. The rear wheel drive power limit coefficient can be used to limit the wheel side driving force of the vehicle, reduce the error risk caused by the frequent fluctuation of the rear wheel friction adhesion coefficient, and thus reduce the phenomenon of the motorcycle slipping or losing control before wheelie.

[0080] The first calibration value can be set according to the actual situation. For example, the range of the first calibration value can be 0.3 to 1. In some embodiments, the first calibration value is any one of 0.3, 0.35, 0.4, 0.45, 0.5, 0.55, 0.6, 0.65, 0.7, 0.75, 0.8, 0.85, 0.9, 0.95, 1 or a value between any two of them. The rear-wheel drive power limit coefficient can be a value less than or equal to 1.

[0081] As an exemplary embodiment, please refer to Figure 9 , it can be processed through the calculation logic of the maximum wheel-end driving force allowed by the road surface friction coefficient of the wheelie control software unit: If it is detected that the driving wheel of the vehicle is the rear wheel of the vehicle, the friction adhesion coefficient is the rear-wheel friction adhesion coefficient between the rear wheel and the road surface, and this rear-wheel friction adhesion coefficient is detected; when it is detected that the current rear-wheel friction adhesion coefficient is less than the first calibration value, the rear-wheel friction adhesion coefficient at the previous moment is maintained; when it is detected that the rear-wheel friction adhesion coefficient is greater than or equal to the first calibration value, the rear-wheel friction adhesion coefficient is determined as the rear-wheel drive power limit coefficient, which can reduce the error risk caused by the frequent fluctuation of the friction adhesion coefficient; then the rear-wheel drive power limit coefficient, the rear-wheel friction adhesion coefficient and the rear-wheel load force are calculated to obtain the maximum wheel-end driving torque and the minimum wheel-end driving torque of the rear wheel. At this time, since the driving wheel is the rear wheel of the vehicle, the maximum wheel-end driving torque allowed by the road surface friction coefficient is the maximum wheel-end driving torque of the rear wheel, and the minimum wheel-end driving torque allowed by the road surface friction coefficient is the minimum wheel-end driving torque of the rear wheel. By limiting the rear-wheel load force through the rear-wheel drive power limit coefficient, the maximum wheel-end driving torque and the minimum wheel-end driving torque of the rear wheel in the non-slip situation can be obtained, which can reduce the phenomenon of the motorcycle slipping or getting out of control before wheelie.

[0082] In some embodiments, please refer to Figure 10 , in response to both the front wheel and the rear wheel of the vehicle being driving wheels, the friction adhesion coefficient includes the front-wheel friction adhesion coefficient between the front wheel and the road surface and the rear-wheel friction adhesion coefficient between the rear wheel and the road surface, and the system center-of-gravity position data includes the front-wheel load force and the rear-wheel load force; step S304 may include:

[0083] Step S1001: In response to the front-wheel friction adhesion coefficient being greater than or equal to a preset second calibration value, determine the front-wheel friction adhesion coefficient as the front-wheel drive power limit coefficient; and / or in response to the rear-wheel friction adhesion coefficient being greater than or equal to a preset first calibration value, determine the rear-wheel friction adhesion coefficient as the rear-wheel drive power limit coefficient. Step S1002: Calculate the front-wheel friction adhesion coefficient, the front-wheel drive power limit coefficient, and the front-wheel load force to obtain the maximum front-wheel hub drive torque; and / or calculate the rear-wheel friction adhesion coefficient, the rear-wheel drive power limit coefficient, and the rear-wheel load force to obtain the maximum rear-wheel hub drive torque and the minimum rear-wheel hub drive torque. Step S1003: Determine the maximum hub drive torque by combining the maximum front-wheel hub drive torque and the maximum rear-wheel hub drive torque; and / or determine the minimum hub drive torque by combining the minimum front-wheel hub drive torque and the minimum rear-wheel torque. Step S1004: In response to the front-wheel friction adhesion coefficient being less than the second calibration value, maintain the front-wheel friction adhesion coefficient at the previous moment; and / or in response to the rear-wheel friction adhesion coefficient being less than the first calibration value, maintain the rear-wheel friction adhesion coefficient at the previous moment.

[0084] Wherein, since the vehicle may pass through a mixed road surface during driving, that is, there may be multiple regions with different friction coefficients in a driving section. Therefore, the second calibration value can be used to keep the obtained front-wheel friction adhesion coefficient within a reasonable range during vehicle driving, so as to determine the front-wheel friction adhesion coefficient as the front-wheel drive power limit coefficient. The front-wheel drive power limit coefficient can be used to limit the hub drive force of the vehicle, reduce the error risk caused by the frequent fluctuation of the front-wheel friction adhesion coefficient, and thus reduce the phenomenon of the motorcycle slipping or losing control before wheelie.

[0085] The second calibration value can be set according to the actual situation. For example, the range of the second calibration value can be 0.3 to 1. In some embodiments, the second calibration value is any one of 0.3, 0.35, 0.4, 0.45, 0.5, 0.55, 0.6, 0.65, 0.7, 0.75, 0.8, 0.85, 0.9, 0.95, 1 or a value between any two of them. The front-wheel drive power limit coefficient can be a value less than or equal to 1.

[0086] As an exemplary embodiment, please continue to refer to Figure 9, if the head-up control software unit detects that the driving wheels of the vehicle are the front wheels and the rear wheels of the vehicle, the friction adhesion coefficient includes the front-wheel friction adhesion coefficient between the front wheels and the road surface and the rear-wheel friction adhesion coefficient between the rear wheels and the road surface, and these two friction adhesion coefficients are detected. The detection method takes the rear-wheel friction adhesion coefficient between the rear wheels and the road surface as an example. When the rear-wheel friction adhesion coefficient is less than the first calibration value, the rear-wheel friction adhesion coefficient at the previous moment is maintained, which can reduce the error risk caused by the frequent fluctuation of the rear-wheel friction adhesion coefficient; when the rear-wheel friction adhesion coefficient is greater than or equal to the calibration value, the rear-wheel friction adhesion coefficient is determined as the rear-wheel drive power limit coefficient; then the rear-wheel drive power limit coefficient, the rear-wheel friction adhesion coefficient, and the rear-wheel load force are calculated to obtain the maximum torque of the rear-wheel hub drive and the minimum torque of the rear-wheel hub drive. Similarly, the maximum torque of the front-wheel hub drive and the minimum torque of the front-wheel hub drive are obtained. At this time, since the driving wheels are the front wheels and the rear wheels of the vehicle, the maximum torque of the hub drive allowed by the road surface friction coefficient is the sum of the maximum torque of the front-wheel hub drive and the maximum torque of the rear-wheel hub drive, and the minimum torque of the hub drive allowed by the road surface friction coefficient is the sum of the minimum torque of the front-wheel hub drive and the minimum torque of the rear-wheel hub drive.

[0087] By restricting the front-wheel load force through the front-wheel drive power limit coefficient, the maximum torque of the front-wheel hub drive and the minimum torque of the rear-wheel hub drive without slipping are obtained, and by restricting the rear-wheel load force through the rear-wheel drive power limit coefficient, the maximum torque of the rear-wheel hub drive and the minimum torque of the rear-wheel hub drive without slipping are obtained, which can reduce the phenomenon of the motorcycle slipping or getting out of control before the head-up.

[0088] In some embodiments, please refer to Figure 11 , step S305 may include:

[0089] Step S1101, in response to the current driving state, detect whether the rear-wheel slip ratio is greater than or equal to a preset first percentage threshold. Step S1102, if the rear-wheel slip ratio is greater than or equal to the first percentage threshold, determine the rear-wheel slip ratio as the vehicle slip ratio. Step S1103, if the rear-wheel slip ratio is less than the first percentage threshold, determine the vehicle slip ratio in the previous state as the vehicle slip ratio.

[0090] As an exemplary example, the first percentage threshold can be set according to the actual situation. For example, the percentage threshold can be 8%, 9%, 10%, 11%, 12%, 13%, 14% or 15%.

[0091] As an exemplary implementation, please refer to Figure 12, it can be processed through the vehicle slip ratio calculation logic of the wheelie control software unit: detect whether the vehicle is in a driving state currently; if it is in a driving state currently, then detect whether the rear wheel slip ratio is greater than or equal to the percentage threshold; if the rear wheel slip ratio is greater than or equal to the first percentage threshold, then determine the rear wheel slip ratio as the current vehicle slip ratio; if the rear wheel slip ratio is less than the first percentage threshold, then determine the vehicle slip ratio of the previous state as the current vehicle slip ratio.

[0092] Please refer to Figure 13 , in some embodiments, step S305 may include:

[0093] Step S1301, in response to being in a braking state currently, detect whether the front wheel slip ratio is greater than or equal to a preset second percentage threshold. Step S1302, if the front wheel slip ratio is greater than or equal to the second percentage threshold, then determine the front wheel slip ratio as the vehicle slip ratio. Step S1303, if the rear wheel slip ratio is less than the second percentage threshold, then determine the vehicle slip ratio of the previous state as the vehicle slip ratio.

[0094] As an exemplary example, the second percentage threshold can be set according to the actual situation. For example, the percentage threshold can be 8%, 9%, 10%, 11%, 12%, 13%, 14% or 15%.

[0095] As an exemplary implementation manner, please continue to refer to Figure 12 , the wheelie control software unit detects whether the vehicle is in a driving state currently; if it does not belong to the driving state currently, then detect whether it is in a braking state currently; if it is in a braking state currently, then detect whether the front wheel slip ratio is greater than or equal to the second percentage threshold; if the front wheel slip ratio is greater than or equal to the second percentage threshold, then determine the front wheel slip ratio as the current vehicle slip ratio; if the front wheel slip ratio is less than the second percentage threshold, then determine the vehicle slip ratio of the previous state as the current vehicle slip ratio.

[0096] As another exemplary implementation manner, it can be detected whether it is in a braking state currently; if it is in a braking state currently, then detect whether the front wheel slip ratio is greater than or equal to the second percentage threshold; if the front wheel slip ratio is greater than or equal to the second percentage threshold, then determine the front wheel slip ratio as the current vehicle slip ratio; if the front wheel slip ratio is less than the second percentage threshold, then determine the vehicle slip ratio of the previous state as the current vehicle slip ratio.

[0097] In some embodiments, please refer to Figure 14 , step S305 may include:

[0098] Step S1401, in response to not belonging to the driving state and not belonging to the braking state currently, obtain the average slip ratio of the front wheel slip ratio and the rear wheel slip ratio, and determine the average slip ratio as the vehicle slip ratio.

[0099] As an exemplary embodiment, please continue to refer to Figure 12 , the wheelie control software unit detects whether the vehicle is currently in a driving state; if it is not in a driving state currently, it detects whether it is in a braking state; if it is not in a braking state currently, it takes the average value of the front-wheel slip ratio and the rear-wheel slip ratio as the current vehicle slip ratio.

[0100] As another exemplary embodiment, it is possible to simultaneously detect whether it is in a driving state or a braking state currently; if it is not in a driving state and not in a braking state currently, it takes the average value of the front-wheel slip ratio and the rear-wheel slip ratio as the current vehicle slip ratio.

[0101] In some embodiments, the Euler angle data includes at least one of a pitch angle, a roll angle, and a yaw angle.

[0102] In some embodiments, the Euler angle data includes a pitch angle, a roll angle, and a yaw angle. Please refer to Figure 15 and Figure 16 , step S306 may include:

[0103] Step S1501, calculate the target allowable wheelie angle, the drive feedforward torque, the maximum wheel-side drive torque, and the pitch angle to obtain the maximum wheel-side drive torque in the P direction. Step S1502, calculate the pitch angle and the target allowable wheelie angle to obtain the maximum wheel-side drive torque in the I direction. Step S1503, determine the corresponding vehicle slip reduction torque based on the vehicle slip ratio. Step S1504, calculate and update and correct the vehicle slip reduction torque, the maximum wheel-side drive torque in the P direction, the maximum wheel-side drive torque in the I direction, the roll angle, and the yaw angle to obtain the control allowable maximum torque. And step S1505, determine the minimum wheel-side drive torque as the control allowable minimum torque.

[0104] Among them, it may be to perform PID calculation and update and correction on the vehicle slip reduction torque, the maximum wheel-side drive torque in the P direction, the maximum wheel-side drive torque in the I direction, the roll angle, and the yaw angle to obtain the control allowable maximum torque.

[0105] In some embodiments, please refer to Figure 16 and Figure 17 , step S1504 may include: step S1701, in response to the vehicle slip ratio being greater than or equal to a preset slip threshold, reduce the torque based on the magnitude of the vehicle slip ratio to obtain the vehicle slip reduction torque. Step S1702, in response to the vehicle slip ratio being less than the slip threshold, determine that the vehicle slip reduction torque is zero.

[0106] Among them, the slip threshold and the rate of torque reduction can be set according to the actual situation.

[0107] For example, the slip threshold can be a value within 5% to 15%. As an exemplary illustration, the slip threshold can be any one of 5%, 5.5%, 6%, 6.5%, 7%, 7.5%, 8%, 8.5%, 9%, 9.5%, 10%, 10.5%, 11%, 11.5%, 12%, 12.5%, 13%, 13.5%, 14%, 14.5%, 15% or a value between any two of them. The rate A of torque reduction can be a value within (-5 to -10) nm / 10 ms. For example, the rate of torque reduction c can be any one of -5 nm / 10 ms, -5.5 nm / 10 ms, -6 nm / 10 ms, -6.5 nm / 10 ms, -7 nm / 10 ms, -7.5 nm / 10 ms, -8 nm / 10 ms, -8.5 nm / 10 ms, -9 nm / 10 ms, -9.5 nm / 10 ms, -10 nm / 10 ms or a value between any two of them.

[0108] In some embodiments, please continue to refer to Figure 16 , after calculating the maximum allowable control torque, it is possible to detect whether the maximum allowable control torque is less than or equal to the torque at the driving wheel end actually operated by the driver; if the maximum allowable control torque is less than or equal to the torque at the driving wheel end actually operated by the driver, it indicates that the torque at the driving wheel end actually operated has exceeded the safe range, and thus the vehicle's wheelie control state can be activated; if the maximum allowable control torque is greater than the torque at the driving wheel end actually operated by the driver, it indicates that the torque at the wheel end actually operated is within the safe range, and thus the vehicle's wheelie control state may not be activated.

[0109] In this embodiment, compared with traditional motorcycles that use distributed controllers where the ABS / TCS controller and the electronic control ECU are separate, and the fastest communication cycle between the controllers via CAN is 10 ms. However, in this solution, the above functions are all integrated into the vehicle controller (MVCU). The control architecture has changed from CAN communication to code operations in the vehicle controller (MVCU) chip, and its response time has changed from 10 ms of CAN communication to 1 us of chip operation, improving the algorithm accuracy and update frequency. At the same time, integrating the functions and operation logics of the chassis control domain, integrating the advanced vehicle body attitude, functions and operation logics of the chassis control domain in the automotive industry, and according to the product characteristics of two-wheeled electric motorcycles with frequent changes in six degrees of freedom in different directions, optimizing and modifying the software algorithm and calibrating the parameters according to the design parameters of different models can effectively improve the wheelie control effect of electric motorcycles.

[0110] Please refer to Figure 18 , Figure 18 is an exemplary structural block diagram of the electronic device for the vehicle wheelie control method of this application. As Figure 18It is shown that the electronic device 1800 of the present application may include a processor 1801 and a memory 1802, where the processor 1801 and the memory 1802 communicate via a bus. The memory 1802 stores program instructions for vehicle wheelie control of a motorcycle. When the program instructions are executed by the processor 1801, the processor is caused to execute the above-mentioned related method steps to implement a vehicle wheelie control method in the above embodiment.

[0111] Please refer to Figure 19 , Figure 19 which is an exemplary structural block diagram of a computer-readable storage medium for the vehicle wheelie control method of the present application. As Figure 19 shown, a computer program 1901 is stored in the computer-readable storage medium 1900. When the computer program 1901 runs on a computer by a processor, the computer is caused to execute the above-mentioned related method steps to implement a vehicle wheelie control method in the above embodiment.

[0112] In the above solution, in response to receiving multi-axis inertial unit data and wheel speed data of a vehicle, the multi-axis inertial unit data and the wheel speed data are processed multidimensionally to obtain parameter data of the vehicle; wherein, the parameter data includes the system center of gravity position data, Euler angle data of the vehicle, as well as the slip ratio data and friction adhesion coefficient of the tires; the parameter data is calculated and corrected for driving force to obtain the maximum allowable torque for control. By processing the multi-axis inertial unit data and the wheel speed data of the vehicle multidimensionally to obtain parameter data in multiple dimensions, and calculating and correcting the parameter data for driving force to obtain the maximum allowable torque for control, it is possible to actively intervene in and control the torque link and energy flow link of the whole vehicle control, so that the maximum dynamic performance control, maximum traction control, and maximum acceleration ability control of the electric motorcycle under horizontal steady state and wheelie transient state are realized, and the driving safety is improved.

[0113] In several embodiments provided by the present application, it should be understood that the disclosed method, electronic device, and storage medium can be implemented in other ways. For example, the device embodiments described above are only illustrative. For example, the division of modules or units is only a logical function division. In actual implementation, there may be other division methods. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the displayed or discussed coupling or direct coupling or communication connection to each other can be through some interfaces, and the indirect coupling or communication connection of devices or units can be in electrical, mechanical, or other forms.

[0114] The unit described as a separation component may or may not be physically separated. The component displayed as a unit may or may not be a physical unit, that is, it may be located in one place or distributed to multiple network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0115] In addition, each functional unit in various embodiments of the present application can be integrated in a processing unit, or each unit can exist physically alone, or two or more units can be integrated in one unit. The above-mentioned integrated unit can be implemented in the form of hardware or in the form of a software functional unit.

[0116] If the above-mentioned integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application, in essence, or the part that contributes to the prior art, or all or part of this technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to enable a computer device (which can be a personal computer, a server, or a network device, etc.) or a processor to execute all or part of the steps of the vehicle wheelie control method described in various embodiments of the present application. The foregoing storage medium includes: USB flash drives, mobile hard disks, read-only memories (ROM, Read-Only Memory), random access memories (RAM, Random Access Memory), magnetic disks, or optical discs and other various media that can store program codes.

[0117] The above are only the embodiments of the present application, and do not limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made by using the content of the specification and drawings of the present application, or directly or indirectly applied in other related technical fields, shall be equally included in the patent protection scope of the present application.

Claims

1. A vehicle wheelie control method, characterized in that, The vehicle wheelie control method includes: In response to receiving multi-axis inertial unit data and wheel speed data of the vehicle, performing multi-dimensional processing on the multi-axis inertial unit data and the wheel speed data to obtain parameter data of the vehicle; wherein, the parameter data includes the system center of gravity position data, Euler angle data, slip ratio data and friction adhesion coefficient of the tires of the vehicle; Obtaining a preset wheelie control gear and a target allowable wheelie angle; Performing torque feedforward calculation for wheelie control on the system center of gravity position data and the wheelie control gear to obtain a driving feedforward torque; Performing maximum wheel side driving force calculation on the system center of gravity position data and the friction adhesion coefficient to obtain the maximum wheel side driving torque and the minimum wheel side driving torque; Based on the current operating state, performing vehicle slip arbitration calculation on the slip ratio data to obtain the vehicle slip ratio of the vehicle; wherein, the slip ratio data includes at least one of the front wheel slip ratio and the rear wheel slip ratio; Performing torque calculation and correction on the target allowable wheelie angle, the driving feedforward torque, the maximum wheel side driving torque, the minimum wheel side driving torque, the vehicle slip ratio and the Euler angle data to obtain a control allowable maximum torque and a control allowable minimum torque.

2. The vehicle wheelie control method according to claim 1, wherein The Euler angle data includes a pitch angle, a roll angle and a yaw angle; the performing torque calculation and correction on the target allowable wheelie angle, the driving feedforward torque, the maximum wheel side driving torque, the minimum wheel side driving torque, the vehicle slip ratio and the Euler angle data to obtain the control allowable maximum torque and the control allowable minimum torque includes: Performing calculation on the target allowable wheelie angle, the driving feedforward torque, the maximum wheel side driving torque and the pitch angle to obtain the maximum wheel side driving P-direction torque; Performing calculation on the pitch angle and the target allowable wheelie angle to obtain the maximum wheel side driving I-direction torque; Based on the vehicle slip ratio, determining a corresponding vehicle slip reduction torque; Performing calculation and update correction on the vehicle slip reduction torque, the maximum wheel side driving P-direction torque, the maximum wheel side driving I-direction torque, the roll angle and the yaw angle to obtain the control allowable maximum torque; and, Determining the minimum wheel side driving torque as the control allowable minimum torque.

3. The vehicle wheelie control method according to claim 2, characterized in that, The based on the vehicle slip ratio, determining a corresponding vehicle slip reduction torque includes: In response to the vehicle slip ratio being greater than or equal to a preset slip threshold, performing torque reduction based on the magnitude of the vehicle slip ratio to obtain a vehicle slip reduction torque; In response to the vehicle slip ratio being less than the slip threshold, determining the vehicle slip reduction torque to be zero.

4. The vehicle wheelie control method according to claim 2, wherein After the performing calculation and update correction on the vehicle slip reduction torque, the maximum wheel side driving P-direction torque, the maximum wheel side driving I-direction torque, the roll angle and the yaw angle to obtain the control allowable maximum torque, includes: In response to the control allowable maximum torque being less than or equal to the actual driving wheel end torque, activating the wheelie control state of the vehicle.

5. The vehicle wheelie control method according to claim 1, characterized in that Based on the current operating state, performing vehicle slip arbitration calculation on the slip rate data to obtain the vehicle's overall vehicle slip rate, including: In response to the current being the driving state, detecting whether the rear wheel slip rate is greater than or equal to a preset first percentage threshold; If the rear wheel slip rate is greater than or equal to the first percentage threshold, determining the rear wheel slip rate as the overall vehicle slip rate; If the rear wheel slip rate is less than the first percentage threshold, determining the overall vehicle slip rate of the previous state as the overall vehicle slip rate.

6. The vehicle wheelie control method according to claim 1, wherein Based on the current operating state, performing vehicle slip arbitration calculation on the slip rate data to obtain the vehicle's overall vehicle slip rate, including: In response to the current being the braking state, detecting whether the front wheel slip rate is greater than or equal to a preset second percentage threshold; If the front wheel slip rate is greater than or equal to the second percentage threshold, determining the front wheel slip rate as the overall vehicle slip rate; If the rear wheel slip rate is less than the second percentage threshold, determining the overall vehicle slip rate of the previous state as the overall vehicle slip rate.

7. The vehicle wheelie control method according to claim 1, wherein Based on the current operating state, performing vehicle slip arbitration calculation on the slip rate data to obtain the vehicle's overall vehicle slip rate, including: In response to the current not being in the driving state and not being in the braking state, obtaining the average slip rate of the front wheel slip rate and the rear wheel slip rate, and determining the average slip rate as the overall vehicle slip rate.

8. The vehicle wheelie control method according to claim 1, characterized in that In response to the rear wheel of the vehicle being the driving wheel, the friction adhesion coefficient being the rear wheel friction adhesion coefficient between the rear wheel and the road surface, and the system center of gravity position data including the rear wheel load force; the calculating the maximum wheel side driving force with the system center of gravity position data and the friction adhesion coefficient to obtain the maximum wheel side driving torque and the minimum wheel side driving torque, including: In response to the rear wheel friction adhesion coefficient being greater than or equal to a preset first calibration value, determining the rear wheel friction adhesion coefficient as the rear wheel driving power limit coefficient; Calculating the rear wheel friction adhesion coefficient, the rear wheel driving power limit coefficient, and the rear wheel load force to obtain the maximum wheel side driving torque and the minimum wheel side driving torque.

9. The vehicle wheelie control method according to claim 1, wherein In response to both the front wheel and the rear wheel of the vehicle being the driving wheels, the friction adhesion coefficient including the front wheel friction adhesion coefficient between the front wheel and the road surface and the rear wheel friction adhesion coefficient between the rear wheel and the road surface, and the system center of gravity position data including the front wheel load force and the rear wheel load force; The calculating the maximum wheel side driving force with the system center of gravity position data and the friction adhesion coefficient to obtain the maximum wheel side driving torque and the minimum wheel side driving torque, including: In response to the front wheel friction adhesion coefficient being greater than or equal to a preset second calibration value, determining the front wheel friction adhesion coefficient as the front wheel driving power limit coefficient; and / or in response to the rear wheel friction adhesion coefficient being greater than or equal to a preset first calibration value, determining the rear wheel friction adhesion coefficient as the rear wheel driving power limit coefficient; Calculate the front-wheel friction adhesion coefficient, the front-wheel drive power limit coefficient, and the front-wheel load force to obtain the maximum wheel-side drive torque of the front wheels; and / or calculate the rear-wheel friction adhesion coefficient, the rear-wheel drive power limit coefficient, and the rear-wheel load force to obtain the maximum wheel-side drive torque and the minimum wheel-side drive torque of the rear wheels. Combine the maximum wheel-side drive torque of the front wheels and the maximum wheel-side drive torque of the rear wheels to determine the maximum wheel-side drive torque; and / or combine the minimum wheel-side drive torque of the front wheels and the minimum wheel-side drive torque of the rear wheels to determine the minimum wheel-side drive torque.

10. The vehicle wheelie control method according to claim 1, wherein The system center-of-gravity position data includes vehicle inherent center-of-gravity coordinate information, real-time driver center-of-gravity coordinate information, center-of-gravity torsional moment arm, and front-wheel torsional moment arm; the torque feedforward calculation for performing a wheelie control based on the system center-of-gravity position data and the wheelie control gear includes: According to the center-of-gravity coordinate information and the real-time driver center-of-gravity coordinate information, correct the center-of-gravity torsional moment arm to obtain a corrected center-of-gravity torsional moment arm. In response to the front-wheel torsional moment arm being greater than or equal to the corrected center-of-gravity torsional moment arm, match the corrected center-of-gravity torsional moment arm with a limit parameter in a preset limit table to determine the drive feedforward torque. In response to the front-wheel torsional moment arm being less than the corrected center-of-gravity torsional moment arm, determine a preset maximum value as the drive feedforward torque.

11. An electronic device, characterized in that, The electronic device includes: A memory for storing executable program code. A processor for calling and running the executable program code from the memory, such that the electronic device executes the vehicle wheelie control method according to any one of claims 1 to 10.

12. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program, which, when executed by a processor, implements the vehicle wheelie control method according to any one of claims 1 to 10.

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