A vehicle control method and related device

Abstract

The application provides a vehicle control method and related equipment, the vehicle control method comprising: determining an estimated speed of a driving motor and an estimated wheel speed of a wheel in a vehicle according to an actual torque, an actual speed of the driving motor and an actual wheel speed of the wheel in the vehicle; determining an oscillation speed of a transmission system in the vehicle according to the estimated speed and the estimated wheel speed, and determining a wheel speed difference according to the actual wheel speed and the estimated wheel speed; determining a feedforward torque compensation value according to the wheel speed difference, and determining a feedback torque compensation value according to the oscillation speed; determining a total torque compensation value according to the feedforward torque compensation value and the feedback torque compensation value, and compensating a torque to be output by the driving motor according to the total torque compensation value to prevent the vehicle from shaking. In the application, the shaking suppression effect of the vehicle is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a vehicle control method and related equipment. Background Technology

[0002] With the development of people's living standards, vehicles have become an indispensable means of transportation. Electrified vehicles feature motors with fast torque response, which frequently and significantly changes during driving, and the direction of torque also changes. Furthermore, the vehicle's transmission system has nonlinear factors such as gear backlash, and the complex and variable external environment, including road surfaces, makes the transmission system prone to underdamping characteristics. This leads to shock and vibration problems in the vehicle under different operating conditions (such as starting, rapid acceleration, rapid deceleration, transitioning from acceleration to energy recovery mode, exiting energy recovery, etc.), and sudden changes in road surface adhesion (such as road joints, bumps, potholes, etc.), causing sudden changes in the electric drive load. The resulting shock and vibration manifests as longitudinal acceleration fluctuations in the vehicle, which are easily perceived by the driver and passengers.

[0003] In the exemplary technology, the torque correction value is calculated using PID (proportional-integral-derivative) parameters, and the torque output by the motor is corrected using the torque correction value to prevent vehicle vibration.

[0004] However, PID parameters are obtained based on calibration on actual vehicles. The sample conditions of the actual vehicle calibration will differ from the current operating conditions of the vehicle. This results in the calculated torque correction value having a limited effect on motor vibration suppression. Consequently, the vibration suppression effect is very effective in some vehicle conditions, but minimal in others. In some complex situations, such as bumps and impacts, while the vehicle body experiences low-frequency shaking, the powertrain system also vibrates at high frequencies. Vibration suppression not only fails to suppress the speed oscillations but also has a counterproductive effect, leading to worsening vibration convergence and prolonged, continuous high-frequency vibration in the transmission system. It is evident that the existing vehicle vibration suppression performance is poor. Summary of the Invention

[0005] Based on the above-mentioned technological status, this application provides a vehicle control method and related equipment to solve the problem of poor vehicle vibration suppression.

[0006] To achieve the above-mentioned technical objectives, this application proposes the following technical solution: In a first aspect, this application provides a vehicle control method, including: Based on the actual torque and actual speed of the drive motor in the vehicle and the actual wheel speed of the wheels in the vehicle, the estimated speed of the drive motor and the estimated wheel speed are determined. The oscillation speed of the transmission system in the vehicle is determined based on the estimated rotational speed and the estimated wheel speed, and the wheel speed difference is determined based on the actual wheel speed and the estimated wheel speed. The feedforward torque compensation value is determined based on the wheel speed difference, and the feedback torque compensation value is determined based on the oscillation speed. The total torque compensation value is determined based on the feedforward torque compensation value and the feedback torque compensation value, and the output torque of the drive motor is compensated based on the total torque compensation value to prevent vibration in the vehicle.

[0007] In some implementations, determining the feedforward torque compensation value based on the wheel speed difference includes: The wheel speed difference is filtered to obtain the intermediate difference value; The feedforward torque compensation value is determined based on the intermediate difference.

[0008] In some implementations, determining the feedforward torque compensation value based on the intermediate difference includes: The external impact energy value is determined based on the intermediate difference, and a proportionality coefficient is determined based on the external impact energy value. The external impact energy value and the proportionality coefficient are positively correlated. The feedforward torque compensation value is determined by multiplying the proportional coefficient and the intermediate difference.

[0009] In some embodiments, determining the proportionality coefficient based on the external impact energy value includes: Compare the external impact energy value with the preset energy value; If the external impact energy value is greater than a preset energy value, it is determined that the external impact event has caused an impact on the vehicle, and a proportional coefficient is determined based on the external impact energy value.

[0010] In some implementations, determining the feedforward torque compensation value based on the intermediate difference includes: The intermediate difference is compensated for with leading phase to obtain the value to be processed; The feedforward torque compensation value is determined based on the value to be processed.

[0011] In some implementations, filtering the wheel speed difference to obtain an intermediate difference includes: A high-pass filter is used to filter the wheel speed difference to obtain a first filtered value. The cutoff frequency of the high-pass filter is different from the torque natural frequency of the transmission system. The first filtered value is filtered using a low-pass filter to obtain the intermediate difference.

[0012] In some implementations, determining the feedback torque compensation value based on the oscillation speed includes: The intermediate speed is obtained by bandpass filtering the oscillation speed; The feedback torque compensation value is determined based on the preset damping coefficient and the intermediate rotational speed.

[0013] Secondly, this application provides a vehicle including a memory and a processor, wherein, The memory is connected to the processor and is used to store programs; The processor is used to implement the vehicle control method as described in the first aspect or any implementation thereof by running a program in the memory.

[0014] Thirdly, this application provides a computer program product, including computer instructions, which, when executed by a processor, implement the vehicle control method as described in the first aspect or any implementation thereof.

[0015] Fourthly, this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the vehicle control method as described in the first aspect or any implementation thereof.

[0016] This application provides a vehicle control method and related equipment. Based on the actual torque and speed of the drive motor in the vehicle, and the actual wheel speed of the vehicle, it determines the estimated speed of the drive motor and the estimated wheel speed. Based on the estimated speed and wheel speed, it determines the oscillation speed of the transmission system, and based on the actual wheel speed and estimated wheel speed, it determines the wheel speed difference. Based on the wheel speed difference, it determines the feedforward torque compensation value, and based on the oscillation speed, it determines the feedback torque compensation value. Finally, based on the feedforward torque compensation value and the feedback torque compensation value, it determines the total torque compensation value. Therefore, based on the total torque compensation value, it compensates the output torque of the drive motor to reduce vehicle vibration. In this application, by accurately determining the torque compensation value using the actual operating conditions such as the actual torque, actual speed of the drive motor, and actual wheel speed of the vehicle, the vibration suppression effect of the vehicle is improved. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0018] Figure 1 A flowchart of a vehicle control method provided in this application embodiment Figure 1 .

[0019] Figure 2 A flowchart of a vehicle control method provided in this application embodiment Figure 2 .

[0020] Figure 3 A flowchart of a vehicle control method provided in this application embodiment Figure 3 .

[0021] Figure 4 A flowchart of a vehicle control method provided in this application embodiment Figure 4 .

[0022] Figure 5 A flowchart of a vehicle control method provided in this application embodiment Figure 5 .

[0023] Figure 6 This is a schematic diagram of the functional modules of a vehicle provided in an embodiment of this application.

[0024] Figure 7 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0025] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0026] It should be noted that the user information (including but not limited to electrical equipment information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties. Furthermore, the collection, use and processing of the relevant data must comply with relevant laws, regulations and standards, and corresponding operation entry points are provided for users to choose to authorize or refuse.

[0027] With the development of people's living standards, vehicles have become an indispensable means of transportation. Electrified vehicles feature motors with fast torque response, which frequently and significantly changes during driving, and the direction of torque also changes. Furthermore, the vehicle's transmission system has nonlinear factors such as gear backlash, and the complex and variable external environment, including road surfaces, makes the transmission system prone to underdamping characteristics. This leads to shock and vibration problems in the vehicle under different operating conditions (such as starting, rapid acceleration, rapid deceleration, transitioning from acceleration to energy recovery mode, exiting energy recovery, etc.), and sudden changes in road surface adhesion (such as road joints, bumps, potholes, etc.), causing sudden changes in the electric drive load. The resulting shock and vibration manifests as longitudinal acceleration fluctuations in the vehicle, which are easily perceived by the driver and passengers.

[0028] In the exemplary technology, the torque correction value is calculated using PID (proportional-integral-derivative) parameters, and the torque output by the motor is corrected using the torque correction value to prevent vehicle vibration.

[0029] However, PID parameters are obtained based on calibration on actual vehicles. The sample conditions of the actual vehicle calibration differ from the current operating conditions of the vehicle, resulting in the calculated torque correction value having a limited effect on motor vibration suppression. For example, vibration suppression is very effective in some vehicle conditions, but has little effect in others. In some complex situations, such as bumps and impacts, while the vehicle body experiences low-frequency shaking, the powertrain system also vibrates at high frequencies. Vibration suppression not only fails to suppress the speed oscillations but also has a counterproductive effect, leading to worsening vibration convergence and prolonged, continuous high-frequency vibration in the transmission system. Therefore, the existing vehicle vibration suppression performance is poor.

[0030] Based on the above issues, the applicant, through extensive analysis of real-vehicle data, has determined that the causes of vehicle vibration fall into two categories, specifically: 1. Impact caused by sudden torque changes. The sources of impact include: a) External changes: road bumps and potholes (speed bumps, craters), sudden changes in road adhesion coefficient (road joints), etc., which cause impacts introduced by sudden load changes; b) Internal: impacts caused by gear reversal due to changes in the direction of driving torque (gear backlash in the transmission system).

[0031] 2. Torsional vibration of the driveshaft caused by high-rate torque loading and unloading. This is caused by high-rate torque loading and unloading on the vehicle's driveshaft system, resulting in vibration due to the elastic deformation of the driveshaft, and may even resonate with components such as the vehicle body. The typical frequency range is 5~25Hz.

[0032] Based on this, the applicant conceived of using active compensation torque based on the driveshaft vibration speed to suppress vibration. The vehicle can analyze the cause of driveshaft vibration and calculate a suitable compensation torque based on relevant physical principles. This involves using feedforward for impact compensation to quickly offset some of the impact energy and reduce the potential energy transmitted to the system; and then using feedback to suppress the oscillation speed, dissipating the oscillation kinetic energy and consuming residual vibration energy (subsequent oscillations). Through these two aspects of torque compensation, the vehicle can quickly, stably, and robustly suppress impact vibration under all operating conditions, improving the overall ride smoothness.

[0033] Therefore, this application provides a vehicle control method, and the following detailed description of the vehicle control method proposed in this application is provided through various embodiments.

[0034] Reference Figure 1 , Figure 1 A flowchart of a vehicle control method provided in this application embodiment Figure 1 .like Figure 1 As shown, the vehicle control method provided in this embodiment includes: Step S101: Determine the estimated speed of the drive motor and the estimated wheel speed based on the actual torque and actual speed of the drive motor in the vehicle and the actual wheel speed of the wheels in the vehicle.

[0035] In this embodiment, the executing entity is a vehicle. During vehicle operation, anti-shake suppression is performed. At this time, the vehicle acquires the actual torque, actual speed of the drive motor, and actual wheel speed of the wheels.

[0036] Actual torque of the drive motor The actual speed of the drive motor can be estimated from the three-phase current signal collected by the motor controller. This can be deduced from the vehicle's resolver position sensor signal; wheel speed. Wheel speed signals can be obtained from the vehicle's chassis controller based on wheel speed sensors. Furthermore, for both motor speed and wheel speed signals, it's necessary to remove interference and noise while preserving as much of the high-frequency dynamic range of the signals as possible.

[0037] In addition, the vehicle is equipped with a vibration stabilization function. When the vehicle's vibration stabilization function is activated, it requests the drive motor torque. At this time, the vehicle acquires the actual torque, actual speed, and actual wheel speed. Based on the actual torque, actual speed, and actual wheel speed, the vehicle determines the estimated speed and estimated wheel speed of the drive motor.

[0038] Specifically, the vehicle's dynamic model is as follows: ; ; ,in, This refers to the actual speed of the motor. Wheel speed; For the stiffness of the drive shaft; The damping coefficient of the drive shaft; The transmission ratio of the transmission system; This refers to the torsional angle of the drive shaft; This is the moment of inertia of the motor shaft; This refers to the equivalent rotational inertia of the wheel and the entire vehicle, which is then applied to the wheel. This represents the actual torque of the motor. The wheel load torque is considered as a constant disturbance.

[0039] Based on this, the state vector is set as follows: Therefore, the state equation is derived as follows: Among them, control input (Actual torque of the drive motor); constant disturbance (Unknown constant, wheel load torque); ; ; .

[0040] And the measurement equation can measure and ,Right now ; where the coefficient matrix ; and It refers to the noise from measuring motor speed and wheel speed.

[0041] By determining the above formula, rotational speed and wheel speed can be estimated in real time. For example, the observation formula is: ,in, dimension The observer gain matrix, The above observation formula is discretized, and the sampling time is... We can conclude that: ,in, , , It is the discretized coefficient matrix; It is the discrete-time gain matrix. Since the sampling time Ts is sufficiently small, the first-order Euler method can be used for discretization. , , ; Let be the identity matrix. Thus, the iterative update expression for the discrete-time observation equation is: .

[0042] Specifically, the iterative update expression is: ;in, It is the actual speed of the motor at the current sampling time. It is the actual wheel speed at the current sampling moment. It is the actual torque of the motor at the current sampling moment. , and These are the estimated values ​​for the motor speed, wheel speed, and torsion angle at the current moment. , and This provides the estimated motor speed, wheel speed, and torsion angle for the next moment. Discrete-time gain matrix. middle, and It is used for calibration Gain; and It is used for calibration Gain; and It is used for calibration The gain.

[0043] Using the above method, the estimated speed of the drive motor at the next moment can be calculated. Wheel speed estimate and estimated twist angle That is, the estimated rotational speed. As an estimated rotational speed, As an estimate of wheel speed.

[0044] In addition, a dual-mass model observer can be constructed using the above method. By inputting the actual rotational speed, actual wheel speed, and actual torque into the dual-mass model observer, the estimated rotational speed and estimated wheel speed output by the dual-mass model observer can be obtained.

[0045] Step S102: Determine the oscillation speed of the transmission system in the vehicle based on the estimated rotational speed and the estimated wheel speed, and determine the wheel speed difference based on the actual wheel speed and the estimated wheel speed.

[0046] After obtaining the estimated rotational speed and estimated wheel speed, the oscillation speed of the vehicle's transmission system is determined based on these values. For example, the oscillation speed is: .

[0047] The vehicle determines the wheel speed difference based on the actual wheel speed and the estimated wheel speed; that is, the wheel speed difference is obtained by subtracting the estimated wheel speed from the actual wheel speed. .

[0048] Step S103: Determine the feedforward torque compensation value based on the wheel speed difference, and determine the feedback torque compensation value based on the oscillation speed.

[0049] After obtaining the wheel speed difference, the feedforward torque compensation value is determined based on the wheel speed difference. For example, the vehicle is equipped with a first mapping relationship between the feedforward torque value and the wheel speed difference, and the feedforward torque compensation value is determined through the first mapping relationship and the wheel speed difference.

[0050] After obtaining the oscillating speed, the vehicle determines the feedback torque compensation value based on this speed. In one example, a second mapping relationship is established between the feedback torque value and the oscillating speed in the vehicle; this second mapping relationship, along with the oscillating speed, is used to determine the feedback torque compensation value. In another example, bandpass filtering is applied to the oscillating speed to obtain an intermediate speed. The feedback torque compensation value is determined based on a preset damping coefficient and intermediate speed. For example, a second-order bandpass filter can be designed to filter the oscillation speed. The general form of the difference equation for the bandpass filter is: ;in, The output signal at the current moment ; This is the output signal from the previous moment; These are the output signals from the past two moments; For the current moment ;x x represents the oscillation speed at a past moment; The oscillation speed is the speed at which the oscillation occurred in the past two moments. , , ,as well as and These are the filter coefficients, which can be based on the center frequency of the filter to be designed. passband width The sampling frequency fs is calculated. The center frequency of the bandpass filter is... The resonant frequency of the power transmission system should be selected, such as 8Hz, and the center frequency. It should be set to 8Hz. Passband width Calibration can be performed based on actual vehicle testing results.

[0051] In addition, the upper cutoff frequency can be set to The lower cutoff frequency is Based on the set center frequency passband width The frequency of signal processing, i.e., the sampling frequency fs, can be used to derive... , , , and The value.

[0052] Feedback torque compensation value ,in, This refers to the damping coefficient for active compensation, which is to be calibrated on a real vehicle.

[0053] Step S104: Determine the total torque compensation value based on the feedforward torque compensation value and the feedback torque compensation value, and compensate the output torque of the drive motor based on the total torque compensation value to prevent vehicle vibration.

[0054] After obtaining the feedforward torque compensation value and the feedback torque compensation value, the total torque compensation value is determined based on the feedforward torque compensation value and the feedback torque compensation value. That is, the sum of the feedforward torque compensation value and the feedback torque compensation value is obtained.

[0055] After obtaining the total torque compensation value, the output torque of the drive motor is compensated based on this value. For example, if the output torque is T, and the total torque compensation value is... Then the final output torque of the drive motor is T+ .

[0056] In this embodiment, based on the actual torque and speed of the drive motor in the vehicle and the actual wheel speed of the vehicle, the estimated speed of the drive motor and the estimated wheel speed are determined. The oscillation speed of the transmission system is then determined based on the estimated speed and wheel speed. The wheel speed difference is determined based on the actual wheel speed and the estimated wheel speed, and a feedforward torque compensation value is determined based on the wheel speed difference. A feedback torque compensation value is determined through the oscillation speed, and a total torque compensation value is determined based on the feedforward torque compensation value and the feedback torque compensation value. This total torque compensation value is then used to compensate the output torque of the drive motor to reduce vehicle vibration. In this embodiment, by accurately determining the torque compensation value based on the actual operating conditions such as the actual torque, actual speed of the drive motor in the vehicle, and the actual wheel speed of the vehicle, the vibration suppression effect of the vehicle is improved.

[0057] Reference Figure 2 , Figure 2 A flowchart of a vehicle control method provided in this application embodiment Figure 2 ,based on Figure 1 In the embodiment shown, step S102 includes: Step S201: Filter the wheel speed difference to obtain the intermediate difference value.

[0058] In this embodiment, the intermediate difference is first obtained by filtering the wheel speed difference. Filtering includes at least one of high-pass filtering and low-pass filtering.

[0059] Step S202: Determine the feedforward torque compensation value based on the intermediate difference.

[0060] After obtaining the intermediate difference, the feedforward torque compensation value can be obtained from the intermediate difference. For example, the feedforward torque compensation value... , This is the scaling factor, which can be a preset value.

[0061] In this embodiment, the wheel speed difference is filtered to obtain an intermediate difference value, thereby accurately obtaining the feedforward torque compensation value based on the intermediate difference value.

[0062] Figure 3 A flowchart of a vehicle control method provided in this application embodiment Figure 3 ,based on Figure 2 In the embodiment shown, step S202 includes: Step S301: Determine the external impact energy value based on the intermediate difference, and determine the proportional coefficient based on the external impact energy value. The external impact energy value and the proportional coefficient are positively correlated.

[0063] In this embodiment, the observer of the dual-mass model can achieve a very small phase delay. This ensures that the active damping torque calculated based on the speed difference is strictly out of phase with the oscillation, preventing the compensation torque from being in phase with the torsional vibration and amplifying the jitter.

[0064] However, the observer input of the dual-mass model is an ideal input (actual motor torque, motor speed, and wheel speed), representing a stable or ideal vehicle motion. Under impact conditions caused by sudden road surface changes, the actual torque response of the motor will deviate, and the road impact torque also deviates significantly from the assumed constant wheel load in the model. Under severe conditions where wheel slippage is not significant, for road impacts (such as over bumps, manhole covers, single-wheel falls, etc.), extracting the oscillation speed based on the aforementioned dual-mass observer model, while still dominated by the true resonant frequency, and using feedback torque compensation to suppress transmission system speed oscillations, is still feasible. However, the extracted oscillation speed incorporates impact components, weakening the oscillation suppression effect.

[0065] Road impact, as an unknown disturbance d(t), although not input into the model, will bypass the observer bandwidth limitation and directly "leak" into the observer residual. The observer residual is the "direct projection" of this disturbance into the estimation error. At the moment of impact, the wheel load Tload jumps, and the model prediction cannot track it in real time, inevitably producing characteristic spikes in the residual. The detection process is as follows: impact occurs → residual jump → energy extraction → immediate injection of feedforward torque compensation. At this time, the calculation of feedback torque compensation based on the oscillation speed has just deviated from 0, and the suppression action has not yet been performed. Therefore, by detecting the observer residual and through reasonable frequency band extraction and energy envelope processing, earlier impact oscillation suppression can be achieved through feedforward compensation.

[0066] The error vector of an observer based on the dual-mass model can be defined as: .

[0067] The propagation of road impact events in a two-mass model exhibits a clear temporal and energy transfer relationship. When a road impact occurs, the wheel speed changes instantaneously, causing a sudden change in the residuals of the wheel speed estimation in the two-mass model. The specific form of these residuals is: short pulses followed by underdamped oscillations. The residuals of the wheel speed estimation... The envelope directly projects the sudden change in road load Tload, and the energy is concentrated in the first-order mode 8 of the transmission chain. 15Hz is the primary trigger source. Road impact manifests as a transient energy spike in the resonant frequency band in the wheel speed estimation residual. A bandpass filter with a center frequency of fres (the resonant frequency of the transmission system) is used to isolate the wheel speed estimation residual in the frequency domain, extracting the torsional oscillation mode component excited by the road impact. This component characterizes the transient angular velocity wave transformed from the impact disturbance in the shaft system's elastic-inertial coupling system. After square rectification and exponential smoothing, it is mapped to the impact severity, used to determine the feedforward compensation gain.

[0068] Therefore, when performing feedforward torque compensation, it is necessary to determine the feedforward torque compensation based on the impact energy of the vehicle's road impact event.

[0069] Specifically, the external impact energy value is first determined by the intermediate difference. For example, the intermediate difference... Shaping and exponential smoothing are performed. The initial response of road impact in the drivetrain is strongly unidirectional (a sudden increase or decrease in wheel speed at the moment the tire hits the crater), followed by the release of elastic potential energy or damping attenuation. Shaping the bandpass filter value (intermediate difference) of the wheel speed estimation residual aims to extract and represent the energy injected by the road impact. The output of the shaping process is a discrete pulse sequence, which must be exponentially smoothed to form a continuous energy envelope, making the threshold calibration for road impact judgment more robust and ensuring continuous smoothness in subsequent feedforward compensation calculations. The bandpass filter value (intermediate difference) of the wheel speed estimation residual is then used. The square of the value is used as a characterization of the energy injected into the vehicle's transmission system by road impact, i.e., the external impact energy value. Exponential smoothing can be achieved using a low-pass filter, specifically as follows: ,in, Here, is the calibration coefficient, and is the set value, with a range of [0,1]. It should be as small as possible.

[0070] After obtaining the external impact energy value, a proportionality coefficient is determined based on the external impact energy value. The larger the external impact energy value, the larger the proportionality coefficient, that is, the external impact energy value and the proportionality coefficient are positively correlated.

[0071] Furthermore, if the vehicle experiences an external impact event (such as a road impact), the external impact energy value is relatively large, requiring increased feedforward torque compensation; conversely, if there is no external impact event, the external impact energy value is relatively small, and the vehicle's vibration is not due to external factors. Therefore, after obtaining the external impact energy value, it is compared with a preset energy value. If the external energy value is greater than the preset energy value, it is determined that the external impact event has caused an impact on the vehicle. Therefore, a proportional coefficient is determined based on the external impact energy value, thereby determining the feedforward torque compensation value. If the external impact energy value is less than or equal to the preset energy value, the feedforward torque compensation value is set to 0, and the vehicle's vibration is not due to external factors.

[0072] Step S302: Determine the feedforward torque compensation value based on the product of the proportional coefficient and the intermediate difference.

[0073] After obtaining the proportional coefficient, the feedforward torque compensation value can be determined by multiplying the proportional coefficient by the intermediate difference. .

[0074] In this embodiment, the proportional coefficient is determined by the external impact energy value, thereby accurately determining the feedforward torque compensation value based on the impact of road impact events on the vehicle.

[0075] Figure 4 A flowchart of a vehicle control method provided in this application embodiment Figure 4 .based on Figure 2 In the embodiment shown, step S202 includes: Step S401: Perform advanced phase compensation on the intermediate difference to obtain the value to be processed.

[0076] In this embodiment, after obtaining the intermediate difference, the intermediate difference is compensated for with a leading phase to obtain the value to be processed.

[0077] For example, for the intermediate difference Perform phase lead compensation processing, that is, for The signal is applied with phase advance, resulting in A first-order phase lead compensator can be used, and its continuous-domain transfer function is: .

[0078] Specifically, corresponding parameters are designed to address the phase lead characteristic. and Then, through a bilinear transformation, the discrete expression described above can be obtained. .

[0079] Step S402: Determine the feedforward torque compensation value based on the value to be processed.

[0080] After obtaining the value to be processed, a feedforward torque compensation value is determined based on it. For example, the feedforward torque compensation value...

[0081] In this embodiment, by performing advance phase compensation on the intermediate difference, the road impact is offset in advance, so that the feedforward torque compensation precedes the impact and initiates the synchronous impact offsetting effect.

[0082] Figure 5 A flowchart of a vehicle control method provided in this application embodiment Figure 5 .based on Figures 2 to 4 In any of the embodiments shown, step S201 includes: Step S501: A high-pass filter is used to filter the wheel speed difference to obtain the first filtered value. The cutoff frequency of the high-pass filter is different from the natural torque frequency of the transmission system.

[0083] In this embodiment, the intermediate difference needs to be subjected to high-pass filtering and low-pass filtering. For example, the wheel speed difference is first high-pass filtered to obtain the first filtered value. For example, filtering is performed using a cascaded first-order high-pass filter (the cutoff frequency can be set to 5Hz); the wheel speed difference... First, perform high-pass filtering to obtain the first filtered value. Specifically: ; This is the high-pass filter coefficient, the specific value of which is determined by the set cutoff frequency, and its calculation formula is as follows: , The cutoff frequency, The sampling period.

[0084] Furthermore, to ensure no interference with the torsional vibration compensation section, the high-frequency components of the torsional angle need to be separated from the frequency band of the torsional vibration compensation section as much as possible. That is, the cutoff frequency of the high-pass filter should be different from the natural torque frequency of the transmission system. The natural torque frequency refers to the vibration frequency of the transmission system under transmission conditions. The natural torque frequency is only related to the material and structure of the transmission system and is a fixed property parameter that can be obtained through testing. For example, the cutoff frequency of the high-pass filter... , This refers to the natural frequency of the torque in the transmission system.

[0085] Step S502: Filter the first filter value using a low-pass filter to obtain the intermediate difference value.

[0086] After obtaining the first filtered value, a low-pass filter is applied to it to obtain the intermediate difference. For example, a first-order low-pass filter (with a cutoff frequency set to 15Hz) is used to filter the first filtered value. Perform low-pass filtering to obtain the band-pass filtered value (intermediate difference) of the wheel speed estimation residual. (Intermediate difference), specifically: , This is the low-pass filter coefficient, the specific value of which is determined by the set cutoff frequency, and its calculation formula is as follows: , The cutoff frequency, The sampling period.

[0087] In this embodiment, a high-pass filter and a low-pass filter are used to filter the wheel speed difference, thereby accurately obtaining the residual of the wheel speed estimation.

[0088] Corresponding to the vehicle control method described above, this application also provides a vehicle. Figure 6 This is a schematic diagram of a vehicle module provided in an embodiment of this application. The vehicle 600 provided in this embodiment includes: The first determining module 610 is used to determine the estimated speed of the drive motor and the estimated wheel speed based on the actual torque and actual speed of the drive motor in the vehicle and the actual wheel speed of the wheels in the vehicle. The second determining module 620 is used to determine the oscillation speed of the transmission system in the vehicle based on the estimated rotational speed and the estimated wheel speed, and to determine the wheel speed difference based on the actual wheel speed and the estimated wheel speed. The third determining module 630 is used to determine the feedforward torque compensation value based on the wheel speed difference and the feedback torque compensation value based on the oscillation speed. The fourth determining module 640 is used to determine the total torque compensation value based on the feedforward torque compensation value and the feedback torque compensation value, and to compensate the output torque of the drive motor based on the total torque compensation value in order to prevent vehicle vibration.

[0089] In some implementations, vehicle 600 is also used for: The wheel speed difference is filtered to obtain the intermediate difference value; The feedforward torque compensation value is determined based on the intermediate difference.

[0090] In some implementations, vehicle 600 is also used for: The external impact energy value is determined based on the intermediate difference, and the proportionality coefficient is determined based on the external impact energy value. The external impact energy value and the proportionality coefficient are positively correlated. The feedforward torque compensation value is determined by multiplying the proportional coefficient and the intermediate difference.

[0091] In some implementations, vehicle 600 is also used for: Compare the external impact energy value with the preset energy value; If the external impact energy value is greater than the preset energy value, it is determined that the external impact event has caused an impact on the vehicle, and a proportional coefficient is determined based on the external impact energy value.

[0092] In some implementations, vehicle 600 is also used for: The value to be processed is obtained by performing forward phase compensation on the intermediate difference; The feedforward torque compensation value is determined based on the value to be processed.

[0093] In some implementations, vehicle 600 is also used for: A high-pass filter is used to filter the wheel speed difference to obtain the first filtered value. The cutoff frequency of the high-pass filter is different from the natural torque frequency of the transmission system. A low-pass filter is used to filter the first filter value to obtain the intermediate difference value.

[0094] In some implementations, vehicle 600 is also used for: The intermediate speed is obtained by bandpass filtering the oscillation speed. The feedback torque compensation value is determined based on the preset damping coefficient and intermediate speed.

[0095] The vehicles and vehicle control methods described in the above embodiments of this application belong to the same concept and can execute the vehicle control methods provided in any of the above embodiments of this application. They possess the corresponding functional modules and beneficial effects for executing vehicle control methods. Technical details not described in detail in this embodiment can be found in the specific processing content of the vehicle control methods provided in the above embodiments of this application, and will not be repeated here.

[0096] The functions implemented by the various modules in the vehicle can be implemented by the same or different processors, and this application embodiment does not limit this.

[0097] It should be understood that the modules in the above-described vehicle can be implemented by a processor calling firmware. For example, the system includes a processor connected to a memory containing instructions. The processor calls the instructions stored in the memory to implement any of the above methods or to implement the functions of each module of the device. The processor can be a general-purpose processor, such as a CPU or microprocessor, and the memory can be internal to the device or external to the system. Alternatively, the modules in the system can be implemented as hardware circuits. By designing the hardware circuits, some or all of the module functions can be implemented. The hardware circuit can be understood as one or more processors. For example, in one implementation, the hardware circuit is an ASIC, and the functions of some or all of the above modules are implemented by designing the logical relationships between the components within the circuit. In another implementation, the hardware circuit can be implemented by a PLD, such as an FPGA, which can include a large number of logic gates. The connection relationships between the logic gates are configured through configuration files to implement the functions of some or all of the above modules. All modules of the above-described vehicle can be implemented entirely by a processor calling firmware, entirely by hardware circuits, or partially by a processor calling firmware with the remaining parts implemented by hardware circuits.

[0098] In this application embodiment, a processor is a circuit with signal processing capabilities. In one implementation, the processor can be a circuit with instruction reading and execution capabilities, such as a CPU, microprocessor, GPU, or DSP. In another implementation, the processor can implement certain functions through the logical relationships of hardware circuits. These logical relationships are fixed or reconfigurable. For example, the processor may be a hardware circuit implemented as an ASIC or PLD, such as an FPGA. In a reconfigurable hardware circuit, the process of the processor loading a configuration document and configuring the hardware circuit can be understood as the processor loading instructions to implement the functions of some or all of the above modules. Furthermore, it can also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as an NPU, TPU, or DPU.

[0099] As can be seen, each module in the above vehicle can be one or more processors (or processing circuits) configured to implement the above methods, such as: CPU, GPU, NPU, TPU, DPU, microprocessor, DSP, ASIC, FPGA, or a combination of at least two of these processor forms.

[0100] Furthermore, the modules in the above-mentioned vehicle can be integrated in whole or in part, or they can be implemented independently. In one implementation, these modules are integrated together and implemented in the form of a System-on-Chip (SoC). The SoC may include at least one processor for implementing any of the above methods or implementing the functions of the modules of the device. The at least one processor may be of different types, such as CPU and FPGA, CPU and artificial intelligence processor, CPU and GPU, etc.

[0101] This application provides a schematic diagram of the structure of an electronic device, see [link]. Figure 7 As shown, the electronic device includes a memory 700 and a processor 710; wherein the memory 700 is connected to the processor 710 and is used to store programs; the processor 710 is used to implement the vehicle control method disclosed in any of the above embodiments by running the programs stored in the memory 700.

[0102] Specifically, the aforementioned electronic device may further include: a bus, a communication interface 720, an input device 730, and an output device 740. The electronic device may also include a data transceiver module, an image monitoring module, and a signal monitoring module.

[0103] The processor 710, memory 700, communication interface 720, input device 730, and output device 740 are interconnected via a bus. Among them: A bus can include a pathway for transmitting information between various components in an electronic device.

[0104] The processor 710 can be a general-purpose processor, such as a general-purpose central processing unit (CPU), a microprocessor, etc., or an application-specific integrated circuit (ASIC), or one or more integrated circuits used to control the execution of the program of the present invention. It can also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), an off-the-shelf programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components.

[0105] The processor 710 may include a main processor, as well as a baseband chip, modem, etc.

[0106] The memory 700 stores a program that executes the technical solution of this invention, and may also store an operating system and other key business functions. Specifically, the program may include program code, which includes computer operation instructions. More specifically, the memory 700 may include read-only memory (ROM), other types of static storage devices capable of storing static information and instructions, random access memory (RAM), other types of dynamic storage devices capable of storing information and instructions, disk storage, flash memory, etc.

[0107] Input device 730 may include a device for receiving data and information input by a user, such as a keyboard, mouse, camera, scanner, light pen, voice input device, touch screen, pedometer, or gravity sensor.

[0108] Output device 740 may include devices that allow information to be output to a user, such as a display screen, printer, speaker, etc.

[0109] The communication interface 720 may include a device that uses any transceiver to communicate with other devices or communication networks, such as Ethernet, Radio Access Network (RAN), Wireless Local Area Network (WLAN), etc.

[0110] The processor 710 executes the program stored in the memory 700 and calls other devices, which can be used to implement the various steps of any of the vehicle control methods provided in the above embodiments of this application.

[0111] It should be noted that the electronic device can be an in-vehicle terminal, a mobile phone, a wearable device, or a server, etc.; or it can be a vehicle that includes an in-vehicle terminal, etc.

[0112] This application also proposes a chip, which includes a processor and a data interface. The processor reads and runs a program stored in the memory through the data interface to execute the vehicle control method described in any of the above embodiments. For details of the processing and its beneficial effects, please refer to the above-described embodiments of the vehicle control method.

[0113] In addition to the methods and devices described above, embodiments of this application may also be computer program products, which include computer program instructions that, when executed by a processor, cause the processor to perform the steps in the vehicle control methods according to various embodiments of this application as described in any of the above embodiments of this specification.

[0114] Computer program products can be written in any combination of one or more programming languages ​​to perform the operations of the embodiments of this application. The programming languages ​​include object-oriented programming languages ​​such as Java and C++, as well as conventional procedural programming languages ​​such as C or similar languages. The program code can be executed entirely on the user's computing device, partially on the power device, as a standalone firmware package, partially on the user's computing device and partially on a remote computing device, or entirely on a remote computing device or server.

[0115] Furthermore, embodiments of this application may also be storage media storing computer programs, which are executed by a processor to perform the steps of the vehicle control method according to various embodiments of this application described in any of the above embodiments of this specification, specifically implementing the steps of the above vehicle control method.

[0116] For the foregoing method embodiments, in order to simplify the description, they are all described as a series of actions. However, those skilled in the art should understand that this application is not limited to the described order of actions, because according to this application, some steps can be performed in other orders or simultaneously. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are all preferred embodiments, and the actions and modules involved are not necessarily essential to this application.

[0117] It should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For apparatus embodiments, since they are basically similar to method embodiments, the description is relatively simple; relevant parts can be referred to the descriptions in the method embodiments.

[0118] The steps in the methods of the various embodiments of this application can be adjusted, merged, or deleted in order according to actual needs, and the technical features described in each embodiment can be replaced or combined.

[0119] The units of the apparatus in the various embodiments of this application can be merged, divided, and deleted according to actual needs.

[0120] It should be understood that the disclosed terminals, devices, and methods can be implemented in other ways, given the several embodiments provided in this application. For example, the terminal embodiments described above are merely illustrative. For instance, the division of modules or sub-modules is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple sub-modules or modules may be combined or integrated into another module, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or modules, and may be electrical, mechanical, or other forms.

[0121] The modules or submodules described as separate components may or may not be physically separate. The components that constitute a module or submodule may or may not be physical modules or submodules; that is, they may be located in one place or distributed across multiple network modules or submodules. Some or all of the modules or submodules can be selected to achieve the purpose of this embodiment's solution, depending on actual needs.

[0122] Furthermore, the functional modules or sub-modules in the various embodiments of this application can be integrated into one processing module, or each module or sub-module can exist physically separately, or two or more modules or sub-modules can be integrated into one module. The integrated modules or sub-modules described above can be implemented in hardware or as firmware functional modules or sub-modules.

[0123] Those skilled in the art will further recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer firmware, or a combination of both. To clearly illustrate the interchangeability of hardware and firmware, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented in hardware or firmware depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0124] The steps of the methods or algorithms described in conjunction with the embodiments disclosed herein can be implemented directly using hardware, firmware units executed by a processor, or a combination of both. The firmware unit can be located in random access memory (RAM), main memory, read-only memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disk, removable disk, CD-ROM, or any other form of storage medium known in the art.

[0125] Finally, it should be noted that in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes the element.

[0126] The above description of the disclosed embodiments enables those skilled in the art to make or use this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A vehicle control method, characterized in that, include: Based on the actual torque and actual speed of the drive motor in the vehicle and the actual wheel speed of the wheels in the vehicle, the estimated speed of the drive motor and the estimated wheel speed are determined. The oscillation speed of the transmission system in the vehicle is determined based on the estimated rotational speed and the estimated wheel speed, and the wheel speed difference is determined based on the actual wheel speed and the estimated wheel speed. The feedforward torque compensation value is determined based on the wheel speed difference, and the feedback torque compensation value is determined based on the oscillation speed. The total torque compensation value is determined based on the feedforward torque compensation value and the feedback torque compensation value, and the output torque of the drive motor is compensated based on the total torque compensation value to prevent vibration in the vehicle.

2. The vehicle control method according to claim 1, characterized in that, The step of determining the feedforward torque compensation value based on the wheel speed difference includes: The wheel speed difference is filtered to obtain the intermediate difference value; The feedforward torque compensation value is determined based on the intermediate difference.

3. The vehicle control method according to claim 2, characterized in that, The step of determining the feedforward torque compensation value based on the intermediate difference includes: The external impact energy value is determined based on the intermediate difference, and a proportionality coefficient is determined based on the external impact energy value. The external impact energy value and the proportionality coefficient are positively correlated. The feedforward torque compensation value is determined by multiplying the proportional coefficient and the intermediate difference.

4. The vehicle control method according to claim 3, characterized in that, The step of determining the proportionality coefficient based on the external impact energy value includes: Compare the external impact energy value with the preset energy value; If the external impact energy value is greater than a preset energy value, it is determined that the external impact event has caused an impact on the vehicle, and a proportional coefficient is determined based on the external impact energy value.

5. The vehicle control method according to claim 2, characterized in that, The step of determining the feedforward torque compensation value based on the intermediate difference includes: The intermediate difference is compensated for with leading phase to obtain the value to be processed; The feedforward torque compensation value is determined based on the value to be processed.

6. The vehicle control method according to claim 2, characterized in that, The step of filtering the wheel speed difference to obtain the intermediate difference value includes: A high-pass filter is used to filter the wheel speed difference to obtain a first filtered value. The cutoff frequency of the high-pass filter is different from the torque natural frequency of the transmission system. The first filtered value is filtered using a low-pass filter to obtain the intermediate difference.

7. The vehicle control method according to any one of claims 1-6, characterized in that, The step of determining the feedback torque compensation value based on the oscillation speed includes: The intermediate speed is obtained by bandpass filtering the oscillation speed; The feedback torque compensation value is determined based on the preset damping coefficient and the intermediate rotational speed.

8. A vehicle, characterized in that, Including memory and processor, among which, The memory is connected to the processor and is used to store programs; The processor is used to implement the vehicle control method as described in any one of claims 1-7 by running the program in the memory.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program, which, when executed by a processor, implements the vehicle control method as described in any one of claims 1-7.

10. A computer program product, characterized in that, It includes computer instructions that, when executed by a processor, implement the vehicle control method as described in any one of claims 1-7.

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