CN111823878A - Starting anti-shaking control method for vehicle and vehicle - Google Patents
Starting anti-shaking control method for vehicle and vehicle Download PDFInfo
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- CN111823878A CN111823878A CN202010514874.4A CN202010514874A CN111823878A CN 111823878 A CN111823878 A CN 111823878A CN 202010514874 A CN202010514874 A CN 202010514874A CN 111823878 A CN111823878 A CN 111823878A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/421—Speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/423—Torque
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Control Of Electric Motors In General (AREA)
Abstract
The application discloses a starting anti-shaking control method for a vehicle and the vehicle, wherein the control method comprises the following steps: s1: calculating the actual rotating speed of the current driving motor according to the data acquired by the rotary transformer; s3: filtering the actual rotating speed through low-pass filtering to obtain the target rotating speed of the driving motor; s5: calculating a difference value between the target rotating speed and the actual rotating speed, and calculating the adjusting torque of the driving motor according to the difference value; s7: and adjusting the output torque of the driving motor according to the current state of the driving motor and the adjusting torque. According to the control method, the vehicle can be more stable during starting, the shaking is effectively inhibited, and meanwhile, the starting anti-shaking control method is simpler without adding additional auxiliary equipment.
Description
Technical Field
The application relates to the technical field of vehicles, in particular to a starting anti-shaking control method for a vehicle and the vehicle.
Background
For a pure electric vehicle, due to the special characteristics of rigid connection and no damping of a transmission system and the necessity of existence of a transmission system gap, in the starting process of the pure electric vehicle, the output torque of a motor jumps instantly, so that the transmission system deforms elastically, and the starting shake phenomenon of the pure electric vehicle is caused.
A PID (proportional Integral differential) algorithm is taken as a control algorithm which is the most mature and widely applied in the control field, and is mature in motor control at present, but due to the fact that torque coupling exists between power assembly components of a vehicle transmission system, a PID control strategy in a motor cannot solve the jitter of a vehicle level.
Content of application
The present application is directed to solving at least one of the problems in the prior art. Therefore, an object of the present application is to provide a starting anti-shake control method for a vehicle, which can make the vehicle more stable during starting, effectively suppress the shake, and is simple without adding additional auxiliary devices.
Another object of the present application is to propose a vehicle having the above control method.
The control method for starting anti-shaking of the vehicle comprises the following steps: s1: calculating the actual rotating speed of the current driving motor according to the data acquired by the rotary transformer; s3: filtering the actual rotating speed through low-pass filtering to obtain the target rotating speed of the driving motor; s5: calculating a difference value between the target rotating speed and the actual rotating speed, and calculating the adjusting torque of the driving motor according to the difference value; s7: and adjusting the output torque of the driving motor according to the current state of the driving motor and the adjusting torque.
According to the starting anti-shake control method, the actual rotating speed is filtered, and the output torque of the driving motor is adjusted according to the current state of the driving motor and the adjusting torque, so that the effect of closed-loop active damping control on the output rotating speed of the motor is achieved.
The starting anti-shake control method effectively solves the technical problems that in the prior art, due to the fact that torque coupling exists between power assembly components of a vehicle transmission system, and due to the fact that a PID control strategy inside a motor cannot always solve shake of a vehicle layer. The starting anti-shaking control method effectively inhibits the starting shaking of the pure electric vehicle, and obtains better driving comfort.
According to an embodiment of the present application, the control method further includes: step S2: when the rotating speed of the driving motor is changed violently, the change of the rotating speed is eliminated or smoothed through rotating speed disturbance compensation.
According to one embodiment of the present application, the algorithm of the low-pass filtering is as follows:
TMSpeedFilter＝(1-Prop(x))*TMSpeedFilterLast+Prop(x)*TMSpeed
wherein TMSpeedFilter represents the target rotating speed of the drive motor after filtering;
prop (x) represents the weight occupied by the actual rotating speed of the driving motor, and segmentation and actual calibration are required to be carried out according to the actual rotating speed interval and the fluctuation condition of the driving motor; TMSpeed represents the actual speed of the current drive motor.
According to one embodiment of the application, the adjustment torque is calculated as follows:
TorqueOffsets＝PIDKp+PIDKi+PIDKd
PIDKp＝Kp*TMSpeedDif
PIDKd＝Kd*(∑TMSpeedDif)
PIDKi＝Ki*(TMSpeedDif-TMSpeedDifLast)
wherein, PIDKp，PIDKd，PIDKiProportional part for PID algorithm adjustment;
an integrating part and a differentiating part; torque offsets is the motor adjusting torque; TMSpeedDif is the current rotating speed difference of the motor; sigma TMSpeedDif is the sum of the motor speed differences; TMSpeedDiflast is the speed difference of the last step length motor; kp, Ki, Kd are calibration parameters of the proportional part, the integral part and the derivative part.
According to an embodiment of the present application, the control method further includes step S6: limiting the adjusting torque, and if the adjusting torque is between the maximum limiting range and the minimum limiting range, taking the current adjusting torque as the final adjusting torque; if the adjusting torque is smaller than the minimum amplitude limit, the adjusting torque is the minimum amplitude limit; and if the adjusting torque is larger than the maximum amplitude limit, the adjusting torque is the maximum amplitude limit.
According to an embodiment of the present application, the S7 includes:
s71: the difference value between the target rotating speed and the actual rotating speed of the driving motor is larger than 0, if the driving motor is in a driving state, the output torque is the sum of the required torque and the adjusting torque, and if the driving motor is in a power generation state, the output torque is the difference between the required torque and the adjusting torque;
s73: the difference value between the target rotating speed and the actual rotating speed of the driving motor is equal to 0, and the output torque is equal to the required torque;
s75: the difference value between the target rotating speed and the actual rotating speed of the driving motor is less than 0, if the driving motor is in a driving state, the output torque is the difference between the required torque and the adjusting torque, and if the driving motor is in a power generation state, the output torque is the sum of the required torque and the adjusting torque.
According to an embodiment of the present application, the control method further includes step S8: limiting the output torque, and if the output torque is between the maximum limit and the minimum limit, taking the current output torque as the final output torque; if the output torque is smaller than the minimum amplitude limit, the output torque is subjected to the minimum amplitude limit; and if the output torque is greater than the maximum amplitude limit, the output torque is the maximum amplitude limit.
According to an embodiment of the present application, the control method further includes step S0: the vehicle control unit sends a command of acquiring the torque required by the driver, and the required torque is processed through first-order inertia proportion differential control, so that fluctuation caused by torque change of the driver is smoothed.
According to one embodiment of the present application, the transfer function of the first order inertia proportion differential control is:
G(s)＝(1+Kd*T1*s)/(1+T1*s)
wherein Kd represents the gain of the inertial element; t1 represents the time constant of the inertial element.
According to the vehicle provided by the embodiment of the application, the starting anti-shaking control method is adopted, so that the vehicle is more stable in starting, shaking is effectively inhibited, and meanwhile, the starting anti-shaking control method is simpler and does not need to add additional auxiliary equipment.
Additional aspects and advantages of the present application will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the present application.
Drawings
The above and/or additional aspects and advantages of the present application will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:
fig. 1 is a flowchart of a control method for start anti-shake of a vehicle according to an embodiment of the present application.
Detailed Description
Reference will now be made in detail to embodiments of the present application, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are exemplary only for the purpose of explaining the present application and are not to be construed as limiting the present application.
The following describes a starting anti-shake control method for a vehicle and the vehicle according to an embodiment of the present application with reference to fig. 1.
The starting anti-shaking control method for the vehicle at least comprises the following steps:
s1: calculating the actual rotating speed of the current driving motor according to the data acquired by the rotary transformer;
s3: filtering the actual rotating speed through low-pass filtering to obtain the target rotating speed of the driving motor;
s5: calculating a difference value between the target rotating speed and the actual rotating speed, and calculating the adjusting torque of the driving motor according to the difference value;
s7: and adjusting the output torque of the driving motor according to the current state of the driving motor and the adjusting torque.
It should be noted that the actual rotation speed in this application refers to the current rotation speed of the drive motor, and the target rotation speed is the rotation speed that the drive motor is planned to reach.
According to the method and the device, filtering is performed on the actual rotating speed in a low-pass filtering mode, so that the target rotating speed is obtained, the difference value between the target rotating speed and the actual rotating speed is obtained, and the adjusting torque required by the driving motor is obtained through the difference value between the target rotating speed and the actual rotating speed.
The drive motor includes two states: a driving state in which the motor is driven as a motor that outputs power to the outside, and a power generation state in which the motor is driven as a motor that generates electric power. The output torque of the driving motor is adjusted according to the calculated adjusting torque and whether the driving motor is in a power generation state or a driving state.
According to the starting anti-shake control method, the actual rotating speed is filtered, and the output torque of the driving motor is adjusted according to the current state of the driving motor and the adjusting torque, so that the effect of closed-loop active damping control on the output rotating speed of the motor is achieved.
The starting anti-shake control method effectively solves the technical problems that in the prior art, due to the fact that torque coupling exists between power assembly components of a vehicle transmission system, and due to the fact that a PID control strategy inside a motor cannot always solve shake of a vehicle layer. The starting anti-shaking control method effectively inhibits the starting shaking of the pure electric vehicle, and obtains better driving comfort.
In some embodiments of the present application, the control method further comprises step 2: when the rotating speed of the driving motor is changed violently, the change of the rotating speed is eliminated or smoothed through rotating speed disturbance compensation.
Specifically, the rotation speed disturbance compensation is to monitor the vibration existing in the rotation speed by taking the rotation speed of the driving motor as an input condition, and when the rotation speed is changed violently, the disturbance compensation algorithm adopts an opposite change to eliminate or smooth the change of the rotation speed. The speed disturbance compensation includes, but is not limited to, low pass filtering, speed difference calculation, and PID algorithm calculation of the regulated torque.
According to some embodiments of the application, the low-pass filtering algorithm is as follows:
TMSpeedFilter＝(1-Prop(x))*TMSpeedFilterLast+Prop(x)*TMSpeed
wherein TMSpeedFilter represents the target rotating speed of the drive motor after filtering; prop (x) represents the weight occupied by the actual rotating speed of the driving motor, and segmentation and actual calibration are required to be carried out according to the actual rotating speed interval and the fluctuation condition of the driving motor; TMSpeed represents the current actual motor speed.
The target rotating speed can be obtained through the formula, and the difference value between the target rotating speed and the actual rotating speed can be obtained through calculation after the target rotating speed is obtained. The specific formula is as follows:
TMSpeedDif＝TMSpeedFilter-TMSpeed
the TMSpeedDif is a difference value between a target rotating speed and an actual rotating speed, the TMSpeedFilter is a rotating speed of the filtered driving motor, and the TMSpeed is a rotating speed before filtering, namely the actual rotating speed of the current driving motor.
According to one embodiment of the application, the adjusting torque calculation method is based on a PID algorithm, and the adjusting torque of the driving motor is calculated by taking the difference value between the target rotating speed and the actual rotating speed of the driving motor as an input quantity.
The adjustment torque is calculated as follows:
TorqueOffsets＝PIDKp+PIDKi+PIDKd
PIDKp＝Kp*TMSpeedDif
PIDKd＝Kd*(∑TMSpeedDif)
PIDKi＝Ki*(TMSpeedDif-TMSpeedDifLast)
wherein, PIDKp，PIDKd，PIDKiProportional part for PID algorithm adjustment;
an integrating part and a differentiating part; torque offsets is the motor adjusting torque; TMSpeedDif is the current rotating speed difference of the motor; sigma TMSpeedDif is the sum of the motor speed differences; TMSpeedDiflast is the speed difference of the last step length motor; kp, Ki, Kd are calibration parameters of the proportional part, the integral part and the derivative part.
Further, the control method further includes step S6: limiting the adjusting torque, and if the adjusting torque is between the maximum limiting range and the minimum limiting range, taking the current adjusting torque as the final adjusting torque; if the adjusting torque is smaller than the minimum amplitude limit, the adjusting torque is the minimum amplitude limit; and if the adjusting torque is larger than the maximum amplitude limit, the adjusting torque is the maximum amplitude limit.
Because the fluctuation range of the motor rotating speed cannot be too large, the amplitude of the motor adjusting torque cannot be too high or too low. Limiting the adjusting torque through a limiting function, wherein the limiting function has a maximum amplitude and a minimum amplitude, if the current adjusting torque is between the maximum amplitude and the minimum amplitude, the current value is taken as the final adjusting torque, and if the adjusting torque is smaller than the minimum limiting, the minimum amplitude is taken as the final adjusting torque; and if the adjusting torque is larger than the maximum amplitude limit, taking the maximum amplitude as the final adjusting torque.
Further, control method step S7 includes:
s71: the difference value between the target rotating speed and the actual rotating speed of the driving motor is larger than 0, if the driving motor is in a driving state, the output torque is the sum of the required torque and the adjusting torque, and if the driving motor is in a power generation state, the output torque is the difference between the required torque and the adjusting torque;
s73: the difference value between the target rotating speed and the actual rotating speed of the driving motor is equal to 0, and the output torque is equal to the required torque;
s75: the difference value between the target rotating speed and the actual rotating speed of the driving motor is less than 0, if the driving motor is in a driving state, the output torque is the difference between the required torque and the adjusting torque, and if the driving motor is in a power generation state, the output torque is the sum of the required torque and the adjusting torque.
When the difference between the target rotation speed and the actual rotation speed of the drive motor is greater than 0, that is, the target rotation speed of the drive motor is greater than the actual rotation speed. If the driving motor is in a driving state, a large output torque is needed to increase the rotating speed of the driving motor, and the output torque is the sum of the required torque and the adjusting torque; if the driving motor is in a power generation state, the load of the driving motor needs to be reduced in order to increase the rotation speed of the driving motor, and the output torque at this time is the difference between the required torque and the adjusting torque.
When the difference value between the target rotating speed and the actual rotating speed of the driving motor is equal to 0, no matter the driving motor is in a driving state or a power generation state, the adjusting torque is not involved, and the output torque is the required torque.
When the difference between the target rotation speed and the actual rotation speed of the drive motor is less than 0, that is, the target rotation speed of the drive motor is less than the actual rotation speed. If the driving motor is in a driving state, a smaller output torque is needed to reduce the rotating speed of the driving motor, and the output torque is the difference between the required torque and the adjusting torque; if the driving motor is in a power generation state, the load of the driving motor needs to be increased in order to reduce the rotating speed of the driving motor, so that the output torque at the moment is the sum of the required torque and the adjusting torque.
In some embodiments of the present application, the control method further comprises step 8: limiting the output torque, and if the output torque is between the maximum limit and the minimum limit, taking the current output torque as the final output torque; if the output torque is smaller than the minimum amplitude limit, the output torque is subjected to the minimum amplitude limit; and if the output torque is greater than the maximum amplitude limit, the output torque is the maximum amplitude limit.
After the output torque of the driving motor is adjusted, the output torque must be within a controllable range, so that the actual output torque of the driving motor needs to be subjected to amplitude limiting, otherwise, driving safety is affected.
According to some embodiments of the present application, the control method further includes step S0: the vehicle control unit sends a command of acquiring the torque required by the driver, and the required torque is processed through first-order inertia proportion differential control, so that fluctuation caused by torque change of the driver is smoothed. The first-order inertia proportion differential control can improve the dynamic property of the system and is beneficial to improving the steady-state property of the system; the inertia component may produce a delayed output, which varies smoothly.
The transfer function of the first order inertia proportion differential control is as follows:
G(s)＝(1+Kd*T1*s)/(1+T1*s)
wherein Kd represents the gain of the inertial element; t1 represents the time constant of the inertial element.
According to the active damping control method for the rotating speed of the driving motor, the output rotating speed of the motor is closed through the output torque of the driving motor, the unexpected rotating speed fluctuation of the motor is restrained, and the driving feeling of the pure electric vehicle is improved. The control method has the advantages that the processing process is simple, and no additional auxiliary equipment is needed.
The vehicle of the embodiment of the present application is briefly described below.
According to the vehicle provided by the embodiment of the application, the starting anti-shaking control method is adopted, so that the vehicle is more stable in starting, shaking is effectively inhibited, and meanwhile, the starting anti-shaking control method is simpler and does not need to add additional auxiliary equipment.
In the description herein, reference to the description of the terms "one embodiment," "some embodiments," "an illustrative embodiment," "an example," "a specific example," or "some examples" or the like means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the application. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
While embodiments of the present application have been shown and described, it will be understood by those of ordinary skill in the art that: various changes, modifications, substitutions and alterations can be made to the embodiments without departing from the principles and spirit of the application, the scope of which is defined by the claims and their equivalents.
Claims (10)
1. A starting anti-shaking control method for a vehicle is characterized by comprising the following steps:
s1: calculating the actual rotating speed of the current driving motor according to the data acquired by the rotary transformer;
s3: filtering the actual rotating speed through low-pass filtering to obtain the target rotating speed of the driving motor;
s5: calculating a difference value between the target rotating speed and the actual rotating speed, and calculating the adjusting torque of the driving motor according to the difference value;
s7: and adjusting the output torque of the driving motor according to the current state of the driving motor and the adjusting torque.
2. The starting anti-shake control method for a vehicle according to claim 1, characterized by further comprising: step S2: when the rotating speed of the driving motor is changed violently, the change of the rotating speed is eliminated or smoothed through rotating speed disturbance compensation.
3. A starting anti-shake control method for a vehicle according to claim 1, characterised in that the algorithm of the low-pass filtering is as follows:
TMSpeedFilter＝(1-Prop(x))*TMSpeedFilterLast+Prop(x)*TMSpeed
wherein TMSpeedFilter represents the target rotating speed of the drive motor after filtering;
prop (x) represents the weight occupied by the actual rotating speed of the driving motor, and segmentation and actual calibration are required to be carried out according to the actual rotating speed interval and the fluctuation condition of the driving motor;
TMSpeed represents the actual speed of the current drive motor.
4. The starting anti-shake control method for a vehicle according to claim 3, characterized in that the adjustment torque is calculated as follows:
TorqueOffsets＝PIDKp+PIDKi+PIDKd
PIDKp＝Kp*TMSpeedDif
PIDKd＝Kd*(∑TMSpeedDif)
PIDKi＝Ki*(TMSpeedDif-TMSpeedDifLast)
wherein, PIDKp，PIDKd，PIDKiProportional part for PID algorithm adjustment;
an integrating part and a differentiating part; torque offsets is the motor adjusting torque; TMSpeedDif is the current rotating speed difference of the motor; sigma TMSpeedDif is the sum of the motor speed differences; TMSpeedDiflast is the speed difference of the last step length motor; kp, Ki, Kd are calibration parameters of the proportional part, the integral part and the derivative part.
5. The starting anti-shake control method for the vehicle according to claim 4, characterized by further comprising step S6: limiting the adjusting torque, and if the adjusting torque is between the maximum limiting range and the minimum limiting range, taking the current adjusting torque as the final adjusting torque; if the adjusting torque is smaller than the minimum amplitude limit, the adjusting torque is the minimum amplitude limit; and if the adjusting torque is larger than the maximum amplitude limit, the adjusting torque is the maximum amplitude limit.
6. The starting anti-shake control method for a vehicle according to claim 1, wherein the S7 includes:
s71: the difference value between the target rotating speed and the actual rotating speed of the driving motor is larger than 0, if the driving motor is in a driving state, the output torque is the sum of the required torque and the adjusting torque, and if the driving motor is in a power generation state, the output torque is the difference between the required torque and the adjusting torque;
s73: the difference value between the target rotating speed and the actual rotating speed of the driving motor is equal to 0, and the output torque is equal to the required torque;
s75: the difference value between the target rotating speed and the actual rotating speed of the driving motor is less than 0, if the driving motor is in a driving state, the output torque is the difference between the required torque and the adjusting torque, and if the driving motor is in a power generation state, the output torque is the sum of the required torque and the adjusting torque.
7. The starting anti-shake control method for the vehicle according to claim 6, characterized by further comprising step S8: limiting the output torque, and if the output torque is between the maximum limit and the minimum limit, taking the current output torque as the final output torque; if the output torque is smaller than the minimum amplitude limit, the output torque is subjected to the minimum amplitude limit; and if the output torque is greater than the maximum amplitude limit, the output torque is the maximum amplitude limit.
8. The starting anti-shake control method for the vehicle according to claim 1, characterized by further comprising step S0: the vehicle control unit sends a command of acquiring the torque required by the driver, and the required torque is processed through first-order inertia proportion differential control, so that fluctuation caused by torque change of the driver is smoothed.
9. The starting anti-shake control method for a vehicle according to claim 8, characterised in that the transfer function of the first order inertia proportion differential control is:
G(s)＝(1+Kd*T1*s)/(1+T1*s)
wherein Kd represents the gain of the inertial element; t1 represents the time constant of the inertial element.
10. A vehicle characterized by comprising the startup anti-shake control method according to any one of claims 1 to 9.
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Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN113386582A (en) * | 2021-07-01 | 2021-09-14 | 东风汽车集团股份有限公司 | Motor rotating speed filtering method for pure electric vehicle |
| CN113602102A (en) * | 2021-08-27 | 2021-11-05 | 的卢技术有限公司 | Active anti-shake control method and system for electric automobile |
| CN113844279A (en) * | 2021-09-24 | 2021-12-28 | 浙江奥思伟尔电动科技有限公司 | Control method for inhibiting starting shake of electric automobile |
| CN113928319A (en) * | 2021-10-08 | 2022-01-14 | 奇瑞新能源汽车股份有限公司 | Vehicle ramp assisting method and device, vehicle and storage medium |
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| CN113844279B (en) * | 2021-09-24 | 2023-11-17 | 浙江奥思伟尔电动科技有限公司 | Control method for inhibiting starting shake of electric automobile |
| CN113928319A (en) * | 2021-10-08 | 2022-01-14 | 奇瑞新能源汽车股份有限公司 | Vehicle ramp assisting method and device, vehicle and storage medium |
| CN113928319B (en) * | 2021-10-08 | 2024-03-19 | 奇瑞新能源汽车股份有限公司 | Vehicle ramp assisting method and device, vehicle and storage medium |
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