Control method of traction control system and motorcycle

Abstract

The invention discloses a control method of a traction force control system and a motorcycle, and belongs to the technical field of motorcycles. According to the technical scheme provided by the embodiment of the invention, the wheel data and the vehicle state data of the target motorcycle are acquired, so that the wheel state and the vehicle state of the target motorcycle are obtained. The target wheel speed difference rate of the target motorcycle is determined by combining the wheel data and the vehicle state data, and the slip condition of the target motorcycle can be judged by using the target wheel speed difference rate. Whether the traction control system of the target motorcycle is activated or not is determined based on the target wheel speed difference rate, activation judgment of the traction control system is more accurate, and therefore the driving safety of the target motorcycle is improved.

Description

Technical Field

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

[0002] With the improvement of the speed and performance of motorcycles, motorcycles may skid. In order to reduce the risk of a motorcycle getting out of control after skidding, more and more motorcycles are equipped with a traction control system.

[0003] In related technologies, the traction control system usually activates automatically after a motorcycle skids, in order to reduce the risk of the motorcycle getting out of control. Although the traction control system can reduce the risk of the motorcycle getting out of control after skidding, in some cases the traction control system will be accidentally activated. At this time, the traction control system will cause the motorcycle to lose power, which may lead to other safety problems.

[0004] Therefore, how to activate the traction control system at an appropriate time is a research hotspot. Summary of the Invention

[0005] Embodiments of the present application provide a control method for a traction control system and a motorcycle, which can identify the road surface type of the road surface where the motorcycle skids. The technical solutions are as follows:

[0006] On the one hand, a control method for a traction control system is provided. The method includes:

[0007] Obtain wheel data and vehicle state data of a target motorcycle, where the vehicle state data is used to represent the vehicle state of the target motorcycle;

[0008] Based on the wheel data and the vehicle state data, determine a target wheel speed difference rate of the target motorcycle, where the target wheel speed difference rate is used to represent the degree of wheel speed deviation between the front wheel and the rear wheel of the target motorcycle;

[0009] Based on the target wheel speed difference rate of the target motorcycle, determine whether to activate the traction control system of the target motorcycle, where the traction control system is used to improve the stability of the motorcycle when skidding.

[0010] In a possible implementation manner, the determining the target wheel speed difference rate of the target motorcycle based on the wheel data and the vehicle state data includes:

[0011] Based on the wheel data, determine an initial wheel speed difference rate of the target motorcycle;

[0012] Based on the vehicle state data and the initial wheel speed difference rate, determine the first wheel speed difference rate correction coefficient and the second wheel speed difference rate correction coefficient of the target motorcycle. The first wheel speed difference rate correction coefficient is used to correct the influence of the vehicle tilt state on the wheel speed difference rate, and the second wheel speed difference rate correction coefficient is used to correct the influence of the vehicle driving behavior on the wheel speed difference rate;

[0013] Use the first wheel speed difference rate correction coefficient and the second wheel speed difference rate correction coefficient to correct the initial wheel speed difference rate, and obtain the target wheel speed difference rate.

[0014] In a possible implementation manner, the wheel data includes the front wheel speed and the rear wheel speed. Based on the wheel data, determining the initial wheel speed difference rate of the target motorcycle includes:

[0015] Subtract the front wheel speed from the rear wheel speed to obtain the wheel speed difference of the target motorcycle;

[0016] Divide the wheel speed difference by the rear wheel speed to obtain the initial wheel speed difference rate.

[0017] In a possible implementation manner, the vehicle state data includes the vehicle inclination angle, the throttle opening degree, and the steering angle. Based on the vehicle state data and the initial wheel speed difference rate, determining the first wheel speed difference rate correction coefficient and the second wheel speed difference rate correction coefficient of the target motorcycle includes:

[0018] Based on the vehicle inclination angle, determine the first wheel speed difference rate correction coefficient;

[0019] Based on the throttle opening degree, the steering angle, and the initial wheel speed difference rate, determine the second wheel speed difference rate correction coefficient.

[0020] In a possible implementation manner, based on the vehicle inclination angle, determining the first wheel speed difference rate correction coefficient includes:

[0021] Substitute the vehicle inclination angle into the first relationship data to obtain the first wheel speed difference rate correction coefficient. The first relationship data is used to represent the relationship between the vehicle inclination angle and the first wheel speed difference rate correction coefficient;

[0022] Alternatively, query the first relationship table using the vehicle inclination angle to obtain the first wheel speed difference rate correction coefficient. The first relationship table stores multiple candidate vehicle inclination angles and the corresponding candidate first wheel speed difference rate correction coefficients for each of the candidate vehicle inclination angles.

[0023] In a possible implementation manner, based on the throttle opening degree, the steering angle, and the initial wheel speed difference rate, determining the second wheel speed difference rate correction coefficient includes:

[0024] Determine a first reference correction coefficient based on the throttle opening and the steering angle;

[0025] Determine a second reference correction coefficient based on the wheel speed difference rate change gradient corresponding to the initial wheel speed difference rate;

[0026] Determine the second wheel speed difference rate correction coefficient based on the first reference correction coefficient and the second reference correction coefficient.

[0027] In a possible implementation manner, the determining a first reference correction coefficient based on the throttle opening and the steering angle includes:

[0028] Substitute the throttle opening and the steering angle into second relationship data to obtain the first reference correction coefficient, where the second relationship data is used to represent the relationship between the throttle opening and the steering angle and the first reference correction coefficient; or, query in a second relationship table using the throttle opening and the steering angle to obtain the first reference correction coefficient, where the second relationship table stores multiple candidate throttle openings, multiple candidate steering angles, and candidate first reference correction coefficients corresponding to each of the candidate throttle openings and each of the candidate steering angles;

[0029] The determining a second reference correction coefficient based on the wheel speed difference rate change gradient corresponding to the initial wheel speed difference rate includes:

[0030] Substitute the wheel speed difference rate change gradient into third relationship data to obtain the second reference correction coefficient, where the third relationship data is used to represent the relationship between the wheel speed difference rate change gradient and the second reference correction coefficient; or, query in a third relationship table using the wheel speed difference rate change gradient to obtain the second reference correction coefficient, where the third relationship table stores multiple candidate wheel speed difference rate change gradients and candidate second reference correction coefficients corresponding to each of the candidate wheel speed difference rate change gradients.

[0031] In a possible implementation manner, the correcting the initial wheel speed difference rate using the first wheel speed difference rate correction coefficient and the second wheel speed difference rate correction coefficient to obtain the target wheel speed difference rate includes:

[0032] Add the first wheel speed difference rate correction coefficient, the second wheel speed difference rate correction coefficient, and the initial wheel speed difference rate to obtain the target wheel speed difference rate.

[0033] In a possible implementation manner, the determining whether to activate the traction control system of the target motorcycle based on the target wheel speed difference rate of the target motorcycle includes:

[0034] When the target wheel speed difference rate is greater than the first wheel speed difference rate threshold, it is determined to activate the traction control system of the target motorcycle;

[0035] When the target wheel speed difference rate is less than the second wheel speed difference rate threshold, it is determined not to activate the traction control system of the target motorcycle, and the second wheel speed difference rate threshold is less than the first wheel speed difference rate threshold.

[0036] On the one hand, a control device for a traction control system is provided, and the device includes:

[0037] A data acquisition module for acquiring wheel data and vehicle state data of the target motorcycle, and the vehicle state data is used to represent the vehicle state of the target motorcycle;

[0038] A wheel speed difference rate determination module for determining the target wheel speed difference rate of the target motorcycle based on the wheel data and the vehicle state data, and the target wheel speed difference rate is used to represent the wheel speed deviation degree between the front wheel and the rear wheel of the target motorcycle;

[0039] An activation determination module for determining whether to activate the traction control system of the target motorcycle based on the target wheel speed difference rate of the target motorcycle, and the traction control system is used to improve the stability of the motorcycle when skidding.

[0040] In a possible implementation manner, the wheel speed difference rate determination module is configured to determine the initial wheel speed difference rate of the target motorcycle based on the wheel data; determine the first wheel speed difference rate correction coefficient and the second wheel speed difference rate correction coefficient of the target motorcycle based on the vehicle state data and the initial wheel speed difference rate, where the first wheel speed difference rate correction coefficient is used to correct the influence of the vehicle tilt state on the wheel speed difference rate, and the second wheel speed difference rate correction coefficient is used to correct the influence of the vehicle driving behavior on the wheel speed difference rate; correct the initial wheel speed difference rate by using the first wheel speed difference rate correction coefficient and the second wheel speed difference rate correction coefficient to obtain the target wheel speed difference rate.

[0041] In a possible implementation manner, the wheel data includes the front wheel speed and the rear wheel speed, and the wheel speed difference rate determination module is configured to subtract the rear wheel speed from the front wheel speed to obtain the wheel speed difference of the target motorcycle; divide the wheel speed difference by the rear wheel speed to obtain the initial wheel speed difference rate.

[0042] In a possible implementation manner, the vehicle state data includes the vehicle inclination angle, the throttle opening degree, and the steering angle, and the wheel speed difference rate determination module is configured to determine the first wheel speed difference rate correction coefficient based on the vehicle inclination angle; determine the second wheel speed difference rate correction coefficient based on the throttle opening degree, the steering angle, and the initial wheel speed difference rate.

[0043] In a possible implementation, the wheel speed difference rate determination module is configured to substitute the vehicle inclination angle into first relationship data to obtain the first wheel speed difference rate correction coefficient, where the first relationship data is used to represent the relationship between the vehicle inclination angle and the first wheel speed difference rate correction coefficient; or, query in a first relationship table using the vehicle inclination angle to obtain the first wheel speed difference rate correction coefficient, and the first relationship table stores multiple candidate vehicle inclination angles and candidate first wheel speed difference rate correction coefficients corresponding to each of the candidate vehicle inclination angles.

[0044] In a possible implementation, the wheel speed difference rate determination module is configured to determine a first reference correction coefficient based on the throttle opening and the steering angle; determine a second reference correction coefficient based on the wheel speed difference rate change gradient corresponding to the initial wheel speed difference rate; and determine the second wheel speed difference rate correction coefficient based on the first reference correction coefficient and the second reference correction coefficient.

[0045] In a possible implementation, the wheel speed difference rate determination module is configured to substitute the throttle opening and the steering angle into second relationship data to obtain the first reference correction coefficient, where the second relationship data is used to represent the relationship between the throttle opening and the steering angle and the first reference correction coefficient; or, query in a second relationship table using the throttle opening and the steering angle to obtain the first reference correction coefficient, and the second relationship table stores multiple candidate throttle openings, multiple candidate steering angles, and candidate first reference correction coefficients corresponding to each of the candidate throttle openings and each of the candidate steering angles;

[0046] The wheel speed difference rate determination module is configured to substitute the wheel speed difference rate change gradient into third relationship data to obtain the second reference correction coefficient, where the third relationship data is used to represent the relationship between the wheel speed difference rate change gradient and the second reference correction coefficient; or, query in a third relationship table using the wheel speed difference rate change gradient to obtain the second reference correction coefficient, and the third relationship table stores multiple candidate wheel speed difference rate change gradients and candidate second reference correction coefficients corresponding to each of the candidate wheel speed difference rate change gradients.

[0047] In a possible implementation, the wheel speed difference rate determination module is configured to add the first wheel speed difference rate correction coefficient, the second wheel speed difference rate correction coefficient, and the initial wheel speed difference rate to obtain the target wheel speed difference rate.

[0048] In a possible implementation, the activation determination module is configured to determine to activate the traction control system of the target motorcycle when the target wheel speed difference rate is greater than the first wheel speed difference rate threshold; and determine not to activate the traction control system of the target motorcycle when the target wheel speed difference rate is less than the second wheel speed difference rate threshold, where the second wheel speed difference rate threshold is less than the first wheel speed difference rate threshold.

[0049] On the one hand, a motorcycle is provided, which includes one or more processors and one or more memories. 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 control method of the traction control system.

[0050] On the one hand, a computer-readable storage medium is provided, in which at least one program code is stored, and the program code is loaded and executed by a processor to implement the operations performed by the control method of the traction control system.

[0051] Through the technical solution provided by the embodiments of the present application, the wheel data and vehicle state data of the target motorcycle are obtained, so as to obtain the wheel state and vehicle state of the target motorcycle. The target wheel speed difference rate of the target motorcycle is determined by combining the wheel data and vehicle state data, and the skidding condition of the target motorcycle can be judged using the target wheel speed difference rate. Whether to activate the traction control system of the target motorcycle is determined based on the target wheel speed difference rate, and the activation judgment of the traction control system is more accurate, thereby improving the safety of the target motorcycle during driving. Description of the Drawings

[0052] Figure 1 is a schematic diagram of the implementation environment of a control method for a traction control system provided by an embodiment of the present application;

[0053] Figure 2 is a flowchart of a control method for a traction control system provided by an embodiment of the present application;

[0054] Figure 3 is a flowchart of another control method for a traction control system provided by an embodiment of the present application;

[0055] Figure 4 is a relationship diagram between the vehicle inclination angle and the wheel speed difference rate provided by an embodiment of the present application;

[0056] Figure 5 is a schematic structural diagram of a control device for a traction control system provided by an embodiment of the present application;

[0057] Figure 6 is a schematic structural diagram of a motorcycle provided by an embodiment of the present application. Detailed implementation manners

[0058] The technical solutions in the present application will be clearly and elaborately described below in conjunction with the accompanying drawings. Among them, in the description of the embodiments of the present application, unless otherwise specified, " / " means "or". For example, A / B may represent A or B. The "and / or" in the text is only a description of the association relationship of the associated objects, indicating that there can be three relationships. For example, A and / or B can represent: A exists alone, A and B exist simultaneously, and B exists alone. In addition, in the description of the embodiments of the present application, "a plurality of" means two or more than two.

[0059] Hereinafter, the terms "first" and "second" are only used for descriptive purposes and cannot be construed as implying or suggesting relative importance or implicitly indicating the quantity of the technical features reflected. Thus, the features defined with "first" and "second" may explicitly or implicitly include one or more of such features.

[0060] To illustrate the technical solutions provided by the embodiments of the present application, the nouns involved in the embodiments of the present application will be introduced first.

[0061] Motorcycle: A two-wheeled or three-wheeled vehicle driven by a fuel power device or an electric power device and steered by a handlebar to turn the front wheel. It is light and flexible, travels quickly, is widely used for patrol, passenger and cargo transportation, etc., and is also used as a sports equipment.

[0062] Traction Control System (TCS): An electronic control system mainly used to control the friction between the drive wheels of a motorcycle and the ground during driving, prevent the drive wheels from slipping, and improve the stability and safety of the motorcycle.

[0063] In the related art, the traction control system of a motorcycle will be automatically activated after the motorcycle slips. Therefore, the accuracy of the slip judgment will affect whether the traction control system can be correctly activated. In some cases, the slip judgment will be incorrect, that is, the motorcycle is judged to be slipping when it is not slipping. At this time, the activation of the traction control system will affect the normal driving of the motorcycle and there may be other safety hazards.

[0064] Adopting the technical solutions provided by the embodiments of the present application can more accurately judge whether to activate the traction control system, thereby improving the safety during the driving of the motorcycle.

[0065] The implementation environment of the embodiments of the present application will be introduced below. Refer to Figure 1 , the implementation environment of the control method of the traction control system provided by the embodiments of the present application includes a motorcycle controller 101, a wheel sensor 102, a vehicle state sensor 103, and a traction control system 104.

[0066] The motorcycle controller 101, also known as the vehicle controller, is used to control the motorcycle as a whole. The motorcycle controller 101 is connected to the wheel sensor 102 and the traction control system 104. The motorcycle controller 101 can obtain the data collected by the wheel sensor 102 and can also control the traction control system 104. In the embodiment of the present application, the motorcycle controller 101 can determine whether to activate the traction control system 104.

[0067] The wheel sensor 102 can collect data related to the wheels, that is, the wheel sensor 102 can collect wheel data. The vehicle state sensor 103 is used to collect data related to the vehicle state, that is, the vehicle state sensor 103 can collect vehicle state data.

[0068] The traction control system 104 is used to control the driving force output by the motorcycle engine and can improve the stability of the motorcycle after skidding.

[0069] After introducing the implementation environment of the embodiment of the present application, the application scenarios of the technical solution provided by the embodiment of the present application will be 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, it is possible to determine whether to activate the traction control system of the motorcycle to improve the safety of the motorcycle.

[0070] After introducing the implementation environment and application scenarios of the embodiment of the present application, the technical solution provided by the embodiment of the present application will be introduced below. See Figure 2 , taking the motorcycle controller as the execution subject as an example, the method includes the following steps.

[0071] 201. The motorcycle controller obtains the wheel data and vehicle state data of the target motorcycle, and the vehicle state data is used to represent the vehicle state of the target motorcycle.

[0072] Among them, the target motorcycle is the motorcycle to be judged for activating the traction control system. The target motorcycle is rear-wheel drive, that is, the rear wheel is the driving wheel and the front wheel is the driven wheel, and the target motorcycle travels under the drive of the rear wheel. The target motorcycle includes a front wheel and a rear wheel. Correspondingly, the wheel data includes front wheel data and rear wheel data, and the wheel data is used to represent the rotation conditions of the front wheel and the rear wheel of the target motorcycle. The vehicle state represented by the vehicle state data is associated with the driving situation, that is, it is related to the situation when the driver drives the target motorcycle.

[0073] 202. The motorcycle controller determines the target wheel speed difference rate of the target motorcycle based on the wheel data and the vehicle state data, and the target wheel speed difference rate is used to represent the degree of wheel speed deviation between the front wheel and the rear wheel of the target motorcycle.

[0074] Among them, the degree of wheel speed deviation between the front wheel and the rear wheel can be used to determine whether the target motorcycle slips. Therefore, the target wheel speed difference rate representing the degree of wheel speed deviation between the front wheel and the rear wheel can be used to determine whether the target motorcycle slips. When determining the target wheel speed difference rate, wheel data and vehicle state data are combined, and the determined target wheel speed difference rate matches the wheel condition and vehicle state of the target motorcycle, with relatively high accuracy.

[0075] 203. The motorcycle controller determines whether to activate the traction control system of the target motorcycle based on the target wheel speed difference rate of the target motorcycle, and the traction control system is used to improve the stability of the motorcycle when it slips.

[0076] Among them, determining whether to activate the traction control system based on the target wheel speed difference rate of the target motorcycle is essentially to determine whether to activate the traction control system according to whether the target motorcycle slips, so as to improve the stability of the target motorcycle.

[0077] Through the technical solution provided by the embodiment of the present application, the wheel data and vehicle state data of the target motorcycle are obtained, so as to obtain the wheel state and vehicle state of the target motorcycle. The target wheel speed difference rate of the target motorcycle is determined by combining the wheel data and vehicle state data, and the target wheel speed difference rate can be used to judge the slipping condition of the target motorcycle. Whether to activate the traction control system of the target motorcycle is determined based on the target wheel speed difference rate, and the activation judgment of the traction control system is more accurate, thereby improving the safety of the target motorcycle during driving.

[0078] It should be noted that the above steps 201-203 are a simple description of the control method of the traction control system provided by the embodiment of the present application. Below, some examples will be combined to describe the control method of the traction control system provided by the embodiment of the present application in more detail. See Figure 3 , taking the motorcycle controller as the execution subject as an example, the method includes the following steps.

[0079] 301. The motorcycle controller obtains the wheel data and vehicle state data of the target motorcycle, and the vehicle state data is used to represent the vehicle state of the target motorcycle.

[0080] Among them, the target motorcycle is the motorcycle for which the traction control system activation judgment is to be performed. The target motorcycle is rear-wheel drive, that is, the rear wheels are the drive wheels and the front wheels are the driven wheels, and the target motorcycle travels under the drive of the rear wheels. The target motorcycle includes front wheels and rear wheels. Correspondingly, the wheel data includes front-wheel data and rear-wheel data, and the wheel data is used to represent the rotation conditions of the front wheels and rear wheels of the target motorcycle. The vehicle state data represents a vehicle state associated with the driving situation, that is, it is related to the situation when the driver drives the target motorcycle. In some embodiments, the wheel data includes the front-wheel speed and the rear-wheel speed. The front-wheel speed is the speed of the front wheels of the target motorcycle, and the rear-wheel speed is the speed of the rear wheels of the target motorcycle. The front-wheel speed and the rear-wheel speed can be represented by angular velocity or linear velocity. In some embodiments, the radii of the front wheels and rear wheels of the target motorcycle are different. For example, the radius of the front wheels is greater than the radius of the rear wheels, which can improve the passability and comfort of the target motorcycle. Therefore, there is naturally a wheel speed difference between the front wheels and rear wheels of the target motorcycle. In some embodiments, the vehicle state data includes the vehicle inclination angle, the throttle opening, and the steering angle. The vehicle inclination angle refers to the inclination angle formed between the motorcycle body and the vertical direction when the motorcycle is turning, and the steering angle refers to the maximum steering angle of the front wheels relative to the center line of the motorcycle body. When the target motorcycle is in a controlled state, both the throttle opening and the steering angle are directly related to the driving behavior of the target motorcycle, and the vehicle inclination angle is a feedback of the driving behavior.

[0081] In a possible implementation manner, the wheel data includes the front-wheel speed and the rear-wheel speed, the vehicle state data includes the vehicle inclination angle, the throttle opening, and the steering angle, and the motorcycle controller obtains the front-wheel speed and the rear-wheel speed through the wheel sensors of the target motorcycle. The motorcycle controller obtains the vehicle inclination angle of the target motorcycle through the body inclination sensor, obtains the throttle opening of the target motorcycle through the throttle opening sensor, and obtains the steering angle of the target motorcycle through the steering sensor.

[0082] Among them, the wheel sensor is also called the wheel speed sensor. The wheel sensor includes the wheel sensors on the front wheels and the wheel sensors on the rear wheels, which are respectively used to obtain the front wheel speed and the rear wheel speed. The wheel sensor is a magnetoelectric wheel speed sensor, a Hall wheel speed sensor or a magnetoresistive wheel speed sensor, and the embodiments of the present application do not limit this. The body tilt sensor is usually arranged near the frame, the front fork or the center of gravity, and calculates the vehicle tilt angle by measuring the components of the gravitational acceleration in different axial directions of the vehicle body. The throttle opening sensor is arranged on the throttle cable and determines the throttle opening by detecting the displacement of the throttle cable. Alternatively, the throttle opening sensor is arranged on the handlebar of the motorcycle and determines the throttle opening by detecting the rotation angle of the handlebar. Alternatively, the throttle opening sensor is the throttle valve opening sensor of the motorcycle and determines the throttle opening by the throttle valve opening. The steering sensor is usually arranged on the front fork, and calculates the steering angle of the motorcycle by measuring the elevation angle and the rotation angle of the steering column of the motorcycle. At this time, the steering sensor is a biaxial high-precision tilt sensor.

[0083] In this implementation manner, the wheel sensor is used to obtain the front wheel speed and the rear wheel speed, the body tilt sensor is used to obtain the vehicle tilt angle of the target motorcycle, the throttle opening sensor is used to obtain the throttle opening of the target motorcycle, and the steering sensor is used to obtain the steering angle of the target motorcycle. The acquisition efficiency of the wheel data and the vehicle state data is relatively high.

[0084] In some embodiments, the wheel data further includes the front wheel acceleration and the rear wheel acceleration. The acquisition methods of the front wheel acceleration and the rear wheel acceleration will be described below.

[0085] In a possible implementation manner, the motorcycle controller determines the front wheel acceleration and the rear wheel acceleration based on the front wheel speed and the rear wheel speed.

[0086] For example, the motorcycle controller subtracts the front wheel speed from the previously collected front wheel speed and then divides the result by the time difference between the two collections of the front wheel speed to obtain the front wheel acceleration. The motorcycle controller subtracts the rear wheel speed from the previously collected rear wheel speed and then divides the result by the time difference between the two collections of the rear wheel speed to obtain the rear wheel acceleration.

[0087] Among them, the time difference between the two collections of the front wheel speed and the time difference between the two collections of the rear wheel speed are associated with the acquisition frequency of the wheel sensor. The acquisition frequency of the wheel sensor is set by the technical personnel according to the actual situation, and the embodiments of the present application do not limit this.

[0088] 302. The motorcycle controller determines the initial wheel speed difference rate of the target motorcycle based on the wheel data.

[0089] Among them, the wheel speed difference rate is used to reflect the deviation degree of the wheel speeds between the front wheel and the rear wheel. In the case of skidding, the deviation degree of the wheel speeds between the front wheel and the rear wheel is usually large. Therefore, the wheel speed difference rate can be used to help determine whether the target motorcycle is skidding. The actual wheel speed difference rate of the target motorcycle is affected by the vehicle inclination angle, throttle opening degree, and steering angle. Therefore, the initial wheel speed difference rate determined using the wheel data is not the actual wheel speed difference rate of the target motorcycle. In subsequent steps, the vehicle inclination angle, throttle opening degree, and steering angle will also be used to correct the initial wheel speed difference rate, so as to obtain the actual wheel speed difference rate of the target motorcycle.

[0090] In a possible implementation manner, the wheel data includes the front wheel speed and the rear wheel speed. 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 by the rear wheel speed to obtain the initial wheel speed difference rate.

[0091] Among them, generally speaking, the rear wheel of the target motorcycle is the driving wheel. Then, whether the front wheel speed and the rear wheel speed are linear speeds or angular speeds, the rear wheel speed is greater than or equal to the front wheel speed. Therefore, the wheel speed difference obtained by subtracting the front wheel speed from the rear wheel speed is greater than or equal to 0. For the convenience of distinction, the wheel speed difference obtained by subtracting the front wheel speed from the rear wheel speed can be denoted 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 deviation degree of the wheel speeds between the front wheel and the rear wheel.

[0092] In this implementation manner, dividing the wheel speed difference between the rear wheel speed and the front wheel speed by the rear wheel speed can obtain the initial wheel speed difference rate, and the determination efficiency of the initial wheel speed difference rate is relatively high.

[0093] Next, another implementation manner of the above step 302 will be described.

[0094] In a possible implementation manner, 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 absolute value of the wheel speed difference by the front wheel speed to obtain the initial wheel speed difference rate.

[0095] Among them, referring to the description of the previous embodiment, the wheel speed difference obtained by subtracting the front wheel speed from the rear wheel speed is less than or equal to 0. Therefore, after obtaining the wheel speed difference, the absolute value of the wheel speed difference is taken and divided by the front wheel speed to ensure that the wheel speed difference rate is a positive number. For the convenience of distinction, the wheel speed difference obtained by subtracting the front wheel speed from the rear wheel speed can be denoted as the second wheel speed difference. The initial wheel speed difference rate obtained by dividing the second wheel speed difference by the front wheel speed can reflect the deviation between the wheel speed difference between the driving wheel (rear wheel) and the driven wheel speed (front wheel speed), thereby reflecting the deviation degree of the wheel speeds between the front wheel and the rear wheel.

[0096] In this embodiment, dividing the wheel speed difference between the front wheel speed and the rear wheel speed by the front wheel speed can obtain the initial wheel speed difference rate, and the determination efficiency of the initial wheel speed difference rate is relatively high.

[0097] 303. The motorcycle controller determines a first wheel speed difference rate correction coefficient and a second wheel speed difference rate correction coefficient of the target motorcycle based on the vehicle state data and the initial wheel speed difference rate. The first wheel speed difference rate correction coefficient is used to correct the influence of the vehicle tilt state on the wheel speed difference rate, and the second wheel speed difference rate correction coefficient is used to correct the influence of the vehicle driving behavior on the wheel speed difference rate.

[0098] Among them, the tilt state of the target motorcycle will affect the wheel speed difference rate of the target motorcycle. Determining the first wheel speed difference rate correction coefficient is to eliminate the influence of the tilt state on the wheel speed difference rate, so that the finally obtained wheel speed difference rate can be closer to the actual wheel speed difference rate of the target motorcycle. Since the tilt state of the vehicle can be represented by the vehicle tilt angle, the vehicle tilt angle in the vehicle state data can be used subsequently to determine the first wheel speed difference rate correction coefficient. Since the front and rear wheel radii of the target motorcycle are different, when the target motorcycle is traveling straight, does not slip, and the vehicle tilt angle is 0, the actual wheel speed difference rate of the target motorcycle is a non-zero constant. When the target motorcycle does not slip and the vehicle tilt angle is not 0, the relationship between the actual wheel speed difference rate of the target motorcycle and the vehicle is as Figure 4 shown, and the first wheel speed difference rate correction coefficient is determined based on Figure 4 the shown relationship. The first wheel speed difference rate is also called the static correction value. In addition, the vehicle driving behavior of the target motorcycle will also affect the wheel speed difference rate of the target motorcycle. Determining the second wheel speed difference rate correction coefficient is to eliminate the influence of the vehicle driving behavior on the wheel speed difference rate, so that the finally obtained wheel speed difference rate can be closer to the actual wheel speed difference rate of the target motorcycle. Since the vehicle driving behavior can be represented by the throttle opening, the steering angle, and the change of the initial wheel speed difference rate, the initial wheel speed difference rate, the throttle opening, and the steering angle in the vehicle state data can be used subsequently to determine the first wheel speed difference rate correction coefficient. The second wheel speed difference rate is also called the dynamic correction value.

[0099] In a possible implementation, the vehicle state data includes the vehicle inclination angle, the throttle opening, and the steering angle. The motorcycle controller determines the first wheel speed difference rate correction coefficient based on the vehicle inclination angle. The motorcycle controller determines the second wheel speed difference rate correction coefficient based on the throttle opening, the steering angle, and the initial wheel speed difference rate.

[0100] In this implementation, the vehicle inclination angle is used to determine the first wheel speed difference rate correction coefficient, and the throttle opening, the steering angle, and the initial wheel speed difference rate are used to determine the second wheel speed difference rate correction coefficient. Subsequently, the first wheel speed difference rate correction coefficient can be used to eliminate the influence of the vehicle inclination angle on the wheel speed difference rate, and the second wheel speed difference rate correction coefficient can be used to eliminate the influence of the vehicle driving behavior on the wheel speed difference rate, thereby improving the accuracy of the finally determined target wheel speed difference rate.

[0101] To illustrate the above implementation more clearly, the above implementation will be described in several parts below.

[0102] Part 1: The motorcycle controller determines the first wheel speed difference rate correction coefficient based on the vehicle inclination angle.

[0103] In a possible implementation, the motorcycle controller substitutes the vehicle inclination angle into the first relationship data to obtain the first wheel speed difference rate correction coefficient, and the first relationship data is used to represent the relationship between the vehicle inclination angle and the first wheel speed difference rate correction coefficient.

[0104] Among them, the first relationship data is a relationship function, and the first relationship data is obtained by fitting multiple candidate vehicle inclination angles and the corresponding candidate first wheel speed difference rate correction coefficients.

[0105] In this implementation, substituting the vehicle inclination angle into the first relationship data can directly obtain the corresponding first wheel speed difference rate correction coefficient, and the determination efficiency of the first wheel speed difference rate correction coefficient is relatively high.

[0106] Next, another implementation of the above Part 1 will be described.

[0107] In a possible implementation, the motorcycle controller queries in the first relationship table using the vehicle inclination angle to obtain the first wheel speed difference rate correction coefficient, and the first relationship table stores multiple candidate vehicle inclination angles and the corresponding candidate first wheel speed difference rate correction coefficients.

[0108] Among them, multiple candidate vehicle inclination angles and candidate first wheel speed difference rate correction coefficients corresponding to each candidate vehicle inclination angle are stored in the first relationship table. By using the vehicle inclination angle to query in the first relationship table, the corresponding first wheel speed difference rate correction coefficient can be obtained. By using the first wheel speed difference rate correction coefficient to query in the first relationship table, the corresponding vehicle inclination angle can also be obtained. The first relationship table is set by technicians according to the actual situation, and the embodiments of the present application do not limit this.

[0109] In this implementation manner, by using the vehicle inclination angle to query in the first relationship table, the corresponding first wheel speed difference rate correction coefficient can be obtained, and the determination efficiency of the first wheel speed difference rate correction coefficient is relatively high.

[0110] In some embodiments, the first wheel speed difference rate correction coefficient corresponding to the vehicle inclination angle is not stored in the first relationship table. At this time, the motorcycle controller determines a first candidate vehicle inclination angle and a second candidate vehicle inclination angle from the first relationship table. The first candidate vehicle inclination angle and the second candidate vehicle inclination angle are the two candidate vehicle inclination angles closest to the vehicle inclination angle, and the first candidate vehicle inclination angle is less than the vehicle inclination angle, and the second reference vehicle inclination angle is greater than the vehicle inclination angle. The motorcycle controller determines the average value of the candidate first wheel speed difference rate correction coefficient corresponding to the first candidate vehicle inclination angle and the candidate second wheel speed difference rate correction coefficient corresponding to the second reference vehicle inclination angle as the first wheel speed difference rate correction coefficient corresponding to the vehicle inclination angle.

[0111] Second part: The motorcycle controller determines the second wheel speed difference rate correction coefficient based on the throttle opening, the steering angle, and the initial wheel speed difference rate.

[0112] In a possible implementation manner, the motorcycle controller determines a first reference correction coefficient based on the throttle opening and the steering angle. The motorcycle controller determines a second reference correction coefficient based on the wheel speed difference rate change gradient corresponding to the initial wheel speed difference rate. The motorcycle controller determines the second wheel speed difference rate correction coefficient based on the first reference correction coefficient and the second reference correction coefficient.

[0113] Among them, the first reference correction coefficient is used to correct the influence of the throttle opening and the steering angle on the initial wheel speed difference rate, and the second reference correction coefficient is used to correct the influence of the wheel speed difference rate change gradient corresponding to the initial wheel speed difference rate on the initial wheel speed difference rate.

[0114] In order to illustrate the above implementation manner more clearly, the above implementation manner will be described in several parts below.

[0115] A. The motorcycle controller determines a first reference correction coefficient based on the throttle opening and the steering angle.

[0116] In a possible implementation, the motorcycle controller substitutes the throttle opening and the steering angle into the second relationship data to obtain the first reference correction coefficient, and the second relationship data is used to represent the relationship between the throttle opening, the steering angle, and the first reference correction coefficient.

[0117] Among them, the second relationship data is a relationship function, and the second relationship data is obtained by fitting multiple candidate throttle openings, multiple candidate steering angles, and corresponding multiple candidate first reference correction coefficients.

[0118] In this implementation, substituting the throttle opening and the steering angle into the second relationship data can directly obtain the corresponding first reference correction coefficient, and the determination efficiency of the first reference correction coefficient is relatively high.

[0119] Next, another method for determining the first reference correction coefficient will be described.

[0120] In a possible implementation, the motorcycle controller queries in the second relationship table using the throttle opening and the steering angle to obtain the first reference correction coefficient. The second relationship table stores multiple candidate throttle openings, multiple candidate steering angles, and candidate first reference correction coefficients corresponding to each candidate throttle opening and each candidate steering angle.

[0121] Among them, the second relationship table stores multiple candidate throttle openings, multiple candidate steering angles, and candidate first reference correction coefficients corresponding to each candidate throttle opening and each candidate steering angle. Querying in the second relationship table using the throttle opening and the steering angle can obtain the corresponding first reference correction coefficient. The second relationship table is set by technicians according to actual situations, and this application embodiment does not make any limitations in this regard.

[0122] In this implementation, querying in the second relationship table using the throttle opening and the steering angle can directly obtain the corresponding first reference correction coefficient, and the determination efficiency of the first reference correction coefficient is relatively high.

[0123] Next, yet another method for determining the first reference correction coefficient will be described.

[0124] In a possible implementation, the motorcycle controller inputs the throttle opening and the steering angle into a correction coefficient determination model, extracts features of the throttle opening and the steering angle through the correction coefficient determination model to obtain correction coefficient determination features. The motorcycle controller maps the correction coefficient determination features through the correction coefficient determination model to obtain the first reference correction coefficient.

[0125] Among them, the correction coefficient determination model is a regression model that can map the input throttle opening and steering angle to the first reference correction coefficient. The correction coefficient determination model is obtained through multiple rounds of training based on multiple candidate steering angles, each candidate throttle opening, and the candidate first reference correction coefficients corresponding to the respective candidate steering angles. In the embodiments of the present application, the structure and training method of the correction coefficient determination model are not limited.

[0126] In this implementation manner, the throttle opening and the steering angle are input into the correction coefficient determination model, and the generalization ability of the correction coefficient determination model is used to map the throttle opening and the steering angle to the first reference correction coefficient, and the accuracy of the first reference correction coefficient is relatively high.

[0127] For example, the motorcycle controller inputs the throttle opening and the steering angle into the correction coefficient determination model, and performs multiple full connections on the throttle opening and the steering angle through the correction coefficient determination model to obtain the correction coefficient determination feature. The motorcycle controller performs full connection and normalization on the correction coefficient determination feature through the correction coefficient determination model to obtain the first reference correction coefficient.

[0128] B. The motorcycle controller determines the second reference correction coefficient based on the wheel speed difference rate change gradient corresponding to the initial wheel speed difference rate.

[0129] Among them, the wheel speed difference rate change gradient corresponding to the initial wheel speed difference rate is used to reflect the change trend of the initial wheel speed difference rate, and the wheel speed difference rate change gradient corresponding to the initial wheel speed difference rate is determined based on the initial wheel speed difference rate and the initial wheel speed difference rate determined in the previous round. For example, the difference between the initial wheel speed difference rate determined in the previous round and the initial wheel speed difference rate determined in this round is divided by a preset time length to obtain the wheel speed difference rate change gradient, and the preset time length is the interval time length for determining the target wheel speed difference rate in two rounds.

[0130] In a possible implementation manner, the motorcycle controller substitutes the wheel speed difference rate change gradient into the third relationship data to obtain the second reference correction coefficient, and the third relationship data is used to represent the relationship between the wheel speed difference rate change gradient and the second reference correction coefficient.

[0131] Among them, the third relationship data is a relationship function, and the third relationship data is obtained by fitting multiple candidate wheel speed difference rate change gradients and the candidate second reference correction coefficients corresponding to the respective candidate wheel speed difference rate change gradients.

[0132] In this implementation manner, substituting the wheel speed difference rate change gradient into the third relationship data can directly obtain the corresponding second reference correction coefficient, and the determination efficiency of the second reference correction coefficient is relatively high.

[0133] Next, another method for determining the second reference correction coefficient will be described.

[0134] In a possible implementation, the motorcycle controller queries the third relationship table using the change gradient of the wheel speed difference rate to obtain the second reference correction coefficient. Multiple candidate change gradients of the wheel speed difference rate and the corresponding candidate second reference correction coefficients are stored in the third relationship table.

[0135] Among them, multiple candidate change gradients of the wheel speed difference rate and the corresponding candidate second reference correction coefficients are stored in the third relationship table. By querying the third relationship table using the change gradient of the wheel speed difference rate, the corresponding second reference correction coefficient can be obtained. By querying the third relationship table using the second reference correction coefficient, the corresponding change gradient of the wheel speed difference rate can also be obtained. The third relationship table is set by the technical personnel according to the actual situation, and the embodiments of the present application do not limit this.

[0136] In this implementation, by querying the third relationship table using the change gradient of the wheel speed difference rate, the corresponding second reference correction coefficient can be obtained, and the determination efficiency of the second reference correction coefficient is relatively high.

[0137] In some embodiments, the second reference correction coefficient corresponding to the change gradient of the wheel speed difference rate is not stored in the third relationship table. At this time, the motorcycle controller determines a first candidate change gradient of the wheel speed difference rate and a second candidate change gradient of the wheel speed difference rate from the third relationship table. The first candidate change gradient of the wheel speed difference rate and the second candidate change gradient of the wheel speed difference rate are the two candidate change gradients of the wheel speed difference rate closest to the change gradient of the wheel speed difference rate, and the first candidate change gradient of the wheel speed difference rate is less than the change gradient of the wheel speed difference rate, and the second candidate change gradient of the wheel speed difference rate is greater than the change gradient of the wheel speed difference rate. The motorcycle controller determines the average value of the candidate second reference correction coefficient corresponding to the first candidate change gradient of the wheel speed difference rate and the candidate second correction coefficient of the wheel speed difference rate corresponding to the second candidate change gradient of the wheel speed difference rate as the second reference correction coefficient corresponding to the change gradient of the wheel speed difference rate.

[0138] C. The motorcycle controller determines the second correction coefficient of the wheel speed difference rate based on the first reference correction coefficient and the second reference correction coefficient.

[0139] In a possible implementation, the motorcycle controller adds the first reference correction coefficient and the second reference correction coefficient to obtain the second correction coefficient of the wheel speed difference rate.

[0140] In this implementation, the second correction coefficient of the wheel speed difference rate can be directly obtained by adding the first reference correction coefficient and the second reference correction coefficient, and the determination efficiency of the second correction coefficient of the wheel speed difference rate is relatively high.

[0141] The following describes another implementation manner for determining the second-round speed difference rate correction coefficient.

[0142] In a possible implementation manner, the motorcycle controller performs weighted fusion on the first reference correction coefficient and the second reference correction coefficient to obtain the second-round speed difference rate correction coefficient.

[0143] Among them, the weights for weighted fusion are used to reflect the confidence levels of the first reference correction coefficient and the second reference correction coefficient. The weights for weighted fusion are set by technicians according to actual situations, and the embodiments of this application do not make any limitations in this regard.

[0144] In this implementation manner, the first reference correction coefficient and the second reference correction coefficient are subjected to weighted fusion to obtain the second-round speed difference rate correction coefficient. The confidence levels of the first reference correction coefficient and the second reference correction coefficient are considered in the process of obtaining the second-round speed difference rate correction coefficient, and the accuracy of the second-round speed difference rate correction coefficient is relatively high.

[0145] 304. The motorcycle controller uses the first-round speed difference rate correction coefficient and the second-round speed difference rate correction coefficient to correct the initial speed difference rate to obtain a target speed difference rate, and the target speed difference rate is used to represent the speed deviation degree between the front wheel and the rear wheel of the target motorcycle.

[0146] Among them, the speed deviation degree between the front wheel and the rear wheel can be used to determine whether the target motorcycle slips. Therefore, the target speed difference rate representing the speed deviation degree between the front wheel and the rear wheel can be used to determine whether the target motorcycle slips. When determining the target speed difference rate, wheel data and vehicle state data are combined, and the determined target speed difference rate matches the wheel conditions and vehicle state of the target motorcycle, with relatively high accuracy. The target speed difference rate can be approximately considered as the actual speed difference rate of the target motorcycle.

[0147] In a possible implementation manner, the motorcycle controller adds the first-round speed difference rate correction coefficient, the second-round speed difference rate correction coefficient, and the initial speed difference rate to obtain the target speed difference rate.

[0148] Among them, the units of the first-round speed difference rate correction coefficient, the second-round speed difference rate correction coefficient, and the initial speed difference rate are all 1.

[0149] In this implementation manner, directly adding the first-round speed difference rate correction coefficient, the second-round speed difference rate correction coefficient, and the initial speed difference rate can obtain the target speed difference rate, and the determination efficiency of the target speed difference rate is relatively high.

[0150] The following describes another implementation manner for the above step 304.

[0151] In a possible implementation, the motorcycle controller performs weighted fusion on the first wheel speed difference rate correction coefficient, the second wheel speed difference rate correction coefficient, and the initial wheel speed difference rate to obtain the target wheel speed difference rate.

[0152] Among them, the weights for weighted fusion are used to reflect the confidence levels of the first wheel speed difference rate correction coefficient, the second wheel speed difference rate correction coefficient, and the initial wheel speed difference rate. The weights for weighted fusion are set by technicians according to actual situations, and the embodiments of this application do not make limitations in this regard.

[0153] In this implementation, when performing weighted fusion on the first wheel speed difference rate correction coefficient, the second wheel speed difference rate correction coefficient, and the initial wheel speed difference rate to obtain the target wheel speed difference rate, the confidence levels of the first wheel speed difference rate correction coefficient, the second wheel speed difference rate correction coefficient, and the initial wheel speed difference rate are considered, and the accuracy of the second wheel speed difference rate correction coefficient is relatively high.

[0154] 305. The motorcycle controller determines whether to activate the traction control system of the target motorcycle based on the target wheel speed difference rate of the target motorcycle. The traction control system is used to improve the stability of the motorcycle when it slips.

[0155] Among them, determining whether to activate the traction control system based on the target wheel speed difference rate of the target motorcycle is essentially also determining whether to activate the traction control system according to whether the target motorcycle slips, so as to improve the stability of the target motorcycle.

[0156] In a possible implementation, when the target wheel speed difference rate is greater than the first wheel speed difference rate threshold, the motorcycle controller determines to activate the traction control system of the target motorcycle. When the target wheel speed difference rate is less than the second wheel speed difference rate threshold, the motorcycle controller determines not to activate the traction control system of the target motorcycle, and the second wheel speed difference rate threshold is less than the first wheel speed difference rate threshold.

[0157] Among them, the target wheel speed difference rate being greater than or equal to the first wheel speed difference rate threshold indicates that the deviation degree of the wheel speeds between the front wheel and the rear wheel is relatively large. Then, the possibility of the target motorcycle skidding is relatively high, and the traction control system can be directly activated to improve the stability of the target motorcycle. Correspondingly, the target wheel speed difference rate being less than the first wheel speed difference rate threshold indicates that the deviation degree of the wheel speeds between the front wheel and the rear wheel is relatively small. Then, the possibility of the target motorcycle skidding is relatively low, and there is no need to activate the traction control system to avoid affecting the normal driving of the target motorcycle. The first wheel speed difference rate threshold and the second wheel speed difference rate threshold are set by technicians according to the actual situation. For example, the first wheel speed difference rate threshold is set as the sum of the reference wheel speed difference rate threshold and the deviation value, and the second wheel speed difference rate threshold is set as the difference between the reference wheel speed difference rate threshold and the deviation value. The embodiments of the present application do not limit this. The traction control system can control the traction (output torque) of the target motorcycle when the target motorcycle skids, thereby improving the stability of the motorcycle when skidding. Then, when the target motorcycle does not skid, there is no need to activate the traction control system, and the required torque can be normally responded to. The skidding of the target motorcycle refers to whether the driving wheel of the target motorcycle skids. When the driving wheel of the target motorcycle is the rear wheel, it is to determine whether the rear wheel of the target motorcycle skids.

[0158] In this implementation manner, the relationship between the target wheel speed difference rate and the first wheel speed difference rate threshold and the second wheel speed difference rate threshold is used to determine whether to activate the traction control system, and the accuracy of the traction control system activation determination is relatively high.

[0159] For example, the wheel data further includes the front wheel acceleration and the rear wheel acceleration. When the target wheel speed difference rate is greater than the first wheel speed difference rate threshold, the motorcycle controller determines whether to activate the traction control system of the target motorcycle based on the front wheel acceleration and the rear wheel acceleration. When the target wheel speed difference rate is less than the second wheel speed difference rate threshold, the motorcycle controller determines not to activate the traction control system of the target motorcycle.

[0160] In this implementation manner, the target wheel speed difference rate is used for preliminary skidding judgment, and the situation where no skidding occurs can be directly identified. When the possibility of skidding is identified as relatively high using the target wheel speed difference rate, the front wheel acceleration and the rear wheel acceleration are used for further skidding judgment, thereby improving the accuracy of the traction control system activation determination.

[0161] To more clearly illustrate the technical solution provided in the above example, the following describes the manner in which the motorcycle controller in the above example determines whether to activate the traction control system of the target motorcycle based on the front wheel acceleration and the rear wheel acceleration.

[0162] In a possible implementation, when the acceleration difference between the rear-wheel acceleration and the front-wheel acceleration is greater than or equal to an acceleration difference threshold, the motorcycle controller determines to activate the traction control system of the target motorcycle. When the acceleration difference between the rear-wheel acceleration and the front-wheel acceleration is less than the acceleration difference threshold, the motorcycle controller determines not to activate the traction control system of the target motorcycle.

[0163] Wherein, since the rear wheel of the target motorcycle is the driving wheel, the rear-wheel acceleration is generally greater than or equal to the front-wheel acceleration. Therefore, the acceleration difference between the rear-wheel acceleration and the front-wheel acceleration is greater than or equal to 0. For the convenience of distinction, the acceleration difference between the rear-wheel acceleration and the front-wheel acceleration can be denoted as the first acceleration difference. In the case of slipping, the acceleration of the driving wheel will mutate because when slipping occurs, the friction between the driving wheel and the ground decreases. With the driving force unchanged, the wheel speed of the driving wheel will increase rapidly, so the acceleration of the driving wheel will suddenly increase, that is, mutate. On this basis, the acceleration difference between the front-wheel acceleration and the rear-wheel acceleration can be used for further slipping judgment, so as to make the activation judgment of the traction control system. The acceleration difference threshold is set by technicians according to the actual situation, and the embodiments of the present application do not limit this.

[0164] In this implementation, the front-wheel acceleration and the rear-wheel acceleration are used for slipping judgment, and the accuracy of the slipping judgment is relatively high.

[0165] Next, another method for determining whether to activate the traction control system based on the front-wheel acceleration and the rear-wheel acceleration will be described.

[0166] In a possible implementation, when the absolute value of the acceleration difference between the front-wheel acceleration and the rear-wheel acceleration is greater than or equal to an acceleration difference threshold, the motorcycle controller determines to activate the traction control system of the target motorcycle. When the absolute value of the acceleration difference between the front-wheel acceleration and the rear-wheel acceleration is less than the acceleration difference threshold, the motorcycle controller determines not to activate the traction control system of the target motorcycle.

[0167] Wherein, since the rear wheel of the target motorcycle is the driving wheel, the rear-wheel acceleration is generally greater than or equal to the front-wheel acceleration. Therefore, the acceleration difference between the front-wheel acceleration and the rear-wheel acceleration is less than or equal to 0. Therefore, the absolute value of the acceleration difference is used for judgment. For the convenience of distinction, the acceleration difference between the front-wheel acceleration and the rear-wheel acceleration can be denoted as the second acceleration difference.

[0168] In this implementation, the front-wheel acceleration and the rear-wheel acceleration are used for slipping judgment, and the accuracy of the slipping judgment is relatively high.

[0169] Optionally, after step 305, the following steps 306 and 307 can also be executed.

[0170] 306. When the traction control system of the target motorcycle is activated, the motorcycle controller determines the target working mode of the traction control system of the target motorcycle based on the road surface type, and the target working mode is the working mode matching the road surface type.

[0171] Among them, the traction control system has multiple working modes, and in different working modes, the working parameters of the traction control system are different. Determining the target working mode corresponding to the road surface type from multiple working modes can improve the adaptability of the traction control system to the road surface type and the effect of the traction control system.

[0172] In a possible implementation manner, when the traction control system of the target motorcycle is activated, the motorcycle controller matches the road surface type with multiple working modes of the traction control system to obtain the target working mode, and the target working mode is the working mode successfully matched with the road surface.

[0173] Among them, the road surface types include high-adhesion road surface, medium-adhesion road surface, low-adhesion road surface, and mixed road surface. The adhesion of the high-adhesion road surface, medium-adhesion road surface, and low-adhesion road surface decreases in turn. The mixed road surface is a road surface in which at least two of the high-adhesion road surface, medium-adhesion road surface, and low-adhesion road surface coexist. In some embodiments, the low-adhesion road surface is also referred to as an icy road surface. The correspondence between the road surface type and the working mode is set by those skilled in the art according to the actual situation, and the embodiments of the present application do not limit this.

[0174] 307. The motorcycle controller controls the traction control system to work in the target working mode.

[0175] All the above optional technical solutions can be combined arbitrarily to form optional embodiments of the present application, which will not be elaborated here one by one.

[0176] Through the technical solution provided by the embodiment of the present application, the wheel data and vehicle state data of the target motorcycle are obtained, so as to obtain the wheel state and vehicle state of the target motorcycle. Combining the wheel data and vehicle state data to determine the target wheel speed difference rate of the target motorcycle, and the target wheel speed difference rate can be used to judge the skidding situation of the target motorcycle. Based on the target wheel speed difference rate, it is determined whether to activate the traction control system of the target motorcycle, and the activation judgment of the traction control system is more accurate, thereby improving the safety of the target motorcycle during driving.

[0177] Figure 5 It is a schematic structural diagram of a control device for a traction control system provided by an embodiment of the present application. Refer to Figure 5, the device includes: a data acquisition module 501, a wheel speed difference rate determination module 502, and an activation determination module 503.

[0178] The data acquisition module 501 is configured to acquire wheel data and vehicle state data of the target motorcycle, and the vehicle state data is used to represent the vehicle state of the target motorcycle.

[0179] The wheel speed difference rate determination module 502 is configured to determine the target wheel speed difference rate of the target motorcycle based on the wheel data and the vehicle state data, and the target wheel speed difference rate is used to represent the wheel speed deviation degree between the front wheel and the rear wheel of the target motorcycle.

[0180] The activation determination module 503 is configured to determine whether to activate the traction control system of the target motorcycle based on the target wheel speed difference rate of the target motorcycle, and the traction control system is used to improve the stability of the motorcycle when skidding.

[0181] In a possible implementation manner, the wheel speed difference rate determination module 502 is configured to determine the initial wheel speed difference rate of the target motorcycle based on the wheel data. Based on the vehicle state data and the initial wheel speed difference rate, determine a first wheel speed difference rate correction coefficient and a second wheel speed difference rate correction coefficient, where the first wheel speed difference rate correction coefficient is used to correct the influence of the vehicle tilt state on the wheel speed difference rate, and the second wheel speed difference rate correction coefficient is used to correct the influence of the vehicle driving behavior on the wheel speed difference rate. The initial wheel speed difference rate is corrected by using the first wheel speed difference rate correction coefficient and the second wheel speed difference rate correction coefficient to obtain the target wheel speed difference rate.

[0182] In a possible implementation manner, the wheel data includes the front wheel speed and the rear wheel speed, and the wheel speed difference rate determination module 502 is configured to subtract the rear wheel speed from the front wheel speed to obtain the wheel speed difference of the target motorcycle. Divide the wheel speed difference by the rear wheel speed to obtain the initial wheel speed difference rate.

[0183] In a possible implementation manner, the vehicle state data includes the vehicle inclination angle, the throttle opening degree, and the steering angle, and the wheel speed difference rate determination module 502 is configured to determine the first wheel speed difference rate correction coefficient based on the vehicle inclination angle. Determine the second wheel speed difference rate correction coefficient based on the throttle opening degree, the steering angle, and the initial wheel speed difference rate.

[0184] In a possible implementation, the wheel speed difference rate determination module 502 is configured to substitute the vehicle inclination angle into first relationship data to obtain the first wheel speed difference rate correction coefficient, where the first relationship data is used to represent the relationship between the vehicle inclination angle and the first wheel speed difference rate correction coefficient. Alternatively, the vehicle inclination angle is used to query in a first relationship table to obtain the first wheel speed difference rate correction coefficient, and the first relationship table stores multiple candidate vehicle inclination angles and candidate first wheel speed difference rate correction coefficients corresponding to each of the candidate vehicle inclination angles.

[0185] In a possible implementation, the wheel speed difference rate determination module 502 is configured to determine a first reference correction coefficient based on the throttle opening and the steering angle. Determine a second reference correction coefficient based on the wheel speed difference rate change gradient corresponding to the initial wheel speed difference rate. Determine the second wheel speed difference rate correction coefficient based on the first reference correction coefficient and the second reference correction coefficient.

[0186] In a possible implementation, the wheel speed difference rate determination module 502 is configured to substitute the throttle opening and the steering angle into second relationship data to obtain the first reference correction coefficient, where the second relationship data is used to represent the relationship between the throttle opening and the steering angle and the first reference correction coefficient. Alternatively, the throttle opening and the steering angle are used to query in a second relationship table to obtain the first reference correction coefficient, and the second relationship table stores multiple candidate throttle openings, multiple candidate steering angles, and candidate first reference correction coefficients corresponding to each of the candidate throttle openings and each of the candidate steering angles.

[0187] The wheel speed difference rate determination module 502 is configured to substitute the wheel speed difference rate change gradient into third relationship data to obtain the second reference correction coefficient, where the third relationship data is used to represent the relationship between the wheel speed difference rate change gradient and the second reference correction coefficient. Alternatively, the wheel speed difference rate change gradient is used to query in a third relationship table to obtain the second reference correction coefficient, and the third relationship table stores multiple candidate wheel speed difference rate change gradients and candidate second reference correction coefficients corresponding to each of the candidate wheel speed difference rate change gradients.

[0188] In a possible implementation, the wheel speed difference rate determination module 502 is configured to add the first wheel speed difference rate correction coefficient, the second wheel speed difference rate correction coefficient, and the initial wheel speed difference rate to obtain the target wheel speed difference rate.

[0189] In a possible implementation, the activation determination module 503 is configured to determine to activate the traction control system of the target motorcycle when the target wheel speed difference rate is greater than a first wheel speed difference rate threshold. Determine not to activate the traction control system of the target motorcycle when the target wheel speed difference rate is less than a second wheel speed difference rate threshold, and the second wheel speed difference rate threshold is less than the first wheel speed difference rate threshold.

[0190] It should be noted that when the control device of the traction control system provided in the above embodiments controls the traction control system, only the division of the above functional modules is used for illustration. In actual applications, the above functions can be allocated to different functional modules according to needs, 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 control device of the traction control system provided in the above embodiments and the embodiments of the control method of the traction control system belong to the same concept. For the specific implementation process, please refer to the method embodiments and will not be elaborated here.

[0191] Through the technical solution provided by the embodiments of the present application, the wheel data and vehicle state data of the target motorcycle are obtained, so as to obtain the wheel state and vehicle state of the target motorcycle. The target wheel speed difference rate of the target motorcycle is determined by combining the wheel data and vehicle state data, and the skidding condition of the target motorcycle can be judged by using the target wheel speed difference rate. Whether to activate the traction control system of the target motorcycle is determined based on the target wheel speed difference rate, and the activation judgment of the traction control system is more accurate, thereby improving the safety of the target motorcycle during driving.

[0192] The embodiments of the present application also provide a motorcycle. Figure 6 It is a schematic structural diagram of a motorcycle provided by the embodiments of the present application.

[0193] Generally, the motorcycle 600 includes one or more processors 601 and one or more memories 602.

[0194] The processor 601 may include one or more processing cores, such as a quad-core processor, a hexa-core processor, etc. The processor 601 may be implemented in at least one hardware form of DSP (Digital Signal Processing), FPGA (Field-Programmable Gate Array), or PLA (Programmable Logic Array). The processor 601 may also include a main processor and a coprocessor. The main processor is a processor for processing data in the wake state, also known as the CPU (Central Processing Unit); the coprocessor is a low-power processor for processing data in the standby state. In some embodiments, the processor 601 may be integrated with a GPU (Graphics Processing Unit), and the GPU is responsible for rendering and drawing the content to be displayed on the display screen. In some embodiments, the processor 601 may further include an AI (Artificial Intelligence) processor, and the AI processor is used to process computational operations related to machine learning.

[0195] The memory 602 may include one or more computer-readable storage media, and the computer-readable storage media may be non-transitory. The memory 602 may further include high-speed random access memory and non-volatile memory, such as one or more disk storage devices and flash storage devices. In some embodiments, the non-transitory computer-readable storage medium in the memory 602 is used to store at least one computer program, and the at least one computer program is used to be executed by the processor 601 to implement the control method of the traction control system provided in the method embodiments of the present application.

[0196] Those skilled in the art can understand that Figure 6 the structure shown in does not constitute a limitation on the motorcycle 600, and it may include more or fewer components than shown in the figure, or combine certain components, or adopt a different component layout.

[0197] In addition, the device provided in the embodiments of the present application may specifically be a chip, a component, or a module. 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 may execute the method for controlling a traction control system provided in the above embodiments.

[0198] This embodiment also provides a computer-readable storage medium, in which computer program code is stored. When the computer program code runs on a computer, the computer is caused to execute the above-related method steps to implement the method for controlling a traction control system provided in the above embodiment.

[0199] This embodiment also provides a computer program product. When the computer program product runs on a computer, the computer is caused to execute the above-related steps to implement the method for controlling a traction control system provided in the above embodiment.

[0200] Among them, the device, computer-readable storage medium, computer program product or chip provided in this embodiment are all 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 elaborated here.

[0201] Through the description of the above embodiments, those skilled in the art can understand that for the convenience and simplicity of description, only the above division of each functional module is used as an example. In actual applications, the above functions can be allocated to different functional modules according to needs, that is, the internal structure of the device is divided into different functional modules to complete all or part of the functions described above.

[0202] In the embodiments provided in the present application, it should be understood that the disclosed device and method 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 device, or some features can be ignored or not executed. Another point is that the displayed or discussed coupling or direct coupling or communication connection between each other can be through some interfaces. The indirect coupling or communication connection of the device or unit can be in an electrical, mechanical or other form.

[0203] The above content is only the specific implementation manner of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art can easily think of changes or substitutions within the technical scope disclosed in the present application, and all should be covered by the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A control method for a traction control system, characterized in that, The method includes: Obtaining wheel data and vehicle state data of a target motorcycle, where the vehicle state data is used to represent the vehicle state of the target motorcycle; Based on the wheel data and the vehicle state data, determining a target wheel speed difference rate of the target motorcycle, where the target wheel speed difference rate is used to represent the degree of wheel speed deviation between the front wheel and the rear wheel of the target motorcycle; Based on the target wheel speed difference rate of the target motorcycle, determining whether to activate a traction control system of the target motorcycle, where the traction control system is used to improve the stability of the motorcycle when skidding.

2. The method according to claim 1, characterized in that, The determining the target wheel speed difference rate of the target motorcycle based on the wheel data and the vehicle state data includes: Based on the wheel data, determining an initial wheel speed difference rate of the target motorcycle; Based on the vehicle state data and the initial wheel speed difference rate, determining a first wheel speed difference rate correction coefficient and a second wheel speed difference rate correction coefficient of the target motorcycle, where the first wheel speed difference rate correction coefficient is used to correct the influence of the vehicle tilt state on the wheel speed difference rate, and the second wheel speed difference rate correction coefficient is used to correct the influence of the vehicle driving behavior on the wheel speed difference rate; Using the first wheel speed difference rate correction coefficient and the second wheel speed difference rate correction coefficient to correct the initial wheel speed difference rate to obtain the target wheel speed difference rate.

3. The method according to claim 2, wherein The wheel data includes the front wheel speed and the rear wheel speed, and the determining the initial wheel speed difference rate of the target motorcycle based on the wheel data includes: Subtracting the rear wheel speed from the front wheel speed to obtain the wheel speed difference of the target motorcycle; Dividing the wheel speed difference by the rear wheel speed to obtain the initial wheel speed difference rate.

4. The method according to claim 2, wherein The vehicle state data includes the vehicle inclination angle, the throttle opening degree, and the steering angle, and the determining the first wheel speed difference rate correction coefficient and the second wheel speed difference rate correction coefficient of the target motorcycle based on the vehicle state data and the initial wheel speed difference rate includes: Based on the vehicle inclination angle, determining the first wheel speed difference rate correction coefficient; Based on the throttle opening degree, the steering angle, and the initial wheel speed difference rate, determining the second wheel speed difference rate correction coefficient.

5. The method according to claim 4, wherein The determining the first wheel speed difference rate correction coefficient based on the vehicle inclination angle includes: Substituting the vehicle inclination angle into first relationship data to obtain the first wheel speed difference rate correction coefficient, where the first relationship data is used to represent the relationship between the vehicle inclination angle and the first wheel speed difference rate correction coefficient; Alternatively, querying in a first relationship table using the vehicle inclination angle to obtain the first wheel speed difference rate correction coefficient, where the first relationship table stores multiple candidate vehicle inclination angles and candidate first wheel speed difference rate correction coefficients corresponding to each of the candidate vehicle inclination angles.

6. The method according to claim 4, wherein The determining the second wheel speed difference rate correction coefficient based on the throttle opening degree, the steering angle, and the initial wheel speed difference rate includes: Based on the throttle opening degree and the steering angle, determining a first reference correction coefficient; Based on the wheel speed difference rate change gradient corresponding to the initial wheel speed difference rate, determining a second reference correction coefficient; Determine the correction coefficient of the second wheel speed difference rate based on the first reference correction coefficient and the second reference correction coefficient.

7. The method according to claim 6, wherein The determining the first reference correction coefficient based on the throttle opening and the steering angle includes: Substitute the throttle opening and the steering angle into the second relationship data to obtain the first reference correction coefficient, where the second relationship data is used to represent the relationship between the throttle opening, the steering angle and the first reference correction coefficient; or, query using the throttle opening and the steering angle in the second relationship table to obtain the first reference correction coefficient, and the second relationship table stores multiple candidate throttle openings, multiple candidate steering angles, and the candidate first reference correction coefficients corresponding to each of the candidate throttle openings and each of the candidate steering angles; The determining the second reference correction coefficient based on the wheel speed difference rate change gradient corresponding to the initial wheel speed difference rate includes: Substitute the wheel speed difference rate change gradient into the third relationship data to obtain the second reference correction coefficient, where the third relationship data is used to represent the relationship between the wheel speed difference rate change gradient and the second reference correction coefficient; or, query using the wheel speed difference rate change gradient in the third relationship table to obtain the second reference correction coefficient, and the third relationship table stores multiple candidate wheel speed difference rate change gradients and the candidate second reference correction coefficients corresponding to each of the candidate wheel speed difference rate change gradients.

8. The method according to claim 2, characterized in that, The correcting the initial wheel speed difference rate using the first correction coefficient of the wheel speed difference rate and the second correction coefficient of the wheel speed difference rate to obtain the target wheel speed difference rate includes: Add the first correction coefficient of the wheel speed difference rate, the second correction coefficient of the wheel speed difference rate and the initial wheel speed difference rate to obtain the target wheel speed difference rate.

9. The method according to claim 1, characterized in that, The determining whether to activate the traction control system of the target motorcycle based on the target wheel speed difference rate of the target motorcycle includes: When the target wheel speed difference rate is greater than the first wheel speed difference rate threshold, determine to activate the traction control system of the target motorcycle; When the target wheel speed difference rate is less than the second wheel speed difference rate threshold, determine not to activate the traction control system of the target motorcycle, and the second wheel speed difference rate threshold is less than the first wheel speed difference rate threshold.

10. A motorcycle, characterized in that, The motorcycle includes: A memory for storing executable program code; A processor for calling and running the executable program code from the memory, so that the motorcycle executes the control method of the traction control system according to any one of claims 1 to 9.

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