A method, controller and vehicle for stabilizing the vibration of an electric vehicle

Abstract

The application provides an electric vehicle anti-shaking control method, a controller and a vehicle. The method comprises the following steps: determining a main gear engaging enabling flag state of the vehicle according to a vehicle torque working condition; determining a main gear engaging starting torque and a main gear engaging torque according to a current accelerator pedal opening degree and a first current motor speed; determining whether the vehicle is about to shake according to the main gear engaging enabling flag state, a requested torque of the vehicle, the main gear engaging starting torque and the main gear engaging torque; and if yes, taking the main gear engaging torque as a first actual output torque of the vehicle. Thus, when it is determined that the vehicle is about to shake, the main gear engaging torque is taken as an actual output torque of the motor, which is equivalent to applying a step torque before the torque point at which shaking occurs, so that the motor gear quickly passes through the entire idle stroke gap, and the main gear is in close contact with the passive side tooth surface when the torque direction changes. Therefore, the knocking and shaking of the gear of the transmission system caused by gear reversing can be reduced, the shaking of the whole vehicle is reduced, and the driving stability is improved.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, and in particular to an electric vehicle anti-shake control method, controller, and vehicle. Background Technology

[0002] The drive system of an electric vehicle mainly consists of a drive motor and a reducer. Compared with the engine and transmission of a traditional fuel vehicle, it lacks damping devices such as a clutch. Therefore, the torque output of the drive motor of an electric vehicle is more agile and faster, and the motor will frequently switch between electric mode and generator mode in actual operation.

[0003] However, when the motor is working, a rapid change in torque direction can cause longitudinal vibration of the entire electric vehicle. This vibration can affect the stability of the vehicle's driving, and in severe cases, it can damage the drive motor and even the entire transmission system, while also affecting comfort.

[0004] Therefore, how to reduce the overall vehicle vibration phenomenon of electric vehicles when the torque direction changes rapidly and improve the driving stability of the vehicle is an urgent problem to be solved. Summary of the Invention

[0005] To address the problems existing in the prior art, embodiments of the present invention provide an electric vehicle anti-shake control method, controller, and vehicle, in order to solve or partially solve the technical problem in the prior art where rapid changes in torque direction cause electric vehicle vibration, thereby affecting vehicle driving stability.

[0006] A first aspect of the present invention provides a method for stabilizing vibrations in an electric vehicle, the method comprising:

[0007] The active gear engagement flag state of the vehicle is determined based on the vehicle torque condition, and the active gear engagement start torque and active gear engagement torque of the vehicle are determined based on the current accelerator pedal opening and the first current motor speed.

[0008] If it is determined whether the vehicle is about to vibrate based on the active tooth engagement flag state, the vehicle's requested torque, the active tooth engagement start torque, and the active tooth engagement torque, then if so, the active tooth engagement torque is used as the vehicle's first actual output torque; the first actual output torque is used to prevent the electric vehicle from vibrating.

[0009] In the above scheme, determining the active gear engagement flag state of the vehicle based on the vehicle torque condition includes:

[0010] If it is determined in the first current monitoring cycle that the vehicle is in a torque zero crossing condition, then the active gear-alignment enable flag of the vehicle is determined to be in a valid state.

[0011] In the above scheme, determining that the vehicle is in a torque zero-crossing condition in the first current monitoring cycle includes:

[0012] The vehicle's first accelerator pedal opening in the first current monitoring cycle and the second accelerator pedal opening in the previous monitoring cycle of the first current monitoring cycle are obtained.

[0013] The rate of change of throttle opening is determined based on the first throttle pedal opening and the second throttle pedal opening;

[0014] If the rate of change of throttle opening is determined to be greater than or equal to a preset first threshold, then the vehicle is determined to be in a torque zero-crossing condition.

[0015] In the above scheme, after determining that the vehicle is in a torque zero-crossing condition in the first current monitoring cycle, the method further includes:

[0016] Continue to acquire the throttle opening change rate of the vehicle. If it is determined that the throttle opening change rate is less than or equal to the second threshold, then after a preset delay period, control the active tooth enable flag to be in an invalid state.

[0017] In the above scheme, determining the vehicle's active gear engagement starting torque and active gear engagement torque based on the vehicle's current accelerator pedal opening and the first current motor speed includes:

[0018] The corresponding active gear start torque is found in a pre-calibrated first mapping file based on the current accelerator pedal opening and the current motor speed of the vehicle. The first mapping file stores the mapping relationship between the accelerator pedal opening, the motor speed and the active gear start torque.

[0019] The corresponding active gear torque is searched in a pre-calibrated second mapping file based on the current accelerator pedal opening and the first current motor speed. The second mapping file stores the mapping relationship between the accelerator pedal opening, motor speed and the active gear torque.

[0020] In the above scheme, determining whether the vehicle is about to vibrate based on the active tooth engagement flag state, the vehicle's requested torque, the active tooth engagement start torque, and the active tooth engagement torque includes:

[0021] Determine whether the active tooth engagement enable flag is in a valid state, whether the requested torque is greater than or equal to the active tooth engagement start torque, and whether the vehicle's requested torque is less than the active tooth engagement torque;

[0022] If the active tooth-alignment enable flag is determined to be in an active state, the requested torque is greater than or equal to the active tooth-alignment start torque, and the vehicle's requested torque is less than the active tooth-alignment torque, then it is determined that the vehicle is about to experience vibration.

[0023] In the above scheme, after determining whether the active tooth-aligning enable flag is in a valid state, whether the requested torque is greater than or equal to the active tooth-aligning start torque, and whether the vehicle's requested torque is less than the active tooth-aligning torque, the method further includes:

[0024] If it is determined that the active tooth-aligning enable flag is in an invalid state, or that the requested torque is less than the active tooth-aligning start torque, or that the vehicle's requested torque is greater than or equal to the active tooth-aligning torque, then it is determined that the vehicle will not vibrate soon, and the requested torque is determined as the vehicle's second actual output torque.

[0025] In the above scheme, after taking the active gear torque as the first actual output torque of the vehicle, the method further includes:

[0026] In any subsequent second current monitoring cycle, the wheel-end speed of the vehicle and the second current motor speed are obtained;

[0027] The compensation torque is determined based on the wheel end speed and the second current motor speed.

[0028] Obtain the third actual output torque of the vehicle motor in the second current monitoring cycle;

[0029] The vehicle's execution torque is determined based on the compensation torque and the third actual output torque.

[0030] A second aspect of the present invention provides an electric vehicle anti-shake controller, the controller comprising:

[0031] The determining unit is used to determine the active tooth-aligning enable flag state of the vehicle based on the vehicle torque condition, and to determine the active tooth-aligning start torque and active tooth-aligning torque of the vehicle based on the current accelerator pedal opening and the first current motor speed.

[0032] The torque output unit is used to determine that the vehicle is about to vibrate based on the active tooth engagement flag state, the vehicle's requested torque, the active tooth engagement start torque, and the active tooth engagement torque. If so, the active tooth engagement torque is used as the vehicle's first actual output torque. The first actual output torque is used to prevent the electric vehicle from vibrating.

[0033] In the above scheme, the first determining unit is specifically used for:

[0034] If it is determined in the first current monitoring cycle that the vehicle is in a torque zero crossing condition, then the active gear-alignment enable flag of the vehicle is determined to be in a valid state.

[0035] In the above scheme, the first determining unit is specifically used for:

[0036] The vehicle's first accelerator pedal opening in the first current monitoring cycle and the second accelerator pedal opening in the previous monitoring cycle of the first current monitoring cycle are obtained.

[0037] The rate of change of throttle opening is determined based on the first throttle pedal opening and the second throttle pedal opening;

[0038] If the rate of change of throttle opening is determined to be greater than or equal to a preset first threshold, then the vehicle is determined to be in a torque zero-crossing condition.

[0039] In the above scheme, the first determining unit is further configured to:

[0040] Continue to acquire the throttle opening change rate of the vehicle. If it is determined that the throttle opening change rate is less than or equal to the second threshold, then after a preset delay period, control the active tooth enable flag to be in an invalid state.

[0041] In the above scheme, the torque output unit is specifically used for:

[0042] The corresponding active gear start torque is found in a pre-calibrated first mapping file based on the current accelerator pedal opening and the current motor speed of the vehicle. The first mapping file stores the mapping relationship between the accelerator pedal opening, the motor speed and the active gear start torque.

[0043] The corresponding active gear torque is searched in a pre-calibrated second mapping file based on the current accelerator pedal opening and the first current motor speed. The second mapping file stores the mapping relationship between the accelerator pedal opening, motor speed and the active gear torque.

[0044] In the above scheme, the torque output unit is specifically used for:

[0045] Determine whether the active tooth engagement enable flag is in a valid state, whether the requested torque is greater than or equal to the active tooth engagement start torque, and whether the vehicle's requested torque is less than the active tooth engagement torque;

[0046] If the active tooth-alignment enable flag is determined to be in an active state, the requested torque is greater than or equal to the active tooth-alignment start torque, and the vehicle's requested torque is less than the active tooth-alignment torque, then it is determined that the vehicle is about to experience vibration.

[0047] In the above scheme, the torque output unit is also used for:

[0048] After determining whether the active tooth-aligning enable flag is in an active state, whether the requested torque is greater than or equal to the active tooth-aligning start torque, and whether the vehicle's requested torque is less than the active tooth-aligning torque, if it is determined that the active tooth-aligning enable flag is in an invalid state, or that the requested torque is less than the active tooth-aligning start torque, or that the vehicle's requested torque is greater than or equal to the active tooth-aligning torque, then it is determined that the vehicle will not be about to vibrate, and the requested torque is determined as the vehicle's second actual output torque.

[0049] In the above scheme, the torque output unit is further used for:

[0050] In any subsequent second current monitoring cycle, the wheel-end speed of the vehicle and the second current motor speed are obtained;

[0051] The compensation torque is determined based on the wheel end speed and the second current motor speed.

[0052] Obtain the third actual output torque of the vehicle motor in the second current monitoring cycle;

[0053] The vehicle's execution torque is determined based on the compensation torque and the third actual output torque.

[0054] A third aspect of the invention provides a vehicle comprising the electric vehicle stabilization controller described in the second aspect.

[0055] This invention provides an electric vehicle anti-shake control method, controller, and vehicle. The method includes: determining the active gear engagement flag state of the vehicle based on the vehicle's torque condition; determining the active gear engagement starting torque and active gear engagement torque based on the vehicle's current accelerator pedal opening and a first current motor speed; if it is determined whether the vehicle is about to shake based on the active gear engagement flag state, the vehicle's requested torque, the active gear engagement starting torque, and the active gear engagement torque, and if so, using the active gear engagement torque as the vehicle's first actual output torque; the first actual output torque is used to prevent the electric vehicle from shaking; thus, when it is determined that the vehicle is about to shake, using the active gear engagement torque as the motor's actual output torque is equivalent to applying a step torque in advance at the torque point where shaking will occur, causing the motor gear to quickly pass through the entire idle travel backlash. Therefore, when the torque direction changes, the active side gear is already in close contact with the passive side gear surface, which can greatly reduce the knocking vibration caused by gear reversal in the transmission system, thereby reducing the overall vehicle shaking and improving driving stability. Attached Figure Description

[0056] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the invention. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0057] Figure 1 A schematic flowchart of an electric vehicle anti-shake control method according to an embodiment of the present invention is shown;

[0058] Figure 2 A schematic diagram showing the state output of the active tooth-following enable flag bit according to an embodiment of the present invention is shown;

[0059] Figure 3 A schematic diagram illustrating the principle of applying active gear torque in advance in an electric vehicle according to an embodiment of the present invention is shown;

[0060] Figure 4 The diagram illustrates the throttle response when the torque direction changes, based on the conventional torque output method in the prior art.

[0061] Figure 5 A schematic diagram of the throttle response when the torque direction changes, using an active gear-following strategy according to an embodiment of the present invention, is shown.

[0062] Figure 6 A logic diagram illustrating torque compensation during subsequent monitoring cycles according to an embodiment of the present invention is shown.

[0063] Figure 7 A schematic diagram of an electric vehicle anti-shake controller structure according to an embodiment of the present invention is shown. Detailed Implementation

[0064] Exemplary embodiments of the present disclosure will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.

[0065] This invention provides a method for controlling the vibration of electric vehicles, such as... Figure 1 As shown, the method mainly includes the following steps:

[0066] S110, determine the active gear engagement flag state of the vehicle based on the vehicle torque condition, and determine the active gear engagement start torque and active gear engagement torque of the vehicle based on the current accelerator pedal opening and the first current motor speed.

[0067] This invention requires prior identification of the vehicle's operating conditions. Based on these conditions, the status of the active tooth-alignment enable flag is determined. This flag's status then allows for subsequent assessments of whether the vehicle is about to vibrate. Upon determining that vibration is imminent, an active tooth-alignment strategy is executed to reduce the vibration.

[0068] In one implementation, determining the active gear engagement flag state of the vehicle based on the vehicle's torque condition includes:

[0069] If the vehicle is determined to be in a zero-torque condition during the first current monitoring cycle, the active gear-based enable flag for controlling the vehicle will be in an active state. The zero-torque condition includes two scenarios: tip-in and tip-out. Tip-in refers to the condition where the motor torque changes from negative to positive; tip-out refers to the condition where the motor torque changes from positive to negative.

[0070] In one implementation, determining that the vehicle is in a torque zero-crossing condition during the first current monitoring cycle includes:

[0071] The vehicle's first accelerator pedal opening in the first current monitoring cycle and the second accelerator pedal opening in the previous monitoring cycle of the first current monitoring cycle are obtained.

[0072] The rate of change of throttle opening is determined based on the opening of the first throttle pedal and the opening of the second throttle pedal;

[0073] If the rate of change of throttle opening is determined to be greater than or equal to a preset first threshold, then the vehicle is determined to be in a torque zero-crossing condition.

[0074] Specifically, when the motor outputs torque, the vehicle control unit (VCU) continuously collects the accelerator pedal opening based on a preset monitoring cycle and sends the accelerator pedal opening to the MCU. For example... Figure 2 As shown, in the current monitoring cycle, the MCU will collect the first accelerator pedal opening; in the previous monitoring cycle, the MCU will collect the second accelerator pedal opening. Then, the accelerator pedal opening change rate AccPedal_Status_Delta is determined according to formula (1):

[0075] AccPedal_Status_Delta=(AccPedal_Status-AccPedal_Status_Dlay) / t

[0076] Where AccPedal_Status-AccPedal is the first accelerator pedal opening, AccPedal_Status_Dlay is the second accelerator pedal opening, and t is the duration of a monitoring cycle, such as 10ms.

[0077] It should be noted that, in order to reduce the impact of interference signals (such as glitches or outliers) on the accuracy of determining the throttle opening rate of change, first-order low-pass filtering and Dampig smoothing calculation are required for the first and second throttle pedal openings before determining the throttle opening rate of change.

[0078] When the rate of change of throttle opening is determined to be greater than or equal to the first threshold, the vehicle is determined to be in a torque zero-crossing condition. At this point, the active gear-alignment enable flag TorP_En ​​is set to 1, and the active gear-alignment strategy takes effect. The active gear-alignment enable flag is then considered valid. The first threshold can be determined based on the actual situation of the vehicle, for example, 30%.

[0079] That is, when AccPedal_Status_Delta≥30%, TorP_En=1.

[0080] Then, the accelerator pedal opening is collected again in subsequent monitoring cycles. That is, in one implementation, after determining that the vehicle is in a torque zero-crossing condition in the first current monitoring cycle, the method further includes:

[0081] Continue to acquire the throttle opening change rate of the vehicle. If it is determined that the throttle opening change rate is less than or equal to the second threshold, then after a preset delay, control the active tooth enable flag to be in an invalid state.

[0082] The second threshold can be determined based on the actual situation of the vehicle, for example, it can be 5%; the delay duration can also be determined based on the actual situation, for example, it can be 500ms.

[0083] That is, when it is determined that AccPedal_Status_Delta≤5%, after a delay of 500ms, TorP_En=0.

[0084] It can be seen that the active tooth-aligning strategy only takes effect under the required operating conditions and will not have a negative impact on other operating conditions.

[0085] The present invention also requires determining the vehicle's active gear-aligning starting torque and active gear-aligning torque based on the vehicle's current accelerator pedal opening and the first current motor speed, including:

[0086] Based on the vehicle's current accelerator pedal opening and the first current motor speed, the corresponding active gear starting torque is searched in the pre-calibrated first mapping file; the first mapping file stores the mapping relationship between accelerator pedal opening, motor speed and active gear starting torque.

[0087] Based on the vehicle's current accelerator pedal opening and the first current motor speed, the corresponding active gear torque is searched in the pre-calibrated second mapping file; the second mapping file stores the mapping relationship between accelerator pedal opening, motor speed and active gear torque.

[0088] Specifically, the first mapping file and the second mapping file can be pre-calibrated two-dimensional tables, as shown in Table 1. The first mapping file stores the correspondence between motor speed, throttle pedal opening and active gear starting torque.

[0089] Table 1

[0090]

[0091]

[0092] As shown in Table 2, the second mapping file stores the correspondence between motor speed, throttle pedal opening, and active gear torque.

[0093] Table 2

[0094]

[0095] S111, based on the active tooth engagement flag state, the vehicle's requested torque, the active tooth engagement start torque, and the active tooth engagement torque, it is determined that the vehicle is about to vibrate. If so, the active tooth engagement torque is used as the vehicle's first actual output torque; the first actual output torque is used to prevent the electric vehicle from vibrating.

[0096] Once the active gear-aligning start torque and the active gear-aligning torque are determined, the vehicle's requested torque can be obtained from the VCU. Based on the active gear-aligning enable flag status, the vehicle's requested torque, the active gear-aligning start torque, and the active gear-aligning torque, it is determined whether the vehicle is about to vibrate. If it is determined that the vehicle is about to vibrate, the active gear-aligning strategy is executed. The active gear-aligning strategy refers to using the active gear-aligning torque as the vehicle's first actual output torque.

[0097] In one implementation, determining whether the vehicle is about to vibrate based on the active tooth-aligning enable flag state, the vehicle's requested torque, the active tooth-aligning start torque, and the active tooth-aligning torque includes:

[0098] Determine whether the active tooth engagement enable flag is in a valid state, whether the requested torque is greater than or equal to the active tooth engagement start torque, and whether the vehicle's requested torque is less than the active tooth engagement torque.

[0099] If the active tooth engagement enable flag is confirmed to be active, the requested torque is greater than or equal to the active tooth engagement start torque, and the vehicle's requested torque is less than the active tooth engagement torque, then it is determined that the vehicle is about to vibrate.

[0100] That is, when it is determined that (TorqueReq≥TorPInitial)&(TorqueReq<TorP)&(TorP_En=1), the first actual output torque of the vehicle motor is the active gear torque TorP.

[0101] Where TorqueReq is the vehicle's requested torque, TorPInitila is the active gear engagement start torque, TorP_En ​​is the active gear engagement enable flag, and & represents the meaning of AND.

[0102] Specifically, the vibration in a vehicle is mainly due to a rapid change in the direction of torque, requiring the gears in the transmission system to change direction accordingly, thus causing a knocking vibration. For example... Figure 3 As shown, in order to mitigate this vibration, when it is determined that the vehicle (motor) is about to vibrate, the present invention controls the motor to execute a step torque (active tooth torque) in advance, so that the motor gear can pass through the entire idle stroke tooth hole as soon as possible. When the torque direction changes, the active side gear is already in close contact with the passive side tooth surface, thus greatly reducing or eliminating the tooth knocking vibration caused by gear reversal.

[0103] In another implementation, after determining whether the active tooth-alignment enable flag is in a valid state, whether the requested torque is greater than or equal to the active tooth-alignment start torque, and whether the vehicle's requested torque is less than the active tooth-alignment torque, the method further includes:

[0104] If the active tooth-alignment enable flag is determined to be invalid, or the requested torque is determined to be less than the active tooth-alignment start torque, or the requested torque of the vehicle is determined to be greater than or equal to the active tooth-alignment torque, then it is determined that the vehicle will not vibrate soon, and the requested torque is determined as the vehicle's second actual output torque.

[0105] If it is determined that TorqueReq < TorPInitial, or TorqueReq ≥ TorP, or TorP_En ​​= 0, then it is determined that the vehicle will not be about to vibrate, and the second actual output torque of the vehicle motor is the requested torque TorqueReq.

[0106] from Figure 4It can be seen that, with the traditional torque compensation method, the time required to change from -10Nm to 15Nm when the requested torque direction changes is 200ms.

[0107] from Figure 5 It can be seen that when the active gear-aligning strategy of the present invention is implemented, the throttle response is greatly improved, and the time required to go from -10Nm to 15Nm is shortened to 80ms, which is more than twice the performance.

[0108] Furthermore, it is understandable that the active tooth-aligning strategy will terminate when the requested torque exceeds the active tooth-aligning torque. However, in subsequent monitoring cycles, torque compensation is still required to further improve vehicle stability. Therefore, in one implementation, after using the active tooth-aligning torque as the vehicle's first actual output torque, the method further includes:

[0109] In any subsequent second current monitoring cycle, obtain the vehicle's wheel-end speed and the second current motor speed;

[0110] The compensation torque is determined based on the wheel end speed and the second current motor speed.

[0111] Obtain the third actual output torque of the vehicle motor in the second current monitoring cycle;

[0112] The vehicle's execution torque is determined based on the compensation torque and the third actual output torque, where the execution torque is the sum of the compensation torque and the third actual output torque.

[0113] In one embodiment, determining the compensation torque based on the wheel end speed and the second current motor speed includes:

[0114] The wheel end speed is converted into the corresponding reference motor speed according to the transmission ratio;

[0115] The reference motor speed is low-pass filtered to obtain the first filtered motor speed.

[0116] The motor speed acceleration is determined based on the first filter motor speed in the second current monitoring cycle and the filter motor speed in the previous monitoring cycle of the second current monitoring cycle.

[0117] The phase compensation value is determined based on the motor speed and acceleration and the preset phase compensation coefficient;

[0118] The second current motor speed of the second current monitoring period is low-pass filtered to obtain the second filtered motor speed;

[0119] The second current motor speed in the current monitoring period is phase-compensated based on the phase compensation value to obtain the phase-compensated second current motor speed.

[0120] The speed difference is determined based on the second current motor speed after phase compensation and the second current motor speed in the second current monitoring cycle.

[0121] The compensation torque is determined based on the speed difference and the preset torque compensation coefficient.

[0122] Specifically, you can refer to Figure 6 For any current monitoring period in subsequent monitoring cycles (the second current monitoring period), the corresponding wheel-end speed is obtained. Based on the transmission ratio, the wheel-end speed is converted into a reference motor speed. The reference motor speed is then low-pass filtered to remove interference signals, yielding the first filtered motor speed. The second filtered motor speed of the previous monitoring period can be obtained in the same way.

[0123] Then, the speed difference between the first filter motor speed and the second filter motor speed is determined, and the speed difference is divided by the duration corresponding to the monitoring cycle to obtain the motor speed acceleration.

[0124] The phase compensation value is obtained by multiplying the motor speed and acceleration by the phase compensation coefficient.

[0125] Then, phase compensation is performed on the second filtered motor speed based on the phase compensation value, so that the phase of the second filtered motor speed is consistent with the phase of the second current motor speed before filtering.

[0126] The difference between the phase-compensated second current motor speed and the original second current motor speed is calculated to obtain the speed difference value; the speed difference value is multiplied by the torque compensation coefficient to obtain the compensation torque.

[0127] Even after the active gear-alignment strategy has been implemented, the compensation torque can be determined during subsequent driving. This compensation torque can then be used to continue compensating for the actual torque output by the motor, thereby improving the vehicle's driving stability.

[0128] In this invention, when it is determined that the vehicle is about to vibrate, the active gear torque is used as the actual output torque of the motor. This is equivalent to applying a step torque in advance at the torque point where vibration will occur, causing the motor gear to quickly pass through the entire idle travel backlash. Therefore, when the torque direction changes, the active gear is already in close contact with the passive gear surface, thus greatly reducing the knocking vibration caused by gear reversal in the transmission system, thereby reducing overall vehicle vibration and improving driving stability. Simultaneously, it significantly increases the upper limit of the zero-crossing slope of the VCU's requested torque, shortening the zero-crossing time to 1 / 3 of the original, improving throttle responsiveness. The reduced throttle response time during vehicle driving enhances the user's driving experience (the throttle is more responsive) and reduces the dizziness caused by electric vehicle acceleration.

[0129] Based on the same inventive concept as in the foregoing embodiments, this embodiment also provides an electric vehicle anti-shake controller, such as... Figure 7As shown, the controller includes:

[0130] The determining unit 71 is used to determine the active tooth-aligning enable flag state of the vehicle based on the vehicle torque condition, and to determine the active tooth-aligning start torque and active tooth-aligning torque of the vehicle based on the current accelerator pedal opening and the first current motor speed.

[0131] The torque output unit 72 is used to determine whether the vehicle is about to vibrate based on the active tooth engagement flag state, the vehicle's requested torque, the active tooth engagement start torque, and the active tooth engagement torque. If so, the active tooth engagement torque is used as the vehicle's first actual output torque. The first actual output torque is used to prevent the electric vehicle from vibrating.

[0132] Since the controller described in this embodiment of the invention is the controller used in implementing the electric vehicle anti-shake control method of this invention, those skilled in the art can understand the specific structure and variations of the device based on the method described in this embodiment of the invention, and therefore will not be repeated here. All controllers used in the methods of this embodiment of the invention fall within the scope of protection of this invention.

[0133] Based on the same inventive concept, this invention also provides a vehicle that includes the electric vehicle anti-shake controller mentioned in the above embodiments. The specific structure and implementation logic of the controller can be referred to the corresponding description above, and therefore will not be repeated here.

[0134] Through one or more embodiments of the present invention, the present invention has the following beneficial effects or advantages:

[0135] This invention provides an electric vehicle anti-shake control method, controller, and vehicle. The method includes: determining the active gear engagement flag state of the vehicle based on the vehicle's torque condition; determining the active gear engagement starting torque and active gear engagement torque based on the vehicle's current accelerator pedal opening and a first current motor speed; determining whether the vehicle is about to vibrate based on the active gear engagement flag state, the vehicle's requested torque, the active gear engagement starting torque, and the active gear engagement torque; if so, using the active gear engagement torque as the vehicle's first actual output torque; the first actual output torque is used to prevent the electric vehicle from vibrating. Thus, when it is determined that the vehicle is about to vibrate, using the active gear engagement torque as the motor's actual output torque is equivalent to applying a step torque in advance at the torque point where vibration will occur, causing the motor gear to quickly pass through the entire idle travel backlash. Therefore, when the torque direction changes, the active side gear is already in close contact with the passive side gear surface, which can greatly reduce the knocking vibration caused by gear reversal in the transmission system, thereby reducing the overall vehicle vibration and improving driving stability.

[0136] Although preferred embodiments of the invention have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including both the preferred embodiments and all changes and modifications falling within the scope of the invention.

[0137] The above description is merely a preferred embodiment of the present invention and is not intended to limit the scope of protection of the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. An anti-shake control method for an electric vehicle, characterized by, The method comprises: determining a main gear engagement enabling flag state of the vehicle according to a vehicle torque working condition, determining a main gear engagement starting torque and a main gear engagement torque of the vehicle according to a current accelerator pedal opening degree and a first current motor speed of the vehicle; judging whether the vehicle is about to vibrate according to the main gear engagement enabling flag state, a requested torque of the vehicle, the main gear engagement starting torque and the main gear engagement torque, and if so, taking the main gear engagement torque as a first actual output torque of the vehicle; the first actual output torque is used to prevent the electric vehicle from vibrating; wherein, the judging whether the vehicle is about to vibrate according to the main gear engagement enabling flag state, the requested torque of the vehicle, the main gear engagement starting torque and the main gear engagement torque comprises: judging whether the main gear engagement enabling flag state is a valid state, whether the requested torque is greater than or equal to the main gear engagement starting torque and whether the requested torque of the vehicle is less than the main gear engagement torque; if it is determined that the main gear engagement enabling flag state is a valid state, the requested torque is greater than or equal to the main gear engagement starting torque and the requested torque of the vehicle is less than the main gear engagement torque, it is determined that the vehicle is about to vibrate.

2. The method of claim 1, wherein, the determining a main gear engagement enabling flag state of the vehicle according to a vehicle torque working condition comprises: if it is determined that the vehicle is in a torque zero-crossing working condition in a first current monitoring period, it is determined that the main gear engagement enabling flag state of the vehicle is a valid state.

3. The method of claim 2, wherein, the determining that the vehicle is in a torque zero-crossing working condition in a first current monitoring period comprises: obtaining a first accelerator pedal opening degree of the vehicle in the first current monitoring period and a second accelerator pedal opening degree of a previous monitoring period of the first current monitoring period; determining an accelerator opening degree change rate according to the first accelerator pedal opening degree and the second accelerator pedal opening degree; if it is determined that the accelerator opening degree change rate is greater than or equal to a preset first threshold value, it is determined that the vehicle is in a torque zero-crossing working condition.

4. The method of claim 2 or 3, wherein, after the determining that the vehicle is in a torque zero-crossing working condition in a first current monitoring period, the method further comprises: continuing to obtain the accelerator opening degree change rate of the vehicle, and if it is determined that the accelerator opening degree change rate is less than or equal to a second threshold value, after a preset delay time length, the main gear engagement enabling flag is controlled to be in an invalid state.

5. The method of claim 1, wherein, the determining a main gear engagement starting torque and a main gear engagement torque of the vehicle according to a current accelerator pedal opening degree and a first current motor speed of the vehicle comprises: looking up a corresponding main gear engagement starting torque in a pre-labeled first mapping file according to the current accelerator pedal opening degree and the first current motor speed of the vehicle; the first mapping file stores a mapping relationship among the accelerator pedal opening degree, the motor speed and the main gear engagement starting torque; looking up a corresponding main gear engagement torque in a pre-labeled second mapping file according to the current accelerator pedal opening degree and the first current motor speed of the vehicle; the second mapping file stores a mapping relationship among the accelerator pedal opening degree, the motor speed and the main gear engagement torque.

6. The method of claim 1, wherein, After judging whether the active tooth engagement enabling flag state is a valid state, whether the request torque is greater than or equal to the active tooth engagement starting torque, and whether the request torque of the vehicle is less than the active tooth engagement torque, the method further comprises: If it is determined that the active tooth engagement enabling flag state is an invalid state, or it is determined that the request torque is less than the active tooth engagement starting torque, or it is determined that the request torque of the vehicle is greater than or equal to the active tooth engagement torque, it is determined that the vehicle will not soon shake, and the request torque is determined as a second actual output torque of the vehicle.

7. The method of claim 1, wherein, After the active tooth engagement torque is determined as the first actual output torque of the vehicle, the method further comprises: In any second current monitoring period, the wheel end speed and the second current motor speed of the vehicle are acquired; The compensation torque is determined according to the wheel end speed and the second current motor speed; The third actual output torque of the vehicle motor in the second current monitoring period is acquired; The execution torque of the vehicle is determined according to the compensation torque and the third actual output torque.

8. An anti-shake controller for an electric vehicle, characterized by comprising: The controller comprises: A first determination unit is configured to determine the active tooth engagement enabling flag state of the vehicle according to the vehicle torque working condition, and determine the active tooth engagement starting torque and the active tooth engagement torque of the vehicle according to the current accelerator pedal opening degree and the first current motor speed of the vehicle; A torque output unit is configured to determine that the vehicle will soon shake according to the active tooth engagement enabling flag state, the request torque of the vehicle, the active tooth engagement starting torque, and the active tooth engagement torque, and determine the active tooth engagement torque as the first actual output torque of the vehicle; the first actual output torque is used to prevent the electric vehicle from shaking; wherein, The torque output unit is specifically configured to: Judge whether the active tooth engagement enabling flag state is a valid state, whether the request torque is greater than or equal to the active tooth engagement starting torque, and whether the request torque of the vehicle is less than the active tooth engagement torque; If it is determined that the active tooth engagement enabling flag state is a valid state, the request torque is greater than or equal to the active tooth engagement starting torque, and the request torque of the vehicle is less than the active tooth engagement torque, it is determined that the vehicle will soon shake.

9. A vehicle characterized by comprising: The vehicle comprises the electric vehicle anti-shake controller of claim 8.

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