Motorcycle traction force control method, device, medium and equipment

Abstract

The invention relates to the technical field of motorcycles, in particular to a motorcycle traction force control method and device, a medium and equipment. The current engine rotating speed and gear information of the target vehicle are obtained; and determining the current speed of the target vehicle according to a preset speed ratio. According to the current vehicle speed and the engine rotating speed of the target vehicle, the actual acceleration and the actual rotating speed change rate of the target vehicle are determined. And determining the performance calibration value of the target vehicle, and determining the current maximum acceleration and the maximum rotating speed change rate of the target vehicle according to the performance calibration value of the target vehicle. And whether the actual acceleration reaches the maximum acceleration and whether the actual rotating speed change rate reaches the maximum rotating speed change rate are judged. And if any one is yes, the current engine indication torque of the target vehicle is determined. And determining a torque reduction demand value of the target vehicle according to the engine indicated torque at the previous moment. An independent and reliable vehicle speed or wheel speed sensor does not need to be arranged, and traction control is conducted on the target vehicle according to the torque reduction demand value.

Description

Technical Field

[0001] This specification relates to the field of motorcycle technology, and in particular to a motorcycle traction control method, device, medium and equipment. Background Technology

[0002] With the continuous advancement of motorcycle safety technology, the Traction Control System (TCS) plays an increasingly important role in improving vehicle stability and preventing drive wheel slippage. This system effectively enhances handling safety on slippery surfaces or during rapid acceleration by monitoring wheel slippage in real time and intervening with power output when necessary.

[0003] Currently, most TCS systems used in motorcycles rely on the speed or wheel speed signals of the front and rear wheels. They calculate the speed difference between the front and rear wheels to determine if the drive wheels are excessively slipping and implement torque control accordingly. However, this approach has significant limitations in practical applications. TCS systems must be equipped with independent and reliable speed or wheel speed sensors, which not only increases the cost of the vehicle's electronic hardware but also increases the system's complexity and the difficulty of later maintenance. For the price-sensitive and cost-conscious commuter motorcycle market, such additional costs are often unbearable. Although the widespread adoption of TCS functionality is beneficial from a traffic safety perspective, cost pressures often prevent manufacturers from incorporating this technology into entry-level models. Therefore, TCS functionality is currently mainly found in mid-to-high-end recreational motorcycles, with a low penetration rate in the broader commuter motorcycle market, failing to benefit most ordinary users.

[0004] Therefore, this specification provides a method, device, medium, and equipment for controlling motorcycle traction. Summary of the Invention

[0005] This specification provides a method, device, medium, and equipment for controlling motorcycle traction, in order to partially solve the aforementioned problems existing in the prior art.

[0006] The following technical solution is adopted in this specification: This manual provides a method for controlling motorcycle traction, including: S1. Obtain the current engine speed and gear information of the target vehicle; S2. Determine the current speed of the target vehicle based on the preset speed ratio corresponding to the gear information and the engine speed; S3. Determine the actual acceleration and actual rate of change of the engine speed of the target vehicle based on the current vehicle speed and the engine speed; S4. Determine the performance calibration value of the target vehicle corresponding to the gear information, and determine the current maximum acceleration and maximum speed change rate of the target vehicle based on the performance calibration value; S5. Determine whether the actual acceleration reaches the maximum acceleration and whether the actual rate of change of rotational speed reaches the maximum rate of change of rotational speed; S6. If either is true, then determine the current engine indicated torque of the target vehicle based on the engine speed and the gear information; determine the current torque reduction requirement of the target vehicle based on the current engine indicated torque of the target vehicle and the engine indicated torque of the target vehicle at the previous moment; and perform traction control on the target vehicle based on the torque reduction requirement.

[0007] Based on the aforementioned technical means, this solution eliminates the need for independent and reliable vehicle speed or wheel speed sensors during traction control. It relies solely on engine speed, gear position, and torque, making it easily integrated into existing motorcycle systems. This reduces the number of components, lowers maintenance costs, facilitates widespread adoption, and is suitable for mass production applications. In slippery, gravel, or rapid acceleration scenarios prone to slippage, the system can promptly identify power overload and proactively reduce engine output to prevent rear wheel loss of control, significantly improving riding safety. The entire process is based on real-time calculations, and parameters (such as speed ratio and performance calibration values) can be calibrated to suit different motorcycle models, demonstrating excellent generalization capabilities. The overall solution achieves near-traditional TCS control effects with relatively low hardware costs, making it particularly suitable for cost-sensitive but safety-critical small-displacement motorcycles, exhibiting significant engineering practicality and market promotion value.

[0008] Furthermore, S2 specifically includes: Determine the speed ratio corresponding to the preset gear information, wherein the speed ratio represents the ratio of engine speed to vehicle speed; The current speed of the target vehicle is determined based on the speed ratio and the engine speed.

[0009] Furthermore, S3 specifically includes: Determine the vehicle speed and engine speed of the target vehicle at the previous moment; The actual acceleration of the target vehicle is determined based on its current speed and its previous speed; and the actual rate of change of engine speed of the target vehicle is determined based on its current engine speed and its previous engine speed.

[0010] Furthermore, in S4, determining the performance calibration value of the target vehicle corresponding to the gear information specifically includes: Obtain a reference time when the reference vehicle achieves the actual rate of change of rotational speed under the gear information; The performance calibration value of the reference vehicle when it achieves the actual speed change rate under the gear information is used as the reference value; Based on the reference time and the preset time interval between the current time and the previous time of the target vehicle, the performance calibration value of the target vehicle corresponding to the gear information is obtained by fitting the reference value.

[0011] Based on the aforementioned technical methods, the system can automatically adjust the "maximum allowable rate of change" in different scenarios, such as slow acceleration at low speeds and rapid acceleration at high speeds, avoiding false triggering at low speeds or lag in response at high speeds. It can be reused for motorcycles of multiple displacements or tuning versions; only the reference vehicle data needs to be changed, eliminating the need to recalibrate the entire performance table and reducing development costs. While ensuring low cost, it enhances control accuracy and platform versatility, embodying the advanced design concept of "lightweight model + data-driven" in embedded control systems, and possesses high technical value and industrialization potential.

[0012] Furthermore, in S4, based on the performance calibration values, the current maximum acceleration and maximum rate of change of rotational speed of the target vehicle are determined, specifically including: Determine the maximum acceleration and maximum rate of change of rotational speed of the reference vehicle under the gear information; Based on the performance calibration value of the target vehicle corresponding to the gear information, and the maximum acceleration and maximum speed change rate of the reference vehicle under the gear information, the current maximum acceleration and maximum speed change rate of the target vehicle are determined.

[0013] Furthermore, in S6, based on the engine speed and the gear information, the current indicated engine torque of the target vehicle is determined, specifically including: Based on the engine speed and gear information, a preset engine indicated torque table is consulted to determine the current engine indicated torque of the target vehicle.

[0014] Furthermore, in S6, based on the torque reduction demand value, traction control is performed on the target vehicle, specifically including: The torque reduction ratio is determined based on the torque reduction requirement and the current engine indicated torque of the target vehicle. Determine whether the torque reduction ratio reaches a preset threshold; If so, at least some of the cylinders of the engine of the target vehicle shall be shut down in order to control the traction of the target vehicle; If not, the target vehicle's traction is controlled by lowering the ignition angle.

[0015] This manual provides a motorcycle traction control device, including: The acquisition module is used to acquire the current engine speed and gear information of the target vehicle; The first determining module is used to determine the current speed of the target vehicle based on the preset speed ratio corresponding to the gear information and the engine speed; The second determining module is used to determine the actual acceleration and actual speed change rate of the target vehicle based on the current vehicle speed and the engine speed of the target vehicle. The third determining module is used to determine the performance calibration value of the target vehicle corresponding to the gear information, and to determine the current maximum acceleration and maximum speed change rate of the target vehicle based on the performance calibration value; The judgment module is used to determine whether the actual acceleration reaches the maximum acceleration and whether the actual speed change rate reaches the maximum speed change rate; if either is true, then based on the engine speed and the gear information, the current engine indicated torque of the target vehicle is determined; based on the current engine indicated torque of the target vehicle and the engine indicated torque of the target vehicle at the previous moment, the current torque reduction requirement value of the target vehicle is determined; and based on the torque reduction requirement value, traction control is performed on the target vehicle.

[0016] This specification provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described motorcycle traction control method.

[0017] This specification provides an electronic device including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement a motorcycle traction control method.

[0018] The above-mentioned technical solutions adopted in this specification can achieve the following beneficial effects: This traction control solution eliminates the need for independent and reliable vehicle or wheel speed sensors, relying solely on engine speed, gear position, and torque. This allows for easy integration into existing motorcycle systems, reducing the number of components, lowering maintenance costs, and facilitating widespread adoption, making it suitable for mass production. In slippery, gravel, or rapid acceleration scenarios, the system can promptly identify power overload and proactively reduce engine output to prevent rear wheel loss of control, significantly improving riding safety. The entire process is based on real-time calculations, and parameters (such as speed ratio and performance calibration values) can be calibrated to suit different motorcycle models, demonstrating excellent generalization capabilities. The overall solution achieves near-traditional TCS control effects at a relatively low hardware cost, making it particularly suitable for cost-sensitive but safety-critical small-displacement motorcycles, demonstrating significant engineering practicality and market potential. Attached Figure Description

[0019] The accompanying drawings, which are included to provide a further understanding of this specification and form part of this specification, illustrate exemplary embodiments and are used to explain this specification, but do not constitute an undue limitation thereof. In the drawings: Figure 1 A schematic flowchart illustrating a motorcycle traction control method provided in an embodiment of this specification; Figure 2 This is a schematic diagram of a motorcycle traction control device provided in this specification. Figure 3 This specification provides a corresponding Figure 1 A schematic diagram of the structure of an electronic device. Detailed Implementation

[0020] To make the objectives, technical solutions, and advantages of this specification clearer, the technical solutions of this specification will be clearly and completely described below in conjunction with specific embodiments and corresponding drawings. Obviously, the described embodiments are only a part of the embodiments of this specification, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments in this specification without creative effort are within the scope of protection of this application.

[0021] In embodiments of this application, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0022] The technical solutions provided in the various embodiments of this specification are described in detail below with reference to the accompanying drawings.

[0023] Figure 1 A flowchart illustrating a motorcycle traction control method provided in this specification includes the following steps: S1: Obtain the current engine speed and gear information of the target vehicle.

[0024] The process of motorcycle traction control described in this specification, in the embodiments described herein, can be executed by a server. However, this specification does not limit the type of device or platform used to perform the motorcycle traction control process; for example, a personal computer, mobile terminal, vehicle infotainment system, or an onboard (or built-in) Electronic Control Unit (ECU) can also be used. For ease of description, the Traction Control System (TCS) will be used as the executing entity in the following description.

[0025] In one or more embodiments of this specification, the traction control system is able to acquire the target vehicle's current engine speed (1ms accuracy) and gear information (100ms accuracy). Both engine speed and gear information are signals that the ECU on the target vehicle can collect at any time, making them easy for the traction system to read and further utilize.

[0026] S2: Determine the current speed of the target vehicle based on the preset speed ratio corresponding to the gear information and the engine speed.

[0027] In one or more embodiments described herein, the traction control system can determine the current speed of the target vehicle by using a preset speed ratio and engine speed under the current gear information of the target vehicle.

[0028] Specifically, the traction control system can determine the engine speed ratio corresponding to the preset target vehicle's current gear information. This engine speed ratio represents the ratio of engine speed to vehicle speed. Therefore, based on the engine speed ratio, the traction control system can then determine the target vehicle's current speed V.

[0029] Of course, the current speed V of the target vehicle can also be calculated based on the target vehicle's rotational speed, transmission ratio, and tire diameter. The speed V can be obtained by dividing the rotational speed by the transmission ratio and then multiplying by the tire diameter.

[0030] S3: Determine the actual acceleration and actual speed change rate of the target vehicle based on the current vehicle speed and engine speed.

[0031] In one or more embodiments of this specification, the traction control system can determine the actual acceleration and actual speed change rate of the target vehicle based on the current vehicle speed and engine speed of the target vehicle.

[0032] Specifically, the traction control system can determine the target vehicle's speed and engine speed at the previous moment. Then, based on the target vehicle's current speed and previous speed, it determines the target vehicle's actual acceleration. Finally, based on the target vehicle's current engine speed and previous engine speed, it determines the target vehicle's actual rate of change of engine speed.

[0033] Of course, the traction control system can further calculate the slip ratio of the target vehicle based on the target vehicle's current actual acceleration and the actual acceleration at the previous moment.

[0034] It is worth noting that in this manual, the traction control system acquires the engine speed and gear information of the target vehicle every 10ms. Therefore, the interval between the current moment and the previous moment is 10ms. Each time the traction control system acquires the engine speed and gear information of the target vehicle, it performs the calculations for step S2 and subsequent steps. Therefore, the traction control system can easily acquire the vehicle speed and engine speed at every moment. Of course, the time interval for the traction control system to acquire engine speed and gear information is not limited in this manual and can be set according to actual conditions.

[0035] S4: Determine the performance calibration value of the target vehicle corresponding to the gear information, and determine the current maximum acceleration and maximum speed change rate of the target vehicle based on the performance calibration value.

[0036] In one or more embodiments of this specification, the traction control system can determine the performance calibration value of the target vehicle corresponding to the gear information, and then determine the current maximum acceleration and maximum speed change rate of the target vehicle based on the performance calibration value.

[0037] Specifically, the traction control system can obtain a reference time when the reference vehicle achieves the target vehicle's current actual speed change rate under the same gear information (the same as the target vehicle's current gear information). Then, the performance calibration value of the reference vehicle when it achieves the actual speed change rate under the same gear information is used as a reference value. Afterwards, based on the reference time and a preset time interval between the target vehicle's current moment and the previous moment, the performance calibration value of the target vehicle corresponding to its current gear information is obtained by fitting the reference value.

[0038] For example, the performance calibration value of a reference vehicle can be used as the reference value, set to 1, and the reference time can be set to S1. Then, the preset time interval between the current moment and the previous moment of the target vehicle can be set to S2. Based on the ratio between S2 and S1, and combined with the reference value 1, the performance calibration value of the target vehicle can be interpolated. Of course, performance calibration can also be obtained by combining the rate of change of engine speed, engine speed, and the change of intake pressure under the same load.

[0039] Furthermore, the traction control system determines the maximum acceleration and maximum rate of change of engine speed of a pre-calibrated reference vehicle under the same gear information (the same as the target vehicle's current gear information). Then, based on the target vehicle's performance calibration value corresponding to the gear information, and the reference vehicle's calibrated maximum acceleration and maximum rate of change of engine speed, the target vehicle's current maximum acceleration and maximum rate of change of engine speed are determined. Specifically, multiplying the target vehicle's performance calibration value by the reference vehicle's calibrated maximum acceleration and maximum rate of change of engine speed yields the target vehicle's current maximum acceleration and maximum rate of change of engine speed.

[0040] It is worth noting that, in this specification, the traction control system can also obtain a reference time for the reference vehicle to achieve the target vehicle's current actual speed change rate under the same gear information (the same as the target vehicle's current gear information). The performance calibration value of the reference vehicle when it achieves the actual speed change rate under the same gear information is then used as the speed reference value. Subsequently, based on the reference time and a preset time interval between the target vehicle's current and previous moments, the speed performance calibration value of the target vehicle corresponding to its current gear information is obtained by fitting the speed reference value. Similarly, the traction control system can also obtain a reference time for the reference vehicle to achieve the target vehicle's current actual acceleration under the same gear information (the same as the target vehicle's current gear information). The performance calibration value of the reference vehicle when it achieves the target vehicle's current actual acceleration under the same gear information is then used as the acceleration reference value. Subsequently, based on the reference time and a preset time interval between the target vehicle's current and previous moments, the acceleration performance calibration value of the target vehicle corresponding to its current gear information is obtained by fitting the acceleration reference value. Finally, the traction control system can determine the target vehicle's current maximum speed change rate based on the speed performance calibration value and a preset maximum speed change rate. And based on the acceleration performance calibration value and the preset maximum acceleration, determine the current maximum acceleration of the target vehicle.

[0041] S5: Determine whether the actual acceleration reaches the maximum acceleration and whether the actual rate of change of rotational speed reaches the maximum rate of change of rotational speed. If either is true, proceed to step S6.

[0042] In one or more embodiments of this specification, the traction control system can determine whether the current actual acceleration of the target vehicle has reached the current maximum acceleration of the target vehicle, and whether the current actual rate of change of the target vehicle's rotational speed has reached the current maximum rate of change of the target vehicle's rotational speed. Then, regardless of whether the current actual acceleration of the target vehicle has reached the current maximum acceleration, or whether the current actual rate of change of the target vehicle's rotational speed has reached the current maximum rate of change of the target vehicle's rotational speed, or both, if either condition is met, step S6 is executed.

[0043] S6: Determine the current engine indicated torque of the target vehicle based on the engine speed and the gear information; determine the current torque reduction requirement of the target vehicle based on the current engine indicated torque of the target vehicle and the engine indicated torque of the target vehicle at the previous moment; and perform traction control on the target vehicle based on the torque reduction requirement.

[0044] In one or more embodiments of this specification, the traction control system can determine that the target vehicle may be at risk of slippage, requiring traction control. Therefore, the traction control system can determine the current engine indicated torque of the target vehicle based on engine speed and gear information. Then, based on the current engine indicated torque and the engine indicated torque of the target vehicle at the previous moment, it determines the current torque reduction requirement of the target vehicle. Based on the torque reduction requirement, traction control is applied to the target vehicle, reducing the current engine indicated torque to the engine indicated torque of the target vehicle at the previous moment, thus restoring the target vehicle to its previous stable state.

[0045] The traction control system can determine the target vehicle's current engine indicated torque by consulting a preset engine indicated torque table based on engine speed and gear information. Furthermore, the traction control system can also determine the target vehicle's throttle opening and, in conjunction with this information, further determine the target vehicle's current engine indicated torque.

[0046] Furthermore, when the target vehicle has a multi-cylinder engine, the traction control system can determine the torque reduction ratio based on the torque reduction demand and the target vehicle's current engine indicated torque. It then determines whether the torque reduction ratio reaches a preset threshold (e.g., 50%). If so, it shuts off at least some cylinders of the target vehicle's engine to control traction. If not, it uses a reduced ignition angle to control traction. Of course, when the target vehicle has a single-cylinder engine, the traction control system can use a reduced ignition angle to control traction. It's worth noting that the number of cylinders shut off or the ignition angle reduction reading is not a fixed value for different vehicles. It can be set according to the actual situation of the target vehicle. For example, the traction control system can gradually reduce the ignition angle reading and, based on the actual acceleration and speed change rate of the target vehicle after each reduction, determine whether the maximum acceleration or speed change rate has been reached. If so, it continues to reduce the ignition angle. Similarly, cylinders can be shut down one by one. After each cylinder is shut down, it is determined whether the actual acceleration and actual speed change rate of the target vehicle have reached the maximum acceleration or the maximum speed change rate. If so, another cylinder can be shut down.

[0047] Of course, in this specification, if the actual acceleration of the target vehicle does not reach the maximum acceleration and the actual rate of change of rotational speed does not reach the maximum rate of change of rotational speed, then the traction control system can determine the current engine indicated torque of the target vehicle based on the current engine speed and gear information of the target vehicle, and then perform traction control on the target vehicle based on the current engine indicated torque of the target vehicle.

[0048] In one or more embodiments of this specification, the traction control system may also be combined with the proportional-integral-derivative (PID) function, using the slip rate / acceleration change rate as the control element, to achieve the purpose of gradually increasing vehicle speed and quickly getting out of trouble, and can be applied to continuous low-auxiliary road start or crawling scenarios.

[0049] based on Figure 1 The motorcycle traction control method shown does not require independent and reliable vehicle speed or wheel speed sensors during traction control. It relies solely on engine speed, gear position, and torque, making it easy to integrate into existing motorcycle systems. This reduces the number of parts, lowers maintenance costs, facilitates widespread adoption, and is suitable for mass production applications. In slippery, gravel, or rapid acceleration scenarios, the system can promptly identify power overload and proactively reduce engine output to prevent rear wheel loss of control, significantly improving riding safety. The entire process is based on real-time calculations, and parameters (such as speed ratio and performance calibration values) can be calibrated to suit different motorcycle models, demonstrating good generalization capabilities. The overall solution achieves near-traditional TCS control effects with relatively low hardware costs, making it particularly suitable for cost-sensitive but safety-critical small-displacement motorcycles, demonstrating significant engineering practicality and market promotion value.

[0050] Based on the motorcycle traction control method provided by one or more embodiments of this specification, and following the same line of thought, this specification also provides a corresponding motorcycle traction control device, such as... Figure 2 As shown.

[0051] Figure 2 This specification provides a schematic diagram of a motorcycle traction control device, specifically including: The acquisition module 200 is used to acquire the current engine speed and gear information of the target vehicle. The first determining module 202 is used to determine the current speed of the target vehicle based on the preset speed ratio corresponding to the gear information and the engine speed; The second determining module 204 is used to determine the actual acceleration and actual speed change rate of the target vehicle based on the current vehicle speed and the engine speed of the target vehicle. The third determining module 206 is used to determine the performance calibration value of the target vehicle corresponding to the gear information, and to determine the current maximum acceleration and maximum speed change rate of the target vehicle based on the performance calibration value; The judgment module 208 is used to determine whether the actual acceleration reaches the maximum acceleration and whether the actual speed change rate reaches the maximum speed change rate; if either is true, then the current engine indicated torque of the target vehicle is determined based on the engine speed and the gear information; the current torque reduction requirement value of the target vehicle is determined based on the current engine indicated torque of the target vehicle and the engine indicated torque of the target vehicle at the previous moment; and traction control is performed on the target vehicle based on the torque reduction requirement value.

[0052] Optionally, the first determining module 202 is further configured to determine the speed ratio corresponding to the preset gear information, wherein the speed ratio represents the ratio of engine speed to vehicle speed, and determine the current vehicle speed of the target vehicle based on the speed ratio and the engine speed.

[0053] Optionally, the second determining module 204 is further configured to determine the vehicle speed and engine speed of the target vehicle at the previous moment, determine the actual acceleration of the target vehicle based on the current vehicle speed and the previous vehicle speed, and determine the actual speed change rate of the target vehicle based on the current engine speed and the previous engine speed.

[0054] Optionally, the third determining module 206 is further configured to obtain a reference time when the reference vehicle achieves the actual speed change rate under the gear information, use the performance calibration value of the reference vehicle when it achieves the actual speed change rate under the gear information as a reference value, and obtain the performance calibration value of the target vehicle corresponding to the gear information based on the reference time and a preset time interval between the current time and the previous time of the target vehicle.

[0055] Optionally, the third determining module 206 is further configured to determine the maximum acceleration and maximum speed change rate of the reference vehicle under the gear information, and determine the current maximum acceleration and maximum speed change rate of the target vehicle based on the performance calibration value of the target vehicle corresponding to the gear information and the maximum acceleration and maximum speed change rate of the reference vehicle under the gear information.

[0056] Optionally, the judgment module 208 is further configured to query a preset engine indicated torque table based on the engine speed and the gear information to determine the current engine indicated torque of the target vehicle.

[0057] Optionally, the judgment module 208 is further configured to determine the torque reduction ratio based on the torque reduction demand value and the current engine indicated torque of the target vehicle, and determine whether the torque reduction ratio reaches a preset threshold. If so, at least some cylinders of the engine of the target vehicle are shut down to control the traction of the target vehicle. If not, the traction of the target vehicle is controlled by reducing the ignition angle.

[0058] This specification also provides a computer-readable storage medium storing a computer program that can be used to execute the above-described... Figure 1 A method for controlling motorcycle traction is provided.

[0059] This instruction manual also provides Figure 3 The diagram shows a schematic structural representation of the electronic device. Figure 3 As shown, at the hardware level, this electronic device includes a processor, internal bus, network interface, memory, and non-volatile memory, and may also include other hardware required for business operations. The processor reads the corresponding computer program from the non-volatile memory into memory and then runs it to achieve the above. Figure 1 A method for controlling motorcycle traction is provided.

[0060] Of course, in addition to software implementation, this specification does not exclude other implementation methods, such as logic devices or a combination of hardware and software. In other words, the execution subject of the following processing flow is not limited to each logic unit, but can also be hardware or logic devices.

[0061] In the 1990s, improvements to a technology could be clearly distinguished as either hardware improvements (e.g., improvements to the circuit structure of diodes, transistors, switches, etc.) or software improvements (improvements to the methodology). However, with technological advancements, many methodological improvements today can be considered direct improvements to the hardware circuit structure. Designers almost always obtain the corresponding hardware circuit structure by programming the improved methodology into the hardware circuit. Therefore, it cannot be said that a methodological improvement cannot be implemented using hardware physical modules. For example, a Programmable Logic Device (PLD) (such as a Field Programmable Gate Array (FPGA)) is such an integrated circuit whose logic function is determined by the user programming the device. Designers can program and "integrate" a digital system onto a PLD themselves, without needing chip manufacturers to design and manufacture dedicated integrated circuit chips. Furthermore, nowadays, instead of manually manufacturing integrated circuit chips, this programming is mostly implemented using "logic compiler" software. Similar to the software compiler used in program development, the original code before compilation must also be written in a specific programming language, called a Hardware Description Language (HDL). There are many HDLs, such as ABEL (Advanced Boolean Expression Language), AHDL (Altera Hardware Description Language), Confluence, CUPL (Cornell University Programming Language), HDCal, JHDL (Java Hardware Description Language), Lava, Lola, MyHDL, PALASM, and RHDL (Ruby Hardware Description Language). Currently, the most commonly used are VHDL (Very-High-Speed ​​Integrated Circuit Hardware Description Language) and Verilog. Those skilled in the art should also understand that by simply performing some logic programming on the method flow using one of these hardware description languages ​​and programming it into an integrated circuit, the hardware circuit implementing the logical method flow can be easily obtained.

[0062] The controller can be implemented in any suitable manner. For example, it can take the form of a microprocessor or processor and a computer-readable medium storing computer-readable program code (e.g., software or firmware) executable by the (micro)processor, logic gates, switches, application-specific integrated circuits (ASICs), programmable logic controllers, and embedded microcontrollers. Examples of controllers include, but are not limited to, the following microcontrollers: ARC 625D, Atmel AT91SAM, Microchip PIC18F26K20, and Silicon Labs C8051F320. A memory controller can also be implemented as part of the control logic of the memory. Those skilled in the art will also recognize that, in addition to implementing the controller in purely computer-readable program code form, the same functionality can be achieved by logically programming the method steps to make the controller take the form of logic gates, switches, application-specific integrated circuits, programmable logic controllers, and embedded microcontrollers. Therefore, such a controller can be considered a hardware component, and the means included therein for implementing various functions can also be considered as structures within the hardware component. Alternatively, the means for implementing various functions can be considered as both software modules implementing the method and structures within the hardware component.

[0063] The systems, devices, modules, or units described in the above embodiments can be implemented by computer chips or entities, or by products with certain functions. A typical implementation device is a computer. Specifically, a computer can be, for example, a personal computer, laptop computer, cellular phone, camera phone, smartphone, personal digital assistant, media player, navigation device, email device, game console, tablet computer, wearable device, or any combination of these devices.

[0064] For ease of description, the above devices are described in terms of function, divided into various units. Of course, in implementing this specification, the functions of each unit can be implemented in one or more software and / or hardware components.

[0065] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0066] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0067] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0068] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0069] In a typical configuration, a computing device includes one or more processors (CPU), input / output interfaces, network interfaces, and memory.

[0070] Memory may include non-persistent storage in computer-readable media, such as random access memory (RAM) and / or non-volatile memory, such as read-only memory (ROM) or flash RAM. Memory is an example of computer-readable media.

[0071] Computer-readable media includes both permanent and non-permanent, removable and non-removable media that can store information by any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic or disk storage or other magnetic storage devices, or any other non-transferable medium that can be used to store information accessible by a computing device. As defined herein, computer-readable media does not include transient computer-readable media, such as modulated data signals and carrier waves.

[0072] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0073] Those skilled in the art will understand that the embodiments of this specification can be provided as methods, systems, or computer program products. Therefore, this specification may take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this specification may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0074] This specification can be described in the general context of computer-executable instructions that are executed by a computer, such as program modules. Generally, program modules include routines, programs, objects, components, data structures, etc., that perform a specific task or implement a specific abstract data type. This specification can also be practiced in distributed computing environments, where tasks are performed by remote processing devices connected via a communication network. In distributed computing environments, program modules can reside in local and remote computer storage media, including storage devices.

[0075] The various embodiments in this specification are described in a progressive manner. Similar or identical parts between embodiments can be referred to interchangeably. Each embodiment focuses on describing the differences from other embodiments. In particular, the system embodiments are basically similar to the method embodiments, so the description is relatively simple; relevant parts can be referred to the descriptions in the method embodiments.

[0076] The above description is merely an embodiment of this specification and is not intended to limit this specification. Various modifications and variations can be made to this specification by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this specification should be included within the scope of the claims of this specification.

Claims

1. A method for controlling traction force in a motorcycle, characterized in that, include: S1. Obtain the current engine speed and gear information of the target vehicle; S2. Determine the current speed of the target vehicle based on the preset speed ratio corresponding to the gear information and the engine speed; S3. Determine the actual acceleration and actual rate of change of the engine speed of the target vehicle based on the current vehicle speed and the engine speed; S4. Determine the performance calibration value of the target vehicle corresponding to the gear information, and determine the current maximum acceleration and maximum speed change rate of the target vehicle based on the performance calibration value; S5. Determine whether the actual acceleration reaches the maximum acceleration and whether the actual rate of change of rotational speed reaches the maximum rate of change of rotational speed; S6. If either is true, then determine the current engine indicated torque of the target vehicle based on the engine speed and the gear information; determine the current torque reduction requirement of the target vehicle based on the current engine indicated torque of the target vehicle and the engine indicated torque of the target vehicle at the previous moment; and perform traction control on the target vehicle based on the torque reduction requirement.

2. The motorcycle traction control method as described in claim 1, characterized in that, S2 specifically includes: Determine the speed ratio corresponding to the preset gear information, wherein the speed ratio represents the ratio of engine speed to vehicle speed; The current speed of the target vehicle is determined based on the speed ratio and the engine speed.

3. The motorcycle traction control method as described in claim 1, characterized in that, S3 specifically includes: Determine the vehicle speed and engine speed of the target vehicle at the previous moment; The actual acceleration of the target vehicle is determined based on its current speed and its previous speed; and the actual rate of change of engine speed of the target vehicle is determined based on its current engine speed and its previous engine speed.

4. The motorcycle traction control method as described in claim 1, characterized in that, S4 determines the performance calibration value of the target vehicle corresponding to the gear information, specifically including: Obtain a reference time when the reference vehicle achieves the actual rate of change of rotational speed under the gear information; The performance calibration value of the reference vehicle when it achieves the actual speed change rate under the gear information is used as the reference value; Based on the reference time and the preset time interval between the current time and the previous time of the target vehicle, the performance calibration value of the target vehicle corresponding to the gear information is obtained by fitting the reference value.

5. The motorcycle traction control method as described in claim 4, characterized in that, S4 determines the target vehicle's current maximum acceleration and maximum rate of change of rotational speed based on the performance calibration values, specifically including: Determine the maximum acceleration and maximum rate of change of rotational speed of the reference vehicle under the gear information; Based on the performance calibration value of the target vehicle corresponding to the gear information, and the maximum acceleration and maximum speed change rate of the reference vehicle under the gear information, the current maximum acceleration and maximum speed change rate of the target vehicle are determined.

6. The motorcycle traction control method as described in claim 1, characterized in that, S6 determines the current engine indicated torque of the target vehicle based on the engine speed and gear information, specifically including: Based on the engine speed and gear information, a preset engine indicated torque table is consulted to determine the current engine indicated torque of the target vehicle.

7. The motorcycle traction control method as described in claim 1, characterized in that, S6 performs traction control on the target vehicle based on the torque reduction demand value, specifically including: The torque reduction ratio is determined based on the torque reduction requirement and the current engine indicated torque of the target vehicle. Determine whether the torque reduction ratio reaches a preset threshold; If so, at least some of the cylinders of the engine of the target vehicle shall be shut down in order to control the traction of the target vehicle; If not, the target vehicle's traction is controlled by lowering the ignition angle.

8. A motorcycle traction control device, characterized in that, include: The acquisition module is used to acquire the current engine speed and gear information of the target vehicle; The first determining module is used to determine the current speed of the target vehicle based on the preset speed ratio corresponding to the gear information and the engine speed; The second determining module is used to determine the actual acceleration and actual speed change rate of the target vehicle based on the current vehicle speed and the engine speed of the target vehicle. The third determining module is used to determine the performance calibration value of the target vehicle corresponding to the gear information, and to determine the current maximum acceleration and maximum speed change rate of the target vehicle based on the performance calibration value; The judgment module is used to determine whether the actual acceleration reaches the maximum acceleration and whether the actual speed change rate reaches the maximum speed change rate; if either is true, then based on the engine speed and the gear information, the current engine indicated torque of the target vehicle is determined; based on the current engine indicated torque of the target vehicle and the engine indicated torque of the target vehicle at the previous moment, the current torque reduction requirement value of the target vehicle is determined; and based on the torque reduction requirement value, traction control is performed on the target vehicle.

9. A computer-readable storage medium, characterized in that, The storage medium stores a computer program, which, when executed by a processor, implements the method described in any one of claims 1 to 7.

10. An electronic device, characterized in that, The method includes a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the method described in any one of claims 1 to 7.

Images