A method, device, equipment and storage medium for eliminating vehicle jitter

Abstract

The present invention discloses a method, device, equipment and storage medium for eliminating vehicle jitter. The method for eliminating vehicle jitter includes: obtaining vehicle driving condition data, determining a jitter condition point when jitter occurs according to the vehicle driving condition data; correcting a demand torque gradient with a first correction coefficient to generate a corrected torque gradient, and if the vehicle does not exhibit jitter when controlling the vehicle based on the demand torque and the corrected torque gradient at the jitter condition point, storing the corrected torque gradient; if the vehicle still exhibits jitter when controlling the vehicle based on the demand torque and the corrected torque gradient at the jitter condition point, correcting the demand torque with a second correction coefficient to generate a corrected torque; and if the vehicle does not exhibit jitter when controlling the vehicle based on the corrected torque and the demand torque gradient at the jitter condition point, storing the corrected torque.

Description

Technical Field

[0001] The embodiments of the present invention relate to vehicle engineering technologies, and in particular, to a method, device, equipment and storage medium for eliminating vehicle jitter. Background Art

[0002] New energy vehicles are prone to jitter under the following working conditions: when a new energy vehicle accelerates with a large throttle, the torque response of the motor changes suddenly. When the throttle is released or the vehicle brakes and passes through the torque zero crossing point, jitter is likely to occur; due to the matching reasons of the mechanical transmission system, there may be one or more resonance points causing jitter.

[0003] If the vehicle frequently experiences jitter, the driving experience will be greatly reduced. At present, the main measures to solve jitter are as follows: conduct multiple tests on the vehicle to find out the working conditions of jitter and improve the structure of the vehicle power transmission system so that the natural frequency of the vehicle power transmission system avoids the excitation frequency; adopt vibration damping devices; quickly pass through the resonance area during the mechanical starting or stopping process.

[0004] The existing methods for eliminating jitter have the following defects: they cannot identify all the working conditions that cause jitter; they can only control jitter after it occurs and cannot actively prevent the occurrence of jitter; they need to improve the mechanical system of the vehicle, increasing the production and design costs of the vehicle. Summary of the Invention

[0005] The present invention provides a method, device, equipment and storage medium for eliminating vehicle jitter, so as to achieve the purpose of automatically identifying jitter working condition points, actively preventing jitter and not increasing the vehicle cost.

[0006] In a first aspect, an embodiment of the present invention provides a method for eliminating vehicle jitter, including:

[0007] Obtain vehicle driving condition data, and determine the jitter working condition point when jitter occurs according to the vehicle driving condition data;

[0008] Use a first correction coefficient to correct the demand torque gradient to generate a corrected torque gradient. If the vehicle does not experience jitter when controlling the vehicle based on the demand torque and the corrected torque gradient at the jitter working condition point, store the corrected torque gradient, and when the next jitter working condition point is reached, control the vehicle using the demand torque and the corrected torque gradient;

[0009] If the vehicle still experiences jitter when controlling the vehicle based on the demand torque and the corrected torque gradient at the jitter working condition point, use a second correction coefficient to correct the demand torque to generate a corrected torque;

[0010] If, when performing vehicle control based on the corrected torque and the required torque gradient at the jitter operating point, the vehicle does not exhibit jitter, then store the corrected torque, and when reaching the jitter operating point next time, perform vehicle control using the corrected torque and the required torque gradient.

[0011] Optionally, obtaining vehicle driving condition data and determining the jitter operating point at which jitter occurs according to the vehicle driving condition data includes:

[0012] If the vehicle exhibits jitter at a certain operating point, then when the vehicle experiences the operating point next time, use the vehicle driving condition data to determine whether the vehicle still exhibits jitter;

[0013] If when the vehicle experiences the operating point, it is determined that the vehicle exhibits jitter at least twice using the vehicle driving condition data, then take the operating point as the jitter operating point.

[0014] Optionally, if when performing vehicle control based on the required torque and the corrected torque gradient at the jitter operating point, the vehicle still exhibits jitter, then:

[0015] Before the corrected torque gradient reaches the minimum torque gradient, adjust the first correction coefficient, and use the adjusted first correction coefficient to re-correct the required torque gradient.

[0016] Optionally, the first correction coefficient is less than 1, and adjusting the first correction coefficient includes reducing the first correction coefficient.

[0017] Optionally, if when performing vehicle control based on the corrected torque and the required torque gradient at the jitter operating point, the vehicle still exhibits jitter, then:

[0018] Before the corrected torque reaches the minimum torque, adjust the second correction coefficient, and use the adjusted second correction coefficient to re-correct the required torque.

[0019] Optionally, the second correction coefficient is less than 1, and adjusting the second correction coefficient includes reducing the second correction coefficient.

[0020] Optionally, the vehicle driving condition data includes motor torque and motor speed, and one or more of throttle pedal opening, brake pedal opening, road gradient, vehicle speed, and motor speed.

[0021] In a second aspect, an embodiment of the present invention further provides a device for eliminating vehicle jitter, including a jitter suppression unit, and the jitter suppression unit is used for:

[0022] Obtain vehicle driving condition data, and determine the jitter operating point at which jitter occurs according to the vehicle driving condition data;

[0023] The demand torque gradient is corrected by a first correction coefficient to generate a corrected torque gradient. If the vehicle does not shake when the vehicle is controlled based on the demand torque and the corrected torque gradient at the jitter operating point, the corrected torque gradient is stored, and before the next experience of the jitter operating point, the vehicle is controlled by using the demand torque and the corrected torque gradient;

[0024] If the vehicle still shakes when the vehicle is controlled based on the demand torque and the corrected torque gradient at the jitter operating point, the demand torque is corrected by a second correction coefficient to generate a corrected torque;

[0025] If the vehicle does not shake when the vehicle is controlled based on the corrected torque and the demand torque gradient at the jitter operating point, the corrected torque is stored, and before the next experience of the jitter operating point, the vehicle is controlled by using the corrected torque and the demand torque gradient.

[0026] In a third aspect, an embodiment of the present invention further provides an electronic device, including at least one processor, and a memory communicatively connected to the at least one processor;

[0027] The memory stores a computer program executable by the at least one processor, and the computer program is executed by the at least one processor, so that the at least one processor can execute the method for eliminating vehicle jitter proposed by the embodiment of the present invention.

[0028] In a fourth aspect, an embodiment of the present invention further provides a computer-readable storage medium, characterized in that the computer-readable storage medium stores computer instructions, and the computer instructions are used to implement the method for eliminating vehicle jitter recorded in the embodiment of the present invention when executed by a processor.

[0029] Compared with the prior art, the beneficial effects of the present invention are as follows: The present invention proposes a method for eliminating vehicle jitter. In this method, the operating point when the vehicle shakes is determined through vehicle driving condition data, and the jitter operating point is determined based on the condition data during the actual driving process of the vehicle, which can realize the automatic identification of the jitter operating point and reduce the misjudgment rate. At the same time, in this method, when the vehicle reaches the jitter operating point, that is, before the vehicle shakes, the vehicle is controlled by using the demand torque and the corrected torque gradient, or the vehicle is controlled by using the corrected torque and the demand torque gradient, which can realize the early prevention of jitter and actively eliminate jitter. The implementation of this method does not depend on a specific mechanical system and does not increase the production cost of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Figure 1 is a flowchart of the method for eliminating vehicle jitter in the embodiment;

[0031] Figure 2 It is a flowchart of another method for eliminating vehicle jitter in the embodiment;

[0032] Figure 3 It is a schematic diagram of a jitter curve without anti-jitter control;

[0033] Figure 4 It is a schematic diagram of a jitter curve for implementing anti-jitter control using PID control;

[0034] Figure 5 It is a schematic diagram of a jitter curve for implementing anti-jitter control using the method proposed in this embodiment;

[0035] Figure 6 It is a schematic diagram of the structure of an electronic device in the embodiment. Specific embodiments

[0036] The present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It can be understood that the specific embodiments described herein are only used to explain the present invention, rather than limiting the present invention. In addition, it should be noted that for the sake of description, only parts related to the present invention rather than all structures are shown in the drawings.

[0037] Embodiment 1

[0038] Figure 1 It is a flowchart of the method for eliminating vehicle jitter in the embodiment. Refer to Figure 1 , the method for eliminating vehicle jitter includes:

[0039] S101. Obtain vehicle driving condition data, and determine the jitter condition point when jitter occurs according to the vehicle driving condition data.

[0040] Exemplarily, in this embodiment, the method is applicable to anti-jitter control for new energy (electric) vehicles. When determining the jitter condition point, the vehicle driving condition data at least includes motor torque and motor speed.

[0041] Exemplarily, in this embodiment, the set (jitter) condition point may correspondingly include one or more vehicle driving condition parameters. For example, the (jitter) condition point may include one or more parameters such as motor torque, motor speed, vehicle speed, accelerator pedal depth, and brake pedal depth.

[0042] Exemplarily, in this embodiment, it is determined whether the vehicle has jitter by whether the motor speed changes irregularly;

[0043] For example, after the driving state of the vehicle reaches a certain operating point, if the motor torque output is stable within a certain period of time (stable at a certain value or its change rate is stable at a certain value), but the motor speed changes irregularly, it is considered that the vehicle shakes. At this time, the above-mentioned operating point is used as the shaking operating point.

[0044] Exemplarily, in this embodiment, when determining the shaking operating point, the duration from the occurrence of the vehicle shaking to the end of the shaking process is determined simultaneously after the driving state of the vehicle reaches this shaking operating point, and is denoted as the shaking duration.

[0045] S102. Modify the demand torque gradient using a first correction coefficient to generate a corrected torque gradient.

[0046] Exemplarily, in this embodiment, the first correction coefficient can be an empirical value or a calibrated value.

[0047] Exemplarily, in this embodiment, the demand torque gradient is used to represent the change rate of the demand torque, where the demand torque is the (target) motor torque corresponding to each operating point (condition) determined through a calibration test.

[0048] Exemplarily, in this embodiment, the first correction coefficient and the demand torque gradient can be used as function inputs, and an empirical formula, a fitting formula, etc. can be used to determine the corrected torque gradient.

[0049] S103. If the vehicle does not shake when controlling the vehicle based on the demand torque and the corrected torque gradient at the shaking operating point, store the corrected torque gradient.

[0050] Exemplarily, in this embodiment, after determining the corrected torque gradient, when the shaking operating point is reached next time, the vehicle is controlled using the demand torque and the corrected torque gradient. If the vehicle does not shake within the shaking duration, store the corrected torque gradient;

[0051] After storing the corrected torque gradient, when experiencing the shaking operating point subsequently (previously), control the vehicle using the demand torque and the stored corrected torque gradient.

[0052] Exemplarily, in this embodiment, when reaching the shaking operating point, control the vehicle using the demand torque and the corrected torque gradient within the shaking duration, and after the shaking duration, still control the vehicle using the demand torque and the demand torque gradient.

[0053] S104. If the vehicle still shakes when controlling the vehicle based on the demand torque and the corrected torque gradient at the shaking operating point, modify the demand torque using a second correction coefficient to generate a corrected torque.

[0054] Exemplarily, in this embodiment, the first correction coefficient can be an empirical value or a calibrated value.

[0055] Exemplarily, in this embodiment, the second correction coefficient and the required torque can be input as functions, and the correction torque can be determined by using empirical formulas, fitting formulas, etc.

[0056] S105. If the vehicle does not shake when controlling the vehicle based on the correction torque and the required torque gradient at the shaking working condition point, store the correction torque.

[0057] Exemplarily, in this embodiment, after generating the correction torque, when reaching the shaking working condition point next time, control the vehicle by using the correction torque and the required torque gradient (that is, no longer control the vehicle by using the required torque and the correction torque gradient);

[0058] If the vehicle does not shake during the shaking duration, store the correction torque gradient. After storing the correction torque gradient, when experiencing the shaking working condition point subsequently, control the vehicle by using the stored correction torque and the required torque gradient;

[0059] After the shaking duration, still control the vehicle by using the required torque and the required torque gradient.

[0060] Exemplarily, in this embodiment, when reaching the shaking working condition point next time, if the vehicle still shakes after controlling the vehicle by using the correction torque and the required torque gradient, then continue to control the vehicle by using the required torque and the required torque gradient when experiencing the shaking working condition point subsequently.

[0061] Exemplarily, in this embodiment, for the same vehicle, there can be multiple shaking working condition points. For each shaking working condition point, except that the values of the corresponding required torque and the required torque gradient are different, the method for eliminating vehicle shaking is the same as Figure 1 the scheme shown.

[0062] This embodiment provides a method for eliminating vehicle shaking. In this method, the working condition point when the vehicle shakes is determined through the vehicle driving working condition data, and the shaking working condition point is determined based on the working condition data during the actual driving process of the vehicle, which can realize the automatic identification of the shaking working condition point and reduce the misjudgment rate. At the same time, in this method, when the vehicle reaches the shaking working condition point, that is, before the vehicle shakes, control the vehicle by using the required torque and the correction torque gradient, or control the vehicle by using the correction torque and the required torque gradient, which can realize the early prevention of shaking and actively eliminate shaking. The implementation of this method does not depend on a specific mechanical system and does not increase the production cost of the vehicle;

[0063] In this solution, two methods are adopted to achieve the anti-shake control of the vehicle. Specifically, after determining the shaking working condition point when the vehicle shakes, first adjust the demand torque gradient, and use the demand torque and the adjusted demand torque gradient (i.e., the corrected torque gradient) to control the vehicle to eliminate the shake. If the anti-shake effect is good, then retain this corrected torque gradient. When the subsequent vehicle reaches the same shaking working condition point, use the demand torque and this corrected torque gradient to achieve vehicle control. If the anti-shake effect is poor, then change to adjust the demand torque, and use the adjusted demand torque (i.e., the corrected torque) and the demand torque gradient to control the vehicle to eliminate the shake. The above two methods can effectively reduce the shake of the vehicle during actual driving by changing the vehicle control process from different angles.

[0064] Based on the Figure 1 scheme shown, as an implementable scheme, obtaining the vehicle driving condition data and determining the shaking working condition point when shaking occurs according to the vehicle driving condition data includes:

[0065] If the vehicle shakes at a certain working condition point, then when the vehicle experiences the working condition point next time, use the vehicle driving condition data to determine whether the vehicle still shakes;

[0066] If when the vehicle experiences the said working condition point, it is determined that the vehicle shakes at least twice using the vehicle driving condition data, then take the working condition point as the shaking working condition point.

[0067] Exemplarily, in this solution, if the vehicle is first judged to shake after its driving state reaches a certain working condition point, do not immediately record this working condition point as the shaking working condition point;

[0068] At this time, if the vehicle reaches the same working condition point again, if it is judged that the vehicle still shakes, or when the subsequent vehicle reaches the same working condition point again, the vehicle shakes at least once, then take the above working condition point as the shaking working condition point.

[0069] Based on the Figure 1 scheme shown, in this solution, when the vehicle reaches the same working condition point multiple times and shakes at least twice at this working condition point, then take this working condition point as the shaking working condition point. By making repetitive judgments for the same working condition point, it is possible to avoid misjudging the shaking working condition point caused by the vehicle shaking due to passing through a bumpy road or special working conditions rather than due to the vehicle's own mechanical or control factors.

[0070] Based on the Figure 1 scheme shown, as an implementable scheme, if when controlling the vehicle based on the demand torque and the corrected torque gradient at the shaking working condition point, the vehicle still shakes, then:

[0071] Before the corrected torque gradient reaches the minimum torque gradient, adjust the first correction coefficient, and use the adjusted first correction coefficient to correct the required torque gradient again.

[0072] Exemplarily, in this solution, when the required torque gradient is corrected for the first time, the first correction coefficient can be an empirical value or a calibrated value.

[0073] After the corrected torque gradient is determined for the first time, when the vehicle reaches the jitter working condition point next time, if the vehicle still jitters when controlling the vehicle based on the required torque and the corrected torque gradient, do not immediately calculate the corrected torque, but use the corrected torque and the required torque gradient to control the vehicle, instead, adjust the first correction coefficient, and use the adjusted first correction coefficient to correct the required torque gradient again;

[0074] When the vehicle reaches the jitter working condition point again and controls the vehicle through the required torque and the new corrected torque gradient, if the vehicle does not jitter, store the new corrected torque gradient;

[0075] When the vehicle reaches the jitter working condition point again and controls the vehicle through the required torque and the new corrected torque gradient, if the vehicle still jitters, continue to adjust the first correction coefficient and recalculate the corrected torque gradient;

[0076] During the above process of recalculating the corrected torque gradient, if after a certain calculation, the corrected torque gradient is less than the minimum torque gradient, stop adjusting the first correction coefficient. At this time, use the second correction coefficient to correct the required torque to generate the corrected torque;

[0077] When the vehicle reaches the jitter working condition point next time and controls the vehicle based on the corrected torque and the required torque gradient, if the vehicle does not jitter, store the corrected torque, otherwise, when reaching the jitter working condition point subsequently, continue to control the vehicle using the required torque and the required torque gradient.

[0078] Exemplarily, in this solution, the method of adjusting the first correction coefficient is not specifically limited. According to the different initial values of the first correction coefficient, the first correction coefficient can be adjusted in different ways. For example, the first correction coefficient can be adjusted in the following ways:

[0079] Adjust the first correction coefficient using function formulas such as empirical formulas and fitting formulas, or increase or decrease the first correction coefficient by a fixed step size.

[0080] Optionally, as an implementable method, set the first correction coefficient to be less than 1, set the corrected torque gradient to be the product of the first correction coefficient and the required torque gradient, and adjusting the first correction coefficient specifically means (decreasing the first correction coefficient in turn) by a fixed step size.

[0081] In Figure 1Based on the above - mentioned solution, in this solution, if, after adjusting the demand torque gradient once, the vehicle control cannot be effectively dither - eliminated when using the demand torque and the corrected torque gradient, then continue to adjust the demand torque gradient. By continuously adjusting the demand torque gradient (i.e., dynamically adjusting the demand torque gradient, not relying on the preset demand torque gradient and / or the preset first correction coefficient), the corrected torque gradient that can effectively achieve vehicle dither - elimination can be determined, thereby ensuring the effectiveness of vehicle dither - elimination control.

[0082] On the basis of Figure 1 the above - mentioned solution, as an implementable solution, if, when the vehicle is controlled based on the corrected torque and the demand torque gradient at the jitter working point, the vehicle still jitters, then:

[0083] Before the corrected torque reaches the minimum torque, adjust the second correction coefficient and re - correct the demand torque using the adjusted second correction coefficient.

[0084] Exemplarily, in this solution, when the demand torque is corrected for the first time, the second correction coefficient can be an empirical value or a calibrated value.

[0085] After the corrected torque is determined for the first time, when the vehicle reaches the jitter working point again, if the vehicle still jitters when controlled based on the corrected torque and the demand torque gradient, do not immediately switch to controlling the vehicle using the demand torque and the demand torque gradient. Instead, adjust the second correction coefficient and re - correct the demand torque using the adjusted second correction coefficient;

[0086] When the vehicle reaches the jitter working point again, if the vehicle does not jitter when controlled by the new corrected torque and the demand torque gradient, store the new corrected torque;

[0087] When the vehicle reaches the jitter working point again, if the vehicle still jitters when controlled by the new corrected torque and the demand torque gradient, continue to adjust the second correction coefficient and recalculate the corrected torque;

[0088] During the above process of recalculating the corrected torque, if, after a certain calculation, the corrected torque is less than the minimum torque, then stop adjusting the second correction coefficient;

[0089] When the vehicle reaches the jitter working point next time, continue to control the vehicle using the demand torque and the demand torque gradient.

[0090] Exemplarily, in this solution, the method of adjusting the second correction coefficient is not specifically limited. According to the different initial values of the second correction coefficient, the second correction coefficient can be adjusted in different ways. For example, the second correction coefficient can be adjusted in the following ways:

[0091] Adjust the second correction factor using functional formulas such as empirical formulas and fitting formulas, or increase or decrease the second correction factor in fixed steps.

[0092] Optionally, as an implementable manner, set the second correction factor to be less than 1, set the corrected torque to be the product of the second correction factor and the required torque, and specifically adjust the second correction factor by (successively in fixed steps) decreasing the second correction factor.

[0093] In Figure 1 Based on the scheme shown, in this scheme, if the vehicle control cannot be effectively achieved to eliminate jitter when using the corrected torque and the required torque gradient after adjusting the required torque once, then continue to adjust the required torque. By continuously adjusting the required torque (i.e., dynamically adjusting the required torque, not relying on the preset required torque and / or the preset second correction factor), the corrected torque that can effectively achieve vehicle jitter elimination can be determined, thereby ensuring the effectiveness of vehicle jitter elimination control.

[0094] Exemplarily, in this embodiment, the above methods for eliminating vehicle jitter can be freely arranged and combined. Figure 2 It is another flowchart of the method for eliminating vehicle jitter in the embodiment. Refer to Figure 2 and this method can be as follows:

[0095] S201. Obtain vehicle driving condition data, and use the vehicle driving condition data to determine whether the vehicle shakes at least twice when passing through the same condition point multiple times. If so, mark this condition point as a jitter condition point.

[0096] Exemplarily, in this scheme, set the vehicle driving condition data to include motor torque and motor speed, and set the condition points to include parameters such as accelerator pedal opening, brake pedal opening, road gradient, vehicle speed, and motor speed.

[0097] S202. Use the first correction factor to correct the required torque gradient to generate a corrected torque gradient.

[0098] Exemplarily, in this embodiment, determine the accelerator pedal opening (or brake pedal opening) and motor speed when the vehicle reaches the jitter condition point, and use the accelerator pedal opening (or brake pedal opening) and motor speed to determine the required torque gradient and the required torque through a pre-calibrated MAP diagram.

[0099] Exemplarily, in this scheme, the first correction factor is less than 1, and the first correction factor can adopt a calibrated value or an empirical value.

[0100] Exemplarily, in this scheme, take the product of the first correction factor and the required torque gradient as the corrected torque gradient.

[0101] S203. If, at the jitter operating point, when controlling the vehicle based on the required torque and the corrected torque gradient, the vehicle does not experience jitter, then store the corrected torque gradient.

[0102] S204. If, at the jitter operating point, when controlling the vehicle based on the required torque and the corrected torque gradient, the vehicle still experiences jitter, then before the corrected torque gradient reaches the minimum torque gradient, use the adjusted first correction coefficient to re-correct the required torque gradient.

[0103] Exemplarily, in this solution, after the corrected torque gradient is first determined, when the vehicle next reaches the jitter operating point, if the vehicle still experiences jitter when controlling the vehicle based on the required torque and the corrected torque gradient, then adjust the first correction coefficient and use the adjusted first correction coefficient to re-correct the required torque gradient;

[0104] When the vehicle reaches the jitter operating point again, when controlling the vehicle through the required torque and the new corrected torque gradient, if the vehicle does not experience jitter, then store the new corrected torque gradient;

[0105] When the vehicle reaches the jitter operating point again, when controlling the vehicle through the required torque and the new corrected torque gradient, if the vehicle still experiences jitter, then continue to adjust the first correction coefficient and re-calculate the corrected torque gradient.

[0106] Exemplarily, in this solution, adjusting the first correction coefficient specifically means (successively according to a fixed step) decreasing the first correction coefficient.

[0107] S205. If the required torque gradient is less than the minimum torque gradient, then use the second correction coefficient to correct the required torque to generate the corrected torque.

[0108] Exemplarily, on the basis of step S204, during the process of re-calculating the corrected torque gradient, if after a certain calculation, the corrected torque gradient is less than the minimum torque gradient, then stop adjusting the first correction coefficient.

[0109] Exemplarily, in this solution, the second correction coefficient is less than 1, and the second correction coefficient can adopt a calibrated value or an empirical value.

[0110] Exemplarily, in this solution, take the product of the second correction coefficient and the required torque as the corrected torque.

[0111] S206. If, at the jitter operating point, when controlling the vehicle based on the corrected torque and the required torque gradient, the vehicle does not experience jitter, then store the corrected torque.

[0112] S207. If the vehicle still shakes when the vehicle is controlled based on the corrected torque and the required torque gradient at the shaking operating point, the required torque is re-corrected using the adjusted second correction coefficient before the corrected torque reaches the minimum torque.

[0113] Exemplarily, in this solution, after the correction torque is determined for the first time, when the vehicle reaches the jitter operating point next time, if the vehicle still jitters when the vehicle is controlled based on the correction torque and the required torque gradient, the second correction coefficient is adjusted, and the required torque is re-corrected using the adjusted second correction coefficient;

[0114] When the vehicle reaches the jitter operating point again, the vehicle is controlled by using the new correction torque and the required torque gradient. If the vehicle does not jitter, the new correction torque is stored.

[0115] When the vehicle reaches the shaking operating point again, when the vehicle is controlled by the new correction torque and the required torque gradient, if the vehicle still shakes, the second correction coefficient is continued to be adjusted and the correction torque is recalculated.

[0116] Exemplarily, in this solution, adjusting the second correction coefficient is specifically to reduce the second correction coefficient (in sequence according to a fixed step size).

[0117] S208. If the corrected torque is less than the minimum torque, continue to use the required torque gradient and the required torque to control the vehicle.

[0118] Exemplarily, based on step S207, during the process of recalculating the correction torque, if the correction torque is less than the minimum torque after a certain calculation, the second correction coefficient is no longer adjusted.

[0119] Figure 3 This is a schematic diagram of the jitter curve without de-jitter control. Figure 4 This is a schematic diagram of the jitter curve using PID control to achieve anti-jitter control. Figure 5 is a schematic diagram of a jitter curve for implementing jitter elimination control using the method proposed in this embodiment. By comparing Figure 3 and Figure 4 It can be seen that when PID control is used to achieve anti-jitter control, the jitter can be reduced to a certain extent, but it is to adjust the control process after the jitter occurs, and its anti-jitter control cycle is long, and it cannot prevent the occurrence of jitter;

[0120] refer to Figure 5 In combination with the beneficial effects of the above-mentioned schemes, in this scheme, the jitter operating point is first determined. When the vehicle reaches the jitter operating point, before the jitter occurs, the control process of the vehicle is adjusted. Based on this method, compared with PID control, the jitter can be eliminated in a very short time to achieve advance avoidance of the jitter and effectively eliminate the jitter.

[0121] Embodiment 2

[0122] This embodiment provides a device for eliminating vehicle jitter, including a jitter suppression unit, which is used for:

[0123] Obtain vehicle driving condition data, and determine the jitter condition point when jitter occurs according to the vehicle driving condition data;

[0124] Use the first correction coefficient to correct the demand torque gradient to generate a corrected torque gradient. If when controlling the vehicle based on the demand torque and the corrected torque gradient at the jitter condition point, the vehicle does not exhibit jitter, then store the corrected torque gradient, and before the next encounter with the jitter condition point, control the vehicle using the demand torque and the corrected torque gradient;

[0125] If when controlling the vehicle based on the demand torque and the corrected torque gradient at the jitter condition point, the vehicle still exhibits jitter, then use the second correction coefficient to correct the demand torque to generate a corrected torque;

[0126] If when controlling the vehicle based on the corrected torque and the demand torque gradient at the jitter condition point, the vehicle does not exhibit jitter, then store the corrected torque, and before the next encounter with the jitter condition point, control the vehicle using the corrected torque and the demand torque gradient.

[0127] Exemplarily, in this embodiment, the jitter suppression unit can be specifically configured to implement any one of the methods for eliminating vehicle jitter in Embodiment 1. The implementation process and beneficial effects are the same as the corresponding content recorded in Embodiment 1, and will not be elaborated here.

[0128] Embodiment 3

[0129] Figure 6 FIG. shows a schematic structural diagram of an electronic device 10 that can be used to implement the embodiments of the present invention. The electronic device is intended to represent various forms of digital computers, such as, laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device can also represent various forms of mobile devices, such as, personal digital processors, cellular phones, smart phones, wearable devices (such as helmets, glasses, watches, etc.) and other similar computing devices. The components shown herein, their connections and relationships, and their functions are only examples and are not intended to limit the implementation of the present invention described and / or claimed herein.

[0130] As Figure 6As shown, the electronic device 10 includes at least one processor 11 and a memory communicatively connected to the at least one processor 11, such as a read-only memory (ROM) 12, a random access memory (RAM) 13, etc. The memory stores computer programs executable by the at least one processor. The processor 11 can execute various appropriate actions and processes according to the computer programs stored in the read-only memory (ROM) 12 or the computer programs loaded from the storage unit 18 into the random access memory (RAM) 13. In the RAM 13, various programs and data required for the operation of the electronic device 10 can also be stored. The processor 11, the ROM 12, and the RAM 13 are connected to each other via a bus 14. An input / output (I / O) interface 15 is also connected to the bus 14.

[0131] Multiple components in the electronic device 10 are connected to the I / O interface 15, including: an input unit 16, such as a keyboard, a mouse, etc.; an output unit 17, such as various types of displays, speakers, etc.; a storage unit 18, such as a disk, an optical disc, etc.; and a communication unit 19, such as a network card, a modem, a wireless communication transceiver, etc. The communication unit 19 allows the electronic device 10 to exchange information / data with other devices via a computer network such as the Internet and / or various telecommunication networks.

[0132] The processor 11 can be various general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of the processor 11 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various dedicated artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any appropriate processor, controller, microcontroller, etc. The processor 11 executes the various methods and processes described above, such as the method for eliminating vehicle jitter.

[0133] In some embodiments, the method for eliminating vehicle jitter can be implemented as a computer program tangibly embodied in a computer-readable storage medium, such as the storage unit 18. In some embodiments, part or all of the computer program can be loaded and / or installed onto the electronic device 10 via the ROM 12 and / or the communication unit 19. When the computer program is loaded into the RAM 13 and executed by the processor 11, one or more steps of the method for eliminating vehicle jitter described above can be executed. Alternatively, in other embodiments, the processor 11 can be configured to execute the method for eliminating vehicle jitter by any other appropriate means (e.g., by means of firmware).

[0134] The various embodiments of the systems and techniques described above in this specification can be implemented in digital electronic circuitry, integrated circuit systems, field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems-on-chip (SOCs), complex programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments can include: being implemented in one or more computer programs that are executable and / or interpretable on a programmable system including at least one programmable processor, which can be a special-purpose or general-purpose programmable processor that receives data and instructions from, and transmits data and instructions to, a storage system, at least one input device, and at least one output device.

[0135] The computer programs for implementing the methods of the present invention can be written in any combination of one or more programming languages. These computer programs can be provided to a processor of a general purpose computer, special purpose computer, or other programmable data processing apparatus, such that the computer programs, when executed by the processor, cause the functions / operations specified in the flowchart and / or block diagram to be implemented. The computer programs can be executed entirely on the machine, partly on the machine, as a stand-alone software package partly on the machine and partly on a remote machine, or entirely on the remote machine or server.

[0136] In the context of the present invention, a computer-readable storage medium can be a tangible medium that can contain or store a computer program for use by or in connection with an instruction execution system, apparatus, or device. The computer-readable storage medium can include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. Alternatively, the computer-readable storage medium can be a machine-readable signal medium. More specific examples of the machine-readable storage medium would include an electrical connection based on one or more wires, a portable computer diskette, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or Flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0137] To provide interaction with a user, the systems and techniques described herein can be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and a pointing device (e.g., a mouse or a trackball) by which the user can provide input to the electronic device. Other kinds of devices can also be used to provide interaction with the user; for example, the feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including acoustic input, speech input, or tactile input).

[0138] The systems and techniques described herein can be implemented in a computing system including backend components (e.g., as a data server), or a computing system including middleware components (e.g., an application server), or a computing system including frontend components (e.g., a user computer having a graphical user interface or a web browser through which the user can interact with an implementation of the systems and techniques described herein), or a computing system including any combination of such backend components, middleware components, or frontend components. The components of the system can be interconnected by any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include: local area network (LAN), wide area network (WAN), blockchain network, and the Internet.

[0139] The computing system can include a client and a server. The client and the server are generally remote from each other and typically interact through a communication network. The client-server relationship is created by computer programs running on respective computers and having a client-server relationship with each other. The server can be a cloud server, also known as a cloud computing server or a cloud host, which is a host product in the cloud computing service system and solves the defects of difficult management and weak business scalability existing in traditional physical hosts and VPS services.

[0140] Note that the above are only the preferred embodiments of the present invention and the applied technical principles. Those skilled in the art will understand that the present invention is not limited to the specific embodiments described herein. Various obvious changes, re-adjustments, and substitutions can be made by those skilled in the art without departing from the protection scope of the present invention. Therefore, although the present invention has been described in more detail through the above embodiments, the present invention is not limited to the above embodiments. Without departing from the concept of the present invention, it can also include more other equivalent embodiments, and the scope of the present invention is determined by the scope of the appended claims.

Claims

1. A method for eliminating vehicle vibration, characterized in that, Including: Obtain vehicle driving condition data, and determine a jitter working condition point when jitter occurs according to the vehicle driving condition data; Use a first correction coefficient to correct the demand torque gradient to generate a corrected torque gradient. If when at the jitter working condition point, the vehicle does not jitter when controlling the vehicle based on the demand torque and the corrected torque gradient, store the corrected torque gradient, and when reaching the jitter working condition point next time, control the vehicle using the demand torque and the corrected torque gradient; If when at the jitter working condition point, the vehicle still jitters when controlling the vehicle based on the demand torque and the corrected torque gradient, use a second correction coefficient to correct the demand torque to generate a corrected torque; If when at the jitter working condition point, the vehicle does not jitter when controlling the vehicle based on the corrected torque and the demand torque gradient, store the corrected torque, and when reaching the jitter working condition point next time, control the vehicle using the corrected torque and the demand torque gradient; Obtaining vehicle driving condition data and determining a jitter working condition point when jitter occurs according to the vehicle driving condition data includes: If the vehicle jitters at a certain working condition point, when the vehicle experiences the working condition point next time, use the vehicle driving condition data to determine whether the vehicle still jitters; If when the vehicle experiences the working condition point, it is determined that the vehicle jitters at least twice using the vehicle driving condition data, then take the working condition point as the jitter working condition point.

2. The method for eliminating vehicle jitter according to claim 1, wherein, If when at the jitter working condition point, the vehicle still jitters when controlling the vehicle based on the demand torque and the corrected torque gradient, then: Before the corrected torque gradient reaches the minimum torque gradient, adjust the first correction coefficient, and use the adjusted first correction coefficient to correct the demand torque gradient again.

3. The method for eliminating vehicle vibration according to claim 2, characterized in that, The first correction coefficient is less than 1, and adjusting the first correction coefficient includes reducing the first correction coefficient.

4. The method for eliminating vehicle jitter according to claim 1, wherein, If when at the jitter working condition point, the vehicle still jitters when controlling the vehicle based on the corrected torque and the demand torque gradient, then: Before the corrected torque reaches the minimum torque, adjust the second correction coefficient, and use the adjusted second correction coefficient to correct the demand torque again.

5. The method for eliminating vehicle jitter according to claim 4, characterized in that, The second correction coefficient is less than 1, and adjusting the second correction coefficient includes reducing the second correction coefficient.

6. The method for eliminating vehicle jitter according to claim 1, characterized in that, The vehicle driving condition data includes motor torque and motor speed, and one or more of throttle pedal opening, brake pedal opening, road gradient, vehicle speed, motor speed.

7. A device for eliminating vehicle jitter, characterized in that, Including a jitter suppression unit, the jitter suppression unit is used for: Obtain vehicle driving condition data, and determine a jitter working condition point when jitter occurs according to the vehicle driving condition data; Use a first correction coefficient to correct the demand torque gradient to generate a corrected torque gradient. If when at the jitter working condition point, the vehicle does not jitter when controlling the vehicle based on the demand torque and the corrected torque gradient, store the corrected torque gradient, and before experiencing the jitter working condition point next time, control the vehicle using the demand torque and the corrected torque gradient; If, when controlling the vehicle based on the required torque and the correction torque gradient at the jitter operating point, the vehicle still experiences jitter, then the required torque is corrected using a second correction coefficient to generate a corrected torque; If, when controlling the vehicle based on the corrected torque and the required torque gradient at the jitter operating point, the vehicle does not experience jitter, then the corrected torque is stored, and before the vehicle next experiences the jitter operating point, the vehicle is controlled using the corrected torque and the required torque gradient; Obtain vehicle driving condition data, and determine the jitter operating point when jitter occurs according to the vehicle driving condition data, including: If the vehicle experiences jitter at a certain operating point, then when the vehicle next experiences the operating point, use the vehicle driving condition data to determine whether the vehicle still experiences jitter; If, when the vehicle experiences the operating point, it is determined at least twice using the vehicle driving condition data that the vehicle experiences jitter, then the operating point is used as the jitter operating point.

8. An electronic device, characterized in that, Comprising at least one processor, and a memory communicatively connected to the at least one processor; The memory stores a computer program executable by the at least one processor, and the computer program is executed by the at least one processor so that the at least one processor can execute the method for eliminating vehicle jitter according to any one of claims 1-6.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions for causing a processor to implement the method for eliminating vehicle jitter according to any one of claims 1-6 when executed.

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