A clutch control-based starting jolt elimination method

Abstract

The application discloses a starting jitter elimination method based on clutch control, and mainly solves the starting jitter problem caused by the sudden change of clutch transmission torque in the existing vehicle starting speed synchronization stage. The starting jitter elimination method mainly comprises the following steps: step 1, determination of the expected input shaft speed n Exp of the transmission; step 2, actual input shaft state identification of the transmission; and step 3, closed-loop feedback adjustment of the actual input shaft speed n Act of the transmission based on the TSC1 demand torque adjustment and clutch control. The starting jitter elimination method reduces the transmission system impact, improves the vehicle starting comfort, prolongs the service life of related parts, saves the disassembly and replacement resource allocation of the clutch, and reduces the problem processing cost.

Description

Technical Field

[0001] This invention relates to a method for eliminating starting vibration in a vehicle transmission system, specifically a method for eliminating starting vibration based on clutch control. Background Technology

[0002] When a vehicle equipped with a mechanical transmission starts, during the synchronization of engine speed and transmission input shaft speed, the vehicle inevitably experiences back-and-forth vibration along the direction of travel, known as vehicle start-up shudder. Significant start-up shudder can severely affect the vehicle's ride comfort, especially in vehicles with low suspension damping; due to the constantly changing magnitude of the force, the fatigue strength of related transmission system components will also decrease.

[0003] To address the issue of start-up vibration, current approaches focus on optimizing aspects such as the characteristics of clutch friction materials and damping components, aiming to improve the stability of clutch torque transmission during start-up.

[0004] Chinese patent CN121084395A discloses a vehicle AMT start-up control method, system, device, and storage medium. The method sets a target engine speed and a preset engagement displacement and rate of the clutch based on the driver's throttle opening and the vehicle's start-up conditions. During the start-up slippage phase, the clutch is controlled to engage smoothly according to this preset rule to avoid displacement fluctuations. At the same time, a feedforward torque value is determined based on the clutch engagement rule, and a supplementary torque value is calculated by PID control using the difference between the target and actual engine speeds. The sum of the two is sent to the engine controller as an engine torque request value to adjust the output torque and stabilize the engine speed at the target value.

[0005] However, the above methods have limited control effect when the vehicle has already experienced significant starting vibration. Summary of the Invention

[0006] The purpose of this invention is to solve the technical problem that existing vehicle start-up control methods have limited control effects when the vehicle has already experienced significant start-up shudder, and to provide a start-up shudder elimination method based on clutch control.

[0007] To achieve the above objectives, the technical solution provided by this invention is as follows:

[0008] A method for eliminating start-up jitter based on clutch control, characterized by the following steps:

[0009] Step 1: Determine the desired input shaft speed n for this start-up process. Exp And based on the desired input shaft speed n Exp Calculate the desired input shaft speed gradient G Exp And the expected input shaft speed impact Z Exp ;

[0010] Step 2: Obtain the actual input shaft speed n Act And based on the actual input shaft speed n Act Calculate the actual input shaft speed gradient G Act Impact Z of actual input shaft speed Act ;

[0011] Step 3: Based on the actual input shaft speed gradient G Act With the desired input shaft speed gradient G Exp Adjust the torque demand T of TSC1 according to the size relationship conditions. Req Control the clutch engagement position; based on the actual input shaft speed and impact Z. Act Impact Z with desired input shaft speed Exp The magnitude relationship condition controls the clutch engagement speed;

[0012] At the desired input shaft speed n Exp Given a fixed value, the actual input shaft speed gradient G is used. Act Impact Z of actual input shaft speed Act As a variable input, the required torque T is obtained through TSC1. Req Adjustments, as well as clutch engagement position and engagement speed control, are made to determine the actual input shaft speed n. Act The closed-loop feedback regulation makes the actual input shaft speed n Act Quickly and stably match the desired input shaft speed n Exp This ultimately eliminates starting jitter.

[0013] Furthermore, in step 3, based on the actual input shaft speed gradient G... Act With the desired input shaft speed gradient G Exp Size relationship conditions, actual input shaft speed impact Z Act Impact Z with desired input shaft speed Exp Based on the size relationship conditions, establish the following mapping relationship:

[0014] First mapping relationship: When the actual input shaft speed gradient G Act >Desired input shaft speed gradient G Exp At that time, reduce the torque demand T of TSC1. Req To reduce the upward surge of the shaft speed; when the actual input shaft speed gradient G Act ≤Desired input shaft speed gradient G Exp At that time, the required torque T of TSC1 increases. Req To mitigate the decreasing trend of the first shaft speed;

[0015] Second mapping relationship: When the actual input shaft speed gradient G Act >Desired input shaft speed gradient GExp When the actual input shaft speed gradient G is reached, the clutch remains in its current position; when the actual input shaft speed gradient G is reached... Act ≤Desired input shaft speed gradient G Exp At that time, the clutch engages;

[0016] The third mapping relationship: Under the premise of satisfying the clutch engagement conditions, when the actual input shaft speed impact Z... Act ≥Desired input shaft speed impact Z Exp At that time, increase the clutch engagement speed; when the actual input shaft speed impact Z Act <Desired input shaft speed impact Z Exp At this time, slow down the clutch engagement speed.

[0017] Furthermore, in step 2, the actual input shaft speed n is obtained in the following manner. Act :

[0018] When the clutch disengages from point P Diseng The engagement begins, reaching contact point P at time t1. ks When the clutch pressure plate and friction plate begin to contact, and the transmission input shaft receives power from the engine, the actual input shaft speed n is obtained based on the pulse signal collected by the input shaft speed sensor. Act Record the actual input shaft speed n at that moment. Act The required torque T for n1 and TSC1 Req For T1;

[0019] In step 3, the actual input shaft speed n is determined as follows: Act Closed-loop feedback regulation:

[0020] A. When the actual input shaft speed n Act It exhibits a deviation from the desired input shaft speed n Exp When the trend is observed, let this moment be t1, the rotational speed be n1, and the required torque T be TSC1. Req Let T1 be the actual input shaft speed n during this process. Act With the desired input shaft speed n Exp When the gradient difference ΔG > 0, according to the first mapping relationship, the required torque T of TSC1 is... Req As the torque decreases from T1 to the preset torque value T2, the engine responds to the torque request from TSC1 by reducing the actual torque; according to the second mapping relationship, the clutch maintains the current position point P. ks Waiting for the actual input shaft speed n Act The speed increases until time t2, at which point the rotational speed increases to the preset value n2.

[0021] B. When the actual input shaft speed n Act Starting from the preset speed value n2, gradually approach the desired input shaft speed n.Exp During this process, when the actual input shaft speed n Act With the desired input shaft speed n Exp When the gradient difference ΔG ≤ 0, according to the first mapping relationship, the required torque T of TSC1 is... Req The torque value increases from preset torque value T2 to preset torque value T3; according to the second mapping relationship, the clutch moves from position point P... st2 The engagement action begins, with the actual input shaft speed n. Act With the desired input shaft speed n Exp The impact difference ΔZ is positive at first and then negative; according to the third mapping relationship, the clutch engagement speed is fast at first and then slows down until time t3, when the clutch reaches the preset position point P3, and the actual input shaft speed n Act The speed decreases to the preset speed n3 as the speed is adjusted.

[0022] C. From time t4 to time t7, repeat steps A to B in the same manner to obtain the required torque T from TSC1. Req Adjustments, as well as clutch engagement position and engagement speed control, are made to determine the actual input shaft speed n. Act Closed-loop feedback regulation until the actual input shaft speed n Act Reaching the preset speed n7, the clutch reaches the end position P. End TSC1 required torque T Req To achieve the desired torque T of TSC1 Exp ;

[0023] D. Set the judgment time t Set If the following conditions are met simultaneously, the start-up jitter will be eliminated; if not, return to step A:

[0024] The difference Δn between the actual input shaft speed and the desired input shaft speed is less than or equal to the set input shaft speed deviation threshold n. Set ;

[0025] The gradient difference ΔG between the actual input shaft speed and the desired input shaft speed is less than or equal to the set input shaft gradient deviation threshold G. Set ;

[0026] The difference in impact between the actual input shaft speed and the desired input shaft speed, ΔZ, is less than or equal to the set input shaft impact deviation threshold Z. Set .

[0027] Furthermore, in step 1, the desired input shaft speed n for this start-up process is determined as follows: Exp :

[0028] Based on the driver's starting intention, the actual engine torque, and vehicle parameter configuration information, obtain the starting driving force F applied to the tires for this start. qBased on the actual operating conditions of the vehicle, obtain the starting resistance F for this start. z ;

[0029] Gradually increase the starting driving force F q Until the starting driving force F q > Starting resistance F z First, the desired acceleration for this starting process is obtained based on the car's driving equation. Then, based on the desired acceleration Determine the desired input shaft speed n for this start-up process. Exp .

[0030] Further, in step 1, the expression for the vehicle's driving equation is:

[0031] ;

[0032] In the formula: It is the acceleration due to gravity; This is the rotational mass conversion factor; As a dynamic factor; This is the road resistance coefficient.

[0033] Furthermore, in steps 1 and 2, the desired input shaft speed gradient G is calculated using the following formula. Exp And the expected input shaft speed impact Z Exp And the actual input shaft speed gradient G Act Impact Z of actual input shaft speed Act :

[0034] ;

[0035] In the formula: for Rotational speed at the next unit step; for Point rotation speed; for Click the time of the next unit step; for Point of time; for Point gradient; for The gradient at a time step of one unit; for Point of time; for The time incremented by one unit; It is a non-negative integer; It is a positive integer.

[0036] Compared with the prior art, the present invention has the following beneficial technical effects:

[0037] This invention addresses the current issue of vehicle start-up vibration and, from the perspective of transmission system control, addresses the problem at the desired input shaft speed n. Exp Given a fixed value, the actual input shaft speed gradient G is used. Act Impact Z of actual input shaft speed Act As a variable input, the required torque T is obtained through TSC1. Req Adjustments, as well as clutch engagement position and engagement speed control, are made to determine the actual input shaft speed n. Act The closed-loop feedback adjustment allows for the elimination of starting vibrations without replacing parts when the vehicle already exhibits significant starting vibrations. This reduces transmission shock, improves vehicle starting comfort, and extends the service life of related parts. It also saves resources on clutch disassembly and replacement, reducing problem-solving costs. Attached Figure Description

[0038] Figure 1 This is a schematic diagram of the steps of the present invention;

[0039] Figure 2 This is a flowchart of an embodiment of the present invention;

[0040] Figure 3 This is a diagram illustrating the input shaft speed change process in an embodiment of the present invention.

[0041] Figure 4 The required torque T of TSC1 in this embodiment of the invention Req Change process diagram;

[0042] Figure 5 This is a diagram illustrating the clutch displacement change process in an embodiment of the present invention. Detailed Implementation

[0043] To make the objectives, advantages, and features of the present invention clearer, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments. Those skilled in the art should understand that these embodiments are merely used to explain the technical principles of the present invention and are not intended to limit the scope of protection of the present invention.

[0044] like Figure 1 and Figure 2 As shown, this embodiment provides a method for eliminating start-up jitter based on clutch control, specifically including the following steps:

[0045] Step 1: To achieve closed-loop feedback regulation of the input shaft speed, the desired input shaft speed n for this start-up process needs to be calculated based on dynamic analysis. Exp .

[0046] Specifically, the starting driving force F acting on the wheels is calculated by using the driver's starting intention {accelerator pedal opening obtained from the CCVS1 (Cruise Control / VehicleSpeed ​​1) message on the vehicle CAN bus, the driver's required torque obtained from the EEC1 (Electronic Engine Controller 1) message}, the actual engine torque, and vehicle parameter configuration information such as starting gear, rear axle ratio, and tire radius. q Based on the actual operating conditions of the vehicle, such as road conditions, gradient, and vehicle weight, the starting resistance F experienced by the vehicle is calculated. z .

[0047] If the current starting driving force F q Insufficient to overcome starting resistance F z If the vehicle remains stationary or rolls backward, the driver needs to increase the accelerator pedal opening to increase engine output torque until the starting driving force F is reached. q > Starting resistance F z The vehicle is about to begin moving up the ramp.

[0048] The vehicle's starting acceleration is obtained from the equation of motion. :

[0049] ;

[0050] In the formula: It is the acceleration due to gravity; This is the rotational mass conversion factor; As a dynamic factor; This is the road resistance coefficient.

[0051] Starting acceleration Given that the starting gear is determined, the rear axle ratio, and the tire radius are known, the transmission input shaft speed under ideal starting conditions, i.e., the desired input shaft speed n, can be calculated. Exp Then, based on the desired input shaft speed n Exp Calculate the desired input shaft speed gradient G Exp And the expected input shaft speed impact Z Exp .

[0052] Step 2: Identify the actual input axis status.

[0053] The clutch operation process is divided into stages M1-M8.

[0054] See Figure 5M1 Stage: The vehicle is stationary. The driver shifts the gear lever to drive, the vehicle is engaged in starting gear, the accelerator pedal is depressed, the engine outputs the corresponding torque, the clutch solenoid valve opens, and the clutch actuator pushes the clutch from the disengagement point P. Diseng The engagement begins, reaching contact point P at time t1. ks The clutch pressure plate and friction plate begin to contact, and the transmission input shaft receives power from the engine.

[0055] The actual input shaft speed n is obtained based on the pulse signal acquired by the input shaft speed sensor. Act And using the following formula, based on the actual input shaft speed n Act Calculate the actual input shaft speed gradient G Act and actual input shaft speed impact Z Act :

[0056] ;

[0057] In the formula: for Rotational speed at the next unit step; for Point rotation speed; for Click the time of the next unit step; for Point of time; for Point gradient; for The gradient at a time step of one unit; for Point of time; for The time incremented by one unit; It is a non-negative integer; It is a positive integer.

[0058] It should be noted that, in this embodiment, the step 1 calculates the desired input shaft speed gradient G. Exp And the expected input shaft speed impact Z Exp The method is the same as the method used in step 2 to calculate the actual input shaft speed gradient G. Act and impact Z Act The method is the same.

[0059] Step 3: Closed-loop feedback adjustment of input shaft speed based on the torque adjustment and clutch control required by TSC1 (Torque / Speed ​​Control #1).

[0060] Establish the first mapping relationship: the difference ΔG between the actual input shaft speed gradient and the desired gradient — the required torque T of TSC1.Req Actual input shaft speed gradient G Act >Desired input shaft speed gradient G Exp At that time, reduce the torque demand T of TSC1. Req This reduces the upward speed surge of the first shaft; the actual input shaft speed gradient G Act ≤Desired input shaft speed gradient G Exp At that time, the required torque T of TSC1 increases. Req This slows down the rate of decrease in the speed of the first shaft.

[0061] Establish a second mapping relationship: the difference ΔG between the actual input shaft speed gradient and the desired gradient—the clutch engagement position. Actual input shaft speed gradient G Act >Desired input shaft speed gradient G Exp At this time, the clutch remains in its current position; the actual input shaft speed gradient G Act ≤Desired input shaft speed gradient G Exp At that time, the clutch engages.

[0062] Establish a third mapping relationship: the difference ΔZ between the actual input shaft speed impact and the desired impact—clutch engagement speed. Under the premise that the second mapping relationship satisfies the clutch engagement condition, when the actual input shaft speed impact Z... Act ≥Desired input shaft speed impact Z Exp At that time, accelerate the clutch engagement speed; actual input shaft speed impact Z Act <Desired input shaft speed impact Z Exp At this time, slow down the clutch engagement speed.

[0063] In the three mapping relationships mentioned above, the specific TSC1 required torque T Req The magnitude of the changes, the clutch engagement position, and the details of the clutch engagement speed need to be determined by calibration based on the actual vehicle performance, and will not be elaborated in this embodiment.

[0064] See Figures 3 to 5 :

[0065] M2 stage: When the actual input shaft speed n Act It exhibits a deviation from the desired input shaft speed n Exp When the trend is as follows, during this process, when the actual input shaft speed n Act With the desired input shaft speed n Exp When the gradient difference ΔG > 0, according to the first mapping relationship, the required torque T of TSC1 is... Req As the torque decreases from T1 to the preset torque value T2, the engine responds to the torque request from TSC1 by reducing the actual torque; according to the second mapping relationship, the clutch maintains the current position point P. ks Waiting for the actual input shaft speed n ActThe speed increases until time t2, at which point the rotational speed increases to the preset value n2.

[0066] M3 stage: When the actual input shaft speed n Act Starting from the preset speed value n2, gradually approach the desired input shaft speed n. Exp During this process, when the actual input shaft speed n Act With the desired input shaft speed n Exp When the gradient difference ΔG ≤ 0, according to the first mapping relationship, the required torque T of TSC1 is... Req The torque value increases from preset torque value T2 to preset torque value T3; according to the second mapping relationship, the clutch moves from position point P... st2 (i.e., the position point P after waiting) ks The engagement action begins, with the actual input shaft speed n. Act With the desired input shaft speed n Exp The impact difference ΔZ is positive at first and then negative; according to the third mapping relationship, the clutch engagement speed is fast at first and then slows down until time t3, when the clutch reaches the preset position point P3, and the actual input shaft speed n Act The speed is reduced to the preset speed n3 as the speed is adjusted.

[0067] In stages M4 to M7, corresponding to times t4 to t7: the cycle repeats the same process as stages M2 to M3, using the required torque T from TSC1. Req Adjustments, as well as clutch engagement position and engagement speed control, are made to determine the actual input shaft speed n. Act Closed-loop feedback regulation until the actual input shaft speed n Act Reaching the preset speed n7, the clutch reaches the end position P. End TSC1 required torque T Req To achieve the desired torque T of TSC1 Exp .

[0068] M8 Phase: During the set judgment time t Set Within this timeframe, up to time t8, if the following conditions are simultaneously met, the start-up jitter will be eliminated; if not, the actual input shaft speed n will be re-evaluated in the same manner as in stages M2 to M3. Act Closed-loop feedback regulation:

[0069] The difference between the actual input shaft speed and the desired input shaft speed Δn (n Act -n Exp )≤ Set input shaft speed deviation threshold n Set ;

[0070] The gradient difference ΔG(G) between the actual input shaft speed and the desired input shaft speed Act -G Exp )≤ set input axis gradient deviation threshold GSet ;

[0071] The difference in impact between the actual input shaft speed and the desired input shaft speed ΔZ (Z Act -Z Exp )≤ Set input shaft impact deviation threshold Z Set .

[0072] After the starting vibration is eliminated, the clutch returns to position P, the end position of the elimination process. End Start engaging to synchronization point P Syc Until the actual input shaft speed n Act Synchronized with the required engine speed, until time t9, the clutch slippage process ends, and the vehicle continues to complete the starting process.

[0073] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit them. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the present invention.

Claims

1. A method for eliminating start-up jitter based on clutch control, characterized in that, Includes the following steps: Step 1: Determine the desired input shaft speed n for this start-up process. Exp And based on the desired input shaft speed n Exp Calculate the desired input shaft speed gradient G Exp And the expected input shaft speed impact Z Exp ; Step 2: Obtain the actual input shaft speed n Act And based on the actual input shaft speed n Act Calculate the actual input shaft speed gradient G Act Impact Z of actual input shaft speed Act ; Step 3: Based on the actual input shaft speed gradient G Act With the desired input shaft speed gradient G Exp Adjust the torque demand T of TSC1 according to the size relationship conditions. Req Control the clutch engagement position; based on the actual input shaft speed and impact Z. Act Impact Z with desired input shaft speed Exp The magnitude relationship condition controls the clutch engagement speed; At the desired input shaft speed n Exp Given a fixed value, the actual input shaft speed gradient G is used. Act Impact Z of actual input shaft speed Act As a variable input, the required torque T is obtained through TSC1. Req Adjustments, as well as clutch engagement position and engagement speed control, are made to determine the actual input shaft speed n. Act The closed-loop feedback regulation makes the actual input shaft speed n Act Quickly and stably match the desired input shaft speed n Exp This ultimately eliminates starting jitter.

2. The method for eliminating starting jitter based on clutch control according to claim 1, characterized in that, In step 3, based on the actual input shaft speed gradient G Act With the desired input shaft speed gradient G Exp Size relationship conditions, actual input shaft speed impact Z Act Impact Z with desired input shaft speed Exp Based on the size relationship conditions, establish the following mapping relationship: First mapping relationship: When the actual input shaft speed gradient G Act >Desired input shaft speed gradient G Exp At that time, reduce the torque demand T of TSC1. Req To reduce the upward surge of the shaft speed; when the actual input shaft speed gradient G Act ≤Desired input shaft speed gradient G Exp At that time, the required torque T of TSC1 increases. Req To mitigate the decreasing trend of the first shaft speed; Second mapping relationship: When the actual input shaft speed gradient G Act >Desired input shaft speed gradient G Exp When the actual input shaft speed gradient G is reached, the clutch remains in its current position; when the actual input shaft speed gradient G is reached... Act ≤Desired input shaft speed gradient G Exp At that time, the clutch engages; The third mapping relationship: Under the premise of satisfying the clutch engagement conditions, when the actual input shaft speed impact Z... Act ≥Desired input shaft speed impact Z Exp At that time, increase the clutch engagement speed; when the actual input shaft speed impact Z Act <Desired input shaft speed impact Z Exp At this time, slow down the clutch engagement speed.

3. The method for eliminating starting jitter based on clutch control according to claim 2, characterized in that, In step 2, the actual input shaft speed n is obtained using the following method. Act : When the clutch disengages from point P Diseng The engagement begins, reaching contact point P at time t1. ks When the clutch pressure plate and friction plate begin to contact, and the transmission input shaft receives power from the engine, the actual input shaft speed n is obtained based on the pulse signal collected by the input shaft speed sensor. Act Record the actual input shaft speed n at that moment. Act The required torque T for n1 and TSC1 Req For T1; In step 3, the actual input shaft speed n is determined as follows: Act Closed-loop feedback regulation: A. When the actual input shaft speed n Act It exhibits a deviation from the desired input shaft speed n Exp When the trend is as follows, during this process, when the actual input shaft speed n Act With the desired input shaft speed n Exp When the gradient difference ΔG > 0, according to the first mapping relationship, the required torque T of TSC1 is... Req As the torque value T1 decreases to the preset torque value T2, the engine responds to the torque request from TSC1 and reduces the actual torque. According to the second mapping relationship, the clutch maintains the current position point P. ks Waiting for the actual input shaft speed n Act The speed increases until time t2, at which point the rotational speed increases to the preset value n2. B. When the actual input shaft speed n Act Starting from the preset speed value n2, gradually approach the desired input shaft speed n. Exp During this process, when the actual input shaft speed n Act With the desired input shaft speed n Exp When the gradient difference ΔG ≤ 0, according to the first mapping relationship, the required torque T of TSC1 is... Req Increase from the preset torque value T2 to the preset torque value T3; According to the second mapping relationship, the clutch starts from position point P. st2 The engagement action begins, with the actual input shaft speed n. Act With the desired input shaft speed n Exp The impact difference ΔZ is positive at first and then negative; According to the third mapping relationship, the clutch engagement speed is initially fast and then slows down until time t3, when the clutch reaches the preset position point P3, and the actual input shaft speed n Act The speed decreases to the preset speed n3 as the speed is adjusted. C. From time t4 to time t7, repeat steps A to B in the same manner to obtain the required torque T from TSC1. Req Adjustments, as well as clutch engagement position and engagement speed control, are made to determine the actual input shaft speed n. Act Closed-loop feedback regulation until the actual input shaft speed n Act Reaching the preset speed n7, the clutch reaches the end position P. End TSC1 required torque T Req To achieve the desired torque T of TSC1 Exp ; D. Set the judgment time t Set If the following conditions are met simultaneously, the start-up jitter will be eliminated; if not, return to step A: The difference Δn between the actual input shaft speed and the desired input shaft speed is less than or equal to the set input shaft speed deviation threshold n. Set ; The gradient difference ΔG between the actual input shaft speed and the desired input shaft speed is less than or equal to the set input shaft gradient deviation threshold G. Set ; The difference in impact between the actual input shaft speed and the desired input shaft speed, ΔZ, is less than or equal to the set input shaft impact deviation threshold Z. Set .

4. A method for eliminating starting jitter based on clutch control according to any one of claims 1-3, characterized in that, In step 1, the desired input shaft speed n for this start-up process is determined as follows: Exp : Based on the driver's starting intention, the actual engine torque, and vehicle parameter configuration information, obtain the starting driving force F applied to the tires for this start. q ; Based on the actual operating conditions of the vehicle, obtain the starting resistance F for this start. z ; Gradually increase the starting driving force F q Until the starting driving force F q > Starting resistance F z First, the desired acceleration for this starting process is obtained based on the car's driving equation. Then, based on the desired acceleration Determine the desired input shaft speed n for this start-up process. Exp .

5. The method for eliminating starting jitter based on clutch control according to claim 4, characterized in that, In step 1, the expression for the vehicle's driving equation is: ； In the formula: It is the acceleration due to gravity; This is the rotational mass conversion factor; As a dynamic factor; This is the road resistance coefficient.

6. A method for eliminating starting jitter based on clutch control according to any one of claims 1-3, characterized in that, In steps 1 and 2, the desired input shaft speed gradient G is calculated using the following formula. Exp And the expected input shaft speed impact Z Exp And the actual input shaft speed gradient G Act Impact Z of actual input shaft speed Act : ； In the formula: for Rotational speed at the next unit step; for Point rotation speed; for Click the time of the next unit step; for Point of time; for Point gradient; for The gradient at a time step of one unit; for Point of time; for The time incremented by one unit; It is a non-negative integer; It is a positive integer.

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