Traction control method for fuel-powered motorcycle

Abstract

This invention relates to a traction control method for a gasoline-powered motorcycle. The motorcycle includes an engine, a fuel injection system, an ignition assembly, a rear wheel, a front wheel, and a processor. The ignition assembly, mounted on the engine, includes multiple ignition devices. The fuel injection system, mounted on the engine, controls the timing of fuel injection. The processor calculates the wheel speed difference and its rate of change based on the rear wheel speed and the front wheel speed, and receives engine temperature, intake air temperature, and throttle opening signals. The processor stores a power database, a temperature correction database, and a throttle coefficient graph. A throttle coefficient is obtained from the throttle coefficient graph, a power reduction ratio is given from the power database, and a correction parameter is given from the temperature correction database. Through this traction control method for the gasoline-powered motorcycle, the multiple ignition devices can optimize engine power output control, ensuring optimal traction for the rear wheels and preventing slippage and potential hazards.

Claims

1. A method for traction control of a fuel-powered motorcycle, the fuel-powered motorcycle comprising: an engine; an ignition assembly disposed on the engine, including a plurality of ignition devices; a fuel injection device disposed on the engine for controlling the timing of fuel injection of the engine; and a rear wheel connected to the engine via a transmission system and equipped with a rear wheel speed sensor for obtaining the rear wheel speed; A front wheel, driven by the rear wheel, is equipped with a front wheel speed sensor to obtain the speed of the front wheel ahead. A processor, electrically connected to the ignition assembly, the fuel injection system, the rear wheel speed sensor, and the front wheel speed sensor, calculates the wheel speed difference and its rate of change based on the rear wheel speed and the front wheel speed ahead. It can also receive engine temperature signals from an engine temperature sensor, intake air temperature signals from an intake air temperature sensor, and throttle opening signals from a throttle sensor. The processor stores a power database, a temperature correction database, and a throttle coefficient graph. The throttle coefficient graph obtains a throttle coefficient based on the correspondence between throttle opening and its rate of change. The power database assigns a power reduction ratio based on the correspondence between the wheel speed difference rate of change and the throttle coefficient. The temperature correction database assigns a correction parameter based on the correspondence between intake air temperature and engine temperature. The traction control method for this fuel-powered motorcycle includes the following steps: (A) The engine is started, and step (B) is executed; (B) The processor obtains the rear wheel speed, the front wheel speed, the engine temperature signal, the intake air temperature signal, and the throttle opening signal, and executes step (C); (C) It determines whether the front wheel speed and rear wheel speed are both greater than a wheel speed set value, whether the throttle coefficient is greater than a throttle coefficient set value, and whether the wheel speed difference change rate is greater than a critical curve in the power database. If so, step (D) is executed; otherwise, step (F2) is executed; (D) The power reduction ratio at the position corresponding to the wheel speed difference change rate and the throttle coefficient in the power database is queried, and step (E) is executed; (E) The correction parameter at the position corresponding to the intake air temperature and the engine temperature in the temperature correction database is queried, and step (F1) is executed. (F1) Limit the engine's power output by adjusting the weight through the power reduction ratio and the correction parameter; and (F2) Do not limit the engine's power output.

2. The traction anti-skid control method for a fuel-powered locomotive as described in claim 1, wherein, The engine includes a cylinder head and a cylinder block connected to the cylinder head, and the plurality of ignition devices are disposed in the cylinder block.

3. The traction anti-skid control method for a fuel-powered locomotive as described in claim 1, wherein, Wheel speed difference refers to the difference between the rear wheel speed and the front wheel speed.

4. The traction anti-skid control method for a fuel-powered locomotive as described in claim 2, wherein, The rate of change of wheel speed difference refers to the rate of change of wheel speed difference per unit time.

5. The traction anti-skid control method for a fuel-powered locomotive as described in claim 1, wherein, Each ignition device includes a spark plug, an insulating cap, a high-voltage coil wire, and a high-voltage coil body. The insulating cap is placed on the spark plug, and one end of the high-voltage coil wire passes through the insulating cap and is electrically connected to the spark plug, while the other end is electrically connected to the high-voltage coil body.

6. The traction anti-skid control method for a fuel-powered locomotive as described in claim 1, wherein, The power database is a two-dimensional load reduction coefficient table, with the throttle coefficient on the horizontal axis and the wheel speed difference rate of change on the vertical axis. The two-dimensional load reduction coefficient table includes at least one throttle coefficient dividing line, at least one wheel speed difference rate of change curve, the critical curve, and multiple power regions separated by the at least one throttle coefficient dividing line, the at least one wheel speed difference rate of change curve, and the critical curve. Each power region is given the load reduction ratio.

7. The traction anti-skid control method for a fuel-powered locomotive as described in claim 6, wherein, The plurality of power regions includes a first power region to a ninth power region, and in step (D), when the power reduction ratio is in the seventh power region for more than a certain time, the processing unit will command the fuel injection device not to perform fuel injection.

8. The traction anti-skid control method for a fuel-powered locomotive as described in claim 7, wherein, The specific time is 0.3 seconds.

9. The traction anti-skid control method for a fuel-powered locomotive as described in claim 1, wherein, The temperature correction database is a two-dimensional temperature parameter table, with engine temperature on the horizontal axis and intake air temperature on the vertical axis. The two-dimensional temperature parameter table is divided into multiple temperature intervals based on the difference between engine temperature and intake air temperature, and each temperature interval is given a correction parameter.

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