Vehicle tooth knocking optimization method, device, equipment and medium

Abstract

The invention discloses a vehicle tooth knocking optimization method and device, equipment and a medium, and the method comprises the steps: obtaining the rotating speed of a driving motor of a vehicle at each moment under the condition that the vehicle is in a slipping state, and obtaining a basic distribution torque corresponding to a driving demand at the moment when the driving motor enters the slipping state; determining an optimized amplitude limiting threshold value according to a preset association relationship between the distribution torque and the amplitude limiting threshold value and the basic distribution torque; determining a basic anti-shake torque at each moment according to the rotating speed of the driving motor at each moment, and performing amplitude limiting processing on the basic anti-shake torque at each moment by using the optimized amplitude limiting threshold to obtain an optimized anti-shake torque at each moment; determining an optimized output torque at each moment according to the basic distribution torque and the optimized anti-shake torque at each moment; and controlling the driving motor to operate according to the corresponding optimized output torque at each moment. The tooth knocking influence is reduced in time in the slipping road condition, and the driving smoothness of the vehicle on the low-adhesion road surface is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of automobiles, and in particular to a vehicle rattle optimization method, device, equipment and medium. BACKGROUND

[0002] When the vehicle is in normal driving, the driving gear and the driven gear in the power transmission path are closely attached, and the output torque can be smoothly transmitted. However, when the vehicle is in the situation of slipping, the wheels connected to the driven gear cannot reach a balanced state with the output torque due to the decrease of the road adhesion, so that the driving gear and the driven gear impact and collide in the transmission gap (referred to as the rattle phenomenon), thereby affecting the driving experience of the driver.

[0003] In the prior art, it is difficult to reduce the impact of the rattle phenomenon in a short slip time window. Therefore, how to reduce the impact of the rattle in the slipping process in time is a technical problem to be solved at present. SUMMARY

[0004] The embodiments of the present application provide a vehicle rattle optimization method, device, equipment and medium, which solve the technical problem that it is difficult to reduce the impact of the rattle phenomenon in a short slip time window in the prior art, and achieve the technical effect of reducing the impact of the rattle in the slipping process in time.

[0005] In a first aspect, the present application provides a vehicle rattle optimization method, the method comprising:

[0006] In the case that the vehicle is in a slipping state, the rotational speed of the driving motor of the vehicle at each time is obtained, and the basic distribution torque corresponding to the driving demand of the driving motor at the time when the vehicle enters the slipping state is obtained;

[0007] According to a preset correlation between the distribution torque and the limiting threshold and the basic distribution torque, an optimized limiting threshold is determined. The absolute value of the optimized limiting threshold is greater than the absolute value of the preset limiting threshold corresponding to the driving motor when the vehicle is not in the slipping state;

[0008] According to the rotational speed of the driving motor at each time, the basic anti-shake torque at each time is determined, and the basic anti-shake torque at each time is limited by the optimized limiting threshold to obtain the optimized anti-shake torque at each time;

[0009] According to the basic distribution torque and the optimized anti-shake torque at each time, the optimized output torque at each time is determined;

[0010] The driving motor is controlled to operate according to the corresponding optimized output torque at each time.

[0011] In some embodiments of the present application, based on the foregoing scheme, the time when the vehicle enters the slipping state is determined by the following steps:

[0012] obtaining a driving wheel speed and a non-driving wheel speed of the vehicle at each time point;

[0013] determining whether the wheel speed at each time point meets a preset condition according to the driving wheel speed and the non-driving wheel speed at each time point, the preset condition comprising that the driving wheel speed is not equal to the non-driving wheel speed;

[0014] determining a time point at which the preset condition is met for the first time as a time point at which the vehicle enters a slipping state.

[0015] In some embodiments of the present application, based on the foregoing scheme, the optimized limiting threshold is determined according to a preset correlation between the distribution torque and the limiting threshold and the basic distribution torque, comprising:

[0016] obtaining a driving wheel speed and a non-driving wheel speed of the vehicle at the time point at which the vehicle enters the slipping state;

[0017] in the case where the driving wheel speed is higher than the non-driving wheel speed, the optimized limiting threshold is determined according to the basic distribution torque and a first preset correlation in the preset correlation;

[0018] in the case where the driving wheel speed is lower than the non-driving wheel speed, the optimized limiting threshold is determined according to the basic distribution torque and a second preset correlation in the preset correlation.

[0019] In some embodiments of the present application, based on the foregoing scheme, in the case where the vehicle is in the slipping state, the method further comprises:

[0020] monitoring the driving wheel speed and the non-driving wheel speed of the vehicle at each time point, and judging whether the vehicle exits the slipping state;

[0021] in the case where the driving wheel speed is detected to be equal to the non-driving wheel speed for the first time, it is determined that the vehicle exits the slipping state, and the actual output torque of the driving motor is controlled to be reduced.

[0022] In some embodiments of the present application, based on the foregoing scheme, in the case where the vehicle exits the slipping state, the method further comprises:

[0023] obtaining the optimized limiting threshold of the vehicle at the time point at which the vehicle exits the slipping state, obtaining the speed of the driving motor at each time point within a preset time, and obtaining the driving demand of the vehicle at each time point within the preset time;

[0024] determining a regular anti-shake torque at each time point according to the speed of the driving motor at each time point within the preset time, and determining a regular distribution torque at each time point according to the driving demand of the vehicle at each time point within the preset time;

[0025] determine the attenuation limiting threshold value at each time according to the optimized limiting threshold value of the vehicle at the time when the vehicle exits the slipping state, the preset limiting threshold value, and the preset time;

[0026] limit the normal anti-shake torque at each time by using the attenuation limiting threshold value at each time to obtain the target anti-shake torque at each time;

[0027] determine the target output torque at each time according to the target anti-shake torque at each time and the normal distribution torque;

[0028] control the driving motor to operate according to the corresponding target output torque at each time within the preset time.

[0029] In some embodiments of the present application, based on the foregoing scheme, the basic anti-shake torque at each time is determined according to the rotational speed of the driving motor at each time, comprising:

[0030] determine the rotational speed change rate between the adjacent two times according to the rotational speeds of the driving motor at the adjacent two times;

[0031] determine the basic anti-shake torque corresponding to the latter time according to the rotational speed change rate, the preset closed-loop control algorithm, and the rotational speed corresponding to the latter time in the adjacent two times.

[0032] In some embodiments of the present application, based on the foregoing scheme, the driving demand corresponding to the basic distribution torque of the vehicle at the time when the vehicle enters the slipping state is obtained by the following steps:

[0033] obtain at least one request torque in the driving demand of the vehicle at the time when the vehicle enters the slipping state;

[0034] determine the basic distribution torque of the driving motor at the time when the vehicle enters the slipping state according to the arbitration result of the at least one request torque by the vehicle control system.

[0035] In a second aspect, the present application provides a vehicle rattle optimization device, comprising:

[0036] an acquisition module, configured to, in a case where the vehicle is in a slipping state, acquire the rotational speed of the driving motor of the vehicle at each time, and acquire the basic distribution torque corresponding to the driving demand of the driving motor at the time when the vehicle enters the slipping state;

[0037] an optimized limiting threshold value determination module, configured to determine the optimized limiting threshold value according to a preset correlation between the distribution torque and the limiting threshold value and the basic distribution torque; the absolute value of the optimized limiting threshold value is greater than the absolute value of a preset limiting threshold value corresponding to the driving motor in a case where the vehicle is not in the slipping state;

[0038] An optimized anti-shake torque determination module is configured to determine a basic anti-shake torque at each moment according to the rotational speed of the driving motor at each moment, perform amplitude limiting processing on the basic anti-shake torque at each moment by using the optimized amplitude limiting threshold, and obtain an optimized anti-shake torque at each moment.

[0039] An optimized output torque determination module is configured to determine an optimized output torque at each moment according to the basic distribution torque and the optimized anti-shake torque at each moment.

[0040] A driving motor optimized control module is configured to control the driving motor to operate according to the corresponding optimized output torque at each moment.

[0041] In a third aspect, the present application provides an electronic device, comprising:

[0042] A processor;

[0043] A memory for storing processor-executable instructions;

[0044] The processor is configured to execute to implement the vehicle rattle optimization method provided in the first aspect.

[0045] In a fourth aspect, the present application provides a non-transitory computer-readable storage medium, when the instructions in the storage medium are executed by the processor of the electronic device, the electronic device can execute the vehicle rattle optimization method provided in the first aspect.

[0046] The one or more technical solutions provided in the embodiments of the present application have at least the following technical effects or advantages:

[0047] The vehicle rattle optimization method provided in the embodiments of the present application comprises: in the case that the vehicle is in a slipping state, obtaining the rotational speed of the driving motor of the vehicle at each moment, and obtaining a basic distribution torque corresponding to the driving demand of the driving motor at the moment when the driving motor enters the slipping state; determining an optimized amplitude limiting threshold according to a preset correlation between the distribution torque and the amplitude limiting threshold and the basic distribution torque; the absolute value of the optimized amplitude limiting threshold is greater than the absolute value of a preset amplitude limiting threshold corresponding to the driving motor in the case that the vehicle is not in the slipping state; determining a basic anti-shake torque at each moment according to the rotational speed of the driving motor at each moment, performing amplitude limiting processing on the basic anti-shake torque at each moment by using the optimized amplitude limiting threshold, and obtaining an optimized anti-shake torque at each moment; determining an optimized output torque at each moment according to the basic distribution torque and the optimized anti-shake torque at each moment; and controlling the driving motor to operate according to the corresponding optimized output torque at each moment.

[0048] It can be seen that, in the slip state, the embodiment of the application generates an optimization amplitude threshold wider than the preset safety boundary according to the basic distribution torque and the preset correlation relationship, to release a larger optimization anti-shake torque in the amplitude limiting processing of the basic anti-shake torque. The larger optimization anti-shake torque is superimposed with the basic distribution torque, and then a larger optimization output torque is obtained, so that the driving motor can increase the output torque quickly in a short slip time window, to offset the impact energy generated by the knocking to a certain extent, thereby reducing the knocking abnormal noise and the body shaking in the slip road condition in time, reducing the influence of the knocking in time, and significantly improving the smoothness and driving experience of the vehicle in low adhesion road driving. BRIEF DESCRIPTION OF DRAWINGS

[0049] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the embodiment description will be briefly introduced. Obviously, the drawings in the following description are some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor.

[0050] Figure 1 A flowchart of a vehicle knocking optimization method provided by the embodiment of the present application is shown in the figure.

[0051] Figure 2 A driving motor control principle diagram provided by the embodiment of the present application is shown in the figure.

[0052] Figure 3 A structure diagram of a vehicle knocking optimization device provided by the embodiment of the present application is shown in the figure.

[0053] Figure 4 A structure diagram of an electronic device provided by the embodiment of the present application is shown in the figure. DETAILED DESCRIPTION

[0054] The embodiment of the present application provides a vehicle knocking optimization method, which solves the technical problem that it is difficult to reduce the influence of the knocking phenomenon in a short slip time window in the prior art.

[0055] The technical solution of the embodiment of the present application is as follows to solve the above technical problem:

[0056] The embodiment of the application provides a vehicle knock tooth optimization method, comprising: acquiring the rotating speed of a driving motor of a vehicle at each moment under the condition that the vehicle is in a slipping state, and acquiring a basic distribution torque corresponding to a driving demand of the driving motor at the moment of entering the slipping state; determining an optimized limiting threshold value according to a preset correlation between the distribution torque and the limiting threshold value and the basic distribution torque; the absolute value of the optimized limiting threshold value is greater than the absolute value of a preset limiting threshold value corresponding to the driving motor under the condition that the vehicle is not in the slipping state; determining a basic anti-shake torque at each moment according to the rotating speed of the driving motor at each moment, limiting the basic anti-shake torque at each moment by using the optimized limiting threshold value to obtain an optimized anti-shake torque at each moment; determining an optimized output torque at each moment according to the basic distribution torque and the optimized anti-shake torque at each moment; and controlling the driving motor to operate according to the corresponding optimized output torque at each moment.

[0057] It can be seen that, in the slipping state, the embodiment of the application generates an optimized limiting threshold value which is wider than the safety boundary of the preset limiting threshold value according to the basic distribution torque and the preset correlation, so as to release a larger optimized anti-shake torque in the limiting processing of the basic anti-shake torque. The larger optimized anti-shake torque is superimposed with the basic distribution torque, and then a larger optimized output torque is obtained, so that the driving motor can increase the output torque rapidly within a short slipping time window, so as to offset the impact energy generated by the knock tooth to a certain extent, thereby reducing the knock tooth abnormal noise and the body shaking in time in the slipping road condition, reducing the influence of the knock tooth in time, and significantly improving the smoothness and driving experience of the vehicle in the low adhesion road driving.

[0058] In order to better understand the above technical solutions, the above technical solutions will be described in detail in combination with the drawings of the specification and specific embodiments.

[0059] Firstly, the term "and / or" appearing in the present text is only to describe the association relationship of the associated objects, which means that there can be three relationships, for example, A and / or B can mean that there are three cases of A alone, A and B together, and B alone. In addition, the character " / " in the present text generally represents that the front and rear associated objects are in an "or" relationship.

[0060] In hybrid and pure electric vehicles, the driving motor significantly improves the acceleration performance of the vehicle by virtue of its rapid torque response and strong torque output capability, and meets the increasing demand of users for power and driving pleasure.

[0061] When the vehicle is running normally, the driving gear and the driven gear in the power transmission path are closely attached, and the output torque can be smoothly transmitted. However, when the vehicle is running on a low adhesion road, a series of problems may occur. For example, during vehicle acceleration, the wheels connected to the driven gear are prone to slip due to the decrease in road adhesion, and cannot reach a power transmission balance state with the driving gear that outputs the torque of the driving motor, thereby causing a knocking phenomenon and accompanying continuous perceptible reciprocating vibration, which seriously affects the driving experience and causes user complaints. The knocking phenomenon refers to the violent impact and collision of the driving gear and the driven gear within the transmission gap.

[0062] Similar problems also occur in the braking deceleration working condition. When the driving motor is used for energy recovery control to assist deceleration, slipping may also occur to cause a knocking phenomenon. Whether the low adhesion road is short or long, since the transmission gap always exists, the vehicle body vibration caused by the knocking phenomenon in the time window of the slipping process is difficult to avoid.

[0063] To solve these problems, the chassis electronic stability control system (Electronic Stability Control, ESC for short) that monitors the speeds of the wheels can be used to identify the slipping scenario and send an ESC torque request under the slipping scenario to the vehicle control system. The vehicle control system then combines the arbitration results and adjustments of a variety of other requested torques (including the driver's throttle pedal demand torque, cruise and shift control requested torque, and energy management distribution requested torque) to send an original distribution torque to the driving motor in the power system. The driving motor superimposes the anti-vibration torque generated by the power system on the received original distribution torque to obtain the execution torque output by the driving motor.

[0064] However, the torque compensation process under the slipping scenario depends on the arbitration and adjustment of the original distribution torque by the vehicle control system. This multi-level processing result prolongs the response time of the driving motor, making it difficult to reduce the impact of the knocking phenomenon in a short slipping time window. Secondly, the system separation between the ESC system, the power system of the driving motor, and the vehicle control system leads to signal transmission delay and coordination difficulty, further reducing the response speed in the slipping process, so that the output torque of the driving motor lags behind the actual demand. In addition, the anti-vibration torque generated by the power system is designed according to the scenario of small speed fluctuations of the driving motor under normal vehicle running state, and its design purpose is not to cope with the slipping scenario. It is only used to improve the daily driving experience, and cannot quickly offset the strong reciprocating impact caused by the knocking phenomenon in the face of large impact force generated by severe slipping.

[0065] To solve the above problems, the embodiment of the present application provides a vehicle knocking optimization method. As shown in Figure 1 Fig. 1 is a flowchart of a vehicle knocking optimization method provided by the embodiment of the present application, which includes steps S1-S5.

[0066] In the case where the vehicle is in the slipping state, the rotational speed of the drive motor of the vehicle at each moment is obtained, and the basic distribution torque corresponding to the driving demand at the moment when the drive motor enters the slipping state is obtained.

[0067] In the case where the vehicle is in the slipping state, the rotational speed of the drive motor of the vehicle at each moment is obtained, and the basic distribution torque corresponding to the driving demand at the moment when the drive motor enters the slipping state is obtained.

[0068] In the case where the vehicle is in the slipping state, the rotational speed of the drive motor of the vehicle at each moment is obtained, and the basic distribution torque corresponding to the driving demand at the moment when the drive motor enters the slipping state is obtained.

[0069] In the case where the vehicle is in the slipping state, the rotational speed of the drive motor of the vehicle at each moment is obtained, and the basic distribution torque corresponding to the driving demand at the moment when the drive motor enters the slipping state is obtained.

[0070] In the case where the vehicle is in the slipping state, the rotational speed of the drive motor of the vehicle at each moment is obtained, and the basic distribution torque corresponding to the driving demand at the moment when the drive motor enters the slipping state is obtained.

[0071] In the case where the vehicle is in the slipping state, the rotational speed of the drive motor of the vehicle at each moment is obtained, and the basic distribution torque corresponding to the driving demand at the moment when the drive motor enters the slipping state is obtained.

[0072] The determination of whether the vehicle is in the slipping state can be performed by the ESC system of the vehicle and the moment when the vehicle enters the slipping state is determined, including steps S111-S113.

[0073] In the case where the vehicle is in the slipping state, the rotational speed of the drive motor of the vehicle at each moment is obtained, and the basic distribution torque corresponding to the driving demand at the moment when the drive motor enters the slipping state is obtained.

[0074] In the case where the vehicle is in the slipping state, the rotational speed of the drive motor of the vehicle at each moment is obtained, and the basic distribution torque corresponding to the driving demand at the moment when the drive motor enters the slipping state is obtained.

[0075] In the case where the vehicle is in the slipping state, the rotational speed of the drive motor of the vehicle at each moment is obtained, and the basic distribution torque corresponding to the driving demand at the moment when the drive motor enters the slipping state is obtained.

[0076] In the case where the vehicle is in the slipping state, the rotational speed of the drive motor of the vehicle at each moment is obtained, and the basic distribution torque corresponding to the driving demand at the moment when the drive motor enters the slipping state is obtained.

[0077] In the embodiments of this application, the drive wheels refer to the wheels that directly receive torque from the power system (e.g., a drive motor) to propel the vehicle forward, and their wheel speed is directly affected by the drive motor. Non-drive wheels refer to wheels that are not mechanically connected to the power system, and their wheel speed is affected by ground friction and vehicle inertia. During vehicle travel, the drive wheels propel the non-drive wheels.

[0078] The ESC system monitors wheel speed in real time using wheel speed sensors installed at each wheel bearing. These sensors typically utilize magnetoelectric or Hall-effect sensors. As the wheel rotates, they detect the periodic changes in the ring gear or magnetic encoder, generating pulsed electrical signals proportional to the wheel speed. The ESC system directly receives and processes these raw signals to determine the vehicle's driven and undriven wheel speeds at each moment.

[0079] Regarding step S112, based on the driving wheel speed and the non-driving wheel speed at each moment, it is determined whether the wheel speed at each moment meets a preset condition, wherein the preset condition includes that the driving wheel speed is not equal to the non-driving wheel speed.

[0080] The driving wheel speed is not equal to the non-driving wheel speed in the following two cases.

[0081] Case 1: If at any moment, the driving wheel speed is higher than the non-driving wheel speed, it indicates that the driving wheel is idling due to excessive output torque of the driving motor, and the vehicle is in an accelerating slip state.

[0082] Case 2: If at any moment, the speed of the driving wheels is lower than that of the non-driving wheels (especially during braking or energy recovery), it indicates that the driving wheels are locked or over-decelerated, and the vehicle is in a deceleration and slipping state.

[0083] Furthermore, when the wheel speed difference between the driving wheel speed and the non-driving wheel speed exceeds a preset reasonable range, it can be determined that the vehicle is in a slipping state, thereby reducing the possibility of misjudgment.

[0084] Regarding step S113, the moment when the preset condition is satisfied for the first time is determined as the moment when the vehicle enters the slipping state.

[0085] That is, when the ESC system first determines that the vehicle is in an acceleration slip state or a deceleration slip state, the ESC system sends a slip signal to the powertrain system to indicate that the vehicle is in a slip state. After receiving the slip signal, the powertrain system continues to execute the vehicle gear knock optimization method provided in the embodiment of the present application.

[0086] It can be understood that the moment of entering the slip state refers to the time point when the ESC system first determines that the wheel speed difference between the driving wheel speed and the non-driving wheel speed exceeds the reasonable range, or the time point when the power system receives the slip signal sent by the ESC system.

[0087] Regarding step S1, the basic distribution torque corresponding to the driving demand of the vehicle at the moment of entering the slipping state is obtained. The basic distribution torque sent by the vehicle control system at the moment of entering the slipping state can be directly obtained by the power system.

[0088] Further, the vehicle control system can perform steps S121-S122.

[0089] Step S121, obtaining at least one request torque in the driving demand of the vehicle at the moment of entering the slipping state;

[0090] Step S122, determining the basic distribution torque of the driving motor at the moment of entering the slipping state according to the arbitration result of the vehicle control system for the at least one request torque.

[0091] Regarding step S121, the request torque in the driving demand includes at least one of the driver's throttle pedal demand torque, the cruise and shift control request torque, and the energy management distribution request torque. The driver's throttle pedal demand torque refers to the request torque value corresponding to the acceleration or deceleration intention transmitted through the throttle / brake pedal. The cruise and shift control request torque refers to the request torque value corresponding to the cruise control and transmission shift coordination. The energy management distribution request torque refers to the request torque value corresponding to the driving motor controller for recovering kinetic energy in the braking condition.

[0092] Regarding step S122, the vehicle control system generates a basic distribution torque corresponding to the arbitration result based on the preset priority rules, and sends it to the driving motor.

[0093] Regarding step S2, the optimized limiting threshold is determined according to the preset correlation between the distribution torque and the limiting threshold and the basic distribution torque. The absolute value of the optimized limiting threshold is greater than the absolute value of the preset limiting threshold corresponding to the driving motor when the vehicle is not in the slipping state.

[0094] The preset correlation refers to the mapping rule between the distribution torque and the limiting threshold adjustment logic, including a first preset correlation for acceleration slipping and a second preset correlation for deceleration slipping. The preset limiting threshold refers to the safety boundary value for limiting the output amplitude of the anti-hunting torque when the vehicle is in the non-slip normal condition. The optimized limiting threshold refers to the temporary torque boundary value dynamically generated by the preset correlation after the slipping state is triggered, so as to expand the limiting range of the anti-hunting torque in the slipping scenario, temporarily increase the anti-hunting torque on the input side of the driving motor, and further improve the output torque of the driving motor to suppress the influence of the rattle phenomenon.

[0095] Further, the optimization limiting threshold is determined according to a preset correlation between the distribution torque and the limiting threshold and the basic distribution torque, including steps S21-S23.

[0096] In step S21, the wheel speed of the driving wheel and the wheel speed of the non-driving wheel of the vehicle at the moment of entering the slipping state are obtained.

[0097] In step S22, in the case that the wheel speed of the driving wheel is higher than the wheel speed of the non-driving wheel, the optimization limiting threshold is determined according to the basic distribution torque and a first preset correlation in the preset correlation.

[0098] In step S23, in the case that the wheel speed of the driving wheel is lower than the wheel speed of the non-driving wheel, the optimization limiting threshold is determined according to the basic distribution torque and a second preset correlation in the preset correlation.

[0099] Regarding steps S21-S23, the ESC system can determine that the vehicle is in an acceleration slipping state or determine that the vehicle is in a deceleration slipping state according to the wheel speed difference between the wheel speed of the driving wheel and the wheel speed of the non-driving wheel, and then send a corresponding acceleration slipping signal and a deceleration slipping signal to the power system. In the case that the power system receives the acceleration slipping signal, the optimization limiting threshold is determined according to the first preset correlation and the basic distribution torque. In the case that the power system receives the deceleration slipping signal, the optimization limiting threshold is determined according to the second preset correlation and the basic distribution torque.

[0100] For example, the first preset correlation is shown in Table 1, and the second preset correlation is shown in Table 2.

[0101] Table 1: First preset correlation mapping table (unit: Nm)

[0102] T raw1 = 100 T raw2 = 150 T raw3 = 200 T raw4 = 250 T raw5 = 300 T 加max1 = 20 T 加max2 = 40 T 加max3 = 60 T 加max4 = 80 T 加max5 = 100 T 加min1 = -50 T 加min2 = -100 T 加min3 = -150 T 加min4 = -200 T 加min5 = -300

[0103] Table 2: Second preset correlation mapping table (unit: Nm)

[0104] T raw1 = -50 <![CDATA[T raw2 =-80]]> T raw3 = -100 T raw4 = -150 T raw5 = -200 T 减max1 =5]]> T 减max2 = 30 T 减max3 = 50 T 减max4 = 100 T 减max5 = 150 T 减min1 = -5 T 减min2 = -20 T 减min3 = -30 T 减min4 = -40 T 减min5 = -60

[0105] In Table 1 and Table 2, T raw represents the basic distribution torque, T 加max represents the upper limit of the optimization limiting threshold corresponding to the acceleration slipping, T 加min represents the lower limit of the optimization limiting threshold corresponding to the acceleration slipping, T 减max represents the upper limit of the optimization limiting threshold corresponding to the deceleration slipping, T 减min represents the lower limit of the optimization limiting threshold corresponding to the deceleration slipping. It can be understood that the optimization limiting threshold obtained by the first preset correlation or the second preset correlation is consistent with the preset limiting threshold in the torque direction.

[0106] It should be noted that the absolute value of the optimized limiting threshold is greater than the absolute value of the preset limiting threshold when the vehicle is not in the slipping state, which means that the upper limit of the optimized limiting threshold is greater than the upper limit of the preset limiting threshold, and the lower limit of the optimized limiting threshold is less than the lower limit of the preset limiting threshold. For example, the lower limit of the preset limiting threshold is -5 Nm, and the lower limit of the determined optimized limiting threshold is -300 Nm. It can be seen that the optimized limiting threshold can make the power system more flexible to apply a large range of anti-shake torque during the slipping process in the subsequent limiting process, thereby quickly suppressing the shaking effect caused by the rattle.

[0107] Regarding step S3, the base anti-shake torque at each time is determined according to the speed of the driving motor at each time, and the base anti-shake torque at each time is limited by the optimized limiting threshold to obtain the optimized anti-shake torque at each time.

[0108] The determination of the base anti-shake torque at each time according to the speed of the driving motor at each time includes steps S31-S32.

[0109] In step S31, the speed change rate between the adjacent two times is determined according to the speeds of the driving motor at the adjacent two times.

[0110] In step S32, the base anti-shake torque at the later time is determined according to the speed change rate, the preset closed-loop control algorithm, and the speed of the driving motor at the later time.

[0111] Regarding steps S31-S32, the preset closed-loop control algorithm is a control strategy that dynamically adjusts the output through three links of proportion (P), integral (I), and differential (D). By processing the speed signals of the adjacent two times, the integral signal of the speed change and the differential signal of the speed change are used to obtain the base anti-shake torque to achieve smooth control of the speed.

[0112] Regarding step S3, the base anti-shake torque at each time is determined according to the speed of the driving motor at each time, and the base anti-shake torque at each time is limited by the optimized limiting threshold to obtain the optimized anti-shake torque at each time.

[0113] The limiting of the base anti-shake torque at each time by the optimized limiting threshold means that the power system limits the base anti-shake torque within the range of the optimized limiting threshold. If the base anti-shake torque at a certain time exceeds the upper limit of the optimized limiting threshold, the upper limit of the optimized limiting threshold is taken as the optimized anti-shake torque at the current time. If the base anti-shake torque at a certain time is lower than the lower limit of the optimized limiting threshold, the lower limit of the optimized limiting threshold is taken as the optimized anti-shake torque at the current time.

[0114] As to step S4, the optimized output torque at each moment is determined according to the basic distribution torque and the optimized anti-hunting torque at each moment.

[0115] As shown in FIG. 4, at each moment in the slipping state, the optimized output torque is composed of the basic distribution torque and the optimized anti-hunting torque corresponding to each moment. Figure 2

[0116] In the slipping process, the vehicle control system still needs to process and arbitrate various requested torques, but it still takes a certain amount of time (usually several seconds) to obtain the arbitration result, update the generated distribution torque, and output to the drive motor. Since the time window corresponding to the slipping state is short, the drive motor often does not receive the updated distribution torque during the slipping process. The processing of the anti-hunting torque by the power system is an instant response through the speed of the drive motor, and a stronger anti-hunting torque (optimized anti-hunting torque) has been obtained through the foregoing steps compared to the normal driving state, which can quickly be superimposed with the basic distribution torque to enable the drive motor to output greater torque to resist the mechanical vibration caused by the knocking, thereby timely reducing the influence of the body shaking caused by the knocking phenomenon.

[0117] As to step S5, the drive motor is controlled to operate according to the corresponding optimized output torque at each moment.

[0118] It can be understood that the drive motor operates according to the corresponding optimized output torque at each moment in the slipping process until the vehicle exits the slipping state.

[0119] In the case where the vehicle is in the slipping state, the method further includes steps S51-S52 to determine whether the vehicle exits the slipping state.

[0120] Step S51, monitor the drive wheel speed and the non-drive wheel speed of the vehicle at each moment, and determine whether the vehicle exits the slipping state;

[0121] Step S52, in the case where the drive wheel speed is equal to the non-drive wheel speed at any moment, it is determined that the vehicle exits the slipping state, and the actual output torque of the drive motor is controlled to be reduced.

[0122] As to step S51, the ESC system can continuously monitor the drive wheel speed and the non-drive wheel speed, and determine the current state of the vehicle. When the drive wheel speed is equal to the non-drive wheel speed (i.e., the wheel speed difference approaches zero), it indicates that the tire regains effective adhesion, and the slipping phenomenon is terminated. At this time, the ESC system can send a slipping exit signal to the power system to indicate that the vehicle exits the slipping state.

[0123] ​As to step S52, when the power system receives the slip-out signal, the actual output torque of the driving motor at this time is the optimized output torque corresponding to the time when the slip state is exited, and the value of the optimized output torque is relatively large, which is significantly higher than the demand of the vehicle in normal operation. If the high-torque output is maintained, it may cause overload damage to mechanical parts or cause the vehicle to suddenly surge, affecting the driving experience, so it is necessary to timely control the actual output torque of the driving motor to decrease to a normal level.

[0124] In the case where the vehicle exits the slip state, how to control the actual output torque of the driving motor to decrease to a normal level will be specifically described below with reference to steps S61-S66.

[0125] Step S61: obtaining the optimized limiting threshold of the vehicle at the time when the slip state is exited, obtaining the speed of the driving motor at each time within a preset time, and obtaining the driving demand of the vehicle at each time within the preset time;

[0126] Step S62: determining a conventional anti-shake torque at each time according to the speed of the driving motor at each time within the preset time, and determining a conventional distribution torque at each time according to the driving demand of the vehicle at each time within the preset time;

[0127] Step S63: determining a decay limiting threshold at each time according to the optimized limiting threshold of the vehicle at the time when the slip state is exited, a preset limiting threshold, and the preset time;

[0128] Step S64: limiting the conventional anti-shake torque at each time by using the decay limiting threshold at each time to obtain a target anti-shake torque at each time;

[0129] Step S65: determining a target output torque at each time according to the target anti-shake torque at each time and the conventional distribution torque at each time;

[0130] Step S66: controlling the driving motor to operate according to the corresponding target output torque at each time within the preset time.

[0131] As to steps S61-S66, in some embodiments, the preset time can include a first preset time corresponding to the acceleration slip state and a second preset time corresponding to the deceleration slip state, and the corresponding preset time is selected according to different slip states, that is, for different slip states, the demand for the output torque return efficiency of the driving motor is different.

[0132] The attenuation limiting threshold refers to a dynamic attenuation anti-shake torque boundary value in a preset time, which gradually shrinks from the optimized limiting threshold at the time of exiting the slipping state to the preset limiting threshold corresponding to the case that the vehicle is not in the slipping state, so as to reduce the possibility of vibration caused by torque mutation. The preset limiting threshold is a safety boundary in the anti-shake torque limiting process in the case that the vehicle is not in the slipping state.

[0133] For example, in the acceleration slipping state, if the lower limit value of the optimized limiting threshold at the time of exiting the slipping state is-300 Nm, the lower limit value of the preset limiting threshold is-5 Nm, and the corresponding preset time is 5 s, then the attenuation limiting threshold needs to be attenuated at a rate of (300-5) / 5=59 Nm / s.

[0134] The determination processes of the conventional distribution torque and the conventional anti-shake torque can refer to the foregoing determination processes of the basic distribution torque and the basic anti-shake torque respectively.

[0135] In summary, the vehicle rattle optimization method provided in the embodiments of the present application comprises: acquiring the speed of a driving motor of a vehicle at each moment in the case that the vehicle is in a slipping state, and acquiring a basic distribution torque corresponding to a driving demand of the driving motor at the moment of entering the slipping state; determining an optimized limiting threshold according to a preset correlation between a distribution torque and a limiting threshold and the basic distribution torque; the absolute value of the optimized limiting threshold is greater than the absolute value of a preset limiting threshold corresponding to the driving motor in the case that the vehicle is not in the slipping state; determining a basic anti-shake torque at each moment according to the speed of the driving motor at each moment, limiting the basic anti-shake torque at each moment by using the optimized limiting threshold to obtain an optimized anti-shake torque at each moment; determining an optimized output torque at each moment according to the basic distribution torque and the optimized anti-shake torque at each moment; and controlling the driving motor to operate according to the corresponding optimized output torque at each moment.

[0136] It can be seen that, in the slipping state, the embodiments of the present application generate an optimized limiting threshold which is wider than the safety boundary of the preset limiting threshold according to the basic distribution torque and the preset correlation, so as to release a larger optimized anti-shake torque in the limiting process of the basic anti-shake torque. The larger optimized anti-shake torque is superimposed with the basic distribution torque, and then a larger optimized output torque is obtained, so that the driving motor can increase the output torque rapidly in a short slipping time window to offset the impact energy generated by the rattle to a certain extent, thereby reducing the rattle abnormal noise and the body shaking in the slipping road condition in time, reducing the influence of the rattle in time, and significantly improving the smoothness and driving experience of the vehicle in the low adhesion road driving.

[0137] Based on the same inventive concept, the embodiments of the present application also provide a vehicle rattle optimization device as shown in Figure 3 which comprises:

[0138] The acquisition module 31 is configured to acquire a rotational speed of the drive motor of the vehicle at each moment when the vehicle is in the slipping state, and acquire a basic distribution torque corresponding to a driving demand of the drive motor at a moment when the vehicle enters the slipping state.

[0139] The optimization limiting threshold determination module 32 is configured to determine an optimization limiting threshold according to a preset correlation between the distribution torque and the limiting threshold and the basic distribution torque, and an absolute value of the optimization limiting threshold is greater than an absolute value of a preset limiting threshold corresponding to the drive motor when the vehicle is not in the slipping state.

[0140] The optimization anti-hunting torque determination module 33 is configured to determine a basic anti-hunting torque at each moment according to the rotational speed of the drive motor at each moment, and perform limiting processing on the basic anti-hunting torque at each moment by using the optimization limiting threshold to obtain an optimization anti-hunting torque at each moment.

[0141] The optimization output torque determination module 34 is configured to determine an optimization output torque at each moment according to the basic distribution torque and the optimization anti-hunting torque at each moment.

[0142] The drive motor optimization control module 35 is configured to control the drive motor to operate according to the corresponding optimization output torque at each moment.

[0143] Further, the device further comprises a moment when the vehicle enters the slipping state determination module, which is configured to:

[0144] acquire a drive wheel speed and a non-drive wheel speed of the vehicle at each moment;

[0145] determine whether the wheel speed at each moment meets a preset condition according to the drive wheel speed and the non-drive wheel speed at each moment, and the preset condition comprises that the drive wheel speed is not equal to the non-drive wheel speed;

[0146] determine the moment when the preset condition is met for the first time as the moment when the vehicle enters the slipping state.

[0147] Further, the optimization limiting threshold determination module 32 is further configured to:

[0148] acquire the drive wheel speed and the non-drive wheel speed of the vehicle at the moment when the vehicle enters the slipping state;

[0149] in a case where the drive wheel speed is higher than the non-drive wheel speed, determine the optimization limiting threshold according to the basic distribution torque and a first preset correlation in the preset correlation;

[0150] in a case where the drive wheel speed is lower than the non-drive wheel speed, determine the optimization limiting threshold according to the basic distribution torque and a second preset correlation in the preset correlation.

[0151] Further, the device further comprises a slipping state exit judgment module, configured to:

[0152] In the case that the vehicle is in the slipping state, the wheel speed of the driving wheel and the wheel speed of the non-driving wheel of the vehicle at each moment are monitored, and it is judged whether the vehicle exits the slipping state;

[0153] In the case that the wheel speed of the driving wheel is detected to be equal to the wheel speed of the non-driving wheel for the first time, it is determined that the vehicle exits the slipping state, and the actual output torque of the driving motor is controlled to be reduced.

[0154] Further, the device further comprises a target output torque control module, configured to:

[0155] In the case that the vehicle exits the slipping state, the optimized limiting threshold value of the vehicle at the moment when the vehicle exits the slipping state is obtained, the speed of the driving motor at each moment within a preset time is obtained, and the driving demand of the vehicle at each moment within the preset time is obtained;

[0156] According to the speed of the driving motor at each moment within the preset time, the conventional anti-shake torque at each moment is determined; according to the driving demand of the vehicle at each moment within the preset time, the conventional distribution torque at each moment is determined;

[0157] According to the optimized limiting threshold value of the vehicle at the moment when the vehicle exits the slipping state, the preset limiting threshold value and the preset time, the decay limiting threshold value at each moment is determined;

[0158] The conventional anti-shake torque at each moment is limited by the decay limiting threshold value at each moment to obtain the target anti-shake torque at each moment;

[0159] According to the target anti-shake torque at each moment and the conventional distribution torque at each moment, the target output torque at each moment is determined;

[0160] The driving motor is controlled to operate according to the corresponding target output torque at each moment within the preset time.

[0161] Further, the device further comprises a basic anti-shake torque determination module, configured to:

[0162] According to the speed of the driving motor at adjacent two moments, the speed change rate between the adjacent two moments is determined;

[0163] According to the speed change rate, the preset closed-loop control algorithm, and the speed corresponding to the latter moment of the adjacent two moments, the basic anti-shake torque corresponding to the latter moment is determined.

[0164] Further, the device further comprises a basic distribution torque determination module, configured to:

[0165] At least one request torque in the driving demand of the vehicle at the moment when the vehicle enters the slipping state is obtained;

[0166] The base distribution torque of the drive motor at the time of entering the slipping state is determined according to an arbitration result of a vehicle control system of the vehicle for the at least one requested torque.

[0167] Based on the same inventive concept, the embodiment of the present application also provides an electronic device as shown in Figure 4 The electronic device comprises:

[0168] a processor 41;

[0169] a memory 42 for storing instructions executable by the processor 41;

[0170] The processor 41 is configured to execute to implement the vehicle rattle optimization method provided in the foregoing.

[0171] Based on the same inventive concept, the embodiment of the present application also provides a non-transitory computer-readable storage medium, when instructions in the storage medium are executed by the processor 41 of the electronic device, the electronic device can execute to implement the vehicle rattle optimization method provided in the foregoing.

[0172] Since the electronic device introduced in the embodiment is the electronic device used to implement the information processing method in the embodiment of the present application, the specific implementation of the electronic device in the embodiment and various changes thereof can be understood based on the information processing method introduced in the embodiment of the present application, and therefore, how the electronic device implements the method in the embodiment of the present application will not be introduced in detail. As long as the electronic device used to implement the information processing method in the embodiment of the present application is implemented by those skilled in the art, it belongs to the scope of the present application.

[0173] Those skilled in the art should understand that the embodiments of the present application can be provided as a method, a system, or a computer program product. Therefore, the present application can adopt a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Moreover, the present application can adopt the form of a computer program product implemented on one or more computer usable storage media containing computer usable program code (including but not limited to disk storage, CD-ROM, optical storage, etc.).

[0174] The embodiments of methods, devices (systems), and computer program products of the application can be described in reference to flowchart illustrations and / or block diagrams of the flowchart and / or block diagrams of the methods, devices (systems), and computer program products according to embodiments of the application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart illustrations and / or block diagrams of the flowchart and / or block diagrams of the methods, devices (systems), and computer program products. Figure 1 one or more functions specified in the flowchart and / or block diagrams of the flowchart and / or block diagrams of the methods, devices (systems), and computer program products. Figure 1 one or more functions specified in the flowchart and / or block diagrams of the flowchart and / or block diagrams of the methods, devices (systems), and computer program products.

[0175] These computer program instructions can also be stored in a computer- readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instructions which implement the flowchart and / or block diagrams of the flowchart and / or block diagrams of the methods, devices (systems), and computer program products. Figure 1 one or more functions specified in the flowchart and / or block diagrams of the flowchart and / or block diagrams of the methods, devices (systems), and computer program products. Figure 1 one or more functions specified in the flowchart and / or block diagrams of the flowchart and / or block diagrams of the methods, devices (systems), and computer program products.

[0176] These computer program instructions can also be loaded into a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the flowchart and / or block diagrams of the flowchart and / or block diagrams of the methods, devices (systems), and computer program products. Figure 1 one or more functions specified in the flowchart and / or block diagrams of the flowchart and / or block diagrams of the methods, devices (systems), and computer program products. Figure 1 one or more functions specified in the flowchart and / or block diagrams of the flowchart and / or block diagrams of the methods, devices (systems), and computer program products.

[0177] While the preferred embodiments of the application have been described, additional variations and modifications can be made to the embodiments by those of skill in the art once they have the benefit of the present disclosure. Therefore, the appended claims are intended to encompass within their scope all possible variations and modifications of the preferred embodiments of the application. 1

[0178] Obviously, numerous modifications and variations of the present application are possible in light of the above teachings. It is therefore to be understood that within the scope of the appended claims and their equivalents, the application can be practiced otherwise than as specifically described.

Claims

1. A vehicle gear knocking optimization method, characterized in that: The method comprises: When the vehicle is in a slipping state, obtaining a rotational speed of a drive motor of the vehicle at each moment, and obtaining a basic distributed torque corresponding to a driving demand of the drive motor at the moment the vehicle enters the slipping state; determining an optimized clipping threshold value based on a preset correlation between the distributed torque and the clipping threshold value and the basic distributed torque; wherein an absolute value of the optimized clipping threshold value is greater than an absolute value of a preset clipping threshold value corresponding to the drive motor when the vehicle is not in the slipping state; determining a basic anti-shake torque at each moment according to the rotational speed of the drive motor at each moment, and performing a limiting process on the basic anti-shake torque at each moment using the optimized limiting threshold to obtain an optimized anti-shake torque at each moment; determining an optimized output torque at each moment according to the basic distributed torque and the optimized anti-shake torque at each moment; The drive motor is controlled to operate according to the corresponding optimized output torque at each moment.

2. The vehicle gear knocking optimization method according to claim 1, characterized in that: The moment when the vehicle enters the slip state is achieved by the following steps: Obtaining the driving wheel speed and the non-driving wheel speed of the vehicle at each moment; determining, based on the driving wheel speed and the non-driving wheel speed at each moment, whether the wheel speed at each moment satisfies a preset condition, wherein the preset condition includes that the driving wheel speed is not equal to the non-driving wheel speed; The moment when the preset condition is satisfied for the first time is determined as the moment when the vehicle enters the slipping state.

3. The vehicle gear knocking optimization method according to claim 1, characterized in that: The step of determining the optimized clipping threshold according to the preset correlation between the distributed torque and the clipping threshold and the basic distributed torque includes: acquiring the driving wheel speed and the non-driving wheel speed of the vehicle at the moment of entering the slipping state; When the driving wheel speed is higher than the non-driving wheel speed, determining the optimized clipping threshold according to the basic distributed torque and a first preset association relationship among the preset association relationships; When the driving wheel speed is lower than the non-driving wheel speed, the optimized amplitude limiting threshold is determined according to the basic distributed torque and a second preset association relationship among the preset association relationships.

4. The vehicle gear knocking optimization method according to claim 1, characterized in that: When the vehicle is in the slipping state, the method further includes: monitoring the driving wheel speed and the non-driving wheel speed of the vehicle at each moment to determine whether the vehicle has exited the slipping state; When it is detected for the first time that the driving wheel speed is equal to the non-driving wheel speed, it is determined that the vehicle has exited the slipping state, and the actual output torque of the driving motor is controlled to decrease.

5. The vehicle gear knocking optimization method according to claim 4, characterized in that: When the vehicle exits the slipping state, the method further includes: Obtaining the optimized clipping threshold value at the moment when the vehicle exits the slipping state, obtaining the rotational speed of the drive motor at each moment within a preset time, and obtaining the driving demand of the vehicle at each moment within the preset time; determining a normal anti-shake torque at each moment according to the rotation speed of the drive motor at each moment within the preset time; and determining a normal distributed torque at each moment according to the driving demand of the vehicle at each moment within the preset time; determining a decay clipping threshold at each moment according to the optimized clipping threshold, the preset clipping threshold, and the preset time at the moment when the vehicle exits the slipping state; performing a limiting process on the conventional anti-shake torque at each moment by using the attenuation limiting threshold at each moment to obtain a target anti-shake torque at each moment; determining a target output torque at each moment according to the target anti-shake torque and the normal distributed torque at each moment; The drive motor is controlled to operate according to the corresponding target output torque at each moment within the preset time.

6. The vehicle gear knocking optimization method according to claim 1, characterized in that: Determining the basic anti-shake torque at each moment according to the rotational speed of the drive motor at each moment includes: determining a speed change rate between two adjacent moments according to the speed of the drive motor at two adjacent moments; The basic anti-shake torque corresponding to the latter moment is determined according to the speed change rate, a preset closed-loop control algorithm, and the speed corresponding to the latter moment of two adjacent moments.

7. The vehicle gear knocking optimization method according to claim 1, characterized in that: The basic distributed torque corresponding to the driving demand of the drive motor at the moment of entering the slip state is obtained by the following steps: obtaining at least one requested torque among driving requirements of the vehicle at the moment of entering the slip state; The basic distributed torque of the drive motor at the moment of entering the slip state is determined according to an arbitration result of the vehicle control system of the vehicle on at least one of the requested torques.

8. A vehicle gear knocking optimization device, characterized in that: include: an acquisition module, configured to acquire, when the vehicle is in a slipping state, a rotational speed of a drive motor of the vehicle at each moment, and acquire a basic distributed torque corresponding to a driving demand of the drive motor at the moment the vehicle enters the slipping state; an optimized clipping threshold determination module, configured to determine the optimized clipping threshold according to a preset correlation between the distributed torque and the clipping threshold and the basic distributed torque; The absolute value of the optimized limit threshold is greater than the absolute value of the preset limit threshold corresponding to the drive motor when the vehicle is not in the slip state; an optimized anti-shake torque determination module, configured to determine a basic anti-shake torque at each moment according to the rotational speed of the drive motor at each moment, and to limit the basic anti-shake torque at each moment using the optimized limiting threshold to obtain an optimized anti-shake torque at each moment; an optimized output torque determination module, configured to determine the optimized output torque at each moment according to the basic distributed torque and the optimized anti-shake torque at each moment; The drive motor optimization control module is used to control the drive motor to operate according to the corresponding optimized output torque at each moment.

9. An electronic device, characterized in that: include: processor; a memory for storing instructions executable by the processor; The processor is configured to execute and implement a vehicle gear knocking optimization method according to any one of claims 1 to 7. 10 . A non-transitory computer-readable storage medium, which, when instructions in the storage medium are executed by a processor of an electronic device, enables the electronic device to implement a vehicle gear knock optimization method according to any one of claims 1 to 7.

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