Vehicle, vibration control method, device and electronic equipment thereof

Abstract

The present invention discloses a vehicle and its vibration control method, device and electronic device. The vehicle vibration control method includes obtaining the vehicle's current motor speed, current motor torque, current target torque, pre-adjustment parameters, and historical data before the vehicle is in a vibration state; the historical data at least includes the brake pedal opening change rate, the accelerator pedal opening change rate, the motor speed, the motor torque and the motor target torque; based on the current motor speed, the current motor torque, the current target torque and the historical data, it is judged whether the vehicle is currently in a pre-vibration state; if so, based on the current motor speed and the mapping relationship between the speed and the minimum response torque, the minimum response torque corresponding to the current motor speed is used as the first adjustment torque; based on the historical data, the first adjustment torque and the pre-adjustment parameters, a torque adjustment curve is determined, and after the vehicle is controlled to run according to the torque adjustment curve, the vehicle is controlled to run according to the current target torque.

Description

Technical Field

[0001] The present invention relates to the field of vehicle technology, and in particular to a vehicle and a vibration control method, device and electronic equipment thereof. Background Art

[0002] As society continues to develop, low-carbon and environmentally friendly development has become a requirement. Against this backdrop, new energy vehicles are developing rapidly. Pure electric vehicles and hybrid vehicles that can be driven by electric motors have strong power, economy and environmental protection.

[0003] To meet the high-torque, low-speed operating conditions, motors in vehicles typically utilize two or more gearboxes to meet power output requirements. This results in large torque steps being applied to the drivetrain during starting or braking, causing vehicle vibration, impacting the drivetrain's service life and the driver's driving experience. Therefore, effectively preventing vehicle vibration has become a pressing technical challenge. Summary of the Invention

[0004] The present invention provides a vehicle and a vibration control method, device and electronic equipment thereof, which can avoid vehicle vibration, improve the stability and reliability of vehicle operation, and enhance the driving experience of the driver.

[0005] In a first aspect, the present invention provides a vehicle vibration control method, comprising:

[0006] Obtaining a current motor speed, a current motor torque, a current target torque, pre-adjustment parameters, and historical data of the vehicle before the vehicle is in a shaking state; the historical data at least includes a brake pedal opening change rate, an accelerator pedal opening change rate, a motor speed, a motor torque, and a motor target torque;

[0007] determining whether the vehicle is currently in a pre-shake state according to the current motor speed, the current motor torque, the current target torque, and the historical data;

[0008] If yes, then according to the current motor speed and the mapping relationship between the speed and the minimum response torque, the minimum response torque corresponding to the current motor speed is used as the first adjustment torque;

[0009] A torque adjustment curve is determined according to the historical data, the first adjustment torque, and the pre-adjustment parameter, and after the vehicle is controlled to operate according to the torque adjustment curve, the vehicle is controlled to operate according to the current target torque.

[0010] Optionally, determining a torque adjustment curve according to the historical data, the first adjustment torque, and the pre-adjustment parameter includes:

[0011] determining a pre-shake time period of the vehicle based on the historical data;

[0012] determining a pre-adjustment torque according to the first adjustment torque and the pre-adjustment parameter;

[0013] The torque adjustment curve is determined according to the first adjustment torque, the pre-adjustment torque and the pre-dither time period.

[0014] Optionally, determining the torque adjustment curve according to the first adjustment torque, the pre-adjustment torque, and the pre-jitter time period includes:

[0015] Establishing a plane coordinate system; wherein the horizontal axis of the plane coordinate system represents the time parameter, and the vertical axis represents the torque parameter;

[0016] A point on the vertical axis between the vertical axis and the origin having the first adjustment torque is used as a first adjustment point;

[0017] Taking a point on the horizontal axis that is between the horizontal axis and the origin and has the pre-jitter period as a time reference point;

[0018] A point whose abscissa is a time reference point and whose ordinate is the pre-adjusted torque is used as a second adjustment point;

[0019] The first adjustment point and the second adjustment point are connected to form the torque adjustment curve.

[0020] Optionally, determining whether the vehicle is currently in a pre-shake state according to the current motor speed, the current motor torque, the current target torque, and the historical data includes:

[0021] determining, based on the historical data, a plurality of speed setting intervals and torque setting differences corresponding to the speed setting intervals;

[0022] Calculating an absolute value of a difference between the current motor torque and the current target torque, and determining the absolute value of the difference as an actual torque difference;

[0023] Determining whether the current motor speed is within the speed setting interval and whether the actual torque difference is greater than the torque setting difference corresponding to the speed setting interval;

[0024] If so, determining whether the actual torque difference is greater than the torque setting difference for a period of time greater than a preset time length;

[0025] If so, it is determined that the vehicle is currently in the pre-shake state.

[0026] Optionally, determining a plurality of speed setting intervals and torque setting differences corresponding to the speed setting intervals based on the historical data includes:

[0027] determining a pre-shake time period of the vehicle based on the historical data;

[0028] using the motor speeds within the pre-jitter period, the motor torques corresponding to the motor speeds, and the motor target torques as a plurality of determination data groups; wherein the determination data groups include the motor speeds, the motor torques corresponding to the motor speeds, and the motor target torques;

[0029] Using the motor speed in the determination data group as a first speed setting value;

[0030] determining the speed setting range according to the first speed setting value and the fluctuation limit;

[0031] The difference between the motor torque and the motor target torque in the determination data set is used as the torque setting difference.

[0032] Optionally, determining a pre-shake time period of the vehicle according to the historical data includes:

[0033] Determining whether there is a case in the historical data where the brake pedal opening change rate is greater than a first preset change rate;

[0034] If so, the moment when the brake pedal opening change rate is greater than the first preset change rate is taken as the first starting time point, and the time period between the first starting time point and the vehicle being in the shaking state is taken as the pre-shake time period.

[0035] Optionally, if the change rates of each of the brake pedal openings in the historical data are less than or equal to the first preset change rate, determining whether there is an accelerator pedal opening change rate in the historical data that is greater than a second preset change rate;

[0036] If so, the moment when the brake pedal opening change rate is greater than the second preset change rate is taken as the second starting time point, and the time period between the second starting time point and the vehicle being in the shaking state is taken as the pre-shake time period.

[0037] In a second aspect, the present invention provides a vehicle vibration control device, comprising:

[0038] a parameter acquisition module, configured to acquire a current motor speed, a current motor torque, a current target torque, pre-adjusted parameters, and historical data of the vehicle before the vehicle was in a shaking state; the historical data including at least a brake pedal opening rate of change, an accelerator pedal opening rate of change, a motor speed, a motor torque, and a motor target torque;

[0039] a pre-shake state judgment module, configured to judge whether the vehicle is currently in a pre-shake state based on the current motor speed, the current motor torque, the current target torque, and the historical data;

[0040] a first adjustment torque determination module, configured to, when the vehicle is in the pre-shake state, use the minimum response torque corresponding to the current motor speed as a first adjustment torque based on the current motor speed and a mapping relationship between the speed and the minimum response torque;

[0041] The torque adjustment curve determination and control module is used to determine a torque adjustment curve based on the historical data, the first adjustment torque and the pre-adjustment parameter, and after controlling the vehicle to run according to the torque adjustment curve, control the vehicle to run according to the current target torque.

[0042] In a third aspect, the present invention provides an electronic device, comprising:

[0043] at least one processor; and

[0044] a memory communicatively connected to the at least one processor; wherein,

[0045] The memory stores a computer program that can be executed by the at least one processor. The computer program is executed by the at least one processor to enable the at least one processor to perform the vehicle vibration control method described in the first aspect.

[0046] In a fourth aspect, the present invention provides a vehicle, comprising the vehicle vibration control device described in the second aspect.

[0047] The technical solution provided by the present invention obtains the vehicle's current motor speed, current motor torque, current target torque, pre-adjustment parameters, and historical data before the vehicle was in a jittery state, so as to determine the judgment condition for the vehicle being in a pre-jittery state based on the historical data before the vehicle was in a jittery state. If the current motor speed, current motor torque, and current target torque meet the judgment condition, the vehicle is determined to be in a pre-jittery state. At this time, a first adjustment torque can be determined based on the current motor speed and the mapping relationship between the speed and the minimum response torque. A torque adjustment curve is determined based on the historical data, the first adjustment torque, and the pre-adjustment parameters. After the vehicle is controlled to operate according to the torque adjustment curve, the vehicle is controlled to operate at the current target torque. In this way, the torque adjustment curve is used to adjust the vehicle in the pre-jittery state, so that the gears in the vehicle are engaged during the process of adjusting the vehicle according to the torque adjustment curve. Subsequently, when the vehicle operates according to the current target torque, jitter caused by gaps between the gears will not occur, thereby improving the smoothness and reliability of the vehicle operation and enhancing the driver's driving experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] Figure 1 A flowchart of a vehicle vibration control method provided by an embodiment of the present invention;

[0049] Figure 2 A flowchart of another vehicle vibration control method provided by an embodiment of the present invention;

[0050] Figure 3 A schematic diagram of a torque adjustment curve provided by an embodiment of the present invention;

[0051] Figure 4 A schematic diagram of another torque adjustment curve provided by an embodiment of the present invention;

[0052] Figure 5 A flowchart of another vehicle vibration control method provided by an embodiment of the present invention;

[0053] Figure 6 A schematic structural diagram of a vehicle vibration control device provided by an embodiment of the present invention;

[0054] Figure 7 A schematic structural diagram of an electronic device provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0055] The present invention will be further described in detail below with reference to the accompanying drawings and examples. It will be understood that the specific embodiments described herein are intended only to illustrate the present invention and are not intended to limit the present invention. It should also be noted that, for ease of description, the accompanying drawings only illustrate portions relevant to the present invention, not all structures.

[0056] Figure 1 This is a flow chart of a vehicle vibration control method provided by an embodiment of the present invention, which is suitable for preventing vibration during vehicle operation. The method can be executed by a vibration control device provided by an embodiment of the present invention, and the vibration control device can be implemented in the form of hardware and / or software. Figure 1 As shown, the vehicle vibration control method includes:

[0057] S101 , obtaining a current motor speed, a current motor torque, a current target torque, pre-adjustment parameters, and historical data before the vehicle is in a shaking state.

[0058] The historical data includes at least the brake pedal opening rate of change, the accelerator pedal opening rate of change, the motor speed, and the motor torque. The brake pedal opening indicates the degree to which the brake pedal is depressed, and the brake pedal opening rate of change indicates the degree of change in the brake pedal opening between two consecutive sampling moments. The accelerator pedal opening indicates the degree to which the accelerator pedal is depressed, and the accelerator pedal opening rate of change indicates the degree of change in the accelerator pedal opening between two consecutive sampling moments. The motor speed indicates the speed at which the motor rotates, and the motor torque indicates the torque output by the motor. The pre-adjustment parameter indicates the coefficient that requires torque adjustment. The motor target torque indicates the torque command issued to the motor.

[0059] Specifically, the current motor speed can be obtained by devices such as speed sensors provided inside the motor. The current motor torque can be obtained by obtaining the current flowing through the motor and performing a table lookup. The current target torque can be obtained through the vehicle's torque delivery module, and the current target torque represents the torque that the motor needs to achieve. The pre-adjustment parameters can be calibrated based on parameters such as the vehicle's internal drive system, the number of gear sets set, and the rotational inertia of the gear sets, so that after the vehicle is adjusted according to the pre-adjustment parameters, the vehicle can be in a stable operating state to prevent shaking. The above parameters can also be obtained in other ways, which are not specifically limited here.

[0060] S102. Determine whether the vehicle is currently in a pre-shake state based on the current motor speed, the current motor torque, the current target torque, and historical data; if so, execute S103.

[0061] The pre-shake state refers to a stage where the vehicle is about to enter the shake state but has not yet entered the shake state.

[0062] Specifically, the determination conditions for whether the vehicle is in the pre-shake state can be obtained based on historical data, and the current motor speed, current motor torque, and current target torque can be compared with the determination conditions. If the current motor speed, current motor torque, and current target torque meet the determination conditions, it indicates that the vehicle is currently in the pre-shake state. If the current motor speed, current motor torque, and current target torque do not meet the determination conditions, it indicates that the vehicle is not currently in the pre-shake state.

[0063] S103 : According to the current motor speed and a mapping relationship between the speed and the minimum response torque, the minimum response torque corresponding to the current motor speed is used as a first adjustment torque.

[0064] The mapping relationship between speed and minimum response torque can be a speed-to-minimum response torque curve or a speed-to-minimum response torque correspondence table, which can be obtained through experimentation or experience. The minimum response torque represents the minimum torque required to maintain the current speed. The speed-to-minimum response torque mapping relationship may also be related to parameters such as the vehicle's current wheel-end load and can be determined based on the vehicle's current state.

[0065] Specifically, the torque of the motor is related to the speed, and the speed of the motor can be adjusted by adjusting the motor torque. According to the mapping relationship between the speed and the minimum response torque, the minimum response torque corresponding to the current motor speed can be used as the first adjustment torque, so as to adjust the vehicle according to the first adjustment torque. When the mapping relationship is a curve diagram of the speed and the minimum response torque, after obtaining the current motor speed, the curve diagram of the speed and the minimum response torque can be directly compared to determine the minimum response torque on the curve diagram corresponding to the current motor speed as the first adjustment torque. Alternatively, when the mapping relationship is a corresponding table of the speed and the minimum response torque, after obtaining the current motor speed, the minimum response torque corresponding to the current motor speed can be directly looked up in the table, and the minimum response torque can be determined as the first adjustment torque.

[0066] S104 , determining a torque adjustment curve based on historical data, the first adjustment torque, and the pre-adjustment parameter, and controlling the vehicle to operate according to the torque adjustment curve. After that, controlling the vehicle to operate according to the current target torque.

[0067] The torque adjustment curve includes a starting point, an ending point, and a connecting line connecting the starting point and the ending point.

[0068] Specifically, the duration of the vehicle entering a shaking state from a stable state can be determined based on historical data, and the starting time of the duration and the first adjustment torque can be used as the starting point of the torque adjustment curve. The product value of the first adjustment torque and the pre-adjustment torque and the end time of the duration can be used as the end point of the torque adjustment curve. The starting point and the end point are connected with a straight line to form a torque adjustment curve. By using the first adjustment torque as the starting point, the speed of the vehicle can be kept constant to prevent large changes in torque from causing shaking. After the torque adjustment curve is determined, the vehicle is controlled to run according to the torque adjustment curve so that the torque of the vehicle slowly increases or slowly decreases to achieve smooth adjustment. After the vehicle completes running according to the torque adjustment curve, the gear meshing in the transmission system is completed. When the subsequent vehicle runs at the current target torque, there will be no shaking caused by the incomplete gear meshing, thereby improving the driver's driving experience.

[0069] The technical solution of an embodiment of the present invention obtains the vehicle's current motor speed, current motor torque, current target torque, pre-adjustment parameters, and historical data before the vehicle was in a jittery state, so as to determine the judgment condition for the vehicle being in a pre-jittery state based on the historical data before the vehicle was in a jittery state. If the current motor speed, current motor torque, and current target torque meet the judgment condition, the vehicle is determined to be in a pre-jittery state. At this time, a first adjustment torque can be determined based on the current motor speed and the mapping relationship between speed and minimum response torque. A torque adjustment curve is determined based on the historical data, the first adjustment torque, and the pre-adjustment parameters. After the vehicle is controlled to operate according to the torque adjustment curve, the vehicle is controlled to operate at the current target torque. In this way, the torque adjustment curve is used to adjust the vehicle in the pre-jittery state, so that the gears in the vehicle are engaged during the process of adjusting the vehicle according to the torque adjustment curve. Subsequently, when the vehicle operates according to the current target torque, jitter caused by gaps between the gears will not occur, thereby improving the smoothness and reliability of the vehicle's operation and enhancing the driver's driving experience.

[0070] Based on the above embodiment, the embodiment of the present invention describes the case of determining the torque adjustment curve according to historical data, the first adjustment torque and the pre-adjustment parameter. Figure 2 A flow chart of another vehicle vibration control method provided by an embodiment of the present invention, such as Figure 2 As shown, the jitter control method includes:

[0071] S201 : Acquire the current motor speed, current motor torque, current target torque, pre-adjustment parameters, and historical data before the vehicle is in a shaking state.

[0072] The historical data includes at least the brake pedal opening change rate, the accelerator pedal opening change rate, the motor speed and the motor torque.

[0073] S202. Determine whether the vehicle is currently in a pre-shake state based on the current motor speed, the current motor torque, the current target torque, and historical data; if so, execute S203.

[0074] S203 : Determine a first adjustment torque using the minimum response torque corresponding to the current motor speed according to the current motor speed and a mapping relationship between the speed and the minimum response torque.

[0075] S204: Determine a pre-shake time period of the vehicle based on historical data.

[0076] Specifically, the moment when the brake pedal opening changes at a large rate of change can be used as the first time point of the pre-jitter period, or the moment when the accelerator pedal opening changes at a large rate of change can be used as the first time point of the pre-jitter period. The first time point of the pre-jitter period can be determined based on the changes in the brake pedal opening and accelerator pedal opening in historical data, the starting moment of the vehicle's jitter state can be used as the second time point of the pre-jitter period, and the difference between the second time point and the first time point can be used as the jitter period. Other methods for determining the pre-jitter period are also possible and are not specifically limited here.

[0077] Optionally, based on historical data, the pre-shake time period of the vehicle is determined, including judging whether there is a brake pedal opening change rate greater than a first preset change rate in the historical data; if so, the moment when the brake pedal opening change rate is greater than the first preset change rate is taken as the first starting time point, and the time period between the first starting time point and the vehicle being in a shaking state is taken as the pre-shake time period.

[0078] The first preset change rate can be set according to actual needs. For example, the first preset change rate is 20%, and can also be other values, which are not specifically limited here.

[0079] Specifically, if the rate of change of the brake pedal opening is greater than a first preset rate, it indicates that the current brake pedal opening has changed significantly, and the vehicle is in an emergency braking state. In this case, due to the large change in pedal opening, the gears in the vehicle's transmission system need to engage quickly. At this time, the torque step will cause gaps between the gears, which in turn causes vehicle jitter. Therefore, the moment when the rate of change of the brake pedal opening exceeds the first preset rate is used as the first starting time point, and the period between the first starting time point and the vehicle's jitter state is used as the pre-jitter period. When the vehicle is detected in an emergency braking state, the vehicle's operating parameters can be adjusted during the pre-jitter period after the emergency braking state to prevent the vehicle from entering a jitter state.

[0080] Optionally, if the brake pedal opening change rates in the historical data are all less than or equal to the first preset change rate, it is determined whether there is an accelerator pedal opening change rate in the historical data that is greater than the second preset change rate; then the moment when the brake pedal opening change rate is greater than the second preset change rate is taken as the second starting time point, and the time period between the second starting time point and the vehicle being in a shaking state is taken as the pre-shake time period.

[0081] The second preset change rate can be set according to actual needs. For example, the second preset change rate is 20%, and can also be other values, which are not specifically limited here.

[0082] Specifically, if the rates of change of each brake pedal opening in the historical data are less than or equal to the first preset rate of change, it indicates that the vehicle was not in an emergency braking state before the jitter state, and the jitter state is not caused by the emergency braking state. At this time, if the historical data contains an accelerator pedal opening rate greater than the second preset rate of change, it indicates that the accelerator pedal opening of the vehicle at that moment changed significantly, the vehicle was in a starting acceleration state, and the gears in the vehicle's transmission system needed to engage in a relatively short period of time. At this time, the torque step will cause a gap between the gears, which in turn causes the vehicle to jitter. Therefore, the moment when the accelerator pedal opening rate is greater than the second preset rate of change can be used as the second starting time point, and the time period between the second starting time point and the vehicle being in the jitter state can be used as the pre-jitter time period. When the vehicle is detected to be in the starting acceleration state, the vehicle's operating parameters can be adjusted within the pre-jitter time period after the starting acceleration state to prevent the vehicle from entering a jitter state.

[0083] S205 : Determine the pre-adjustment torque according to the first adjustment torque and the pre-adjustment parameter.

[0084] The pre-adjustment parameter may be based on parameters such as the number of gear sets, gear rotational inertia, and gear ratio in the vehicle's transmission system, and may be set based on actual needs. For example, the pre-adjustment parameter is 2.5, but other values ​​are possible and are not specifically limited herein.

[0085] Specifically, the product of the first adjustment torque and the pre-adjustment parameter is used as the pre-adjustment torque, so that when the vehicle is adjusted from the first adjustment torque to the pre-adjustment torque, the gears in the vehicle's transmission system can complete the engagement, preventing jitter caused by gaps between the gears.

[0086] It should be noted that both the first adjustment torque and the pre-adjustment torque are vectors, meaning they can be positive or negative. When the first adjustment torque is positive, the pre-adjustment torque is also positive; and when the first adjustment torque is negative, the pre-adjustment torque is also negative.

[0087] S206 : Determine a torque adjustment curve according to the first adjustment torque, the pre-adjustment torque, and the pre-shake time period, and control the vehicle to operate according to the torque adjustment curve. Then, control the vehicle to operate according to the current target torque.

[0088] Specifically, the motor in the vehicle can be controlled to run from the first adjustment torque to the pre-adjustment torque in a linearly increasing manner within the pre-jitter time period from the moment the vehicle is in the pre-jitter state, so that the gears in the transmission system are engaged within the preset time period, so that when the subsequent vehicle runs at the current target torque, the gap between the gears can be avoided to cause the vehicle to shake, thereby improving the smoothness and reliability of the vehicle operation.

[0089] Optional, Figure 3 A schematic diagram of a torque adjustment curve provided by an embodiment of the present invention is shown as follows: Figure 3 As shown, according to the first adjustment torque, the pre-adjustment torque and the pre-jitter time period, determining the torque adjustment curve includes establishing a plane coordinate system; the horizontal axis in the plane coordinate system represents the time parameter T, and the vertical axis represents the torque parameter M; the point on the vertical axis with the first adjustment torque M1 between the origin O is used as the first adjustment point S1; the point on the horizontal axis with the pre-jitter time period between the origin O is used as the time reference point T1; the point with the horizontal coordinate being the time reference point T1 and the vertical coordinate being the pre-adjustment torque M2 is used as the second adjustment point S2; the first adjustment point S1 and the second adjustment point S2 are connected to form a torque adjustment curve S.

[0090] The torque adjustment curve S includes a straight line or a smooth curve, which can be set according to actual needs. The embodiment of the present invention is described by taking the torque adjustment curve S as a straight line as an example.

[0091] Specifically, a plane coordinate system is established to determine a torque adjustment curve S in the plane coordinate system based on the first adjustment torque, pre-adjustment torque, and pre-disturbance time period. The point on the vertical axis with the first adjustment torque M1 between the origin O and the point is defined as the first adjustment point S1. The point on the horizontal axis with the pre-disturbance time period between the point O and the point is defined as the time reference point T1. The point with the time reference point T1 on the horizontal axis and the pre-adjustment torque M2 on the vertical axis is defined as the second adjustment point S2. The first adjustment point S1 represents the current state of the vehicle, and the second adjustment point S2 represents the state of the vehicle after the adjustment. The first adjustment point S1 and the second adjustment point S2 are connected to form a torque adjustment curve S. This curve indicates the torque that the motor needs to adjust at each moment during the pre-disturbance time period, so that the motor in the vehicle adjusts the vehicle's operating state according to the torque adjustment curve S, causing the gears in the transmission system to gradually engage during the pre-disturbance time period. This improves the smoothness and reliability of the gear meshing, prevents gaps between some gears that could cause vehicle vibration, and improves the reliability and stability of the vehicle's operation.

[0092] It should be noted that Figure 3 Only the case where both the first adjustment torque and the pre-adjustment torque are positive torques is shown in FIG. , which is applicable to the vehicle in the state of starting and accelerating. Figure 4 As shown, when the vehicle is in an emergency braking state, the first adjustment torque and the pre-adjustment torque may both be negative torques.

[0093] The technical solution of the embodiment of the present invention determines the pre-jitter time period of the vehicle by the change of the brake pedal opening change rate and the accelerator pedal opening change rate in the historical data. The pre-adjustment torque is determined according to the first adjustment torque and the pre-adjustment parameter. Then, the torque adjustment curve for converting from the first adjustment torque to the pre-adjustment torque within the pre-jitter time period is determined according to the first adjustment torque, the pre-adjustment torque and the pre-jitter time period, so that the vehicle operates according to the adjustment torque value corresponding to each moment in the torque adjustment curve, so that the gears in the transmission system complete meshing within the pre-jitter time period, preventing the vehicle from shaking due to gaps between the gears, and improving the stability and reliability of the vehicle operation.

[0094] Based on the above embodiment, the embodiment of the present invention describes a case where it is determined whether the vehicle is currently in a pre-shake state based on the current motor speed, the current motor torque, the current target torque and historical data. Figure 5 A flow chart of another vehicle vibration control method provided by an embodiment of the present invention is shown in FIG. Figure 5 As shown, the jitter control method includes:

[0095] S301 , obtaining the current motor speed, current motor torque, current target torque, pre-adjustment parameters, and historical data before the vehicle is in a shaking state.

[0096] The historical data includes at least the brake pedal opening change rate, the accelerator pedal opening change rate, the motor speed, the motor torque and the motor target torque.

[0097] S302: Determine, based on historical data, a plurality of speed setting intervals and torque setting differences corresponding to the speed setting intervals.

[0098] The speed setting interval is a speed range, and the torque setting difference is a fixed value.

[0099] Specifically, the motor speed at each moment, as well as the motor torque and motor target torque at each moment, can be obtained in a relatively short period of time before the vehicle is in a shaking state. For the same acquisition moment, the value after the motor speed at the acquisition moment is increased by a fixed value is used as an interval point of the speed setting interval, and the value after the motor speed is reduced by a fixed value is used as another interval point of the speed setting interval. The motor speed value between these two interval points is used as the speed setting interval. For the same acquisition moment, the difference between the motor torque at the acquisition moment and the motor target torque is used as the torque setting difference. In this way, in a relatively short period of time before the vehicle is in a shaking state, multiple speed setting intervals and torque setting differences corresponding to the speed setting intervals can be determined.

[0100] Optionally, based on the historical data, multiple speed setting intervals and torque setting differences corresponding to the speed setting intervals are determined, including determining a pre-jitter time period of the vehicle based on the historical data; taking the speeds of each motor within the pre-jitter time period and the motor torque and motor target torque corresponding to each motor speed as multiple judgment data groups; taking the motor speed in the judgment data group as the first speed setting value; determining the speed setting interval based on the first speed setting value and the fluctuation limit; and taking the difference between the motor torque in the judgment data group and the motor target torque as the torque setting difference.

[0101] The determination data set includes the motor speed, the motor torque corresponding to the motor speed, and the motor target torque. The fluctuation limit is related to the first speed setting value and can be set according to actual needs. For example, if the first speed setting value is 3000 r / min, the fluctuation limit is 10%. Alternatively, if the first speed setting value is 200 r / min, the fluctuation limit is 2%. Other values ​​are possible and are not specifically limited here.

[0102] Specifically, for the relevant description of determining the pre-shake time period of the vehicle based on historical data, reference can be made to the process of determining the pre-shake time in the above embodiment, which will not be repeated here. After the pre-shake time period is determined, the number of acquisition points can be determined according to the length of the pre-shake time period. For example, if the pre-shake time period is 1s, the number of acquisition points can be 100, that is, one sampling point is spaced 10ms apart. One sampling point corresponds to one motor speed, one motor torque, and one motor target torque, forming a determination data group. For this determination data group, the motor speed in the determination data group is used as the first speed setting value, the product of the first speed setting value and the fluctuation limit is used as the first reference value, the sum of the first speed setting value and the first reference value is used as the first interval critical value of the speed setting interval, the difference between the first speed setting value and the first reference value is used as the second interval critical value of the speed setting interval, and the first interval critical value, the second interval critical value, and the motor speed value between the first interval critical value and the second interval critical value are all used as speed values ​​within the speed setting interval. For one determination data set, the difference between the motor torque in the determination data set and the motor target torque is used as the torque setting difference.

[0103] For example, if the motor speed in a determination data set is 3000 r / min and the fluctuation limit is 10%, then the first interval critical value is 3000*(1-10%) r / min, and the second interval critical value is 3000*(1+10%) r / min. If the motor speed in a determination data set is -3000 r / min and the fluctuation limit is 10%, then the first interval critical value is -3000*(1-10%) r / min, and the second interval critical value is -3000*(1+10%) r / min.

[0104] S303: Calculate the absolute value of the difference between the current motor torque and the current target torque, and determine the absolute value of the difference as the actual torque difference.

[0105] Specifically, the actual torque difference is the absolute value of the difference between the current motor torque and the current target torque. The actual torque difference indicates the degree of difference between the current motor torque and the current target torque.

[0106] S304: Determine whether the current motor speed is within the speed setting range, and whether the actual torque difference is greater than the torque setting difference corresponding to the speed setting range; if so, execute S305.

[0107] Specifically, if the current motor speed is within one of the speed setting intervals, it is necessary to determine whether the current actual torque difference is greater than the torque setting difference corresponding to the speed setting interval. If the actual torque difference is greater than the torque setting difference corresponding to the speed setting interval, it means that the difference between the current motor torque and the current target torque is large.

[0108] S305: Determine whether the actual torque difference is greater than the torque setting difference for a duration greater than a preset duration; if so, execute S306.

[0109] The preset duration can be set according to actual needs. For example, the preset duration is 5ms, and can also be other, which is not specifically limited here.

[0110] Specifically, if the current actual torque difference is greater than the current target torque and the holding time is greater than the preset time, it means that the holding time of the large difference between the current motor torque and the current target torque is longer. When running directly with the current target torque, it may cause gaps between the gears and cause the vehicle to shake. At this time, it is determined that the vehicle is in a pre-shake state, and the vehicle's operating parameters are adjusted in time to prevent vehicle shaking.

[0111] It will be appreciated that the above determination of whether the vehicle has entered the pre-shake state is based solely on the duration that the actual torque difference remains greater than the set torque difference. In other optional embodiments, the determination of whether the vehicle has entered the pre-shake state may also be based on the number of times the actual torque difference exceeds the set torque difference. For example, the preset number is three; if the actual torque difference exceeds the set torque difference three or more times within the preset time, the vehicle is determined to have entered the pre-shake state.

[0112] S306 : According to the current motor speed and the mapping relationship between the speed and the minimum response torque, the minimum response torque corresponding to the current motor speed is used as the first adjustment torque.

[0113] S307 : Determine a torque adjustment curve based on historical data, the first adjustment torque, and the pre-adjustment parameter, and control the vehicle to operate according to the torque adjustment curve. Then, control the vehicle to operate at the current target torque.

[0114] The technical solution of the present invention determines multiple speed setting intervals and torque setting differences corresponding to the speed setting intervals through historical data, and takes the absolute value of the difference between the current motor torque and the current target torque as the actual torque difference. If the current motor speed is in the speed setting interval, the actual torque difference is greater than the torque setting difference corresponding to the speed setting interval, and whether the time for which the actual torque difference is greater than the torque setting difference is greater than the preset time length, it means that the difference between the current motor torque and the motor target torque is large. Continuing to operate in this state may cause vehicle shaking. Therefore, when the vehicle meets the above conditions, it is confirmed that the vehicle enters the pre-shake state, and then the vehicle's operating state is adjusted in time to prevent the vehicle from shaking and improve the vehicle's operating stability and reliability.

[0115] Figure 6 A schematic structural diagram of a vehicle vibration control device provided by an embodiment of the present invention is shown in FIG. Figure 6 As shown, the vehicle vibration control device includes:

[0116] a parameter acquisition module 10 for acquiring the current motor speed, current motor torque, current target torque, pre-adjusted parameters, and historical data of the vehicle before the vehicle was in a shaking state; the historical data at least includes a brake pedal opening rate of change, an accelerator pedal opening rate of change, motor speed, motor torque, and motor target torque;

[0117] A pre-shake state determination module 20 is configured to determine whether the vehicle is currently in a pre-shake state based on the current motor speed, the current motor torque, the current target torque, and historical data;

[0118] a first adjustment torque determination module 30 for determining, when the vehicle is in a pre-shake state, the minimum response torque corresponding to the current motor speed as the first adjustment torque based on the current motor speed and a mapping relationship between the speed and the minimum response torque;

[0119] The torque adjustment curve determination and control module 40 is used to determine the torque adjustment curve according to historical data, the first adjustment torque and the pre-adjustment parameters, and control the vehicle to run at the current target torque after the torque adjustment curve is completed.

[0120] The vehicle vibration control device provided in an embodiment of the present invention can execute the vehicle vibration control method provided in any embodiment of the present invention, and has the corresponding functional modules and beneficial effects of the execution method. The similarities can be referred to the above description.

[0121] Figure 7 A schematic diagram of the structure of an electronic device provided by an embodiment of the present invention is shown in FIG. Figure 7 As shown, electronic devices are intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. Electronic devices can also represent various forms of mobile devices, such as personal digital assistants, cellular phones, smartphones, wearable devices, and other similar computing devices. The components shown herein, their connections and relationships, and their functions are intended to be examples only and are not intended to limit the implementation of the inventions described and / or claimed herein.

[0122] like Figure 7 As shown, the electronic device includes at least one processor 11, and a memory connected to the at least one processor 11, such as a read-only memory (ROM) 12, a random access memory (RAM) 13, etc., wherein the memory stores a computer program that can be executed by the at least one processor, and the processor 11 can perform various appropriate actions and processes according to the computer program stored in the read-only memory (ROM) 12 or the computer program loaded from the storage unit 18 to the random access memory (RAM) 13. Various programs and data required for the operation of the electronic device 10 can also be stored in the RAM 13. The processor 11, ROM 12 and RAM 13 are connected to each other via a bus 14. An input / output (I / O) interface 15 is also connected to the bus 14.

[0123] Multiple components in the electronic device are connected to the I / O interface 15, including an input unit 16, such as a keyboard, mouse, etc.; an output unit 17, such as various types of displays, speakers, etc.; a storage unit 18, such as a magnetic disk, optical disk, etc.; and a communication unit 19, such as a network card, modem, wireless communication transceiver, etc. The communication unit 19 allows the electronic device to exchange information / data with other devices via a computer network such as the Internet and / or various telecommunication networks.

[0124] The processor 11 can be any general-purpose and / or specialized processing component with processing and computing capabilities. Some examples of the processor 11 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various specialized artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any other suitable processor, controller, microcontroller, etc. The processor 11 executes the various methods and processes described above, such as the vehicle vibration control method.

[0125] In some embodiments, the vehicle vibration control method can be implemented as a computer program, which is tangibly contained in a computer-readable storage medium, such as a storage unit 18. In some embodiments, part or all of the computer program can be loaded and / or installed on the electronic device via the ROM 12 and / or the communication unit 19. When the computer program is loaded into the RAM 13 and executed by the processor 11, one or more steps of the vehicle vibration control method described above can be performed. Alternatively, in other embodiments, the processor 11 can be configured to execute the vehicle vibration control method in any other appropriate manner (for example, by means of firmware).

[0126] Various embodiments of the systems and techniques described herein can be implemented in digital electronic circuit systems, integrated circuit systems, field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), system-on-chip systems (SOCs), programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments can include being implemented in one or more computer programs that are executable and / or interpreted on a programmable system that includes at least one programmable processor, which can be a special purpose or general purpose programmable processor that can receive data and instructions from a storage system, at least one input device, and at least one output device, and transmit data and instructions to the storage system, the at least one input device, and the at least one output device.

[0127] Computer programs for implementing the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that when the computer program is executed by the processor, the functions / operations specified in the flowcharts and / or block diagrams are implemented. The computer program may be executed entirely on the machine, partially on the machine, as a stand-alone software package, partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0128] Based on the same inventive concept, embodiments of the present invention further provide a vehicle, comprising the vehicle vibration control device provided in embodiments of the present invention. Therefore, this vehicle possesses the technical features of the vehicle vibration control device provided in embodiments of the present invention. The vehicle vibration control device can execute the vehicle vibration control method provided in any embodiment of the present invention, and possesses the corresponding functional modules and beneficial effects of executing the method. For similarities, please refer to the above description.

[0129] Note that the above are only preferred embodiments of the present invention and the technical principles employed. Those skilled in the art will appreciate that the present invention is not limited to the specific embodiments described herein, and that various obvious changes, readjustments, combinations, and substitutions are possible for those skilled in the art without departing from the scope of the present invention. Therefore, although the present invention has been described in detail through the above embodiments, the present invention is not limited to the above embodiments and may include many other equivalent embodiments without departing from the scope of the present invention. The scope of the present invention is determined by the scope of the appended claims.

Claims

1. A vehicle vibration control method, characterized in that: include: Obtaining a current motor speed, a current motor torque, a current target torque, pre-adjustment parameters, and historical data of the vehicle before the vehicle is in a shaking state; the historical data at least includes a brake pedal opening change rate, an accelerator pedal opening change rate, a motor speed, a motor torque, and a motor target torque; determining whether the vehicle is currently in a pre-shake state according to the current motor speed, the current motor torque, the current target torque, and the historical data; If yes, then according to the current motor speed and the mapping relationship between the speed and the minimum response torque, the minimum response torque corresponding to the current motor speed is used as the first adjustment torque; determining a torque adjustment curve according to the historical data, the first adjustment torque, and the pre-adjustment parameter, and controlling the vehicle to operate according to the torque adjustment curve, and then controlling the vehicle to operate according to the current target torque; Determining a torque adjustment curve according to the historical data, the first adjustment torque, and the pre-adjustment parameter includes: determining a pre-shake time period of the vehicle based on the historical data; determining a pre-adjustment torque according to the first adjustment torque and the pre-adjustment parameter; determining the torque adjustment curve according to the first adjustment torque, the pre-adjustment torque, and the pre-dithering time period; Determining whether the vehicle is currently in a pre-shake state according to the current motor speed, the current motor torque, the current target torque, and the historical data includes: determining, based on the historical data, a plurality of speed setting intervals and torque setting differences corresponding to the speed setting intervals; Calculating an absolute value of a difference between the current motor torque and the current target torque, and determining the absolute value of the difference as an actual torque difference; Determining whether the current motor speed is within the speed setting interval and whether the actual torque difference is greater than the torque setting difference corresponding to the speed setting interval; If so, determining whether the actual torque difference is greater than the torque setting difference for a period of time greater than a preset time length; If so, determining that the vehicle is currently in the pre-shake state; Determining a pre-shake time period of the vehicle according to the historical data includes: Determining whether there is a case in the historical data where the brake pedal opening change rate is greater than a first preset change rate; If yes, taking the moment when the brake pedal opening degree change rate is greater than the first preset change rate as the first starting time point, and taking the time period between the first starting time point and the vehicle being in the shaking state as the pre-shake time period; If the change rates of the brake pedal opening in the historical data are all less than or equal to the first preset change rate, then determining whether there is a change rate of the accelerator pedal opening in the historical data that is greater than a second preset change rate; If so, the moment when the brake pedal opening change rate is greater than the second preset change rate is taken as the second starting time point, and the time period between the second starting time point and the vehicle being in the shaking state is taken as the pre-shake time period.

2. The method according to claim 1, characterized in that Determining the torque adjustment curve according to the first adjustment torque, the pre-adjustment torque, and the pre-jitter time period includes: Establishing a plane coordinate system; wherein the horizontal axis of the plane coordinate system represents the time parameter, and the vertical axis represents the torque parameter; A point on the vertical axis between the vertical axis and the origin having the first adjustment torque is used as a first adjustment point; Taking a point on the horizontal axis that is between the horizontal axis and the origin and has the pre-jitter period as a time reference point; A point whose abscissa is a time reference point and whose ordinate is the pre-adjusted torque is used as a second adjustment point; The first adjustment point and the second adjustment point are connected to form the torque adjustment curve.

3. The method according to claim 1, characterized in that Determining, based on the historical data, a plurality of speed setting intervals and torque setting differences corresponding to the speed setting intervals, including: determining a pre-shake time period of the vehicle based on the historical data; using the motor speeds within the pre-jitter period, the motor torques corresponding to the motor speeds, and the motor target torques as a plurality of determination data groups; wherein the determination data groups include the motor speeds, the motor torques corresponding to the motor speeds, and the motor target torques; Using the motor speed in the determination data group as a first speed setting value; determining the speed setting range according to the first speed setting value and the fluctuation limit; The difference between the motor torque and the motor target torque in the determination data set is used as the torque setting difference.

4. A vehicle vibration control device, characterized in that: include: a parameter acquisition module, configured to acquire a current motor speed, a current motor torque, a current target torque, pre-adjusted parameters, and historical data of the vehicle before the vehicle was in a shaking state; the historical data including at least a brake pedal opening rate of change, an accelerator pedal opening rate of change, a motor speed, a motor torque, and a motor target torque; a pre-shake state judgment module, configured to judge whether the vehicle is currently in a pre-shake state based on the current motor speed, the current motor torque, the current target torque, and the historical data; a first adjustment torque determination module, configured to, when the vehicle is in the pre-shake state, use the minimum response torque corresponding to the current motor speed as a first adjustment torque based on the current motor speed and a mapping relationship between the speed and the minimum response torque; a torque adjustment curve determination and control module, configured to determine a torque adjustment curve based on the historical data, the first adjustment torque, and the pre-adjustment parameter, and control the vehicle to operate at the current target torque after the vehicle has completed operating according to the torque adjustment curve; Determining a torque adjustment curve according to the historical data, the first adjustment torque, and the pre-adjustment parameter includes: determining a pre-shake time period of the vehicle based on the historical data; determining a pre-adjustment torque according to the first adjustment torque and the pre-adjustment parameter; determining the torque adjustment curve according to the first adjustment torque, the pre-adjustment torque, and the pre-dithering time period; Determining whether the vehicle is currently in a pre-shake state according to the current motor speed, the current motor torque, the current target torque, and the historical data includes: determining, based on the historical data, a plurality of speed setting intervals and torque setting differences corresponding to the speed setting intervals; Calculating an absolute value of a difference between the current motor torque and the current target torque, and determining the absolute value of the difference as an actual torque difference; Determining whether the current motor speed is within the speed setting interval and whether the actual torque difference is greater than the torque setting difference corresponding to the speed setting interval; If so, determining whether the actual torque difference is greater than the torque setting difference for a period of time greater than a preset time length; If so, determining that the vehicle is currently in the pre-shake state; Determining a pre-shake time period of the vehicle according to the historical data includes: Determining whether there is a case in the historical data where the brake pedal opening change rate is greater than a first preset change rate; If yes, taking the moment when the brake pedal opening degree change rate is greater than the first preset change rate as the first starting time point, and taking the time period between the first starting time point and the vehicle being in the shaking state as the pre-shake time period; If the change rates of the brake pedal opening in the historical data are all less than or equal to the first preset change rate, then determining whether there is a change rate of the accelerator pedal opening in the historical data that is greater than a second preset change rate; If so, the moment when the brake pedal opening change rate is greater than the second preset change rate is taken as the second starting time point, and the time period between the second starting time point and the vehicle being in the shaking state is taken as the pre-shake time period.

5. An electronic device, characterized in that: The electronic device comprises: at least one processor; and a memory communicatively connected to the at least one processor; wherein, The memory stores a computer program that can be executed by the at least one processor. The computer program is executed by the at least one processor to enable the at least one processor to perform the vehicle vibration control method according to any one of claims 1 to 3.

6. A vehicle, characterized in that: include: The vehicle vibration control device as claimed in claim 4.

Images