CN109421728B

CN109421728B - Self-adaptive anti-shake control method and device for automobile

Info

Publication number: CN109421728B
Application number: CN201710719054.7A
Authority: CN
Inventors: 朱军; 赵鑫; 孙俊; 张霏霏; 谷靖
Original assignee: SAIC Motor Corp Ltd
Current assignee: SAIC Motor Corp Ltd
Priority date: 2017-08-21
Filing date: 2017-08-21
Publication date: 2020-08-11
Anticipated expiration: 2037-08-21
Also published as: CN109421728A

Abstract

An automobile self-adaptive anti-shake control method and device comprises the following steps: when the tooth surface is reversed, whether preset anti-shake control time and/or preset anti-shake control force is adjusted or not is judged based on historical multi-time anti-shake control results; when the judgment result shows that the preset anti-shake control opportunity and/or the preset anti-shake control strength need to be adjusted, determining the opportunity adjustment amount of the preset anti-shake control opportunity and/or the strength adjustment amount of the preset anti-shake control strength according to at least one time of the historical anti-shake control results; and updating the preset anti-shake control time and/or the preset anti-shake control force based on the time adjustment amount and/or the force adjustment amount. By the technical scheme provided by the invention, a better anti-shake control effect of the automobile can be obtained, and more comfortable driving experience is provided for a user.

Description

Self-adaptive anti-shake control method and device for automobile

Technical Field

The invention relates to the technical field of automobile anti-shake control, in particular to an automobile self-adaptive anti-shake control method and device.

Background

With the rapid development of the automobile industry, automobiles, one of the most convenient vehicles in the current society, are inseparable from the daily lives of people. In the field of manufacturing and selling of ascending automobiles by more and more manufacturers, in the face of increasingly intense market competition, the driving comfort intuitively felt by a user when driving an automobile is the key to determining whether the automobile can stabilize the heel in a market station, and the quality of the driving comfort of the user is closely related to the anti-shake control level of the automobile. The existing anti-shake control of the automobile mainly comprises two aspects, wherein one is the anti-shake control of an automobile transmission system, and the other is the anti-shake control when the automobile is parked and put into gear.

The anti-shake control of the automobile is closely related to the tooth surface fit degree of the automobile during tooth surface reversing to a great extent, and in daily use of the automobile, because a gap exists between the tooth surface and the tooth surface of the automobile, rotating speed fluctuation can be generated during tooth surface reversing, and at the moment, the torque force and/or the torque acting time acting on the tooth surface need to be adjusted, so that the rotating speed fluctuation is controlled in a small range.

At the present stage, most automobile manufacturers generally adopt a mode of presetting calibration parameters to realize anti-shake control on automobiles, for example, the fluctuation change of the rotating speed of the automobiles is monitored in the process of advancing or parking and engaging the automobiles, and anti-shake control is carried out on the basis of the set force magnitude at the set time through the preset calibration parameters, so that the influence of the fluctuation of the rotating speed on the driving comfort of users is inhibited, and the requirement of the users on the driving comfort can be met to a certain extent. However, in the existing technical solution, the preset calibration parameter is not changed in the life cycle of the vehicle, once the preset calibration parameter is not reasonable enough, or the vehicle is poor, and the mechanical structure is aged and worn, especially along with the increase of the service life of the vehicle, the tooth surface gap between the tooth surface and the tooth surface is continuously enlarged due to friction and other reasons, if the anti-shake control force and the anti-shake control opportunity are determined based on the early preset calibration parameter, the problem of untimely compensation and the like is likely to be caused, and the problem that the rotation speed fluctuation of the vehicle in the use process cannot be timely eliminated by the existing anti-shake control method for the vehicle is caused, so that the anti-shake control effect of the vehicle is greatly reduced, and the improvement of the driving comfort of the user is.

At present, in most cases, users can only realize anti-shake control of automobiles based on preset calibration parameters in automobiles, and accordingly, the requirements of driving comfort of users are met. However, the problem of rotation speed fluctuation caused by tooth surface reversing due to operation change of a driver cannot be effectively solved by the scheme, and hidden danger is further improved for driving comfort of a user.

Disclosure of Invention

The anti-shake control method and the anti-shake control device solve the technical problems that in the prior art, anti-shake control is carried out based on preset calibration parameters, anti-shake control force and/or anti-shake control opportunity cannot be better determined based on the historical compensation effect of a vehicle, and driving comfort of a user is not facilitated to be improved.

In order to solve the above technical problem, an embodiment of the present invention provides an automobile adaptive anti-shake control method, including the following steps: when the tooth surface is reversed, whether preset anti-shake control time and/or preset anti-shake control force is adjusted or not is judged based on historical multi-time anti-shake control results; when the judgment result shows that the preset anti-shake control opportunity and/or the preset anti-shake control strength need to be adjusted, determining the opportunity adjustment amount of the preset anti-shake control opportunity and/or the strength adjustment amount of the preset anti-shake control strength according to at least one time of the historical anti-shake control results; and updating the preset anti-shake control time and/or the preset anti-shake control force based on the time adjustment amount and/or the force adjustment amount.

Optionally, the control method further includes the following steps: and adjusting the automobile based on the updated preset anti-shake control opportunity and/or the updated preset anti-shake control force so as to realize tooth surface fitting.

Optionally, the control method further includes the following steps: and when the judgment result shows that the preset anti-shake control opportunity and the preset anti-shake control force do not need to be adjusted, adjusting the automobile at the preset anti-shake control opportunity according to the preset anti-shake control force so as to realize tooth surface fitting.

Optionally, the preset anti-shake control time and the preset anti-shake control force are associated with a vehicle state of the vehicle.

Optionally, the determining whether to adjust the preset anti-shake control opportunity and/or the preset anti-shake control strength based on the historical multiple anti-shake control results includes the following steps: searching a plurality of historical anti-shake control results matched with the vehicle state of the automobile in historical data; and when the superposition of the multiple historical anti-shake control results exceeds a preset standard range, determining to adjust the preset anti-shake control opportunity and/or preset anti-shake control strength.

Optionally, the determining whether to adjust the preset anti-shake control opportunity and/or the preset anti-shake control strength based on the historical multiple anti-shake control results further includes: and when any one historical anti-shake control result in the multiple historical anti-shake control results exceeds the preset standard range, determining to adjust the preset anti-shake control time and/or preset anti-shake control force.

Optionally, it is determined that a tooth flank commutation has occurred by: extracting rotation speed fluctuation in the rotation speed signal of the automobile based on a preset frequency band; determining that the tooth flank commutation has occurred when the cumulative sum of the rotational speed fluctuations exceeds a preset threshold over a period of time.

Optionally, it is also determined that a tooth flank commutation has occurred by: and determining that the tooth surface commutation occurs when the rotation speed fluctuation exceeds a preset threshold at any one time.

Optionally, the vehicle state includes any one or more of the following states: a shift lever position of the vehicle; an accelerator pedal state of the vehicle; a brake pedal state of the vehicle.

The embodiment of the invention also provides an automobile self-adaptive anti-shake control device, which comprises: the judging module is used for judging whether to adjust preset anti-shake control opportunity and/or preset anti-shake control force or not based on historical multi-time anti-shake control results when the tooth surface is reversed; the first determining module is used for determining the timing adjustment amount of the preset anti-shake control opportunity and/or the force adjustment amount of the preset anti-shake control force according to at least one time of the historical multi-time anti-shake control results when the judgment result shows that the preset anti-shake control opportunity and/or the preset anti-shake control force need to be adjusted; and the updating module is used for updating the preset anti-shake control opportunity and/or the preset anti-shake control strength based on the opportunity adjustment amount and/or the strength adjustment amount.

Optionally, the control device further includes: and the first adjusting module is used for adjusting the automobile based on the updated preset anti-shake control opportunity and/or the updated preset anti-shake control force so as to realize tooth surface fitting.

Optionally, the control device further includes: and the second adjusting module is used for adjusting the automobile at the preset anti-shake control opportunity according to the preset anti-shake control force when the judgment result shows that the preset anti-shake control opportunity and the preset anti-shake control force are not required to be adjusted, so that tooth surface fitting is realized.

Optionally, the determining module includes: the searching submodule is used for searching a plurality of historical anti-shake control results matched with the vehicle state of the automobile in historical data; and the first determining submodule determines to adjust the preset anti-shake control opportunity and/or the preset anti-shake control strength when the superposition of the multiple historical anti-shake control results exceeds a preset standard range.

Optionally, the determining module further includes: and the second determining submodule determines to adjust the preset anti-shake control opportunity and/or the preset anti-shake control strength when any one historical anti-shake control result in the multiple historical anti-shake control results exceeds the preset standard range.

Optionally, the control device further includes a second determining module, where the second determining module includes an extracting sub-module and a third determining sub-module, and the extracting sub-module and the third determining sub-module determine that the tooth surface commutation occurs by: the extraction submodule is used for extracting the rotation speed fluctuation in the rotation speed signal of the automobile based on a preset frequency band; the third determination submodule determines that the tooth flank commutation has occurred when the cumulative sum of the rotational speed fluctuations exceeds a preset threshold value over a period of time.

Optionally, the second determining module further includes a fourth determining submodule that determines that the tooth surface commutation has occurred by: and the fourth determining submodule determines that the tooth surface commutation occurs when the rotation speed fluctuation exceeds a preset threshold at any moment.

Compared with the prior art, the technical scheme of the embodiment of the invention has the following beneficial effects:

when the tooth surface is reversed, whether preset anti-shake control opportunity and/or preset anti-shake control force is adjusted or not is judged based on historical multiple anti-shake control results, when the judgment result shows that the preset anti-shake control opportunity and/or the preset anti-shake control force needs to be adjusted, opportunity adjustment quantity of the preset anti-shake control opportunity and/or force adjustment quantity of the preset anti-shake control force are determined according to at least one time in the historical multiple anti-shake control results, and the preset anti-shake control opportunity and/or the preset anti-shake control force are updated according to the opportunity adjustment quantity and/or the force adjustment quantity. Compared with the existing technical scheme for anti-shake control based on the preset calibration parameters, the technical scheme provided by the embodiment of the invention can effectively solve the problem that the anti-shake control force and/or the anti-shake control opportunity cannot be timely adjusted according to the actual condition of the vehicle and the historical anti-shake control effect of the vehicle caused by the fixed calibration parameters, and is beneficial to improving the user experience.

Furthermore, the automobile is adjusted based on the updated preset anti-shake control opportunity and/or the updated preset anti-shake control force to achieve tooth surface fitting, so that the anti-shake control effect after the anti-shake control scheme provided by the embodiment of the invention is adopted can be closer to the actual condition of the automobile, and the driving comfort of a user is improved.

Furthermore, the rotating speed signal of the automobile is filtered based on a preset frequency band, so that rotating speed fluctuation is extracted from the rotating speed signal, and when the accumulated sum of the rotating speed fluctuation exceeds a preset threshold value or any moment in a period of time, the tooth surface reversing is determined to occur when the rotating speed fluctuation exceeds the preset threshold value, so that whether the tooth surface reversing occurs at present or not is identified more accurately, anti-shaking control on the automobile is facilitated in time, and user experience is optimized.

Drawings

Fig. 1 is a flowchart of an adaptive anti-shake control method for a vehicle according to a first embodiment of the invention;

FIG. 2 is a flow chart of an adaptive anti-shake control method for a vehicle according to a second embodiment of the invention;

FIG. 3 is a flowchart illustrating an adaptive anti-shake control method for a vehicle according to a third embodiment of the present invention;

fig. 4 is a schematic structural diagram of an adaptive anti-shake control apparatus for a vehicle according to a fourth embodiment of the present invention.

Detailed Description

The technical personnel in the field understand, as the background art says, the prior art still limits to carrying out anti-shake control to the car through predetermined calibration parameter, but, along with the increase of car service life, the inside mechanical structure of car is ageing wearing and tearing gradually, calibration parameter no longer is applicable to the current actual conditions of car, probably causes the unreasonable situation of anti-shake control effect for the anti-shake control effect to the car is unsatisfactory, is unfavorable for user's driving comfort experience.

In order to solve the technical problem, the technical scheme of the invention judges whether to adjust the preset anti-shake control opportunity and/or the preset anti-shake control strength based on historical multi-time anti-shake control results, determines the opportunity adjustment amount of the preset anti-shake control opportunity and/or the preset anti-shake control strength according to at least one time of the historical multi-time anti-shake control results when the judgment result shows that the preset anti-shake control opportunity and/or the preset anti-shake control strength need to be adjusted, and updates the preset anti-shake control opportunity and/or the preset anti-shake control strength according to the opportunity adjustment amount and/or the strength adjustment amount.

The technical scheme of the embodiment of the invention can effectively solve the problem that the anti-shake control strength and/or anti-shake control opportunity cannot be timely adjusted according to the actual condition of the vehicle and the historical anti-shake control effect of the vehicle caused by the fixed calibration parameters, and is beneficial to improving the user experience. Furthermore, the rotating speed signal of the automobile is filtered based on a preset frequency band, so that rotating speed fluctuation is extracted from the rotating speed signal, and when the accumulated sum of the rotating speed fluctuation exceeds a preset threshold value or any moment in a period of time, the tooth surface reversing is determined to occur when the rotating speed fluctuation exceeds the preset threshold value, so that whether the tooth surface reversing occurs at present is identified more accurately, anti-shaking control of the automobile is facilitated in time, and driving comfort of a user is improved.

In order to make the aforementioned objects, features and advantages of the present invention comprehensible, embodiments accompanied with figures are described in detail below.

Fig. 1 is a flowchart of an adaptive anti-shake control method for a vehicle according to a first embodiment of the invention. The automobile can comprise a traditional automobile driven by fuel oil, and can also comprise a new energy automobile driven by pure electric power, series connection or parallel connection type hybrid power.

Specifically, in the present embodiment, step S101 is first executed, and when the tooth surface commutation occurs, it is determined whether to adjust the preset anti-shake control timing and/or the preset anti-shake control strength based on the multiple anti-shake control results in history. More specifically, the anti-shake control result includes a change situation of the fluctuation of the rotating speed of the automobile before and after the automobile is historically adjusted at a preset anti-shake control opportunity according to the preset anti-shake control force. In a preferred embodiment, when the gear surface is reversed, the vehicle may determine whether the timing and the strength of the current anti-shake control need to be adjusted by combining the historical anti-shake control results for multiple times before executing the anti-shake control, and if the historical anti-shake control results for multiple times are consistent with expectations (for example, the rotation speed fluctuation of the vehicle is successfully suppressed to a range that meets the driving comfort experience of the user), determine not to adjust the preset anti-shake control timing and the preset anti-shake control strength; and if the historical anti-shake control results are not as expected (for example, the preset anti-shake control time is set too late, so that the rotation speed fluctuation of the automobile cannot be completely inhibited), determining to adjust the preset anti-shake control time and/or the preset anti-shake control strength.

And then, executing step S102, and when the judgment result indicates that the preset anti-shake control opportunity and/or the preset anti-shake control strength need to be adjusted, determining an opportunity adjustment amount of the preset anti-shake control opportunity and/or a strength adjustment amount of the preset anti-shake control strength according to at least one of the historical anti-shake control results. In a preferred embodiment, the preset anti-shake control time and the preset anti-shake control force are both required to be adjusted, and the vehicle may determine the time adjustment amount of the preset anti-shake control time and the force adjustment amount of the preset anti-shake control force according to the latest anti-shake control result in the multiple historical anti-shake control results.

And finally, executing step S103, updating the preset anti-shake control time and/or the preset anti-shake control strength based on the time adjustment amount and/or the strength adjustment amount. In a preferred embodiment, if the determination result in step S101 indicates that both the preset anti-shake control timing and the preset anti-shake control strength need to be adjusted, this step updates the preset anti-shake control timing based on the timing adjustment amount determined in step S102, and updates the preset anti-shake control strength based on the strength adjustment amount determined in step S102. Further, the preset anti-shake control opportunity is used for representing the specific time for anti-shake control of the automobile; the preset anti-shake control force is used for representing the acting force (such as torque) applied to the tooth surface of the automobile, so that the tooth surface and the tooth surface can be better attached to each other, and the problem of shake of the automobile in the using process is better solved.

Furthermore, the tooth surface reversing may mean that when the gear operation direction of the automobile is changed, the contact direction between the tooth surface and the tooth surface of the gear is changed correspondingly. For example, the gear change may be caused by a change in the position of the shift lever when the vehicle is in a parking position, wherein the parking position may be the position of the shift lever of the vehicle when the vehicle is in a stationary state.

Further, the preset anti-shake control opportunity and the preset anti-shake control force can be preset, for example, a theoretical reference value is set in advance when the automobile leaves a factory, and then the preset anti-shake control opportunity and/or the preset anti-shake control force are adjusted according to the actual use condition of the automobile and combined with the historical multi-time anti-shake control results, so that the anti-shake control effect on the automobile cannot be influenced by the service life of the automobile, and the driving comfort experience of a user is effectively maintained or even improved.

As a variation, the step S102 may further determine the timing adjustment amount and the force adjustment amount according to the latest anti-shake control result of the plurality of historical anti-shake control results.

As another variation, if the determination result in step S101 indicates that the preset anti-shake control timing needs to be adjusted, step S102 may determine the timing adjustment amount according to one or more previous anti-shake control results that are not as good as the expected anti-shake control result due to unreasonable preset anti-shake control timing among the previous anti-shake control results. Similarly, when the judgment result in the step S101 indicates that the preset anti-shake control strength needs to be adjusted, the step S102 may further determine the strength adjustment amount according to one or more expected historical anti-shake control results, which are determined in the historical multi-anti-shake control results and result in that the anti-shake control result is not better than the expected anti-shake control result due to unreasonable preset anti-shake control strength.

As another variation, if the determination result in step S101 indicates that only the preset anti-shake control timing needs to be adjusted, step S103 updates the preset anti-shake control timing based on the timing adjustment amount determined in step S102, and keeps the value of the preset anti-shake control strength unchanged. Similarly, if the determination result in the step S101 indicates that only the preset anti-shake control force needs to be adjusted, the step S103 updates the preset anti-shake control force based on the force adjustment amount determined in the step S102, and keeps the value of the preset anti-shake control time constant.

In a variation of this embodiment, after the step S103, the method further includes the steps of: and adjusting the automobile based on the updated preset anti-shake control opportunity and/or the updated preset anti-shake control force so as to realize tooth surface fitting. For example, when the judgment result of the step S101 indicates that the preset anti-shake control opportunity and the preset anti-shake control force are both required to be adjusted, the vehicle determines and updates the preset anti-shake control opportunity based on the opportunity adjustment amount by executing the step S102 and the step S103, determines and updates the preset anti-shake control force based on the force adjustment amount, and then adjusts the vehicle according to the updated preset anti-shake control force at the updated preset anti-shake control opportunity, so as to better achieve tooth surface fitting and eliminate the influence of rotation speed fluctuation on driving comfort experience of a user.

For another example, when the determination result in step S101 indicates that only the preset anti-shake control timing needs to be adjusted, the vehicle determines and updates the preset anti-shake control timing based on the timing adjustment amount by executing step S102 and step S103, and then adjusts the vehicle according to the preset anti-shake control strength at the updated preset anti-shake control timing, in this example, the preset anti-shake control strength remains unchanged (for example, the preset anti-shake control strength is the same as the preset anti-shake control strength in the previous anti-shake control history). For another example, when the determination result in the step S101 indicates that only the preset anti-shake control force needs to be adjusted, the vehicle determines and updates the preset anti-shake control force based on the force adjustment amount by executing the step S102 and the step S103, and then adjusts the vehicle according to the updated preset anti-shake control force at the preset anti-shake control time, which in this example is kept unchanged (for example, the preset anti-shake control time is the same as the preset anti-shake control time in the previous anti-shake control history).

In another variation of this embodiment, if the determination result in the step S101 indicates that the preset anti-shake control time and the preset anti-shake control force do not need to be adjusted, the vehicle is adjusted at the preset anti-shake control time according to the preset anti-shake control force, so as to achieve tooth surface attachment. For example, analysis and judgment on the historical multiple anti-shake control results show that the preset anti-shake control opportunity and the preset anti-shake control force can effectively eliminate the rotation speed fluctuation of the automobile, so that the automobile can be subjected to anti-shake control at this time directly according to the preset anti-shake control opportunity and the preset anti-shake control force.

In a typical application scenario, the technical solution of the embodiment of the present invention may be applied to adaptive anti-shake control of a transmission system of the vehicle. In this application scenario, the preset anti-shake control force may be a compensation amount (i.e. a torque magnitude) of a reverse torque compensation, where the reverse torque compensation is used to provide a reverse torque for the transmission system, and the rotation speed fluctuation caused by the tooth surface commutation is controlled in a small range by applying a reaction force. Further, the preset anti-shake control timing may be a compensation timing at which the reverse torque compensation is performed; the historical multi-time anti-shake control result can be a compensation result of multi-time historical reverse torque compensation of the automobile recorded in historical data. Further, the transmission system may be a power transmission device between an engine and drive wheels of the automobile.

For example, if the compensation result of the historical reverse torque compensation is in agreement with expectations (for example, the rotation speed fluctuation of the automobile is successfully suppressed within a range in accordance with the driving comfort experience of the user), it is determined that the compensation timing and the compensation amount of the reverse torque compensation (i.e., the preset anti-shake control timing and the preset anti-shake control force) employed when the historical reverse torque compensation is performed are not adjusted. For another example, if the compensation effect obtained by performing the historical reverse torque compensation is not as good as expected (for example, if the compensation timing for performing the historical reverse torque compensation is too late, the rotation speed fluctuation of the vehicle cannot be completely suppressed), the compensation timing to be used when performing the reverse torque compensation is determined and adjusted, so that the rotation speed fluctuation of the vehicle can be more effectively suppressed.

Preferably, in the present application scenario, the timing adjustment amount may be an advance phase (e.g., 50 milliseconds) relative to the historical compensation timing, which is also recorded in the historical data and corresponds to the compensation result of the historical reverse torque compensation. Further, the advance phase is used to represent an optimal advance of the historical compensation timing, so as to obtain an optimal compensation result of the historical reverse torque compensation. Preferably, the advance phase may be represented based on a time period. In a preferred embodiment, if the multiple compensation results indicate that the rotation speed fluctuation of the vehicle is not timely changed or is not expected to be changed after the historical reverse torque compensation is performed at the historical compensation timing, the advance phase relative to the historical compensation timing is determined based on the rotation speed fluctuation conditions before and after the historical reverse torque compensation is performed, so that when the same rotation speed fluctuation of the vehicle occurs in the future, the compensation timing of the reverse torque compensation can be performed in advance based on the advance phase, and a better compensation result of the reverse torque compensation can be obtained.

Further, the advance phase may also be zero, i.e., if the compensation result of the historical reverse torque compensation has met the driving comfort requirement of the user, there is no need to adjust the preset anti-shake control timing. Further, the advance phase may also be used to indicate a time period delayed with respect to a historical compensation timing, that is, the historical compensation timing of the historical reverse torque compensation is too early, so that the compensation result of the historical reverse torque compensation fails to reach the expected effect, and then the time period determined based on the advance phase is delayed backwards by a corresponding time on the basis of the preset anti-shake control timing, so as to update the anti-shake control timing.

In another typical application scenario, the technical solution of the embodiment of the present invention may be further applied to adaptive anti-shake control during the parking stage of the vehicle. In this application scenario, the preset anti-shake control force may be an output torque of a power source of the automobile, wherein the output torque of the power source may be a certain amount of torque output by power sources such as a motor of the automobile to a tooth surface, so that the gear can rotate to realize tooth surface fitting, and a gap between the tooth surface of the gear and the tooth surface is reduced. Further, the preset anti-shake control timing may be a specific time for outputting the output torque; the historical multi-time anti-shake control result may be a torque output result of a plurality of times of historical output torque recorded in historical data (for example, a rotation speed fluctuation situation when the automobile starts after the historical output torque is applied).

For example, the output torque of the power source is preset (that is, the preset anti-shake control force is preset) when the automobile leaves a factory, when the automobile is parked and put into gear, the torque is output based on the preset output torque of the power source, then the automobile is started, and whether the preset output torque of the power source is appropriate is judged by collecting the rotation speed fluctuation condition when the automobile is started. And if not, adjusting the output torque of the preset power source so as to perform anti-shake control on the automobile based on the adjusted output torque of the power source when the automobile is parked and put into gear again next time. Preferably, in this application scenario, the preset anti-shake control timing may be a next time when the tooth surface of the automobile is detected to be reversed or a preset time after the next time, and those skilled in the art may change more embodiments according to actual needs, which is not described herein again.

Preferably, the force adjustment amount and the output torque can be expressed based on international unit Nm. The technical scheme of the embodiment of the invention determines an adjusting parameter (namely the force adjusting amount) relative to the output torque according to the torque output result of the multiple times of historical output torques, and adjusts the output torque based on the adjusting parameter. Preferably, the adjustment parameter is used to represent an optimal correction value of the output torque, so as to obtain an optimal torque output result of the output torque.

In a non-limiting example, if the torque output results of the plurality of times of historical output torques indicate that the rotation speed fluctuation at the time of starting the automobile is not significantly suppressed or the suppression effect is not as expected after the application of the historical output torque to the tooth surface, an adjustment parameter relative to the historical output torque is determined based on the rotation speed fluctuation at the time of starting the automobile after the application of the historical output torque, and the output torque of the power source is adjusted based on the adjustment parameter. For example, if the adjustment parameter is 5 nm, 5 nm is added to the historical output torque, and the adjusted output torque is updated to the output torque of the power source.

Further, the adjustment parameter may be zero, that is, if the torque output result of the historical output torque meets the driving comfort requirement of the user, the output torque of the power source does not need to be adjusted. Further, the adjustment parameter may be used to indicate a reduced torque magnitude relative to a historical output torque, that is, if the historical output torque is too large, which may result in an excessive torque output of the historical output torque, which may in turn result in an increased speed fluctuation when the vehicle starts, the output torque of the power source may be obtained by reducing the torque magnitude based on a value determined by the adjustment parameter based on the historical output torque.

By last, adopt the scheme of first embodiment, can effectively improve the actual conditions that can't in time adjust anti-shake control dynamics and/or anti-shake control opportunity's problem according to the actual conditions of vehicle that fixed calibration parameter leads to among the current scheme to and the historical anti-shake control effect of vehicle, even the car is along with the increase of service life, and mechanical structure is ageing gradually or, wearing and tearing, adopt this embodiment technical scheme still can effectively satisfy user's driving comfort requirement, is favorable to user experience.

Fig. 2 is a flowchart of an adaptive anti-shake control method for a vehicle according to a second embodiment of the invention. Specifically, in the present embodiment, step S201 is first executed to find a plurality of times of history anti-shake control results matching the vehicle state of the automobile in the history data when the tooth flank commutation occurs. More specifically, the preset anti-shake control opportunity and the preset anti-shake control force are associated with a vehicle state of the automobile. Preferably, the historical anti-shake control result may include an advance amount of a characteristic of a fluctuation in the rotation speed of the vehicle after the historical anti-shake control is performed. In a preferred example, multiple history anti-shake control results matched with the current vehicle state of the automobile are searched from the history data, and the specific number of the multiple history anti-shake control results can be set by a user. For example, all historical anti-shake control results matching the current vehicle state of the automobile can be searched from the historical data; for another example, the historical data may be searched for a latest historical anti-shake control result matching the current vehicle state of the vehicle, and at least one historical anti-shake control result of historical anti-shake control using the same preset anti-shake control timing and preset anti-shake control strength as the latest historical anti-shake control result.

And then, executing step S202, and determining to adjust the preset anti-shake control time and/or preset anti-shake control strength when the superposition of the multiple historical anti-shake control results exceeds a preset standard range. Specifically, the preset standard range may be generated by user setting. In a preferred embodiment, if the cumulative sum of the advance amounts of the characteristics of the rotation speed fluctuation of the vehicle included in the multiple historical anti-shake control results exceeds the preset standard range, the preset anti-shake control time and/or the preset anti-shake control strength are determined to be adjusted. In a non-limiting example, if the accumulated sum of the advance amounts exceeds the preset standard range by a small amount, for the anti-shake control of the transmission system of the automobile, it may be determined to adjust the preset anti-shake control timing without temporarily adjusting the preset anti-shake control strength; for the anti-shake control of the automobile parking gear, the preset anti-shake control force can be determined to be adjusted, and the preset anti-shake control time is not adjusted temporarily; if the accumulated sum of the advance exceeds the preset standard range by a large amplitude, the preset anti-shake control time and the preset anti-shake control force can be determined to be adjusted, so that the anti-shake control effect is obviously improved.

And next, executing step S203, when the judgment result indicates that the preset anti-shake control opportunity and/or the preset anti-shake control strength need to be adjusted, determining an opportunity adjustment amount of the preset anti-shake control opportunity and/or a strength adjustment amount of the preset anti-shake control strength according to at least one of the historical anti-shake control results. Specifically, a person skilled in the art may refer to step S102 in the embodiment shown in fig. 1, which is not described herein again.

And finally, executing step S204, and updating the preset anti-shake control time and/or the preset anti-shake control strength based on the time adjustment amount and/or the strength adjustment amount. Specifically, a person skilled in the art may refer to step S103 in the embodiment shown in fig. 1, which is not described herein again.

Further, the historical data may record all anti-shake control results of the anti-shake control performed on the automobile before the current anti-shake control, or the historical data may only record anti-shake control results of the anti-shake control performed on the automobile for a period of time before the current anti-shake control, where the period of time may be obtained based on user definition, and those skilled in the art may also change more embodiments according to actual needs, which does not affect the technical content of the present invention.

Further, the historical data may be stored in the background operating system of the vehicle, or may be stored in a third-party storage device, such as a cloud, a central server of a vehicle manufacturer, or the like, that is in communication with the background operating system of the vehicle.

Furthermore, the historical data may also record historical automobile data after historical anti-shake control is performed, and the historical automobile data may be used to record information such as automobile conditions and road conditions after the historical anti-shake control is performed. For example, the historical vehicle data includes causes of the historical anti-shake control, which indicate causes of the historical anti-shake control, including fluctuations in the historical rotational speed of the vehicle before the historical anti-shake control is performed. Preferably, the cause corresponds to an anti-shake control result of the history anti-shake control.

In a preferred application scenario, an anti-shake control result of historical anti-shake control matching the current vehicle state of the vehicle may be determined from the historical data based on the historical vehicle data. For example, the technical solution of the embodiment of the present invention is applicable to anti-shake control of a transmission system of an automobile, and the automobile searches for a matching (e.g., same or within an allowable error range) historical rotational speed fluctuation from the historical data based on the rotational speed fluctuation of the automobile, and further obtains an anti-shake control result of historical anti-shake control corresponding to the historical data from the historical data based on the historical rotational speed fluctuation. For another example, the technical solution of the embodiment of the present invention is further adapted to perform anti-shake control in a parking and gear-shifting stage of an automobile, and then the automobile searches for a history of matching (e.g., same or within an allowable error range) transmission oil temperature and a shift lever position from the history data based on a current transmission oil temperature and a shift lever position of the automobile, and further obtains a history of anti-shake control results corresponding to the history data based on the current transmission oil temperature and the shift lever position of the automobile.

Further, the vehicle state includes any one or more of a shift lever position of the automobile, an accelerator pedal state of the automobile, and a brake pedal state of the automobile.

Further, the vehicle state may further include factors such as a parking road condition of the vehicle, a system response time of the vehicle, and the like, where the system response time of the vehicle represents a response time of an operating system of the vehicle, and includes a time period from issuing of command information for implementing the anti-shake control to actually applying the anti-shake control to the gear. Further, the vehicle state may further include a shift tooth surface direction when the shift lever is changed, the shift tooth surface direction includes a tooth surface changing direction when the D range is switched to the R range, or a tooth surface changing direction when the R range is switched to the D range, or the like.

In a non-limiting example, it may also be determined whether the flank reversal occurs by monitoring the vehicle state of the automobile, specifically, when any one of the shift lever position, the accelerator pedal state and the brake pedal state of the automobile changes, for example, when the brake pedal is pressed down or the accelerator pedal is lifted up, the vehicle state of the automobile is considered to have changed, and accordingly, whether the flank reversal occurs may be determined according to the vehicle state after the change. For example, the driver's intention may be determined from the brake pedal, the accelerator pedal, and the shift lever position, and when it is determined that the driver's intention is to switch from the forward gear to the reverse gear, it may be determined that the tooth surface reversal has occurred.

Further, if there is no historical anti-shake control result matching with the vehicle state of the vehicle in the historical data, for example, when the vehicle is parked and put into gear for the first time after leaving the factory, torque is output based on the output torque of the power source preset at the time of leaving the factory to achieve tooth surface fitting, and when the vehicle starts, the anti-shake control result of this time is recorded, so that the preset anti-shake control force and the preset anti-shake control time are adjusted based on the historical data in the future.

In a variation of this embodiment, when any one of the multiple historical anti-shake control results exceeds the preset standard range, the preset anti-shake control time and/or the preset anti-shake control strength are determined to be adjusted. For example, if the maximum value and/or the minimum value of the rotation speed fluctuation caused by the anti-shake control performed last time exceeds the preset standard range in the multiple historical anti-shake control results matched with the current vehicle state of the automobile, it may be determined to adjust the preset anti-shake control timing and/or the preset anti-shake control strength.

In the embodiment shown in fig. 1 and a common variation of this embodiment, if the history data indicates that the anti-shake control performed for the vehicle is not effective, resulting in even more severe rotation speed fluctuations, it is determined to cancel the anti-shake control. For example, for an adaptive anti-shake control scheme for an automotive transmission, the advance phase may be determined to be delayed relative to the historical compensation opportunity for an infinite period of time; for another example, for an adaptive anti-shake control scheme during a park-in phase of an automobile, the adjustment parameter may be determined to be infinite in the magnitude of the torque reduced with respect to the historical output torque.

Therefore, by adopting the scheme of the second embodiment, whether to adjust the preset anti-shake control strength and/or the preset anti-shake control time is judged by searching the multiple historical anti-shake control results matched with the vehicle states of the automobile in the historical data. Those skilled in the art understand that, in this embodiment, the step S201 and the step S202 may be a specific implementation manner of the step S101 in the embodiment shown in fig. 1, and the time adjustment amount and/or the force adjustment amount can be better determined according to the actual situation of the automobile and the anti-shake control result under the historical similar use situation, which is beneficial to improving the driving comfort of the user.

Fig. 3 is a flowchart of an adaptive anti-shake control method for a vehicle according to a third embodiment of the invention. Specifically, in the present embodiment, step S301 is first executed to extract the rotation speed fluctuation in the rotation speed signal based on a preset frequency band. More specifically, the predetermined frequency range may be an interval range representing a signal range that may affect driving comfort of a user in a rotation speed signal of a transmission system of the vehicle. Preferably, the preset frequency band is generated based on a user setting. In a preferred example, the preset frequency band may be 0 rpm to 50 rpm, and all the rotation speed signals higher than 50 rpm are extracted to obtain the rotation speed fluctuation.

Then, step S302 is executed, and when the cumulative sum of the rotational speed fluctuations exceeds a preset threshold value over a period of time, it is determined that the tooth flank commutation has occurred. Specifically, the specific length of the period of time and the preset threshold may be set by a user. More specifically, the preset threshold may be a segment representing a fluctuation range in which the influence on the driving comfort of the user is certain among the extracted rotation speed fluctuations. In a preferred embodiment, during the use of the automobile, the data acquisition device mounted on the automobile acquires and extracts the rotation speed fluctuation of the automobile in real time, and when the accumulated sum of the extracted rotation speed fluctuations exceeds the preset threshold value in a period of time, the tooth surface commutation is determined to occur.

Next, step S303 is executed to search a plurality of historical anti-shake control results matching the vehicle state of the automobile in the historical data when the gear surface commutation occurs. Specifically, a person skilled in the art may refer to step S201 in the embodiment shown in fig. 2, which is not described herein again.

Then, step S304 is executed, and when the superposition of the multiple historical anti-shake control results exceeds a preset standard range, it is determined to adjust the preset anti-shake control time and/or the preset anti-shake control strength. Specifically, a person skilled in the art may refer to step S202 in the embodiment shown in fig. 2, which is not described herein again.

Step S305 is executed next, and when the determination result indicates that the preset anti-shake control time and/or the preset anti-shake control strength need to be adjusted, an amount of time adjustment for the preset anti-shake control time and/or an amount of strength adjustment for the preset anti-shake control strength are determined according to at least one of the historical anti-shake control results. Specifically, a person skilled in the art may refer to step S102 in the embodiment shown in fig. 1, which is not described herein again.

Finally, step S306 is executed to update the preset anti-shake control time and/or the preset anti-shake control strength based on the time adjustment amount and/or the strength adjustment amount. Specifically, a person skilled in the art may refer to step S103 in the embodiment shown in fig. 1, which is not described herein again.

Further, the force adjustment amount is determined based on compensation reference data, which includes the rotation speed fluctuation. Specifically, the compensation reference data further comprises at least one of a drive train mode, a gearbox oil temperature and a gearbox gear of the automobile. More specifically, if the vehicle is a new energy vehicle, the driving system mode of the vehicle further includes a pure electric, series or parallel hybrid power system.

Further, step S301 may also adopt a secondary filtering manner to extract the rotation speed fluctuation in the rotation speed signal of the automobile more accurately based on the preset frequency band, and the secondary processing may be obtained based on a high-pass filtering manner and a low-pass filtering manner, and may also be based on other filtering manners commonly used by those skilled in the art, which is not described herein again.

Further, the data acquisition device may be specially installed in the vehicle in advance for executing the technical solution of the present embodiment, or may be inherent in the vehicle and temporarily called to acquire a required rotation speed signal when executing the technical solution of the present embodiment. For example, the rotation speed signal of the vehicle may also be acquired based on a vehicle network, which is understood by those skilled in the art to be composed of sensors installed at various positions of the body of the vehicle.

In a variant of this embodiment, it is determined that the flank commutation has taken place when the rotational speed fluctuations exceed a preset threshold value at any one time. For example, if the rotational speed of the vehicle at the present time suddenly increases to a degree exceeding the preset threshold value, it can be directly determined that the flank reversal has occurred.

By the above, by adopting the scheme of the third embodiment, whether the tooth surface reversing occurs can be timely judged based on the rotation speed fluctuation of the automobile, so that whether the tooth surface reversing occurs at present can be more accurately identified, anti-shake control on the automobile can be timely performed, and user experience can be optimized.

Fig. 4 is a schematic structural diagram of an adaptive anti-shake control apparatus for a vehicle according to a fourth embodiment of the invention. Specifically, in this embodiment, the control device 4 includes a determining module 42, which determines whether to adjust a preset anti-shake control time and/or a preset anti-shake control strength based on historical anti-shake control results for multiple times when the tooth surface commutation occurs; a first determining module 43, configured to determine, according to at least one of the multiple historical anti-shake control results, an opportunity adjustment amount of the preset anti-shake control opportunity and/or a force adjustment amount of the preset anti-shake control force when the determination result indicates that the preset anti-shake control opportunity and/or the preset anti-shake control force need to be adjusted; and an updating module 45, configured to update the preset anti-shake control time and/or the preset anti-shake control strength based on the time adjustment amount and/or the strength adjustment amount.

Further, the control device 4 further includes a first adjusting module 46, configured to adjust the vehicle based on the updated preset anti-shake control timing and/or the updated preset anti-shake control force, so as to implement tooth surface attachment.

In a variation, the control device 4 further includes a second adjusting module 44, and when the determination result indicates that the preset anti-shake control time and the preset anti-shake control force are not required to be adjusted, the vehicle is adjusted at the preset anti-shake control time according to the preset anti-shake control force, so as to implement tooth surface fitting.

Preferably, the preset anti-shake control timing and the preset anti-shake control strength are associated with a vehicle state of the automobile.

Further, the determining module 42 includes a searching sub-module 421, configured to search multiple historical anti-shake control results matching the vehicle state of the automobile in historical data; and a first determining submodule 422, configured to determine to adjust the preset anti-shake control time and/or the preset anti-shake control strength when the multiple stacks of the historical anti-shake control results exceed a preset standard range.

In another variation, the determining module 42 further includes a second determining sub-module 423, and when any historical anti-shake control result of the multiple historical anti-shake control results exceeds the preset standard range, determines to adjust the preset anti-shake control time and/or the preset anti-shake control strength.

Further, the control device 4 further comprises a second determination module 41, the second determination module 41 comprises an extraction submodule 411 and a third determination submodule 412, and the extraction submodule 411 and the third determination submodule 412 determine that the tooth surface commutation occurs by: the extraction submodule 411 is configured to extract rotation speed fluctuations in a rotation speed signal of the automobile based on a preset frequency band; the third determining submodule 412 determines that the flank commutation has occurred when the cumulative sum of the rotational speed fluctuations exceeds a preset threshold over a period of time.

In yet another variation, the second determination module 41 further includes a fourth determination submodule 413, the fourth determination submodule 413 determining that tooth flank commutation has occurred by: the fourth determination submodule 413 determines that the tooth flank commutation has occurred when the rotational speed ripple exceeds a preset threshold at any one time.

Preferably, the vehicle state includes any one or any plurality of the following states: a shift lever position of the vehicle; an accelerator pedal state of the vehicle; a brake pedal state of the vehicle.

Those skilled in the art will appreciate that all or part of the steps in the methods of the above embodiments may be implemented by hardware related to instructions of a program, which may be stored in a computer-readable storage medium, and the storage medium may include: ROM, RAM, magnetic or optical disks, and the like.

Although the present invention is disclosed above, the present invention is not limited thereto. Various changes and modifications may be effected therein by one skilled in the art without departing from the spirit and scope of the invention as defined in the appended claims.

Claims

1. An automobile self-adaptive anti-shake control method is characterized by comprising the following steps:

when the tooth surface is reversed, whether preset anti-shake control time and/or preset anti-shake control force is adjusted or not is judged based on historical multi-time anti-shake control results;

when the judgment result shows that the preset anti-shake control opportunity and/or the preset anti-shake control strength need to be adjusted, determining the opportunity adjustment amount of the preset anti-shake control opportunity and/or the strength adjustment amount of the preset anti-shake control strength according to at least one time of the historical anti-shake control results;

and updating the preset anti-shake control time and/or the preset anti-shake control force based on the time adjustment amount and/or the force adjustment amount.

2. The control method according to claim 1, characterized by further comprising the steps of:

and adjusting the automobile based on the updated preset anti-shake control opportunity and/or the updated preset anti-shake control force so as to realize tooth surface fitting.

3. The control method according to claim 1, characterized by further comprising the steps of:

and when the judgment result shows that the preset anti-shake control opportunity and the preset anti-shake control force do not need to be adjusted, adjusting the automobile at the preset anti-shake control opportunity according to the preset anti-shake control force so as to realize tooth surface fitting.

4. The control method according to claim 1, wherein the preset anti-shake control timing and the preset anti-shake control strength are associated with a vehicle state of the automobile.

5. The control method according to claim 4, wherein the determining whether to adjust the preset anti-shake control time and/or the preset anti-shake control strength based on the historical multiple anti-shake control results comprises:

searching a plurality of historical anti-shake control results matched with the vehicle state of the automobile in historical data;

and when the superposition of the multiple historical anti-shake control results exceeds a preset standard range, determining to adjust the preset anti-shake control opportunity and/or preset anti-shake control strength.

6. The control method according to claim 5, wherein the determining whether to adjust the preset anti-shake control time and/or the preset anti-shake control strength based on the historical multiple anti-shake control results further comprises:

and when any one historical anti-shake control result in the multiple historical anti-shake control results exceeds the preset standard range, determining to adjust the preset anti-shake control time and/or preset anti-shake control force.

7. The control method according to claim 1, characterized in that it is determined that a tooth flank commutation has occurred by:

extracting rotation speed fluctuation in the rotation speed signal of the automobile based on a preset frequency band;

determining that the tooth flank commutation has occurred when the cumulative sum of the rotational speed fluctuations exceeds a preset threshold over a period of time.

8. The control method of claim 7, wherein it is further determined that a tooth flank commutation has occurred by:

and determining that the tooth surface commutation occurs when the rotation speed fluctuation exceeds a preset threshold at any one time.

9. The control method according to any one of claims 4 to 6, characterized in that the vehicle state includes any one or any plurality of the following states:

a shift lever position of the vehicle;

an accelerator pedal state of the vehicle;

a brake pedal state of the vehicle.

10. An automobile adaptive anti-shake control device, comprising:

the judging module is used for judging whether to adjust preset anti-shake control opportunity and/or preset anti-shake control force or not based on historical multi-time anti-shake control results when the tooth surface is reversed;

the first determining module is used for determining the timing adjustment amount of the preset anti-shake control opportunity and/or the force adjustment amount of the preset anti-shake control force according to at least one time of the historical multi-time anti-shake control results when the judgment result shows that the preset anti-shake control opportunity and/or the preset anti-shake control force need to be adjusted;

and the updating module is used for updating the preset anti-shake control opportunity and/or the preset anti-shake control strength based on the opportunity adjustment amount and/or the strength adjustment amount.

11. The control device according to claim 10, characterized by further comprising:

and the first adjusting module is used for adjusting the automobile based on the updated preset anti-shake control opportunity and/or the updated preset anti-shake control force so as to realize tooth surface fitting.

12. The control device according to claim 10, characterized by further comprising:

and the second adjusting module is used for adjusting the automobile at the preset anti-shake control opportunity according to the preset anti-shake control force when the judgment result shows that the preset anti-shake control opportunity and the preset anti-shake control force are not required to be adjusted, so that tooth surface fitting is realized.

13. The control apparatus according to claim 10, wherein the preset anti-shake control timing and the preset anti-shake control strength are associated with a vehicle state of the automobile.

14. The control device according to claim 13, wherein the judging module includes:

the searching submodule is used for searching a plurality of historical anti-shake control results matched with the vehicle state of the automobile in historical data;

and the first determining submodule determines to adjust the preset anti-shake control opportunity and/or the preset anti-shake control strength when the superposition of the multiple historical anti-shake control results exceeds a preset standard range.

15. The control device of claim 14, wherein the determining module further comprises:

and the second determining submodule determines to adjust the preset anti-shake control opportunity and/or the preset anti-shake control strength when any one historical anti-shake control result in the multiple historical anti-shake control results exceeds the preset standard range.

16. The control apparatus of claim 10, further comprising a second determination module comprising an extraction sub-module and a third determination sub-module, the extraction sub-module and the third determination sub-module determining that tooth flank commutation has occurred by:

the extraction submodule is used for extracting the rotation speed fluctuation in the rotation speed signal of the automobile based on a preset frequency band;

the third determination submodule determines that the tooth flank commutation has occurred when the cumulative sum of the rotational speed fluctuations exceeds a preset threshold value over a period of time.

17. The control apparatus of claim 16, wherein the second determination module further comprises

A fourth determination submodule that determines that a tooth flank commutation has occurred by:

and the fourth determining submodule determines that the tooth surface commutation occurs when the rotation speed fluctuation exceeds a preset threshold at any moment.

18. The control apparatus according to any one of claims 13 to 15, characterized in that the vehicle state includes any one or any plurality of the following states:

a shift lever position of the vehicle;

an accelerator pedal state of the vehicle;

a brake pedal state of the vehicle.