Electric vehicle anti-shake method, device, equipment and computer readable storage medium

Abstract

The embodiment of the application provides a kind of electric vehicle anti-shake method, device, equipment and computer readable storage medium, the method comprises: obtaining speed signal and torque instruction;And according to speed signal, the speed of motor is determined;The speed of motor is carried out first filtering processing, and the speed difference value is determined;And based on the speed difference value, the equivalent acceleration of motor is determined;First filtering processing represents band-pass filtering processing and low-pass filtering processing;Based on equivalent acceleration, second filtering processing and gain compensation processing are carried out, and current compensation value is determined;Second filtering processing represents low-pass filtering processing;Based on current compensation value, third filtering processing and superposition processing are carried out, and current instruction value is determined;And according to current instruction value, the anti-shake processing of electric vehicle is realized;Third filtering processing represents high-pass filtering processing, and the effect of electric vehicle anti-shake processing can be improved.

Description

Technical Field

[0001] This application relates to the field of electric vehicle technology, and in particular to an electric vehicle anti-shake method, device, equipment, and computer-readable storage medium. Background Technology

[0002] Traditional automobiles typically use internal combustion engines for power, which accelerate the consumption of limited human energy resources and cause serious environmental problems. Electric vehicles, with their zero emissions, low heat radiation, and low noise, have gained significant attention and popularity. However, in current technology, the manufacturing precision, assembly processes, and consistency issues of gears, splines, and other transmission components in electric vehicles cause vibrations during creeping starts, severely reducing vehicle comfort.

[0003] Currently, the following three methods are commonly used to suppress the vibration during the creeping start of electric vehicles: 1. Adding compensation torque; 2. Adding gear torque; 3. Changing the torque loading slope. The above three methods usually fix the motor controller in torque mode. However, torque control is an open-loop control, which cannot guarantee the smoothness of the motor speed. Therefore, the above three methods have the problem of not being able to suppress the vibration during the creeping start of electric vehicles, resulting in poor vibration reduction effect of electric vehicles. Summary of the Invention

[0004] This application aims to provide a method, apparatus, device, and computer-readable storage medium for stabilizing electric vehicles, which can improve the stabilization effect of electric vehicles.

[0005] The technical solution of this application is implemented as follows:

[0006] This application provides a method for stabilizing the vibration of an electric vehicle, the method comprising:

[0007] Acquire speed signals and torque commands; and determine the motor speed based on the speed signals;

[0008] The motor's rotational speed is subjected to a first filtering process to determine the speed difference; and based on the speed difference, the equivalent acceleration of the motor is determined; the first filtering process represents bandpass filtering and low-pass filtering.

[0009] Based on the equivalent acceleration, a second filtering process and a gain compensation process are performed to determine the current compensation value; the second filtering process represents the low-pass filtering process.

[0010] Based on the current compensation value, a third filtering process and a superposition process are performed to determine the current command value; and according to the current command value, the anti-shake processing of the electric vehicle is implemented; the third filtering process represents a high-pass filtering process.

[0011] In the above scheme, the step of performing a first filtering process on the motor speed to determine the speed difference includes:

[0012] The motor speed is obtained by performing a bandpass filter.

[0013] The first rotational speed is subjected to low-pass filtering to determine the speed difference.

[0014] In the above scheme, the step of performing low-pass filtering on the first rotational speed to determine the speed difference includes:

[0015] The first rotational speed is subjected to a first low-pass filter to obtain the second rotational speed;

[0016] The first rotational speed is subjected to a second low-pass filter to obtain a third rotational speed; the filter cutoff frequency of the second low-pass filter is less than or equal to the filter cutoff frequency of the first low-pass filter.

[0017] Based on the second rotational speed and the third rotational speed, a difference calculation is performed to determine the speed difference.

[0018] In the above scheme, determining the equivalent acceleration of the motor based on the speed difference includes:

[0019] Based on the motor's rotational speed, a lookup table is performed to determine the gain coefficient;

[0020] The gain coefficient and the speed difference are multiplied to determine the equivalent acceleration of the motor.

[0021] In the above scheme, the step of performing a second filtering process and gain compensation process based on the equivalent acceleration to determine the current compensation value includes:

[0022] Based on the equivalent acceleration, a second low-pass filter is performed to obtain the target acceleration;

[0023] The current compensation value is determined based on the target acceleration, the torque command, and the motor speed.

[0024] In the above scheme, determining the current compensation value based on the target acceleration, the torque command, and the motor speed includes:

[0025] Based on the target acceleration, the torque command, and the motor speed, a lookup table is performed to determine the current compensation coefficient.

[0026] Based on the target acceleration and the current compensation coefficient, a product operation is performed to determine the current compensation value.

[0027] In the above scheme, the step of performing a third filtering and superposition process based on the current compensation value to determine the current command value includes:

[0028] The current compensation value is subjected to high-pass filtering to obtain the target current compensation value;

[0029] The target current compensation value is superimposed on the command current to determine the current command value.

[0030] This application provides an electric vehicle anti-shake device, which includes an acquisition unit and a determination unit, wherein...

[0031] The acquisition unit is used to acquire speed signals and torque commands;

[0032] The determining unit is configured to: determine the motor speed based on the speed signal; perform a first filtering process on the motor speed to determine a speed difference; determine the equivalent acceleration of the motor based on the speed difference; perform a second filtering process and gain compensation process based on the equivalent acceleration to determine a current compensation value; perform a superposition process based on the current compensation value to determine a current command value; and implement anti-shake processing for the electric vehicle based on the current command value.

[0033] This application provides an electric vehicle image stabilization device, which includes a processor and a memory; wherein...

[0034] The memory is used to store computer programs;

[0035] The processor is configured to call and run the computer program from the memory to execute the electric vehicle anti-shake method.

[0036] Fourthly, embodiments of this application provide a computer-readable storage medium storing executable instructions for causing a processor to execute the electric vehicle anti-shake method.

[0037] This application provides an electric vehicle anti-shake method, device, equipment, and computer-readable storage medium. The method includes: acquiring a rotational speed signal and a torque command; determining the rotational speed of a motor based on the rotational speed signal; performing a first filtering process on the rotational speed of the motor to determine a speed difference; and determining the equivalent acceleration of the motor based on the speed difference; the first filtering process represents band-pass filtering and low-pass filtering; performing a second filtering process and gain compensation process based on the equivalent acceleration to determine a current compensation value; the second filtering process represents low-pass filtering; performing a third filtering process and superposition process based on the current compensation value to determine a current command value; and implementing anti-shake processing for the electric vehicle based on the current command value; the third filtering process represents high-pass filtering. In the above scheme, the speed signal and torque command are acquired. The speed signal is used to determine the motor speed. The motor speed is then subjected to a first filtering process to determine the speed difference. Based on the speed difference, the equivalent acceleration of the motor is determined. Then, the equivalent acceleration is used to determine the current compensation value. Since the determination of the current compensation value is based on the speed and acceleration, adding acceleration can make the current compensation value more accurate. Based on the current compensation value, the current command value is determined, which can realize the vehicle's active anti-shake function and improve the anti-shake effect of electric vehicles. Attached Figure Description

[0038] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the specification, serve to explain the technical solutions of this application. Obviously, the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort.

[0039] The flowcharts shown in the accompanying drawings are merely illustrative and do not necessarily include all content and operations / steps, nor do they necessarily have to be performed in the described order. For example, some operations / steps can be broken down, while others can be combined or partially combined; therefore, the actual execution order may change depending on the specific circumstances.

[0040] Figure 1 This application provides an optional flowchart of an electric vehicle anti-shake method. Figure 1 ;

[0041] Figure 2 An optional circuit diagram of an electric vehicle anti-shake method provided in this application embodiment. Figure 1 ;

[0042] Figure 3 This application provides an optional flowchart of an electric vehicle anti-shake method. Figure 2 ;

[0043] Figure 4 This application provides an optional flowchart of an electric vehicle anti-shake method. Figure 3 ;

[0044] Figure 5 This application provides an optional flowchart of an electric vehicle anti-shake method. Figure 4 ;

[0045] Figure 6 An optional circuit diagram of an electric vehicle anti-shake method provided in this application embodiment. Figure 2 ;

[0046] Figure 7a This application provides an optional rotational speed diagram for an electric vehicle anti-shake method.

[0047] Figure 7b This application provides an embodiment of an optional target acceleration diagram for an electric vehicle anti-shake method;

[0048] Figure 7c This application provides an embodiment of an optional target current compensation value for an electric vehicle anti-shake method.

[0049] Figure 8 This application provides a schematic diagram of the structure of an electric vehicle anti-shake device according to an embodiment of the present application;

[0050] Figure 9 This is a schematic diagram of the structure of an electric vehicle anti-shake device provided in an embodiment of this application. Detailed Implementation

[0051] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the specific technical solutions of this application will be further described in detail below with reference to the accompanying drawings of the embodiments of this application. The following embodiments are used to illustrate this application, but are not intended to limit the scope of this application.

[0052] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing embodiments of this application only and is not intended to limit this application.

[0053] In the following description, references to "some embodiments," "this embodiment," "this application embodiment," and examples, etc., describe a subset of all possible embodiments. However, it is understood that "some embodiments" may be the same subset or different subset of all possible embodiments and may be combined with each other without conflict.

[0054] If the application documents contain similar descriptions such as "first / second", the following explanation shall be added: In the following description, the terms "first / second / third" are used only to distinguish similar objects and do not represent a specific order of objects. It is understood that "first / second / third" may be interchanged in a specific order or sequence where permitted, so that the embodiments of this application described herein can be implemented in an order other than that illustrated or described herein.

[0055] This application provides a method for stabilizing the vibration of an electric vehicle. Figure 1 This is an optional flowchart illustrating an electric vehicle anti-shake method provided in this application embodiment. Figure 1 , will combine Figure 1 The steps shown are explained.

[0056] S101. Obtain the speed signal and torque command; and determine the motor speed based on the speed signal.

[0057] In this embodiment, during operation, the electric vehicle's motor, transmission system, and wheels form a torsional vibration system, which may cause the vehicle to shake. Therefore, a motor controller is needed to perform anti-shake operations. When performing anti-shake operations, it is necessary to determine relevant information about the motor and the transmission system.

[0058] In some embodiments of this application, the relevant information of the motor includes: direct axis, quadrature axis, φmag, Is, α axis, β axis, position signal, direct axis inductance, quadrature axis inductance, α axis inductance, β axis inductance, α axis voltage, β axis voltage, α axis current, β axis current, d axis voltage, q axis voltage, d axis current, q axis current, and LCR.

[0059] For example, the direct axis: also known as the d-axis, such as... Figure 2 As shown, the d-axis is defined as the direction of the N pole of the rotor magnetic poles of a permanent magnet synchronous motor. The quadrature axis, also known as the q-axis, is as follows: Figure 2 As shown, the q-axis is defined as the direction 90° counterclockwise from the positive d-axis. φmag: permanent magnet flux linkage; Is: current magnitude in the dq coordinate system. α-axis: as shown... Figure 2 As shown, the α axis is defined in the 0° direction. The β axis: as... Figure 2 As shown, the α axis is defined in the 90° direction. Position signal: as shown Figure 2 The diagram shows the angle between the α-axis and the d-axis. Direct-axis inductance: also known as d-axis inductance, Ld; Quadrature-axis inductance: also known as q-axis inductance, Lq; α-axis inductance: also known as d-axis inductance, Lα; β-axis inductance: also known as q-axis inductance, Lβ. α-axis voltage: Vα; β-axis voltage: Vβ; α-axis current: iα; β-axis current: iβ. d-axis voltage: Vd; q-axis voltage: Vq; d-axis current: id; q-axis current: iq; LCR: inductance, capacitance, resistance.

[0060] It should be noted that the relevant information for the motor also includes the motor speed, and the relevant information for the transmission system includes the torque.

[0061] In some embodiments of this application, the subject of the electric vehicle anti-shake method is an electric vehicle anti-shake device.

[0062] In some embodiments of this application, the electric vehicle anti-shake device can acquire a speed signal and a torque command; wherein, the speed signal is used to calculate the motor speed, and the torque command is used to subsequently determine the current compensation coefficient. After obtaining the speed signal, the motor speed is determined based on the speed signal.

[0063] S102. Perform a first filtering process on the motor speed to determine the speed difference; and determine the equivalent acceleration of the motor based on the speed difference; the first filtering process represents the band-pass filtering process and the low-pass filtering process.

[0064] In this embodiment, the first filtering process represents bandpass filtering and low-pass filtering. Bandpass filtering is a method of processing signals based on their frequency characteristics. By selecting a frequency range, only signals within that range are retained, while other frequency components are weakened or removed. The principle of bandpass filtering can be summarized in the following steps: 1. Perform a Fourier transform on the signal to obtain its frequency spectrum. 2. Design a filter based on the required frequency range to retain. 3. Apply the filter to the signal's frequency spectrum to obtain the filtered frequency spectrum. 4. Perform an inverse Fourier transform on the filtered frequency spectrum to obtain the filtered signal. Low-pass filtering is a filtering method where low-frequency signals can pass normally, while high-frequency signals exceeding a set threshold are blocked or weakened. However, the degree of blocking or weakening varies depending on the frequency and the filtering procedure (purpose). It is sometimes also called high-frequency removal filtering or maximum removal filtering. Low-pass filtering is the opposite of high-pass filtering.

[0065] It should be noted that bandpass filtering can be applied to speech processing scenarios. In speech communication, bandpass filtering is often used to filter out unwanted frequency components in order to improve speech quality and suppress noise. It can also be applied to image processing scenarios. In image processing, bandpass filtering can be used for image enhancement, edge detection, and other applications, and can extract signals within a specific frequency range from the image.

[0066] In some embodiments of this application, the electric vehicle anti-shake device performs bandpass filtering on the motor speed to obtain a first speed; performs low-pass filtering on the first speed to determine the speed difference; performs table lookup processing based on the motor speed to determine the gain coefficient; and performs product operation on the gain coefficient and the speed difference to determine the equivalent acceleration of the motor.

[0067] In some embodiments of this application, the electric vehicle anti-shake device performs bandpass filtering on the motor speed to remove high-frequency noise and DC bias, obtaining a first speed. The first speed is then subjected to two low-pass filtering processes to obtain two different speeds. The speed difference is determined by subtracting the two different speeds. Based on the motor speed, a lookup table is performed to determine the gain coefficient. The gain coefficient is multiplied by the speed difference to obtain the equivalent acceleration of the motor.

[0068] S103. Based on the equivalent acceleration, perform a second filtering process and a gain compensation process to determine the current compensation value; the second filtering process characterizes the low-pass filtering process.

[0069] In this embodiment, the second filtering process represents a low-pass filtering process. Low-pass filtering includes first-order low-pass filtering, second-order low-pass filtering, and higher-order low-pass filtering.

[0070] In some embodiments of this application, after obtaining the equivalent acceleration, the electric vehicle anti-shake device performs a second low-pass filtering process based on the equivalent acceleration to obtain the target acceleration. Based on the target acceleration, torque command, and motor speed, a current compensation value is determined.

[0071] In some embodiments of this application, the electric vehicle anti-shake device can perform low-pass filtering on the equivalent acceleration to obtain the processed target acceleration. After obtaining the target acceleration, the current compensation coefficient is obtained by looking up a table based on the motor speed, torque command, and the peak-to-peak value of the acceleration low-pass filter (i.e., the peak-to-peak value of the target acceleration). The current compensation value is determined based on the current compensation coefficient and the target acceleration.

[0072] It should be noted that the peak-to-peak value of the acceleration low-pass filter represents the severity of jitter; the current compensation value is the q-axis current compensation value.

[0073] S104. Based on the current compensation value, perform third filtering and superposition processing to determine the current command value; and implement anti-shake processing for electric vehicles according to the current command value; the third filtering processing represents the high-pass filtering processing.

[0074] In this embodiment, the third filtering process represents high-pass filtering. High-pass filtering is a filtering method where high-frequency signals can pass normally, while low-frequency signals below a set threshold are blocked or attenuated. However, the extent of blocking or attenuation varies depending on the frequency and the filtering procedure (purpose). It is sometimes also called low-frequency removal filtering. High-pass filtering is the opposite of low-pass filtering.

[0075] In some embodiments of this application, the electric vehicle anti-shake device performs high-pass filtering on the current compensation value to obtain the target current compensation value; the target current compensation value is superimposed on the command current to determine the current command value; and the anti-shake processing of the electric vehicle is then implemented based on the current command value.

[0076] In some embodiments of this application, the electric vehicle anti-shake device can perform high-pass filtering on the current compensation value to remove low-frequency signals and obtain a target current compensation value. The target current compensation value is then superimposed on the command current to output a current command value, which is used to implement anti-shake processing for the electric vehicle.

[0077] Understandably, the electric vehicle anti-shake device acquires the speed signal and torque command; determines the motor speed based on the speed signal; performs a first filtering process on the motor speed to determine the speed difference; and determines the equivalent acceleration of the motor based on the speed difference. The first filtering process represents band-pass filtering and low-pass filtering. Based on the equivalent acceleration, a second filtering process and gain compensation process are performed to determine the current compensation value; the second filtering process represents low-pass filtering; based on the current compensation value, a third filtering process and superposition process are performed to determine the current command value; and the anti-shake processing of the electric vehicle is implemented based on the current command value; the third filtering process represents high-pass filtering. Since the determination of the current compensation value is based on the speed and acceleration, adding acceleration makes the current compensation value more accurate. Based on the current compensation value, the current command value is determined, enabling the vehicle's active anti-shake function and improving the anti-shake effect of the electric vehicle.

[0078] In this embodiment of the application, the speed of the motor is subjected to a first filtering process to determine the speed difference, which can be achieved through S1021 and S1022, as follows:

[0079] S1021. The motor speed is obtained by bandpass filtering.

[0080] In this embodiment of the application, the electric vehicle anti-shake device performs bandpass filtering on the motor speed to remove high-frequency noise and DC bias of the motor speed, thereby obtaining the first speed.

[0081] It should be noted that the reference values ​​for the filter cutoff frequencies of high-pass and low-pass filters are 500Hz and 0.5Hz, respectively, and are not limited to these frequencies.

[0082] S1022. Perform low-pass filtering on the first rotational speed to determine the speed difference.

[0083] In this embodiment of the application, the electric vehicle anti-shake device can perform two low-pass filtering processes on the first rotational speed to obtain two different rotational speeds, and determine the speed difference value by subtracting the two different rotational speeds.

[0084] It should be noted that the cutoff frequencies of the two low-pass filters are different.

[0085] In some embodiments of this application, the electric vehicle anti-shake device performs a first low-pass filter on a first rotational speed to obtain a second rotational speed; and performs a second low-pass filter on the first rotational speed to obtain a third rotational speed; the filter cutoff frequency of the second low-pass filter is less than or equal to the filter cutoff frequency of the first low-pass filter. Based on the second rotational speed and the third rotational speed, a difference calculation is performed to determine the speed difference.

[0086] It should be noted that the reference values ​​for the filter cutoff frequency of the first low-pass filter are 500Hz, 200Hz, etc., and are not limited to these frequencies; the reference values ​​for the filter cutoff frequency of the second low-pass filter are 200Hz, 100Hz, etc., and are not limited to these frequencies.

[0087] Understandably, electric vehicle anti-shake devices use bandpass filtering to process the motor's rotational speed to obtain a first rotational speed, then use lowpass filtering to determine the speed difference. Based on the rotational speed, subsequent current compensation is determined. This method has a faster response speed than relying on torque compensation and can further improve the anti-shake effect of electric vehicles.

[0088] In this embodiment of the application, the equivalent acceleration of the motor can be determined based on the speed difference through S1023-S1024, as follows:

[0089] S1023. Based on the motor speed, perform a table lookup to determine the gain coefficient.

[0090] In this embodiment of the application, the electric vehicle anti-shake device can obtain the gain coefficient by looking up a table based on the motor speed.

[0091] In some embodiments of this application, there is a corresponding relationship between the motor speed and the gain coefficient. Different motor speeds correspond to different gain coefficients. By storing the corresponding relationship between the motor speed and the gain coefficient in a first lookup table, the gain parameter corresponding to the motor speed can be determined by looking up the table.

[0092] S1024. Perform a product operation on the gain coefficient and the speed difference to determine the equivalent acceleration of the motor.

[0093] In this embodiment of the application, the electric vehicle anti-shake device can perform a product operation on the gain coefficient and the speed difference to determine the equivalent acceleration of the motor.

[0094] In some embodiments of this application, the electric vehicle anti-shake device multiplies the speed difference by a gain coefficient to obtain the equivalent acceleration of the motor.

[0095] Understandably, electric vehicle anti-shake devices use the motor's rotational speed to look up a table to determine the gain coefficient. The gain coefficient and the speed difference are then multiplied to determine the motor's equivalent acceleration. Once the equivalent acceleration is determined, it becomes easier to determine the current compensation value based on the rotational speed and acceleration. Adding acceleration makes the current compensation value more accurate. Based on the current compensation value, the current command value is then determined, enabling the vehicle's active anti-shake function and improving the anti-shake effect of electric vehicles.

[0096] In the embodiments of this application, Figure 3 This application provides an optional flowchart of an electric vehicle anti-shake method. Figure 2 ,like Figure 3 As shown, S103 can be implemented through S1031 and S1032, as follows:

[0097] S1031. Based on the equivalent acceleration, a second low-pass filter is performed to obtain the target acceleration.

[0098] In this embodiment of the application, the electric vehicle anti-shake device performs a second low-pass filtering on the equivalent acceleration to obtain the target acceleration.

[0099] It should be noted that the second low-pass filtering process includes first-order low-pass filtering, second-order low-pass filtering, and higher-order low-pass filtering. The reference values ​​for the filter cutoff frequency are 200Hz, 100Hz, etc., and are not limited to these frequencies.

[0100] S1032. Determine the current compensation value based on the target acceleration, torque command, and motor speed.

[0101] In this embodiment, the electric vehicle anti-shake device performs a lookup table based on the target acceleration, torque command, and motor speed to determine the current compensation coefficient; and performs a product operation based on the target acceleration and the current compensation coefficient to determine the current compensation value.

[0102] In some embodiments of this application, the electric vehicle anti-shake device obtains the current compensation coefficient by looking up a table based on the target acceleration, torque command and motor speed, and multiplies the target acceleration and the current compensation coefficient to obtain the current compensation value.

[0103] In some embodiments of this application, there is a corresponding relationship between the target acceleration, torque command, motor speed and current compensation coefficient. Different target accelerations, torque commands and motor speeds correspond to different current compensation coefficients. By storing the corresponding relationship between the target acceleration, torque command, motor speed and current compensation coefficient in a second lookup table, the current compensation coefficient corresponding to the motor speed can be determined by looking up the table.

[0104] Understandably, electric vehicle anti-shake devices use equivalent acceleration, perform a second low-pass filter to obtain the target acceleration, and then determine the current compensation value based on the target acceleration, torque command, and motor speed. Since the current compensation value is determined based on the speed and acceleration, adding acceleration makes the current compensation value more accurate. Based on the current compensation value, the current command value is then determined, enabling the vehicle's active anti-shake function and improving the anti-shake effect of electric vehicles.

[0105] In the embodiments of this application, Figure 4 This application provides an optional flowchart of an electric vehicle anti-shake method. Figure 3 ,like Figure 4 As shown, S104 can be implemented through S1041 and S1042, as follows:

[0106] S1041. Perform high-pass filtering on the current compensation value to obtain the target current compensation value.

[0107] In this embodiment of the application, the electric vehicle anti-shake device performs high-pass filtering on the current compensation value to obtain the target current compensation value.

[0108] It should be noted that the reference value for the cutoff frequency of a high-pass filter is 500Hz, but it is not limited to this frequency.

[0109] S1042. Add the target current compensation value to the command current to determine the current command value.

[0110] In this embodiment of the application, the electric vehicle anti-shake device superimposes the target current compensation value onto the command current to determine the current command value.

[0111] In some embodiments of this application, the electric vehicle anti-shake device superimposes the target current compensation value onto the command current and outputs a current command value, which is used to implement anti-shake processing for the electric vehicle.

[0112] Understandably, the electric vehicle anti-shake device performs high-pass filtering on the current compensation value to obtain the target current compensation value. The target current compensation value is then superimposed on the command current to determine the current command value. The current command value is used to implement the anti-shake processing of the electric vehicle, which can improve the anti-shake processing effect.

[0113] In some embodiments of this application, Figure 5 This application provides an optional flowchart of an electric vehicle anti-shake method. Figure 4 The vibration reduction method for electric vehicles includes a motor equivalent acceleration calculation module and a current compensation module. The motor equivalent acceleration calculation module is used to calculate the motor's equivalent acceleration, and the current compensation module is used to calculate the current compensation value. Figure 5As shown, the electric vehicle anti-shake method based on current compensation includes: In the motor equivalent acceleration calculation module, after determining the motor speed, the speed signal is band-pass filtered, the filtered speed signal is low-pass filtered 1, and the filtered speed signal is low-pass filtered 2. After completion, the speed difference is obtained by subtracting the filtered speed values; simultaneously, the conversion coefficient k1 (i.e., gain coefficient) is obtained by looking up a table using the motor speed; finally, the speed difference is multiplied by coefficient k1 to obtain the initial acceleration (i.e., equivalent acceleration). In the current compensation module, after obtaining the initial acceleration, the acceleration signal is low-pass filtered to obtain the target acceleration; according to the motor speed, torque command, and target acceleration, the current compensation coefficient k2 (i.e., current compensation coefficient) is obtained by looking up a table; the target acceleration is multiplied by coefficient k2 to obtain the compensation current (i.e., current compensation value); the compensation current is high-pass filtered to obtain the target current compensation value, which is then superimposed on the current command value.

[0114] Understandably, when a vehicle vibrates, it quickly detects the vibration and extracts the vibration signal; the vibration signal is processed and converted into current compensation information to realize the vehicle's active anti-shake function.

[0115] In some embodiments of this application, the process of the electric vehicle anti-shake method based on current compensation is as follows:

[0116] 1. Calculation of equivalent acceleration of motor.

[0117] 1) Calculate the motor speed Spd0 based on the resolver signal.

[0118] In some embodiments of this application, the resolver signal is the same as the rotational speed signal.

[0119] 2) The motor speed is bandpass filtered to remove high-frequency noise and DC bias, resulting in Spd_BPF.

[0120] In some embodiments of this application, the reference values ​​for the high-pass and low-pass filter corner frequencies are 500Hz and 0.5Hz, respectively, but are not limited to these frequencies.

[0121] It should be noted that Spd_BPF refers to the first rotational speed.

[0122] 3) Perform low-pass filtering on Spd_BPF to obtain Spd_LPF1.

[0123] In some embodiments of this application, the low-pass filter includes a first-order low-pass filter, a second-order low-pass filter, and a higher-order low-pass filter. The reference value for the filter cutoff frequency is 500Hz, 200Hz, etc., and is not limited to this frequency.

[0124] It should be noted that Spd_LPF1 is the second rotational speed.

[0125] 4) Perform low-pass filtering on Spd_BPF to obtain Spd_LPF2.

[0126] In some embodiments of this application, the low-pass filter includes a first-order low-pass filter, a second-order low-pass filter, and a higher-order low-pass filter. The reference value for the filter cutoff frequency is 200Hz, 100Hz, etc., and is not limited to this frequency.

[0127] It should be noted that Spd_LPF2 is the third rotational speed.

[0128] 5) Obtain the speed difference Spd_Minus based on (Spd_LPF1–Spd_LPF2).

[0129] It should be noted that Spd_Minus refers to the speed difference.

[0130] 6) Based on the speed fluctuation frequency (i.e., the motor speed), look up the table to obtain the gain coefficient.

[0131] 7) Multiply the speed difference by the gain coefficient to obtain the initial value of the motor's equivalent acceleration, Accn.

[0132] 2. Calculation of current compensation value.

[0133] 8) Perform low-pass filtering on the equivalent acceleration to obtain Accn_LPF.

[0134] In some embodiments of this application, the low-pass filter includes a first-order low-pass filter, a second-order low-pass filter, and a higher-order low-pass filter. The reference value for the filter cutoff frequency is 200Hz, 100Hz, etc., and is not limited to this frequency.

[0135] It should be noted that Accn_LPF is the target acceleration.

[0136] 9) Based on the motor speed (or its filtered value), torque command, and peak-to-peak value of the acceleration low-pass filter (which represents the severity of jitter), look up the table to obtain the current compensation coefficient.

[0137] In some embodiments of this application, the peak-to-peak value of the acceleration low-pass filter is called Accn_LPF.

[0138] 10) Multiply the current compensation coefficient by Accn_LPF to obtain the q-axis current compensation value Iq_Comp.

[0139] 11) Perform high-pass filtering on Iq_Comp to obtain Iq_Comp_HPF.

[0140] In some embodiments of this application, Iq_Comp_HPF is the target current compensation value.

[0141] 3. Current output.

[0142] In some embodiments of this application, Iq_Comp_HPF is superimposed on the Iq instruction value output.

[0143] Understandably, the current-compensated electric vehicle anti-shake method is an automatic anti-shake approach utilizing feedback adjustment. The key lies in the detection and processing of vibration. Vibration detection involves extracting acceleration information from motor speed vibrations, filtering the motor speed using a filter, and obtaining the equivalent acceleration by multiplying the difference by a coefficient K1. Vibration processing involves q-axis current compensation. This is achieved by filtering the acceleration signal, multiplying it by a coefficient K2 to obtain a compensation current, and then performing a high-pass filter on the compensation current before adding it to the command current. Since the extracted compensation current has a DC bias during acceleration and deceleration, affecting the vehicle's power response, a high-pass filter is necessary to eliminate the DC bias. The current compensation coefficient is obtained by looking up a table based on motor speed, commanded motor torque, and motor vibration level (i.e., peak-to-peak acceleration). This table was obtained through offline calibration. The current-compensated anti-shake method can achieve a response period of 0.1ms or less, with smaller detection and processing delays, resulting in better anti-shake performance.

[0144] Figure 6 An optional circuit diagram of an electric vehicle anti-shake method provided in this application embodiment. Figure 2 ,like Figure 6 As shown, position and rotational speed are calculated to obtain θ. dc and w rd i uc i vc and i wc After three-phase / two-phase conversion, i is obtained. dc and i qc Iq_Comp_HPF superimposed on i q * The above action will make i qc Negative feedback to Iq_Comp_HPF superimposed on i q The result after the action is input into the current control to obtain Δv. qc . w rd i dc and i qc After calculating the feedforward voltage, v is obtained. qc * and v dc * ; will v qc * and △v qc By superimposing the results, we obtain v. qc ** . will i dc Negative feedback to i d *And input to the current control to obtain Δv dc ; will △v dc and v dc * By superimposing the results, we obtain v. dc ** , will v qc ** v qc ** and θ dc After two-phase / three-phase transformation, v is obtained. u * v v * and v w * .

[0145] Figure 7a This application provides an optional rotational speed diagram of an electric vehicle anti-shake method, as shown in the embodiment. Figure 7a As shown, the motor speed Spd0 changes from 0 to 1200. Figure 7b This application provides an embodiment of an optional target acceleration diagram for an electric vehicle anti-shake method, as shown below. Figure 7b As shown, Accn_LPF (target acceleration) fluctuates regularly between -100 and 150. Figure 7c This application provides an embodiment of an optional target current compensation value for an electric vehicle anti-shake method, as shown in the following diagram. Figure 7c As shown, Iq_Comp_HPF (target current compensation value) fluctuates between -80 and 80.

[0146] Understandably, current-compensated anti-shake methods have a response period of 0.1ms or less, with smaller detection and processing delays, resulting in better anti-shake performance.

[0147] Based on the electric vehicle anti-shake method of the above embodiments, this application also provides an electric vehicle anti-shake device, such as... Figure 8 As shown, Figure 8 This is a schematic diagram of the structure of an electric vehicle anti-shake device provided in an embodiment of this application. The electric vehicle anti-shake device 8 includes: an acquisition unit 801 and a determination unit 802, wherein...

[0148] The acquisition unit 801 is used to acquire speed signals and torque commands;

[0149] The determining unit 802 is used to determine the motor speed based on the speed signal; perform a first filtering process on the motor speed to determine a speed difference; and determine the equivalent acceleration of the motor based on the speed difference; perform a second filtering process and gain compensation process based on the equivalent acceleration to determine a current compensation value; perform superposition processing based on the current compensation value to determine a current command value; and implement anti-shake processing for the electric vehicle based on the current command value.

[0150] In some embodiments of this application, the acquisition unit 801 is further configured to perform bandpass filtering on the rotational speed of the motor to obtain a first rotational speed;

[0151] The determining unit 802 is further configured to perform low-pass filtering on the first rotational speed to determine the speed difference.

[0152] In some embodiments of this application, the acquisition unit 801 is further configured to perform a first low-pass filtering process on the first rotational speed to obtain a second rotational speed; and to perform a second low-pass filtering process on the first rotational speed to obtain a third rotational speed; wherein the filtering cutoff frequency of the second low-pass filter is less than or equal to the filtering cutoff frequency of the first low-pass filter.

[0153] The determining unit 802 is further configured to perform a difference calculation based on the second rotational speed and the third rotational speed to determine the speed difference.

[0154] In some embodiments of this application, the determining unit 802 is further configured to perform a lookup table based on the rotational speed of the motor to determine the gain coefficient; and to perform a product operation on the gain coefficient and the speed difference to determine the equivalent acceleration of the motor.

[0155] In some embodiments of this application, the acquisition unit 801 is further configured to perform a second low-pass filtering process based on the equivalent acceleration to obtain the target acceleration;

[0156] The determining unit 802 is further configured to determine the current compensation value based on the target acceleration, the torque command, and the rotational speed of the motor.

[0157] In some embodiments of this application, the determining unit 802 is further configured to perform a lookup table based on the target acceleration, the torque command, and the motor speed to determine the current compensation coefficient; and to perform a product operation based on the target acceleration and the current compensation coefficient to determine the current compensation value.

[0158] In some embodiments of this application, the acquisition unit 801 is further configured to perform high-pass filtering on the current compensation value to obtain the target current compensation value;

[0159] The determining unit 802 is further configured to superimpose the target current compensation value onto the command current to determine the current command value.

[0160] Based on the battery management method described in the above embodiments, this application also provides a battery management device, such as... Figure 9 As shown, Figure 9 This is a schematic diagram of the structure of an electric vehicle anti-shake device provided in an embodiment of this application. The electric vehicle anti-shake device 9 includes a processor 901 and a memory 902. The memory 902 is used to store computer programs; the processor 901 is used to call and run the computer programs from the memory to execute the electric vehicle anti-shake method as described in the above embodiment.

[0161] In the embodiments of this application, the processor 901 described above can be at least one of the following: Application-Specific Integrated Circuit (ASIC), Digital Signal Processor (DSP), Digital Signal Processing Device (DSPD), Programmable Logic Device (PLD), Field Programmable Gate Array (FPGA), Central Processing Unit (CPU), Controller, Microcontroller, and Microprocessor. It is understood that for different devices, the electronic device used to implement the above processor function can also be other types, and the embodiments of this application do not specifically limit it.

[0162] This application provides a computer-readable storage medium storing a computer program for implementing the electric vehicle anti-shake method as described in any of the above embodiments when executed by a processor.

[0163] For example, the program instructions corresponding to an electric vehicle anti-shake method in this embodiment can be stored on a storage medium such as an optical disc, hard disk, or USB flash drive. When the program instructions corresponding to an electric vehicle anti-shake method in the storage medium are read or executed by an electronic device, the electric vehicle anti-shake method as described in any of the above embodiments can be implemented.

[0164] Furthermore, in the embodiments of this application, the functional modules can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional module.

[0165] If the integrated unit is implemented as a software functional module and is not sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this embodiment, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) or processor to execute all or part of the steps of the method of this embodiment. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0166] It should be understood that the phrases "one embodiment," "an embodiment," or "some embodiments" mentioned throughout the specification mean that a specific feature, structure, or characteristic related to an embodiment is included in at least one embodiment of this application. Therefore, "in one embodiment," "in one embodiment," or "in some embodiments" appearing throughout the specification do not necessarily refer to the same embodiment. Furthermore, these specific features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. It should be understood that in the various embodiments of this application, the sequence numbers of the above-described processes do not imply a sequential order of execution; the execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application. The sequence numbers of the above-described embodiments are merely for descriptive purposes and do not represent the superiority or inferiority of the embodiments. The descriptions of the various embodiments above tend to emphasize the differences between the various embodiments; their similarities or commonalities can be referred to mutually, and for the sake of brevity, they will not be repeated here.

[0167] The modules described above as separate components may or may not be physically separate. The components shown as modules may or may not be physical modules. They may be located in one place or distributed across multiple network units. Some or all of the modules may be selected to achieve the purpose of this embodiment according to actual needs.

[0168] In addition, each functional module in the various embodiments of this application can be integrated into one processing unit, or each module can be a separate unit, or two or more modules can be integrated into one unit; the integrated modules can be implemented in hardware or in the form of hardware plus software functional units.

[0169] Those skilled in the art will understand that all or part of the steps of the above method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When the program is executed, it performs the steps of the above method embodiments. The aforementioned storage medium includes various media that can store program code, such as mobile storage devices, read-only memory (ROM), magnetic disks, or optical disks.

[0170] The methods disclosed in the several method embodiments provided in this application can be arbitrarily combined without conflict to obtain new method embodiments.

[0171] The features disclosed in the several product embodiments provided in this application can be arbitrarily combined without conflict to obtain new product embodiments.

[0172] The features disclosed in the several method or device embodiments provided in this application can be arbitrarily combined without conflict to obtain new method or device embodiments.

[0173] The above description is merely an embodiment of this application, but the protection scope of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the protection scope of this application. Therefore, the protection scope of this application should be determined by the protection scope of the claims.

Claims

1. A method for stabilizing the vibration of an electric vehicle, characterized in that, include: Acquire speed signals and torque commands; and determine the motor speed based on the speed signals; The torque command is used to determine the current compensation coefficient. The rotational speed of the motor is subjected to a first filtering process to determine the speed difference; and based on the speed difference, the equivalent acceleration of the motor is determined. The first filtering process represents both band-pass filtering and low-pass filtering. Based on the equivalent acceleration, a second low-pass filter is performed to obtain the target acceleration; The current compensation value is determined based on the peak-to-peak value of the target acceleration, the torque command, and the motor speed. The peak-to-peak value of the target acceleration represents the severity of the jitter; Based on the current compensation value, a third filtering and superposition process is performed to determine the current command value; And based on the current command value, the electric vehicle's anti-shake processing is achieved; The third filtering process is characterized by high-pass filtering; the high-pass filtering process is used to eliminate DC bias.

2. The method according to claim 1, characterized in that, The first filtering process for the motor's rotational speed to determine the speed difference includes: The motor speed is obtained by performing a bandpass filter. The first rotational speed is subjected to low-pass filtering to determine the speed difference.

3. The method according to claim 2, characterized in that, The step of performing low-pass filtering on the first rotational speed to determine the speed difference includes: The first rotational speed is subjected to a first low-pass filter to obtain the second rotational speed; The first rotational speed is subjected to a second low-pass filter to obtain a third rotational speed; the filter cutoff frequency of the second low-pass filter is less than or equal to the filter cutoff frequency of the first low-pass filter. Based on the second rotational speed and the third rotational speed, a difference calculation is performed to determine the speed difference.

4. The method according to claim 1, characterized in that, Determining the equivalent acceleration of the motor based on the speed difference includes: Based on the motor's rotational speed, a lookup table is performed to determine the gain coefficient; The gain coefficient and the speed difference are multiplied to determine the equivalent acceleration of the motor.

5. The method according to claim 1, characterized in that, Determining the current compensation value based on the peak-to-peak value of the target acceleration, the torque command, and the motor speed includes: Based on the peak-to-peak value of the target acceleration, the torque command, and the motor speed, a lookup table is performed to determine the current compensation coefficient. Based on the target acceleration and the current compensation coefficient, a product operation is performed to determine the current compensation value.

6. The method according to claim 1, characterized in that, The process of performing a third filtering and superposition process based on the current compensation value to determine the current command value includes: The current compensation value is subjected to high-pass filtering to obtain the target current compensation value; The target current compensation value is superimposed on the command current to determine the current command value.

7. A vibration stabilization device for electric vehicles, characterized in that, include: Acquisition unit and determination unit, wherein, The acquisition unit is used to acquire the speed signal and torque command; the torque command is used to determine the current compensation coefficient. The determining unit is configured to: determine the motor speed based on the speed signal; perform a first filtering process on the motor speed to determine a speed difference; determine the equivalent acceleration of the motor based on the speed difference; perform a second low-pass filtering process based on the equivalent acceleration to obtain a target acceleration; determine a current compensation value based on the peak-to-peak value of the target acceleration, the torque command, and the motor speed; perform a third filtering process and a superposition process based on the current compensation value to determine a current command value; and implement anti-shake processing for the electric vehicle based on the current command value. The first filtering process represents band-pass filtering and low-pass filtering; the peak-to-peak value of the target acceleration represents the severity of shaking; the third filtering process represents high-pass filtering; and the high-pass filtering is used to eliminate DC bias.

8. A vibration stabilization device for electric vehicles, characterized in that, include: Processor and memory, of which, The memory is used to store computer programs; The processor is configured to call and run the computer program from the memory to perform the method as described in any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that, It stores executable instructions for causing a processor to execute, thereby implementing the method of any one of claims 1 to 6.

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