阅读说明：本技术 车辆防抖动控制方法、装置、车辆和计算机可读存储介质 (Vehicle anti-shake control method, device, vehicle and computer readable storage medium ) 是由 邱亚东 于 2019-04-01 设计创作，主要内容包括：本发明涉及车辆防抖动控制方法、车辆防抖动控制装置、车辆和计算机可读存储介质。所述车辆防抖动控制方法包括步骤：获取车辆在行驶期间的当前抖动频率和抖动幅度；判断所获取的抖动频率和抖动幅度是否处于各自的预设范围内：如果均是,则将车辆的离合器控制处于断开状态并保持一时长；输出目标挡位信号,将所述离合器控制处于接合状态。本发明实用性强、应用成本低,能够显著增强车辆的安全性和可靠性。(The invention relates to a vehicle anti-shake control method, a vehicle anti-shake control apparatus, a vehicle, and a computer-readable storage medium. The vehicle anti-shake control method includes the steps of: acquiring the current shaking frequency and shaking amplitude of the vehicle during running; judging whether the obtained jitter frequency and jitter amplitude are in respective preset ranges: if yes, controlling the clutch of the vehicle to be in a disconnected state and keeping the disconnected state for a period of time; and outputting a target gear signal and controlling the clutch to be in an engaged state. The invention has strong practicability and low application cost, and can obviously enhance the safety and reliability of the vehicle.)

1. A vehicle anti-shake control method characterized by comprising the steps of:

A. acquiring the current shaking frequency and shaking amplitude of the vehicle during running;

B. judging whether the obtained jitter frequency and jitter amplitude are in respective preset ranges: if yes, controlling the clutch of the vehicle to be in a disconnected state and keeping the disconnected state for a period of time; and

C. and outputting a target gear signal and controlling the clutch to be in an engaged state.

2. The vehicle anti-shaking control method according to claim 1, wherein in the step a, a current shaking frequency is calculated and acquired by an ESP, a TCU, or an EMS according to an operation parameter of the vehicle.

3. The vehicle anti-shake control method according to claim 2, in which the current shake frequency is calculated and obtained by the ESP from a current wheel speed of the vehicle.

4. The vehicle anti-shake control method according to claim 3, wherein in step B, a clutch release signal sent from an ESP is received by a TCU to place the clutch control in a released state, and in step C, the clutch control is placed in an engaged state by the TCU.

5. The vehicle anti-shake control method according to claim 1, wherein the duration is a preset value, the preset value including 150 ms; alternatively, the time duration is determined according to the following steps:

continuing to acquire the current dithering frequency and/or dithering amplitude of the vehicle from after the clutch control is in the off state until such time as the acquired dithering frequency is not within its preset range and/or the acquired dithering amplitude is not within its preset range.

6. The vehicle anti-shake control method according to any of claims 1-5, wherein the preset range of shake frequencies is a resonant frequency range of a vehicle suspension.

7. The vehicle anti-shake control method according to any one of claims 1-5, in which the vehicle includes a fuel-powered vehicle, a pure electric vehicle, a hybrid vehicle.

8. An anti-shake control apparatus for a vehicle, comprising a processor and a memory for storing instructions, wherein the processor implements the anti-shake control method for a vehicle according to any one of claims 1 to 7 when the instructions are executed.

9. A vehicle characterized by comprising the vehicle anti-shake control apparatus according to claim 8.

10. A computer-readable storage medium storing instructions for implementing a vehicle anti-shake control method according to any one of claims 1-7 when executed.

Technical Field

The present invention relates to the field of vehicle technologies, and in particular, to a vehicle anti-shake control method, a vehicle anti-shake control apparatus, a vehicle, and a computer-readable storage medium.

Background

During driving of a vehicle, for example on a road surface that forms a smooth surface due to standing water, icing, etc., a jerking phenomenon sometimes occurs, which may be caused by the powertrain in general. Such a chattering phenomenon is undesirable because it easily reaches the resonance frequency of the vehicle suspension, causing not only damage to the power train, suspension, etc. of the vehicle, but also discomfort to the driver and passengers, making them feel very bad and possibly affecting driving safety.

In view of the above-mentioned vehicle shaking problem, although the prior art has provided some control means, they still have shortcomings in aspects such as shaking control effect, operation complexity, practicality, application cost, etc.

Disclosure of Invention

In view of the above, the present invention provides a vehicle anti-shake control method, a vehicle anti-shake control apparatus, a vehicle, and a computer-readable storage medium, which solve or at least alleviate one or more of the above-mentioned problems and other problems in the prior art.

First, according to a first aspect of the present invention, there is provided a vehicle anti-shake control method including the steps of:

A. acquiring the current shaking frequency and shaking amplitude of the vehicle during running;

B. judging whether the obtained jitter frequency and jitter amplitude are in respective preset ranges: if yes, controlling the clutch of the vehicle to be in a disconnected state and keeping the disconnected state for a period of time; and

C. and outputting a target gear signal and controlling the clutch to be in an engaged state.

Secondly, according to a second aspect of the present invention, there is provided a vehicle anti-shake control apparatus comprising a processor and a memory for storing instructions, the processor implementing a vehicle anti-shake control method as claimed in any one of the above when the instructions are executed.

Further, according to a third aspect of the invention, there is provided a vehicle including the vehicle anti-shake control apparatus as described above.

Further, according to a third aspect of the present invention, there is provided a computer-readable storage medium for storing instructions that, when executed, implement the vehicle anti-shake control method according to any one of the above.

By adopting the technical scheme of the invention, the vehicle can be quickly and effectively controlled or prevented from shaking during running, the damage to a power transmission system, a suspension and the like of the vehicle caused by vehicle shaking is reduced or eliminated, the practicability is strong, the application cost is low, and the safety and the reliability of the vehicle can be obviously enhanced.

Drawings

FIG. 1 is a flow chart of an embodiment of a vehicle anti-shake control method.

Fig. 2 is a control principle schematic diagram of an embodiment of the anti-shaking control method of the vehicle shown in fig. 1.

Detailed Description

Referring to fig. 1 and 2, the general flow and control principle of an embodiment of a vehicle anti-shake control method according to the invention is shown in the two figures, respectively, for illustrative purposes only.

As shown in fig. 2, when the vehicle is running on, for example, a slippery road surface, although the vehicle driving torque curve C4 changes very smoothly over the period t, the wheel speed curve C5 changes sharply over the period t (particularly, the period t2 therein), that is, the vehicle shake phenomenon has occurred, which is generally the duration (e.g., 900ms, etc.) during which the vehicle suspension generates the resonance frequency. By adopting the vehicle anti-shaking control method, the anti-shaking control method can be quickly and effectively controlled, so that the adverse damage to a vehicle power train, a suspension and the like is reduced or avoided.

In the given embodiment, as shown in fig. 1, the vehicle anti-shake control method may include the steps of:

first, in step S11, during the running of the vehicle (such as a fuel-powered vehicle, a pure electric vehicle, a hybrid vehicle, etc.), the current shaking frequency and shaking amplitude of the vehicle during the running can be obtained, and the method of the present invention allows the above data to be obtained in any possible way, which will be used for the analysis and control process of the shaking condition of the vehicle.

For example, as for the dithering frequency, the current dithering frequency may be calculated and obtained according to the operating parameters of the vehicle (such as wheel speed, rotational speed of the transmission input shaft, engine speed, etc.) through esp (electronic Stability program), tcu (transmission Control unit), ems (engine Management system), or other components, units, modules, etc. on the vehicle. For example, the current wheel speed of the vehicle may be acquired by a wheel speed sensor, and then calculated based on the acquired current wheel speed (as shown in fig. 2 as a wheel speed curve C5) using the ESP, so that the current shaking frequency of the vehicle during running may be obtained.

In addition, the jitter amplitude can be obtained by, for example, providing any suitable detection component, unit or module such as a gyroscope on the vehicle, and the specific number, arrangement position, model, configuration, etc. of the detection component, unit or module can be flexibly set according to the actual application requirements, which is known and can be realized by those skilled in the art.

Next, in step S12, it is determined whether the acquired dither frequency is within its preset range, and at the same time, it is determined whether the acquired dither amplitude is within its preset range. In order to be able to better satisfy various application scenarios, the inventive method allows a flexible setting of the respective preset ranges of the dithering frequency and the dithering amplitude. For example, in some embodiments, the preset range of dithering frequencies may be set to a resonant frequency range of the vehicle suspension (e.g., 7 Hz-15Hz, etc.); in other embodiments, the predetermined range of dither frequencies may be set to be greater than or less than the resonant frequency range described above to provide more targeted control operation. It will be understood that a similar arrangement may be made for a preset range of the dither amplitude, i.e. it is contemplated to set it to be greater or less than the range of the dither amplitude at which the vehicle suspension resonates.

Next, in step S13, if it can be determined via the above step S12 that the acquired shudder frequency and shudder amplitude are both within respective preset ranges (i.e., indicated by using the character "Y" in fig. 1), the clutch of the vehicle can be controlled, for example, by the TCU receiving the clutch open signal sent from the ESP to be in an open state and to be maintained for a period of time, so that vehicle shudder, for example, in the original time period t2 shown in fig. 2 can be eliminated, and damage to the vehicle powertrain and suspension can be effectively reduced or avoided.

It should be understood that if it is determined via step S12 that at least one of the obtained vehicle shake frequency and shake amplitude is not within the preset range (i.e., indicated by the character "N" in fig. 1), it indicates that the vehicle shake phenomenon does not occur currently, and therefore it is not necessary to perform control operations such as the subsequent steps S13 and S14, and the previous step S11 may be returned to, i.e., the current shake frequency and shake amplitude of the vehicle during traveling are continuously monitored and obtained, and then step S12 is performed, and the time interval period between the above steps may be flexibly set according to the application requirements, for example, may be set to a zero value or any suitable non-zero value.

Of course, in some embodiments, after it is determined via step S12 that at least one of the acquired dithering frequency and dithering amplitude is not within its preset range, other processing manners are allowed. For example, in some application cases, the operation may be ended as it is, i.e., the subsequent operation is stopped without returning to step S11; as another example, in some other application scenarios, step S11 may be restarted later, e.g., by a user or the like, if desired.

Referring to fig. 2, two operating state signals of the clutch, which can be controlled by the TCU, are schematically indicated by reference numerals C0 and C1, respectively, to indicate that the clutch is in a disengaged state and an engaged state, respectively, controlled by the TCU, and a target gear signal C2, an accelerator pedal signal C3 and a vehicle speed curve C6 are also schematically drawn to illustrate the control process. In an alternative scenario, the duration of time that the clutch remains in the disengaged state may be set directly to a specific value, such as that indicated at t1 in fig. 2 (e.g., 150ms or other suitable value), which may be set based on actual demand conditions, vehicle test data, etc.

Furthermore, the inventive method also allows the above-mentioned period of time to be determined in dependence on the actual operating conditions of the vehicle. For example, the period of time may be a time actually accumulated from when the current shake frequency (and/or shake amplitude) of the vehicle continues to be acquired after the clutch is controlled to be in the off state until it is determined that the acquired shake frequency is not within the preset range (and/or the acquired shake amplitude is not within the preset range).

Then, in step S14, a target shift signal (as shown in fig. 2 as a target shift signal C2) is output so that the clutch control can be in an engaged state (as shown in fig. 2 as a clutch operating state signal C1 that can be achieved by the TCU control), for example, by the TCU, thereby ending the above control process, enabling quick and effective control of the occurrence of a hunting phenomenon of the vehicle during running, which can not only enhance the safety protection performance of the vehicle, but also improve the comfort and satisfaction of the vehicle occupants.

In addition, the present invention provides a vehicle anti-shake control apparatus that may include a processor and a memory for storing instructions. When the instructions are executed, a processor in the vehicle anti-shake control apparatus may implement the vehicle anti-shake control method according to the present invention so as to exert the aforementioned apparent technical advantages with the solution of the present invention.

According to an aspect of the present invention, there is also provided a vehicle, wherein the vehicle anti-shake control apparatus may be disposed on the vehicle. It should be understood that vehicles according to the present invention may include, but are not limited to, numerous types of vehicles such as fuel powered vehicles, electric only vehicles, hybrid vehicles, and the like.

In addition, the present invention also provides a computer-readable storage medium for storing instructions that, when executed, may implement the vehicle anti-shake control method according to the present invention.