Vehicle vibration identification and optimization control method

Abstract

The present invention relates to a vehicle vibration identification and optimization control method, comprising the steps of: identifying vibration conditions; if it is a priority vibration, collecting a throttle opening signal; extracting throttle characteristics; judging whether the throttle vibration belongs to an associated excitation; if it belongs to an associated excitation, extracting a sampling point; connecting all sampling points of the same position as a throttle output curve. The present invention fundamentally avoids distortion and deviation of the throttle signal, improves the vehicle response characteristics, and optimizes the vehicle smoothness.

Description

Technical Field

[0001] The present invention relates to the technical field of automobile drive control, and in particular to a vehicle vibration identification and optimization control method. Background Art

[0002] During vehicle operation, vehicle and cab shaking may be caused by a variety of factors, including the suspension system and road conditions. The function of the vehicle suspension system is to absorb and reduce the vibration and bumps of the vehicle during driving. If there are problems with the suspension system, such as aging and wear of the shock absorber, loose or broken springs, etc., it will cause the vehicle and cab to shake. Road conditions may also be one of the reasons for vehicle and cab shaking. For example, potholes, cracks in the road surface, joints in the road surface, speed bumps, etc. can cause vehicle bumps and shaking.

[0003] When the cab shakes, the driver will not be able to control the accelerator pedal smoothly. The throttle vibration and the cab vibration will stimulate each other, which will seriously affect comfort and safety.

[0004] At present, the existing technology for dealing with the above-mentioned problem is to perform various filtering on the throttle to eliminate throttle vibration and avoid mutual excitation. The filtering method includes sampling averaging and the like.

[0005] The defects of the prior art are:

[0006] 1. The filtering methods used in the existing technologies will cause signal distortion and delay to a certain extent, making it difficult to meet the requirements of high throttle response accuracy.

[0007] 2. The filtering method used in the existing technology is difficult to cover different scenarios, which will cause different amplitude and frequency jitters generated by the vehicle. Summary of the invention

[0008] In view of the above problems, the present invention provides a vehicle vibration identification and optimization control method, the purpose of which is to fundamentally avoid the distortion and deviation of the throttle signal, improve the vehicle response characteristics, and optimize the vehicle smoothness.

[0009] To solve the above problems, the technical solution provided by the present invention is:

[0010] A vehicle vibration identification and optimization control method comprises the following steps:

[0011] S100. Identify the jitter condition; then perform the following operations based on the identification result:

[0012] If the identification result is that the jitter condition is a priority jitter, executing S200;

[0013] If the identification result is that the shaking condition is that the vehicle does not shake, then return to and re-execute S100;

[0014] S200. Collecting a throttle opening signal; then extracting a throttle characteristic from the throttle opening signal; the throttle characteristic comprises a throttle opening fluctuation frequency and a throttle opening fluctuation amplitude in the throttle opening signal;

[0015] S300. Determine whether the throttle vibration belongs to the associated excitation according to the throttle characteristics; then perform the following operations according to the determination result:

[0016] If the judgment result is that the throttle vibration belongs to the associated excitation, executing S400;

[0017] If the judgment result is that the throttle vibration does not belong to the associated excitation, return to and re-execute S300;

[0018] S400. Arrange the acquisition time of each throttle opening signal in ascending order on the time axis; then read the upper and lower amplitudes of the waveform of each throttle opening signal in sequence; then take out a plurality of sampling points from the waveform of each throttle opening signal, and pack the taken out sampling points into a group; the selection rules of the sampling points taken out from the waveform of each throttle opening signal are the same and are preset manually;

[0019] S500. Connect all the sampling points in the same position taken from the waveform of the throttle opening signal to form a throttle output curve;

[0020] Also includes the steps:

[0021] S600. For different vehicle models, repeat S100 to S500 for each vehicle model to obtain the throttle output curve for the vehicle model;

[0022] S700. For different scenarios, repeat S100 to S500 for each scenario to obtain the throttle output curve for the scenario;

[0023] S800. For different driving habits, repeat S100 to S500 for each driving habit to obtain the throttle output curve for the driving habit;

[0024] S900. Add the throttle output curve for the vehicle type, the throttle output curve for the scene, and the throttle output curve for the driving habit obtained in S600 to S800 to the recognition model, and control the boundary to improve the self-learning data;

[0025] The identification of the jitter condition in S100 specifically includes the following steps:

[0026] S110. Detect the motor speed; then perform the following operations based on the detection result:

[0027] If the detection result shows that the motor speed fluctuates, executing S120;

[0028] If the detection result shows that the motor speed does not fluctuate, S110 is executed again;

[0029] S120. Check the frequency of change of the motor speed; then perform the following operations according to the check result:

[0030] If the checking result is that the change frequency of the motor speed is higher than the manually preset change frequency threshold, executing S130;

[0031] If the checking result is that the change frequency of the motor speed is not higher than the change frequency threshold, then return to and execute S110 again;

[0032] S130. Check the high and low amplitudes of the motor speed; then perform the following operations according to the inspection results:

[0033] If the checking result is that the high and low amplitudes of the motor speed are higher than the manually preset high and low amplitude thresholds, executing S140;

[0034] If the checking result is that the high and low amplitudes of the motor speed are not higher than the high and low amplitude thresholds, return to and execute S110 again;

[0035] S140. Count the duration of S120 to S130; then perform the following operations based on the statistical results:

[0036] If the inspection result is that the duration exceeds the manually preset duration threshold, the recognition result of S100 is set as the jitter condition as priority jitter;

[0037] If the checking result is that the duration does not exceed the duration threshold, the recognition result of S100 is set as the shaking condition that the vehicle does not shake;

[0038] In S300, judging whether the throttle jitter belongs to the associated excitation according to the throttle characteristic specifically includes the following steps:

[0039] S310. Compare the throttle opening fluctuation frequency in the throttle opening signal with the manually preset throttle opening fluctuation frequency; and then perform the following operations according to the comparison result:

[0040] If the comparison result is that the throttle opening fluctuation frequency in the throttle opening signal is higher than the throttle opening fluctuation frequency, executing S320;

[0041] If the comparison result is that the throttle opening fluctuation frequency in the throttle opening signal is not higher than the throttle opening fluctuation frequency, the judgment result of S300 is set as the throttle jitter does not belong to the associated excitation;

[0042] S320. Compare the throttle opening fluctuation amplitude in the throttle opening signal with the manually preset throttle opening fluctuation amplitude; and then perform the following operations according to the comparison result:

[0043] If the comparison result is that the throttle opening fluctuation amplitude in the throttle opening signal is higher than the throttle opening fluctuation amplitude, executing S330;

[0044] If the comparison result is that the throttle opening fluctuation amplitude in the throttle opening signal is not higher than the throttle opening fluctuation amplitude, the judgment result of S300 is set as the throttle jitter does not belong to the associated excitation;

[0045] S330. Determine whether the change in the throttle opening fluctuation frequency, the change in the throttle opening fluctuation amplitude, and the change in the motor speed are synchronized; then perform the following operations based on the determination result:

[0046] If the judgment result is that the change of the throttle opening fluctuation frequency, the change of the throttle opening fluctuation amplitude, and the change of the motor speed are synchronized, then the judgment result of S300 is set as the throttle jitter belonging to the associated excitation;

[0047] If the judgment result is that the change of the throttle opening fluctuation frequency, the change of the throttle opening fluctuation amplitude, and the change of the motor speed are not synchronized, then the judgment result of S300 is set as the throttle jitter does not belong to the associated excitation;

[0048] S330 determines whether the change of the throttle opening fluctuation frequency, the change of the throttle opening fluctuation amplitude, and the change of the motor speed are synchronized, specifically including the following steps:

[0049] S331. Compare the time points of the change of the throttle opening fluctuation frequency, the time points of the change of the throttle opening fluctuation amplitude, and the time points of the change of the motor speed; then perform the following operations according to the comparison results:

[0050] If the time point of the change of the throttle opening fluctuation frequency is the same as the time point of the change of the motor speed, and the time point of the change of the throttle opening fluctuation amplitude is the same as the time point of the change of the motor speed, then execute S332;

[0051] If the time point of the change of the throttle opening fluctuation frequency is different from the time point of the change of the motor speed, or the time point of the change of the throttle opening fluctuation amplitude is different from the time point of the change of the motor speed, it is determined that the change of the throttle opening fluctuation frequency, the change of the throttle opening fluctuation amplitude, and the change of the motor speed are not synchronized;

[0052] S332. Compare the percentage of the change in the amplitude of the throttle opening fluctuation frequency, the percentage of the change in the amplitude of the throttle opening fluctuation amplitude, and the percentage of the change in the amplitude of the motor speed; then perform the following operations based on the comparison results:

[0053] If the difference between the percentage of the change in the amplitude of the throttle opening fluctuation frequency and the percentage of the change in the amplitude of the motor speed does not exceed the manually preset percentage threshold of the change amplitude, and the difference between the percentage of the change in the amplitude of the throttle opening fluctuation amplitude and the percentage of the change in the amplitude of the motor speed does not exceed the percentage threshold of the change amplitude, then it is determined that the change in the throttle opening fluctuation frequency, the change in the throttle opening fluctuation amplitude, and the change in the motor speed are synchronized;

[0054] If the difference between the percentage of the change in the amplitude of the throttle opening fluctuation frequency and the percentage of the change in the amplitude of the motor speed exceeds the percentage of the change amplitude, or the difference between the percentage of the change in the amplitude of the throttle opening fluctuation amplitude and the percentage of the change in the amplitude of the motor speed exceeds the percentage of the change amplitude, it is determined that the change in the throttle opening fluctuation frequency, the change in the throttle opening fluctuation amplitude, and the change in the motor speed are not synchronized;

[0055] The sampling points on the waveform of each throttle opening signal include an upper point, a middle point, and a lower point; wherein:

[0056] The upper point is the point where the upper boundary of the waveform of the throttle opening signal is located;

[0057] The lower point is the point where the lower boundary of the waveform of the throttle opening signal is located;

[0058] The midpoint is the point where the midline of the waveform of the throttle opening signal is located;

[0059] The throttle output curve includes a strong power throttle output curve, a weak power throttle output curve, and a robust throttle output curve; wherein:

[0060] The strong power throttle output curve is a curve connected by the upper points taken from the waveforms of all the throttle opening signals;

[0061] The weak power throttle output curve is a curve connected by the lower points taken from the waveforms of all the throttle opening signals;

[0062] The robust throttle output curve is a curve connected by the midpoints taken from the waveforms of all the throttle opening signals;

[0063] The motor or engine speed fluctuation is identified. When the speed fluctuates and the speed frequency, amplitude, and duration are greater than a certain value, it is identified as the priority jitter.

[0064] Preferably, the change frequency threshold in S120 is that the change frequency fluctuation of the motor speed changes once every 100 ms;

[0065] The change frequency threshold in S130 is that the high and low amplitude fluctuation of the motor speed is not less than 50 rounds;

[0066] The duration threshold in S140 is 2 seconds.

[0067] Preferably, the change amplitude percentage threshold in S332 is ±5%.

[0068] Preferably, the driving habit in S800 is pre-calibrated by the driver's preference for throttle size.

[0069] Compared with the prior art, the present invention has the following advantages:

[0070] 1. The present invention is based on identifying vehicle jitters, extracting throttle features according to different situations, and does not interfere with the vehicle throttle characteristics in non-jitter scenarios. This is completely different from the indiscriminate sampling and averaging of the prior art, thereby fundamentally avoiding the distortion and offset of the throttle signal and improving the vehicle response characteristics;

[0071] 2. Since the present invention adopts automatic analysis and automatic optimization of vehicle jitter influencing factors, and the jitter influencing factors include but are not limited to throttle jitter, the vehicle ride comfort is optimized. BRIEF DESCRIPTION OF THE DRAWINGS

[0072] Figure 1 A schematic diagram of a priority jitter situation in a specific embodiment of the present invention;

[0073] Figure 2 A schematic diagram of sampling points taken out according to a specific embodiment of the present invention;

[0074] Figure 3 It is a schematic diagram of a throttle output curve under strong power output of a specific embodiment of the present invention;

[0075] Figure 4 It is a schematic diagram of a throttle output curve under robust output of a specific embodiment of the present invention;

[0076] Figure 5 It is a schematic diagram of a throttle output curve under weak power output according to a specific embodiment of the present invention. DETAILED DESCRIPTION

[0077] The present invention is further explained below in conjunction with specific embodiments. It should be understood that these embodiments are only used to illustrate the present invention and are not used to limit the scope of the present invention. After reading the present invention, various equivalent forms of modifications to the present invention by those skilled in the art all fall within the scope defined by the claims attached to this application.

[0078] It should be noted in advance that the principle of the present invention is to identify the fluctuation of the motor / engine speed. When the speed fluctuates, the speed frequency, amplitude, and duration are greater than a certain value, and it is identified as a priority jitter. When jitter occurs, the current throttle opening fluctuation is judged, the frequency and amplitude of the throttle opening jitter are identified, and according to actual needs, the upper boundary, lower boundary, or center line of the jitter waveform is taken as the actual output throttle.

[0079] A vehicle vibration identification and optimization control method comprises the following steps:

[0080] S100. Identify the jitter condition; then perform the following operations based on the identification result:

[0081] If the identification result is that the shaking condition is priority shaking, S200 is executed.

[0082] If the identification result is that the vehicle is not shaking, the process returns to and executes S100 again.

[0083] It should be noted that for a conventional throttle, if the vehicle does not shake, the throttle opening will not be processed.

[0084] In this specific embodiment, identifying the jitter condition in S100 specifically includes the following steps:

[0085] S110. Detect the motor speed; then perform the following operations based on the detection result:

[0086] If the detection result shows that the motor speed fluctuates, S120 is executed.

[0087] If the detection result shows that the motor speed does not fluctuate, S110 is executed again.

[0088] S120. Check the frequency of the motor speed change; then perform the following operations based on the check results:

[0089] If the checking result is that the change frequency of the motor speed is higher than the manually preset change frequency threshold, S130 is executed.

[0090] If the checking result is that the change frequency of the motor speed is not higher than the change frequency threshold, the process returns to and executes S110 again.

[0091] In this specific embodiment, the change frequency threshold in S120 is that the change frequency of the motor speed fluctuates once every 100 ms.

[0092] S130. Check the high and low amplitudes of the motor speed; then perform the following operations based on the inspection results:

[0093] If the checking result is that the high and low amplitudes of the motor speed are higher than the manually preset high and low amplitude thresholds, S140 is executed.

[0094] If the checking result is that the high and low amplitudes of the motor speed are not higher than the high and low amplitude thresholds, the process returns to and executes S110 again.

[0095] In this specific embodiment, the frequency change threshold in S130 is that the high and low amplitude fluctuations of the motor speed are not less than 50 rounds.

[0096] S140. Count the duration of S120 to S130; then perform the following operations based on the statistical results:

[0097] If the checking result is that the duration exceeds the manually preset duration threshold, the identification result of S100 is set as the jitter condition as priority jitter.

[0098] If the checking result is that the duration does not exceed the duration threshold, the recognition result of S100 is set as the shaking condition that the vehicle does not shake.

[0099] In this specific embodiment, the duration threshold in S140 is 2s.

[0100] S200. After the vibration is identified, the throttle characteristics are extracted, analyzed and processed. That is, when the vehicle is vibrating, the throttle opening signal is extracted; then the throttle characteristics are extracted from the throttle opening signal; the throttle characteristics include the throttle opening fluctuation frequency and the throttle opening fluctuation amplitude in the throttle opening signal.

[0101] In this specific embodiment, the sampling points on the waveform of each throttle opening signal include an upper point, a middle point, and a lower point;

[0102] in:

[0103] The upper point is the point where the upper boundary of the waveform of the throttle opening signal is located.

[0104] The lower point is the point where the lower boundary of the waveform of the throttle opening signal is located.

[0105] The midpoint is the point where the midline of the waveform of the throttle opening signal is located.

[0106] In this specific embodiment, the throttle opening signal is processed, and the upper, middle and lower points are taken as a group. Each waveform is analyzed in the same way to obtain: [A upper, A middle, A lower], [B upper, B middle, B lower], [C upper, C middle, C lower], and so on.

[0107] S300. Determine whether the throttle vibration belongs to the associated excitation according to the throttle characteristics; then perform the following operations according to the determination result:

[0108] If the judgment result is that the throttle vibration belongs to the associated excitation, S400 is executed.

[0109] If the judgment result is that the throttle vibration does not belong to the associated excitation, the process returns to and re-executes S300 .

[0110] In this specific embodiment, judging whether the throttle jitter belongs to the associated excitation according to the throttle characteristics in S300 specifically includes the following steps:

[0111] S310. Compare the throttle opening fluctuation frequency in the throttle opening signal with the manually preset throttle opening fluctuation frequency; then perform the following operations based on the comparison result:

[0112] If the comparison result is that the throttle opening fluctuation frequency in the throttle opening signal is higher than the throttle opening fluctuation frequency, S320 is executed.

[0113] If the comparison result is that the throttle opening fluctuation frequency in the throttle opening signal is not higher than the throttle opening fluctuation frequency, the determination result of S300 is set as the throttle jitter does not belong to the associated excitation.

[0114] S320. Compare the throttle opening fluctuation amplitude in the throttle opening signal with the manually preset throttle opening fluctuation amplitude; then perform the following operations based on the comparison result:

[0115] If the comparison result is that the throttle opening fluctuation amplitude in the throttle opening signal is higher than the throttle opening fluctuation amplitude, S330 is executed.

[0116] If the comparison result is that the throttle opening fluctuation amplitude in the throttle opening signal is not higher than the throttle opening fluctuation amplitude, the judgment result of S300 is set as the throttle jitter does not belong to the associated excitation.

[0117] S330. Determine whether the change in the throttle opening fluctuation frequency, the change in the throttle opening fluctuation amplitude, and the change in the motor speed are synchronized; then perform the following operations based on the judgment result:

[0118] If the judgment result is that the change in the throttle opening fluctuation frequency, the change in the throttle opening fluctuation amplitude, and the change in the motor speed are synchronized, the judgment result of S300 is set as the throttle jitter belonging to the associated excitation.

[0119] If the judgment result is that the change of the throttle opening fluctuation frequency, the change of the throttle opening fluctuation amplitude, and the change of the motor speed are not synchronized, the judgment result of S300 is set as the throttle jitter does not belong to the associated excitation.

[0120] In this specific embodiment, determining in S330 whether the change of the throttle opening fluctuation frequency, the change of the throttle opening fluctuation amplitude, and the change of the motor speed are synchronized specifically includes the following steps:

[0121] S331. Compare the time points of the change of the throttle opening fluctuation frequency, the time points of the change of the throttle opening fluctuation amplitude, and the time points of the change of the motor speed; then perform the following operations based on the comparison results:

[0122] If the time point of the change of the throttle opening fluctuation frequency is the same as the time point of the change of the motor speed, and the time point of the change of the throttle opening fluctuation amplitude is the same as the time point of the change of the motor speed, then execute S332.

[0123] If the time point of the change of the throttle opening fluctuation frequency is different from the time point of the change of the motor speed, or the time point of the change of the throttle opening fluctuation amplitude is different from the time point of the change of the motor speed, it is judged that the change of the throttle opening fluctuation frequency, the change of the throttle opening fluctuation amplitude, and the change of the motor speed are not synchronized.

[0124] S332. Compare the percentage of the change in the amplitude of the throttle opening fluctuation frequency, the percentage of the change in the amplitude of the throttle opening fluctuation amplitude, and the percentage of the change in the amplitude of the motor speed; then perform the following operations based on the comparison results:

[0125] If the difference between the percentage change of the amplitude of the throttle opening fluctuation frequency and the percentage change of the amplitude of the motor speed does not exceed the manually preset percentage change amplitude threshold, and the difference between the percentage change of the amplitude of the throttle opening fluctuation amplitude and the percentage change of the amplitude of the motor speed does not exceed the percentage change amplitude threshold, then it is judged that the change of the throttle opening fluctuation frequency, the change of the throttle opening fluctuation amplitude, and the change of the motor speed are synchronized.

[0126] If the difference between the percentage change of the amplitude of the throttle opening fluctuation frequency and the percentage change of the amplitude of the motor speed exceeds the percentage change amplitude threshold, or the difference between the percentage change of the amplitude of the throttle opening fluctuation amplitude and the percentage change of the amplitude of the motor speed exceeds the percentage change amplitude threshold, then it is determined that the change of the throttle opening fluctuation frequency, the change of the throttle opening fluctuation amplitude, and the change of the motor speed are not synchronized.

[0127] In this specific embodiment, the change amplitude percentage threshold in S332 is ±5%.

[0128] S400. Arrange the acquisition time of each throttle opening signal in ascending order on the time axis; then read the upper and lower amplitudes of the waveform of each throttle opening signal in turn; then take out multiple sampling points from the waveform of each throttle opening signal, and pack the taken out sampling points into a group; the selection rules of the sampling points taken out from the waveform of each throttle opening signal are the same and are preset manually.

[0129] S500. Connect all sampling points in the same position taken from the waveforms of the throttle opening signals to form a throttle output curve.

[0130] In this specific embodiment, the throttle output curve includes a strong power throttle output curve, a weak power throttle output curve, and a robust throttle output curve; wherein:

[0131] The strong power throttle output curve is a curve connected by the upper points taken from the waveforms of all throttle opening signals.

[0132] In this specific embodiment, it is A on, B on, C on, and so on.

[0133] The weak power throttle output curve is a curve connected by the lower points taken from the waveforms of all throttle opening signals.

[0134] In this specific embodiment, it is A down, B down, C down, and so on.

[0135] The robust throttle output curve is a curve connected by the midpoints taken from the waveforms of all throttle opening signals.

[0136] In this specific embodiment, it is A, B, C, and so on.

[0137] In this specific embodiment, the steps are also included:

[0138] S600. For different vehicle models, repeat S100 to S500 for each vehicle model to obtain a throttle output curve for the vehicle model.

[0139] S700. For different scenarios, repeat S100 to S500 for each scenario to obtain a throttle output curve for the scenario.

[0140] S800. For different driving habits, repeat S100 to S500 for each driving habit to obtain a throttle output curve related to the driving habit.

[0141] In this specific embodiment, the driving habit in S800 is pre-calibrated by the driver's preference for throttle size.

[0142] S900. Add the throttle output curves about the vehicle type, the throttle output curves about the scene, and the throttle output curves about the driving habits obtained in S600 to S800 to the recognition model, control the boundaries, and improve the self-learning data.

[0143] In order to further demonstrate the principle and effect of the present invention, the applicant has also conducted multiple simulation experiments, and the experimental process is recorded as follows:

[0144] First, identify the motor speed jitter. When the motor speed fluctuates, that is, the frequency of change, high and low amplitudes, and duration are greater than a certain value, it is considered to be a priority jitter.

[0145] It should be noted that this value can be calibrated according to actual test conditions; for example, if the motor speed fluctuates by more than 50 revolutions within 100ms for more than 2 times within a continuous period of 2s, the motor speed is considered to be a priority jitter; if the motor speed fluctuates by more than 50 revolutions within 100ms for no more than 1 time within a continuous period of 2s, the motor speed is considered to be a regular jitter, and the throttle opening will not be processed.

[0146] like Figure 1 As shown in the figure, the motor speed fluctuates by more than 50 revolutions within 100 ms for more than 2 times during the 2 s period, so the motor speed is considered to be a priority jitter.

[0147] After identifying the priority jitter, the throttle is characterized, analyzed and processed. The characteristics of the fluctuation frequency and amplitude in the throttle opening signal are extracted and analyzed. When the throttle opening fluctuation frequency and amplitude trend are the same as the engine / motor speed change time point, and the amplitude percentage of the change is almost the same, that is, the amplitude percentage difference is within ±5%, then the throttle jitter is judged to be a related excitation.

[0148] exist Figure 1 In the example, if the throttle opening and the motor speed change at the same time point, and the percentage of the change amplitude is almost the same, and the difference in the amplitude percentage is within ±2%, it is judged that the throttle jitter belongs to the associated excitation.

[0149] Then, if Figure 2 As shown, the throttle signal is processed, the upper and lower amplitudes of the waveform are read, and the upper, middle and lower points are taken as a group. Each waveform is analyzed in the same way to obtain: [A up, A middle, A bottom], [B up, B middle, B bottom], [C up, C middle, C bottom] and so on. Figure 1 The throttle opening signal is processed by dot processing.

[0150] Then, according to the characteristics of strong power, weak power, and robustness, take A up, B up, C up, and so on, A down, B down, C down, and so on, or A in the middle, B in the middle, C in the middle, and so on, and connect them as the final throttle output.

[0151] like Figure 3 As shown, Figure 3 The black line in the figure is the throttle output curve under strong power output.

[0152] like Figure 4 As shown, Figure 4 The black line in the figure is the throttle output curve under robust output.

[0153] like Figure 5 As shown, Figure 5 The black line in the figure is the throttle output curve under weak power output. It can be seen that the curves of these three characteristics can intuitively reflect the throttle output. Unlike the simple sampling and averaging method, it will not cause throttle offset and can optimize the jitter of the throttle caused by the motor speed-related excitation.

[0154] Finally, for different vehicle models, different scenarios, and different driving habits, that is, the driver’s preference for throttle size, the above steps are identified, the recognition model is improved, the boundaries are controlled, and the self-learning data is then improved.

[0155] For example, when the vehicle is identified as a heavy vehicle or the vehicle is in a climbing state or the driver's usual driving habits prefer large throttle output, when priority jitter is identified and throttle jitter is an associated stimulus, the following can be used Figure 3 The strong power characteristic throttle shown in the figure can ensure that the vehicle has higher power performance while eliminating vibration. When the vehicle is identified as a medium-sized model or the vehicle is in a stable working condition, it can further combine the driver's driving habits and use a robust or weak power characteristic throttle to adaptively adjust the throttle output characteristics according to actual driving needs while eliminating vibration, further optimizing energy consumption data.

[0156] In the above detailed description, various features are grouped together in a single embodiment to simplify the disclosure. This method of disclosure should not be interpreted as reflecting an intention that the embodiments of the claimed subject matter require more features than are clearly stated in each claim. On the contrary, as reflected in the appended claims, the invention is in a state of having less than all the features of the disclosed individual embodiments. Therefore, the appended claims are hereby expressly incorporated into the detailed description, with each claim standing on its own as a separate preferred embodiment of the invention.

[0157] The disclosed embodiments are described above to enable any person skilled in the art to implement or use the present invention. Various modifications of these embodiments are obvious to those skilled in the art, and the general principles defined herein may also be applied to other embodiments without departing from the spirit and scope of the present disclosure. Therefore, the present disclosure is not limited to the embodiments given herein, but is consistent with the broadest scope of the principles and novel features disclosed in this application.

[0158] The above description includes examples of one or more embodiments. Of course, it is not possible to describe all possible combinations of components or methods for the purpose of describing the above embodiments, but it should be recognized by those skilled in the art that the various embodiments may be further combined and arranged. Therefore, the embodiments described herein are intended to cover all such changes, modifications and variations that fall within the scope of protection of the appended claims. In addition, with respect to the term "comprising" used in the specification or claims, the word is covered in a manner similar to the term "including", just as "including," is explained as a transitional word in the claims. In addition, any term "or" used in the specification of the claims is intended to mean "non-exclusive or".

[0159] The specific implementation methods described above further illustrate the objectives, technical solutions and beneficial effects of the present invention in detail. It should be understood that the above description is only a specific implementation method of the present invention and is not intended to limit the scope of protection of the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A vehicle vibration identification and optimization control method, characterized in that: The following steps are involved: S100. Identify the jitter condition; then perform the following operations based on the identification result: If the identification result is that the jitter condition is a priority jitter, executing S200; If the identification result is that the shaking condition is that the vehicle does not shake, then return to and re-execute S100; S200. Collecting throttle opening signal; Then, a throttle characteristic is extracted from the throttle opening signal; the throttle characteristic comprises a throttle opening fluctuation frequency and a throttle opening fluctuation amplitude in the throttle opening signal; S300. Determine whether the throttle vibration belongs to the associated excitation according to the throttle characteristics; then perform the following operations according to the determination result: If the judgment result is that the throttle vibration belongs to the associated excitation, executing S400; If the judgment result is that the throttle vibration does not belong to the associated excitation, return to and re-execute S300; S400. Arrange the acquisition time of each throttle opening signal in ascending order on the time axis; then read the upper and lower amplitudes of the waveform of each throttle opening signal in sequence; then take out a plurality of sampling points from the waveform of each throttle opening signal, and pack the taken out sampling points into a group; the selection rules of the sampling points taken out from the waveform of each throttle opening signal are the same and are preset manually; S500. Connect all the sampling points in the same position taken from the waveform of the throttle opening signal to form a throttle output curve; Also includes the steps: S600. For different vehicle models, repeat S100 to S500 for each vehicle model to obtain the throttle output curve for the vehicle model; S700. For different scenarios, repeat S100 to S500 for each scenario to obtain the throttle output curve for the scenario; S800. For different driving habits, repeat S100 to S500 for each driving habit to obtain the throttle output curve for the driving habit; S900. Add the throttle output curve for the vehicle type, the throttle output curve for the scene, and the throttle output curve for the driving habit obtained in S600 to S800 to the recognition model, and control the boundary to improve the self-learning data; The identification of the jitter condition in S100 specifically includes the following steps: S110. Detect the motor speed; then perform the following operations based on the detection result: If the detection result shows that the motor speed fluctuates, executing S120; If the detection result shows that the motor speed does not fluctuate, S110 is executed again; S120. Check the frequency of change of the motor speed; then perform the following operations according to the check result: If the checking result is that the change frequency of the motor speed is higher than the manually preset change frequency threshold, executing S130; If the checking result is that the change frequency of the motor speed is not higher than the change frequency threshold, then return to and execute S110 again; S130. Check the high and low amplitudes of the motor speed; then perform the following operations according to the inspection results: If the checking result is that the high and low amplitudes of the motor speed are higher than the manually preset high and low amplitude thresholds, executing S140; If the checking result is that the high and low amplitudes of the motor speed are not higher than the high and low amplitude thresholds, return to and execute S110 again; S140. Count the duration of S120 to S130; then perform the following operations based on the statistical results: If the inspection result is that the duration exceeds the manually preset duration threshold, the recognition result of S100 is set as the jitter condition as priority jitter; If the checking result is that the duration does not exceed the duration threshold, the recognition result of S100 is set as the shaking condition that the vehicle does not shake; In S300, judging whether the throttle jitter belongs to the associated excitation according to the throttle characteristic specifically includes the following steps: S310. Compare the throttle opening fluctuation frequency in the throttle opening signal with the manually preset throttle opening fluctuation frequency; and then perform the following operations according to the comparison result: If the comparison result is that the throttle opening fluctuation frequency in the throttle opening signal is higher than the throttle opening fluctuation frequency, executing S320; If the comparison result is that the throttle opening fluctuation frequency in the throttle opening signal is not higher than the throttle opening fluctuation frequency, the judgment result of S300 is set as the throttle jitter does not belong to the associated excitation; S320. Compare the throttle opening fluctuation amplitude in the throttle opening signal with the manually preset throttle opening fluctuation amplitude; and then perform the following operations according to the comparison result: If the comparison result is that the throttle opening fluctuation amplitude in the throttle opening signal is higher than the throttle opening fluctuation amplitude, executing S330; If the comparison result is that the throttle opening fluctuation amplitude in the throttle opening signal is not higher than the throttle opening fluctuation amplitude, the judgment result of S300 is set as the throttle jitter does not belong to the associated excitation; S330. Determine whether the change in the throttle opening fluctuation frequency, the change in the throttle opening fluctuation amplitude, and the change in the motor speed are synchronized; then perform the following operations based on the determination result: If the judgment result is that the change of the throttle opening fluctuation frequency, the change of the throttle opening fluctuation amplitude, and the change of the motor speed are synchronized, then the judgment result of S300 is set as the throttle jitter belonging to the associated excitation; If the judgment result is that the change of the throttle opening fluctuation frequency, the change of the throttle opening fluctuation amplitude, and the change of the motor speed are not synchronized, then the judgment result of S300 is set as the throttle jitter does not belong to the associated excitation; S330 determines whether the change of the throttle opening fluctuation frequency, the change of the throttle opening fluctuation amplitude, and the change of the motor speed are synchronized, specifically including the following steps: S331. Compare the time points of the change of the throttle opening fluctuation frequency, the time points of the change of the throttle opening fluctuation amplitude, and the time points of the change of the motor speed; then perform the following operations according to the comparison results: If the time point of the change of the throttle opening fluctuation frequency is the same as the time point of the change of the motor speed, and the time point of the change of the throttle opening fluctuation amplitude is the same as the time point of the change of the motor speed, then execute S332; If the time point of the change of the throttle opening fluctuation frequency is different from the time point of the change of the motor speed, or the time point of the change of the throttle opening fluctuation amplitude is different from the time point of the change of the motor speed, it is determined that the change of the throttle opening fluctuation frequency, the change of the throttle opening fluctuation amplitude, and the change of the motor speed are not synchronized; S332. Compare the percentage of the change in the amplitude of the throttle opening fluctuation frequency, the percentage of the change in the amplitude of the throttle opening fluctuation amplitude, and the percentage of the change in the amplitude of the motor speed; then perform the following operations based on the comparison results: If the difference between the percentage of the change in the amplitude of the throttle opening fluctuation frequency and the percentage of the change in the amplitude of the motor speed does not exceed the manually preset percentage threshold of the change amplitude, and the difference between the percentage of the change in the amplitude of the throttle opening fluctuation amplitude and the percentage of the change in the amplitude of the motor speed does not exceed the percentage threshold of the change amplitude, then it is determined that the change in the throttle opening fluctuation frequency, the change in the throttle opening fluctuation amplitude, and the change in the motor speed are synchronized; If the difference between the percentage of the change in the amplitude of the throttle opening fluctuation frequency and the percentage of the change in the amplitude of the motor speed exceeds the percentage of the change amplitude, or the difference between the percentage of the change in the amplitude of the throttle opening fluctuation amplitude and the percentage of the change in the amplitude of the motor speed exceeds the percentage of the change amplitude, it is determined that the change in the throttle opening fluctuation frequency, the change in the throttle opening fluctuation amplitude, and the change in the motor speed are not synchronized; The sampling points on the waveform of each throttle opening signal include an upper point, a middle point, and a lower point; wherein: The upper point is the point where the upper boundary of the waveform of the throttle opening signal is located; The lower point is the point where the lower boundary of the waveform of the throttle opening signal is located; The midpoint is the point where the midline of the waveform of the throttle opening signal is located; The throttle output curve includes a strong power throttle output curve, a weak power throttle output curve, and a robust throttle output curve; wherein: The strong power throttle output curve is a curve connected by the upper points taken from the waveforms of all the throttle opening signals; The weak power throttle output curve is a curve connected by the lower points taken from the waveforms of all the throttle opening signals; The robust throttle output curve is a curve connected by the midpoints taken from the waveforms of all the throttle opening signals; The motor or engine speed fluctuation is identified. When the speed fluctuates and the speed frequency, amplitude, and duration are greater than a certain value, it is identified as the priority jitter.

2. The vehicle vibration identification and optimization control method according to claim 1, characterized in that: The change frequency threshold in S120 is that the change frequency of the motor speed fluctuates once every 100ms; The change frequency threshold in S130 is that the high and low amplitude fluctuation of the motor speed is not less than 50 rounds; The duration threshold in S140 is 2 seconds.

3. The vehicle vibration identification and optimization control method according to claim 2, characterized in that: The change amplitude percentage threshold in S332 is ±5%.

4. The vehicle vibration identification and optimization control method according to claim 3 is characterized in that: The driving habit in S800 is pre-calibrated according to the driver's preference for throttle size.

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