CN114655009A - Traction control system of two-wheeled motorcycle - Google Patents
Traction control system of two-wheeled motorcycle Download PDFInfo
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- CN114655009A CN114655009A CN202210298209.5A CN202210298209A CN114655009A CN 114655009 A CN114655009 A CN 114655009A CN 202210298209 A CN202210298209 A CN 202210298209A CN 114655009 A CN114655009 A CN 114655009A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
- B60K31/02—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
- B62K11/00—Motorcycles, engine-assisted cycles or motor scooters with one or two wheels
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- Combustion & Propulsion (AREA)
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- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
Abstract
The invention provides a traction control system of a two-wheeled motorcycle, which comprises a wheel speed sensor, an anti-lock braking system, a traction control system, an engine electronic injection electric control system and an electronic injection driving system, wherein the wheel speed sensor acquires the rotating frequency of a front wheel and a rear wheel, the wheel speeds of the front wheel and the rear wheel and the vehicle speed are obtained through calculation, the slip rate is obtained through calculation of the vehicle speed and the wheel speed of the rear wheel, and the traction control system outputs a target control torque signal according to the slip rate and sends the target control torque signal to the engine electronic injection electric control system; the electronic fuel injection control system of the engine outputs a control instruction to an electronic fuel injection driving system; the electronic injection driving system outputs torque to the driving wheel to drive the motorcycle to move. The invention calculates the slip rate by collecting the rotation frequency of the front wheel and the rear wheel to evaluate whether the wheels slip or not, and then whether the torque reduction of the engine is executed or not by the intervention traction control system, thereby ensuring that the motorcycle body can always keep stable when the two-wheeled motorcycle starts or accelerates at a heavy throttle on a wet slippery road surface, and inhibiting the slip.
Description
Technical Field
The invention relates to the technical field of motorcycle control, in particular to a traction control system of a two-wheeled motorcycle.
Background
With the development of science and technology, people's trip is also more and more convenient. Among them, the two-wheeled motorcycle has a small size and strong maneuverability, and has an increasing market popularity. However, the two-wheeled motorcycle has poor stability, and when the vehicle is driven or braked, the wheels of the two-wheeled motorcycle easily slip or lock, so that the stability of the motorcycle body is reduced, and the risk of falling the motorcycle is caused. Particularly, when a large-displacement (250cc) motorcycle starts or accelerates on a wet and slippery road surface, wheels are easy to slip and even drift due to the fact that the ground adhesion coefficient is insufficient.
In order to suppress the occurrence of the above phenomenon and reduce the risk of vehicle crash, it is necessary to reduce the output torque of the engine as soon as possible when the drive wheels slip, thereby reducing the rotational speed of the drive wheels and ensuring the running stability of the vehicle. Traction control systems have become entirely popular as an active safety arrangement in four-wheel vehicles, but the popularity in two-wheel motorcycles has remained low, and the traction control systems of four-wheel vehicles cannot be directly applied to two-wheel motorcycles.
Disclosure of Invention
The technical problem to be solved by the invention is as follows: the traction control system for the two-wheeled motorcycle solves the problem that the motorcycle body is unstable when the two-wheeled motorcycle starts or accelerates at a heavy accelerator on a wet road surface in the prior art.
The technical scheme adopted by the invention for solving the problems is as follows: a traction control system of a two-wheeled motorcycle comprises a wheel speed sensor, an anti-lock braking system, a traction control system, an engine electronic injection electric control system and an electronic injection driving system, wherein the wheel speed sensor acquires the rotating frequency of a front wheel and a rear wheel, the wheel speed and the vehicle speed of the front wheel and the rear wheel are obtained through calculation, the slip rate reflecting the slip degree of the driving wheel is obtained through calculation of the vehicle speed and the wheel speed of the rear wheel, and the traction control system outputs a target control torque signal by utilizing a PID control algorithm according to the slip rate and sends the target control torque signal to the engine electronic injection electric control system; the electronic fuel injection control system of the engine outputs a control instruction to an electronic fuel injection driving system; the electronic injection driving system outputs torque to a driving wheel to drive the motorcycle to move; where slip ratio is (vehicle speed-rear wheel speed)/vehicle speed.
Compared with the prior art, the invention has the advantages that: whether the wheel skids is evaluated by collecting wheel speed information of front and rear wheels and calculating a skidding rate, whether a traction control system needs to be involved for control is judged, and an engine is controlled to reduce torsion, so that a motorcycle body can be kept stable all the time when a heavy throttle on a wet road starts or accelerates, and skidding is inhibited.
Preferably, the traction control system is started as follows: firstly, judging whether the slip rate is less than a target slip rate threshold, if so, starting a filter counter for accumulation; after the counting value of the filter counter is greater than the counting filter threshold, and simultaneously when the target wheel speed deviation is greater than the set wheel speed deviation threshold, starting the traction control system, otherwise, keeping the traction control system in the original state; wherein the target wheel speed deviation is rear wheel speed-target wheel speed-rear wheel speed-vehicle speed x (1-target slip). Therefore, the traction control system can be involved under the condition of judging that the slipping occurs, and after the traction control system is involved, the torque of the engine can be reduced without great channeling effect and discomfort of a driver.
Preferably, the traction control system is started up to satisfy all of the following conditions: the accelerator enable position is opened; the traction control system is not activated; the driving mode is not in an off state; the traction control system is fault free. In this way, it is ensured that the late traction control system can intervene and successfully start.
Preferably, the traction control system calculates the magnitude of a target wheel speed by setting a target slip rate, and adjusts the driving wheel control torque by a PID control algorithm, so that the final driving wheel speed is controlled within a target wheel speed range. Thus, the proportional control enables the engine to achieve the purpose of quickly reducing torque through a PID control mode, the integral control enables the engine to reduce torque overshoot and achieve the purpose of controlling stably, and the derivative control enables the control trend to be gradually stable.
Preferably, the traction control system control algorithm is integrated into the electronic control of the anti-lock braking system, and shares the wheel speed sensor signal and the vehicle dynamic signal with the anti-lock braking system. In this way, the traction control system is integrated into an anti-lock braking system, sharing the wheel speed sensor, reducing controller and sensor costs.
Preferably, the traction control system performs information interaction with an electronic fuel injection control system of the engine through CAN network communication, and receives a current torque signal of the engine, a torque signal required by a driver, an engine rotating speed signal and an accelerator opening signal. Therefore, the CAN network technology is interacted with the electronic injection control system, and the safety and the real-time performance of information interaction CAN be improved through the CAN network safety mechanism.
Preferably, the engine electronic fuel injection electronic control system controls the state bit signal according to the target torque signal and the traction force intervention control transmitted by the traction control system, after the state bit is enabled, the engine electronic fuel injection electronic control system changes along with the target torque of the traction control system by adjusting the ignition angle, and when the target torque reduction amplitude is larger than the reduction amplitude set value or the target torque value is smaller than the target torque set value, the engine electronic fuel injection electronic control system achieves the purpose of quickly reducing the torque by adopting a fuel cut-off mode. Therefore, after the motorcycle slips, the electronic fuel injection control system of the engine can send a torque change signal to realize torque reduction of the engine.
Preferably, the vehicle speed calculating step is as follows: if the control of the anti-lock system is started, firstly setting an initial vehicle speed descending slope, then judging whether the control is the single-shaft anti-lock system control, if not, correcting the descending slope according to a deceleration control mode, descending the vehicle speed by a fixed descending slope, and taking the maximum value of the front and rear wheel speeds; if so, judging whether the vehicle is controlled by a single-shaft front wheel anti-lock system or a single-shaft rear wheel anti-lock system, if so, descending the vehicle speed close to the rear wheel speed by a fixed descending slope, and taking the maximum value of the front wheel speed and the rear wheel speed; if the single-shaft rear wheel anti-lock system is used for controlling, the speed of the vehicle is reduced by a fixed reduction slope close to the speed of the front wheel, and the maximum value of the front wheel and the rear wheel is taken; if the vehicle does not enter the anti-lock system control, firstly judging the vehicle speed, if the vehicle speed is less than the minimum value of the front and rear wheel speeds, increasing the vehicle speed by a fixed rising slope, and taking the maximum value of the front and rear wheel speeds, otherwise, taking the current vehicle speed; if the speed of the vehicle is greater than the maximum value of the front and rear wheel speeds, the speed of the vehicle is reduced by a fixed reduction slope, and the maximum value of the front and rear wheel speeds is taken, otherwise the current speed of the vehicle is taken.
Drawings
FIG. 1 is a system block diagram of a traction control system for a motorcycle according to the present invention;
FIG. 2 is a flowchart illustrating a traction control system start-up procedure of a traction control system for a motorcycle according to the present invention;
FIG. 3 is a flow chart of PID control of a traction control system for a motorcycle according to the present invention;
FIG. 4 is a flow chart of the calculation of the vehicle speed of the traction control system for a motorcycle according to the present invention.
Detailed Description
In order to make the aforementioned objects, features and advantages of the present invention comprehensible, embodiments accompanied with figures are described in detail below.
As shown in fig. 1-4, the present embodiment relates to a traction control system for a two-wheeled motorcycle, which includes a wheel speed sensor, an anti-lock braking system, a traction control system, an engine electronic injection control system and an electronic injection driving system, wherein the wheel speed sensor acquires the rotation frequency of a front wheel and a rear wheel, and calculates the wheel speed and the vehicle speed of the front wheel and the rear wheel through an algorithm, and calculates the slip rate reflecting the slip degree of a driving wheel through the vehicle speed and the wheel speed of the rear wheel, and the traction control system outputs a target control torque signal according to the slip rate by using a PID control algorithm and sends the target control torque signal to the engine electronic injection control system; the electronic fuel injection control system of the engine outputs a control instruction to an electronic fuel injection driving system; the electronic injection driving system outputs torque to the driving wheel to drive the motorcycle to move.
Where slip ratio is (vehicle speed-rear wheel speed)/vehicle speed. The electronic fuel injection driving system is an ignition control system of a fuel engine.
The control purpose of the traction control system is to control the slip ratio of the driving wheel of the motorcycle in a stable interval. Referring to fig. 2, the traction control system is initiated as follows: firstly, judging whether the slip rate is less than a target slip rate threshold, if so, starting a filter counter for accumulation, and starting a traction control system when the count value of the filter counter is greater than the count filter threshold and the target wheel speed deviation is greater than a set wheel speed deviation threshold, otherwise, keeping the traction control system in the original state.
The target slip rate is obtained through calculation according to a target slip rate module, the target slip rate module sets an initial value for the target slip rate, and then the target slip rate is comprehensively calculated according to ground adhesion coefficient correction, driving state correction, bad road correction and the like, and then the target slip rate is output. The target slip rate module sets a target slip rate threshold according to the output target slip rate.
The counting filtering threshold is set by the filtering module, the filtering module firstly sets an initial value for the counting filtering threshold and then corrects the counting filtering threshold according to driving conditions. The filtering counter is mainly used for delaying time and ensuring the stability of the current slip rate data. The count filter threshold is initialized to 0.02 seconds.
Wherein the target wheel speed deviation is rear wheel speed-target wheel speed-rear wheel speed-vehicle speed x (1-target slip). And the target wheel speed is obtained by calculation according to the vehicle speed and the target slip rate. The set wheel speed deviation threshold is manually calibrated, and the current set value is 0.4. When the target wheel speed deviation is larger than 0, the driving wheel speed exceeds a stable range, and torsion reduction processing is needed; the target wheel speed deviation is less than 0, the driving wheel speed is lower than a stable range, and the torque can be increased properly.
The traction control system is arranged in such a way, so that the traction control system can be involved under the condition of slippage in judgment, and after the traction control system is involved, the torque of the engine can be reduced, so that great channeling sense can not occur, and discomfort of a driver can not be caused.
The traction control system is started up to meet all the following conditions: the accelerator enable position is opened; the traction control system is not activated; the driving mode is not in the off state; the traction control system is fault free. In this way, it is ensured that the late traction control system can intervene and successfully start.
The traction control system calculates the speed of a target wheel by setting a target slip rate, and adjusts the control torque of the driving wheel through a PID control algorithm to control the final speed of the driving wheel within the range of the target wheel. Through a PID control mode, the proportion P control enables the engine to achieve the purpose of quickly reducing torque, the integral I control enables the engine to reduce torque overshoot and achieve the purpose of controlling stability, and the differential D control enables the control trend to be gradually stable.
Referring to fig. 3, the PID control algorithm is embodied as follows:
the PID coefficients are first calculated.
For the proportional P coefficient, firstly calibrating an initial value of the P coefficient, then judging whether the target wheel speed deviation is greater than a correction upper limit, if so, indicating that the driving wheel speed is about to exceed the stable limit of a vehicle body, and carrying out gain amplification correction on the P coefficient according to the rotating speed so as to achieve the purpose of more quickly reducing torque; otherwise, P coefficient compensation correction is not performed.
For an integral I coefficient, calibrating an initial value of the I coefficient and an initial value of an I gain compensation value, judging whether the target wheel speed deviation is greater than zero, if so, judging that the road surface is a wet slippery road surface, and accumulating and reducing the I gain compensation value according to inertia torque; if not, firstly judging whether the wheel speed reaches a quick correction condition, if so, returning the initial value of the I gain compensation value to zero, if not, judging that the road surface is highly attached, and accumulating the initial value of the I gain compensation value. And finally, judging whether the I gain compensation value is larger than zero, if so, performing increased compensation correction on the I coefficient according to the I gain compensation value, and if not, not performing I coefficient compensation correction.
Wherein the quick correction condition is that the acceleration of the motorcycle is more than 2m/s 2, and the target wheel speed deviation is always less than 0 for 30 calculation cycles (20 ms). Purpose of quick correction: and the driving wheel slips more on a wet road surface, the gain compensation value is continuously reduced to a negative value, and the I coefficient compensation is not carried out. When the road surface returns to the high-adhesion road surface from the wet and slippery road surface, the current driving torque is insufficient, the target wheel speed deviation is less than 0, the gain compensation needs to quickly return to a positive value, and then the gain compensation continuously accumulates to achieve the purpose of continuously increasing the I coefficient.
For the differential D coefficient, only the D coefficient needs to be calibrated.
Then, the PID target torque M is calculated as M _ P + M _ I + M _ D, where the proportional torque M _ P is-1 × proportional P coefficient × target wheel speed deviation, the integral torque M _ I is the integral torque of the last cycle — integral I coefficient × target wheel speed deviation, and the differential torque M _ D is-1 × differential D coefficient × inertia torque.
After the vehicle is initially electrified and started, the traction control system is not in an intervention state, and in the non-intervention state, the integral torque M _ I is equal to a driving torque value of a driving wheel end, changes along with the driving torque, and does not perform calculation processing of the integral torque. When the traction control system is involved, integral torque calculation is carried out, and integral torque of the first round after intervention is subjected to integral calculation by using the current driving torque.
Then, judging whether the first round of torque increasing and decreasing control circulation exists, if so, directly using the target torque to realize rapid torque decreasing; if not, firstly judging whether a wet and slippery road surface is identified, and if not, directly using the target torque to realize rapid torque reduction; if so, reducing the target wheel speed calculation coefficient, then reducing the proportion ratio coefficient, then judging whether the target wheel speed deviation is larger than zero, and if not, directly using the target torque to realize rapid torque reduction; if so, the target torque of the minimum ratio torque ratio is used to gradually increase the target torque.
With respect to the target wheel speed reduction calculation coefficient, the target wheel speed and the target torque after the proportion occupation ratio coefficient is reduced are specifically calculated as follows:
non-slippery road surface: target wheel speed is vehicle speed x (1-target slip rate), target torque is calculated PID target torque M + proportional torque x ratio coefficient; wet and slippery road surface: the target wheel speed is the vehicle speed × the reduction coefficient × (1 — target slip ratio), and the target torque is the calculated PID target torque M + the proportional torque × the proportion coefficient after reduction.
Through the PID control algorithm, the target torque can be adjusted, and then the driving wheel control torque is adjusted, so that the final driving wheel speed is controlled within the range of the target wheel speed.
The traction control system control algorithm is integrated in the electric control of the anti-lock brake system, and shares a wheel speed sensor signal and a vehicle dynamic signal with the anti-lock brake system. The traction control system is integrated in an anti-lock brake system, and a wheel speed sensor is shared, so that the cost of the controller and the sensor is reduced.
The traction control system carries out information interaction with an electronic fuel injection control system of the engine through CAN network communication and receives a current torque signal of the engine, a torque signal required by a driver, an engine rotating speed signal and an accelerator opening degree signal. Therefore, the CAN network technology is interacted with the electronic injection control system, and the safety and the real-time performance of information interaction CAN be improved through the CAN network safety mechanism.
The engine electronic injection electronic control system achieves the purpose of quickly reducing torque by adopting an oil cut-off mode when the target torque reduction amplitude is larger than the reduction amplitude set value or the target torque value is smaller than the target torque set value by adjusting an ignition angle in a mode of changing along with the target torque of the traction control system after the state bit is enabled according to a target torque signal and a traction force intervention control state bit signal transmitted by the traction control system. Therefore, after the motorcycle slips, the electronic fuel injection control system of the engine can send a torque change signal to realize torque reduction of the engine.
Referring to fig. 4, the vehicle speed calculation steps are as follows:
if the control of the anti-lock system is started, setting an initial vehicle speed descending slope, judging whether the control is the single-shaft anti-lock system control, if not, correcting the descending slope according to a deceleration control mode, descending the vehicle speed by using a fixed descending slope, and taking the maximum value of the front and rear wheel speeds; if so, judging whether the vehicle is controlled by a single-shaft front wheel anti-lock system or a single-shaft rear wheel anti-lock system, if so, descending the vehicle speed close to the rear wheel speed by a fixed descending slope, and taking the maximum value of the front wheel speed and the rear wheel speed; if the single-shaft rear wheel anti-lock system is used for controlling, the speed of the vehicle is reduced by a fixed reduction slope close to the speed of the front wheel, and the maximum value of the front wheel and the rear wheel is taken;
if the vehicle does not enter the anti-lock system control, firstly judging the vehicle speed, if the vehicle speed is less than the minimum value of the front and rear wheel speeds, increasing the vehicle speed by a fixed rising slope, and taking the maximum value of the front and rear wheel speeds, otherwise, taking the current vehicle speed; if the speed of the vehicle is greater than the maximum value of the front and rear wheel speeds, the speed of the vehicle is reduced by a fixed reduction slope, and the maximum value of the front and rear wheel speeds is taken, otherwise the current speed of the vehicle is taken.
Therefore, the vehicle speed can be accurately calculated.
In this embodiment, an indicator light flashes to indicate to the driver that the road is slippery and requires careful driving during the intervention of the traction control system.
The invention has the beneficial effects that: the method comprises the steps of calculating the slip rate by collecting the rotation frequency of front and rear wheels to evaluate whether the wheels slip or not, and determining whether an engine is executed by an intervening traction control system to reduce torque or not, identifying the road surface state in the control process, and adjusting control parameters, so that the motorcycle body can be always kept stable when a heavy throttle on a wet and slippery road surface starts or accelerates, and the slip is inhibited.
The foregoing description shows and describes several preferred embodiments of the invention, but as aforementioned, it is to be understood that the invention is not limited to the forms disclosed herein, but is not to be construed as excluding other embodiments and is capable of use in various other combinations, modifications, and environments and is capable of changes within the scope of the inventive concept as expressed herein, commensurate with the above teachings, or the skill or knowledge of the relevant art. And that modifications and variations may be effected by those skilled in the art without departing from the spirit and scope of the invention as defined by the appended claims.
Although the present disclosure has been described above, the scope of the present disclosure is not limited thereto. Those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present disclosure, and such changes and modifications will fall within the scope of the present invention.
Claims (8)
1. A traction control system for a two-wheeled motorcycle, comprising: the system comprises a wheel speed sensor, an anti-lock brake system, a traction control system, an engine electronic injection electric control system and an electronic injection driving system, wherein the wheel speed sensor acquires the rotating frequency of a front wheel and a rear wheel, the wheel speeds and the vehicle speeds of the front wheel and the rear wheel are obtained through calculation, the slip rate reflecting the slip degree of the driving wheel is obtained through calculation of the vehicle speed and the wheel speed of the rear wheel, and the traction control system outputs a target control torque signal by utilizing a PID control algorithm according to the slip rate and sends the target control torque signal to the engine electronic injection electric control system; the electronic fuel injection control system of the engine outputs a control instruction to an electronic fuel injection driving system; the electronic injection driving system outputs torque to a driving wheel to drive the motorcycle to move;
where slip ratio is (vehicle speed-rear wheel speed)/vehicle speed.
2. A motorcycle traction control system as claimed in claim 1, wherein: the traction control system is started by the following steps:
firstly, judging whether the slip rate is less than a target slip rate threshold, if so, starting a filter counter for accumulation, and starting a traction control system when the count value of the filter counter is greater than a counting filter threshold and the target wheel speed deviation is greater than a set wheel speed deviation threshold, otherwise, keeping the traction control system in an original state;
where target wheel speed deviation is rear wheel speed-target wheel speed is rear wheel speed-vehicle speed x (1-target slip).
3. A motorcycle traction control system as claimed in claim 2, wherein: the traction control system is started to meet all the following conditions: the accelerator enable position is opened; the traction control system is not activated; the driving mode is not in the off state; the traction control system is fault free.
4. A motorcycle traction control system as claimed in claim 2, wherein: the traction control system calculates the target wheel speed by setting a target slip rate, and adjusts the driving wheel control torque by a PID control algorithm to control the final driving wheel speed within the target wheel speed range.
5. A motorcycle traction control system as claimed in claim 1, wherein: the traction control system control algorithm is integrated in the electric control of the anti-lock braking system, and shares a wheel speed sensor signal and a vehicle dynamic signal with the anti-lock braking system.
6. A motorcycle traction control system as claimed in claim 1, wherein: the traction control system carries out information interaction with an electronic fuel injection control system of the engine through CAN network communication and receives a current torque signal of the engine, a torque signal required by a driver, an engine rotating speed signal and an accelerator opening degree signal.
7. A motorcycle traction control system as claimed in claim 1, wherein: the engine electronic injection electronic control system controls the state bit signal according to the target torque signal and the traction force intervention control transmitted by the traction control system, after the state bit is enabled, the engine electronic injection electronic control system changes along with the target torque of the traction control system in a mode of adjusting an ignition angle, and when the reduction amplitude of the target torque is larger than the reduction amplitude set value or the target torque value is smaller than the target torque set value, the engine electronic injection electronic control system achieves the purpose of quickly reducing the torque in an oil cut-off mode.
8. A motorcycle traction control system as claimed in claim 1, wherein: the vehicle speed calculation steps are as follows:
if the control of the anti-lock system is started, setting an initial vehicle speed descending slope, judging whether the control is the single-shaft anti-lock system control, if not, correcting the descending slope according to a deceleration control mode, descending the vehicle speed by using a fixed descending slope, and taking the maximum value of the front and rear wheel speeds; if so, judging whether the vehicle is controlled by a single-shaft front wheel anti-lock system or a single-shaft rear wheel anti-lock system, if so, descending the vehicle speed close to the rear wheel speed by a fixed descending slope, and taking the maximum value of the front wheel speed and the rear wheel speed; if the single-shaft rear wheel anti-lock system is used for controlling, the speed of the vehicle is reduced by a fixed reduction slope close to the speed of the front wheel, and the maximum value of the front wheel and the rear wheel is taken;
if the vehicle does not enter the anti-lock system control, firstly judging the vehicle speed, if the vehicle speed is less than the minimum value of the front and rear wheel speeds, increasing the vehicle speed by a fixed rising slope, and taking the maximum value of the front and rear wheel speeds, otherwise, taking the current vehicle speed; if the vehicle speed is greater than the maximum value of the front and rear wheel speeds, the vehicle speed is reduced by a fixed reduction slope, and the maximum value of the front and rear wheel speeds is taken, otherwise the current vehicle speed is taken.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210298209.5A CN114655009A (en) | 2022-03-24 | 2022-03-24 | Traction control system of two-wheeled motorcycle |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210298209.5A CN114655009A (en) | 2022-03-24 | 2022-03-24 | Traction control system of two-wheeled motorcycle |
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| CN114655009A true CN114655009A (en) | 2022-06-24 |
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| CN202210298209.5A Pending CN114655009A (en) | 2022-03-24 | 2022-03-24 | Traction control system of two-wheeled motorcycle |
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- 2022-03-24 CN CN202210298209.5A patent/CN114655009A/en active Pending
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