Control method, device and storage medium of vehicle transmission system

Abstract

The present invention discloses a control method, device and storage medium for a vehicle transmission system. The method includes: obtaining the gear information of the vehicle at the current moment; determining the reference transmission system torsional vibration frequency to be adjusted to the vehicle transmission system of the vehicle based on the gear information; determining the reference current value to be output by the vehicle power system to the vehicle shock absorption system based on the reference transmission system torsional vibration frequency; generating a control instruction based on the reference current value, and sending the control instruction to the power system, wherein the control instruction is used to control the power system to output the reference current value to the shock absorption system, so that the vibration frequency of the shock absorption system is the same as the reference transmission system torsional vibration frequency, and adjust the amplitude of the transmission system. The present invention solves the technical problem that the shock absorber cannot meet all the requirements of the whole vehicle.

Description

Technical Field

[0001] The present invention relates to the field of vehicles, and in particular to a control method, device and storage medium for a vehicle transmission system. Background Art

[0002] In the related art, the problem of torsional vibration of the transmission system is mainly solved by installing a traditional torsional shock absorber at the front end or end of the vehicle's drive shaft. However, since the traditional shock absorber does not have active control capabilities, it is impossible to automatically adjust the torsional vibration frequency of the vehicle's transmission system according to the vehicle's gear position, resulting in a technical problem that the shock absorber cannot meet all the needs of the entire vehicle.

[0003] With respect to the problem that the above-mentioned shock absorber cannot meet all the requirements of the whole vehicle, no effective solution has been proposed so far. Summary of the invention

[0004] The embodiments of the present invention provide a control method, device and storage medium for a vehicle transmission system, so as to at least solve the technical problem that the shock absorber cannot meet all requirements of the whole vehicle.

[0005] According to one aspect of an embodiment of the present invention, a control method for a vehicle transmission system is provided. The method may include: obtaining the gear information of the vehicle at the current moment; determining the reference transmission system torsional vibration frequency to which the vehicle transmission system of the vehicle is to be adjusted based on the gear information; determining the reference current value to be output by the vehicle power system to the vehicle damping system based on the reference transmission system torsional vibration frequency; generating a control instruction based on the reference current value, and sending the control instruction to the power system, wherein the control instruction is used to control the power system to output the reference current value to the damping system, so that the vibration frequency of the damping system is the same as the reference transmission system torsional vibration frequency, and adjusting the amplitude of the transmission system.

[0006] Optionally, based on the reference transmission system torsional vibration frequency, a reference current value to be output by the vehicle's power system to the vehicle's shock absorption system is determined, including: inputting the reference transmission system torsional vibration frequency into an association model for parameter matching to obtain a target current value that matches the reference transmission system torsional vibration frequency, wherein the association model is used to at least represent the association relationship between the reference transmission system torsional vibration frequency and the target current value; and determining the target current value as the reference current value.

[0007] Optionally, before sending the control instruction to the power supply system, the method also includes: obtaining first attribute information of the vehicle's engine, and obtaining second attribute information of the vehicle's drive shaft universal joint, wherein the first attribute information includes at least the engine speed information, and the second attribute information includes at least the order information of the drive shaft universal joint; determining a first excitation frequency of the engine based on the first attribute information, and determining a second excitation frequency of the drive shaft universal joint based on the second attribute information.

[0008] Optionally, determining a first excitation frequency of the engine based on the first attribute information and determining a second excitation frequency of the drive shaft universal joint based on the second attribute information include: inputting the first attribute information into an engine excitation frequency calculation model for calculation to obtain a first excitation frequency, and inputting the second attribute information into a drive shaft universal joint self-excitation frequency calculation model for calculation to obtain a second excitation frequency, wherein the engine excitation frequency calculation model is used to represent a mapping relationship between the first attribute information and the first excitation frequency, and the drive shaft universal joint self-excitation frequency calculation model is used to represent a mapping relationship between the second attribute information and the second excitation frequency.

[0009] Optionally, sending a control instruction to the power supply system includes: sending a control instruction to the power supply system in response to the first excitation frequency being within a frequency threshold range; and / or sending a control instruction to the power supply system in response to the second excitation frequency being within a frequency threshold range, wherein the frequency threshold range is obtained by multiplying the original transmission system torsional vibration frequency by a target coefficient.

[0010] Optionally, based on the gear information, a reference transmission system torsional vibration frequency to which the vehicle transmission system is to be adjusted is determined, including: inputting the gear information into a transmission system torsional vibration frequency calculation model for calculation to obtain a reference transmission system torsional vibration frequency, wherein the transmission system torsional vibration frequency calculation model is used to represent a mapping relationship between the gear information and the reference transmission system torsional vibration frequency.

[0011] According to one aspect of an embodiment of the present invention, a control device for a vehicle transmission system is provided, and the device may include: an acquisition unit, used to acquire the gear information of the vehicle at a current moment; a first determination unit, used to determine, based on the gear information, a reference transmission system torsional vibration frequency to which the vehicle transmission system of the vehicle is to be adjusted; a second determination unit, used to determine, based on the reference transmission system torsional vibration frequency, a reference current value to be output by the vehicle's power system to the vehicle's shock absorption system; a sending unit, used to generate a control instruction based on the reference current value, and send the control instruction to the power system, wherein the control instruction is used to control the power system to output the reference current value to the shock absorption system, so that the vibration frequency of the shock absorption system is the same as the reference transmission system torsional vibration frequency, thereby adjusting the amplitude of the transmission system.

[0012] According to another aspect of the present invention, a computer-readable storage medium is provided, wherein the computer-readable storage medium includes a stored program, wherein when the program is executed, the device where the computer-readable storage medium is located is controlled to execute the vehicle transmission system control method of the present invention.

[0013] According to another aspect of an embodiment of the present invention, a processor is provided, which is used to run a program, wherein when the program is run by the processor, the control method of the vehicle transmission system of the embodiment of the present invention is executed.

[0014] According to another aspect of the embodiments of the present invention, a vehicle is provided. The vehicle is used to execute the control method of the vehicle transmission system according to the embodiments of the present invention.

[0015] In an embodiment of the present invention, the gear information of the vehicle at the current moment is obtained; based on the gear information, a reference transmission system torsional vibration frequency to which the vehicle transmission system of the vehicle is to be adjusted is determined; based on the reference transmission system torsional vibration frequency, a reference current value to be output by the vehicle's power system to the vehicle's shock absorption system is determined; based on the reference current value, a control instruction is generated and sent to the power system, wherein the control instruction is used to control the power system to output the reference current value to the shock absorption system, so that the vibration frequency of the shock absorption system is the same as the reference transmission system torsional vibration frequency, thereby adjusting the amplitude of the transmission system. That is to say, in the embodiment of the present invention, the gear information of the vehicle at the current moment is first obtained by means of a gear sensor provided on the vehicle transmission body, and then the gear information is input into the transmission system torsional vibration frequency calculation model for calculation to obtain a reference transmission system torsional vibration frequency, and then the reference transmission system torsional vibration frequency is input into the associated model for parameter matching to obtain a reference current value, and finally a control instruction is generated according to the reference current value, and the instruction is sent to the power supply system. After the power supply system receives the instruction, the power supply system outputs a reference current corresponding to the reference current value to generate a magnetic field, which acts on the magnetorheological fluid to change the original stiffness and damping, thereby achieving the purpose of attenuating the amplitude of the transmission system, thereby solving the technical problem that the shock absorber cannot meet all the requirements of the whole vehicle, and achieving the technical effect that the shock absorber can meet all the requirements of the whole vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] The drawings described herein are used to provide a further understanding of the present invention and constitute a part of this application. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0017] Figure 1 is a flow chart of a method for controlling a vehicle transmission system according to an embodiment of the present invention;

[0018] FIG. 2( a ) is a schematic diagram of a vehicle transmission system according to an embodiment of the present invention;

[0019] FIG2( b ) is a schematic diagram of a torsional damper assembly of a vehicle transmission system according to an embodiment of the present invention;

[0020] Figure 3is a schematic diagram of a support assembly of a vehicle transmission system according to an embodiment of the present invention;

[0021] Figure 4 is a schematic diagram of an electromagnetic coil assembly of a vehicle transmission system according to an embodiment of the present invention;

[0022] Figure 5 is a schematic diagram of a rear axle of a vehicle transmission system according to an embodiment of the present invention;

[0023] Figure 6 is a schematic diagram of a torsional damper control system according to an embodiment of the present invention;

[0024] Figure 7 is a flow chart of a torsional damper control method according to an embodiment of the present invention;

[0025] Figure 8 is a schematic diagram of a control device for a vehicle transmission system according to an embodiment of the present invention. DETAILED DESCRIPTION

[0026] In order to enable those skilled in the art to better understand the scheme of the present invention, the technical scheme in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only embodiments of a part of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present invention.

[0027] It should be noted that the terms "first", "second", etc. in the specification and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units that are clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0028] Example 1

[0029] According to an embodiment of the present invention, a control method for a vehicle transmission system is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer executable instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0030] Figure 1 is a flow chart of a control method of a vehicle transmission system according to an embodiment of the present invention. Figure 1 As shown, the method may include the following steps:

[0031] Step S101, obtaining the gear information of the vehicle at the current moment.

[0032] In the technical solution provided in the above step S101 of the present invention, when the driving speed of the vehicle changes, the gear information of the vehicle at the current moment is obtained by means of a gear sensor arranged on the vehicle transmission body, wherein the gear information is used to indicate the driving state of the vehicle. For example, the gear information can be divided into five levels or six levels. If the gear information is five levels, it can be represented by setting Roman numerals I, II, III, IV, and V respectively. If the gear information is six levels, it can be represented by setting Roman numerals I, II, III, IV, V, and VI respectively.

[0033] Step S102, based on the gear information, determining a reference transmission system torsional vibration frequency to which the vehicle transmission system of the vehicle is to be adjusted.

[0034] In the technical solution provided in the above step S102 of the present invention, the gear information at the current moment obtained by the gear sensor is preprocessed, and then calculation is performed based on the preprocessed gear information and the selected calculation model to obtain the reference transmission system torsional vibration frequency to which the vehicle transmission system is to be adjusted, and the reference transmission system torsional vibration frequency is output.

[0035] Optionally, the gear information at the current moment obtained by the gear sensor is preprocessed, that is, redundant information not directly related to the gear level is deleted, and valid information directly related to the gear level is retained, thereby completing the preprocessing operation on the gear information at the current moment.

[0036] Step S103 : determining a reference current value to be outputted by the power system of the vehicle to the shock absorbing system of the vehicle based on the reference transmission system torsional vibration frequency.

[0037] In the technical solution provided in the above step S103 of the present invention, the reference current value to be output by the vehicle's power system to the vehicle's shock absorption system is determined based on the calculated reference transmission system torsional vibration frequency and the mapping relationship between the reference transmission system torsional vibration frequency and the target current value, thereby generating a magnetic field that acts on the magnetorheological fluid to change the stiffness and damping.

[0038] Step S104, generating a control instruction based on the reference current value, and sending the control instruction to the power supply system, wherein the control instruction is used to control the power supply system to output the reference current value to the shock absorption system, so that the vibration frequency of the shock absorption system is the same as the torsional vibration frequency of the reference transmission system, and the amplitude of the transmission system is adjusted.

[0039] In the technical solution provided in the above step S104 of the present invention, the control instruction may be a computer instruction for controlling the power supply system to output a reference current value to the shock absorption system. After receiving the reference current value, a control instruction is generated and sent to the power supply system. When the power supply system receives the control instruction, it outputs a reference current corresponding to the reference current value, so that the stiffness and damping are changed to adjust the vibration frequency of the shock absorption system to the same as the torsional vibration frequency of the reference transmission system, thereby achieving the purpose of attenuating the amplitude of the transmission system.

[0040] Optionally, after obtaining the reference current value, a corresponding control instruction is generated; then a judgment is made on whether to send the control instruction to the power supply system based on preset conditions, wherein the preset conditions can be used to represent the relationship between the excitation frequency of the engine, the excitation frequency of the drive shaft universal joint and the torsional vibration frequency of the transmission system; if the excitation frequency of the engine and the excitation frequency of the drive shaft universal joint meet the preset conditions, the control instruction is sent to the power supply system, and the reference current value is output to make the vibration frequency of the shock absorbing system the same as the reference transmission system torsional vibration frequency, thereby attenuating the amplitude of the transmission system; if the excitation frequency of the engine and the excitation frequency of the drive shaft universal joint do not meet the preset conditions, the control instruction cannot be sent to the power supply system. At this time, there is no need to change the stiffness and damping through current, and the torsional damper in the normal state is directly used to eliminate resonance.

[0041] In the above steps S101 to S104 of the present application, the gear information of the vehicle at the current moment is obtained; based on the gear information, the reference transmission system torsional vibration frequency to be adjusted to the vehicle transmission system of the vehicle is determined; based on the reference transmission system torsional vibration frequency, the reference current value to be output by the vehicle power system to the vehicle damping system is determined; based on the reference current value, a control instruction is generated, and the control instruction is sent to the power system, wherein the control instruction is used to control the power system to output the reference current value to the damping system, so that the vibration frequency of the damping system is the same as the reference transmission system torsional vibration frequency, and the amplitude of the transmission system is adjusted. That is to say, in the embodiment of the present invention, the gear information of the vehicle at the current moment is first obtained, and then the gear information is input into the transmission system torsional vibration frequency calculation model for calculation to obtain the reference transmission system torsional vibration frequency, and then the reference transmission system torsional vibration frequency is input into the association model for parameter matching to obtain the reference current value, and finally, the control instruction is generated according to the reference current value, and the instruction is sent to the power system, thereby achieving the purpose of attenuating the amplitude of the transmission system, thereby solving the technical problem that the shock absorber cannot meet all the requirements of the whole vehicle, and achieving the technical effect that the shock absorber can meet all the requirements of the whole vehicle.

[0042] The above method of this embodiment is further introduced below.

[0043] As an optional implementation method, step S103, based on the reference transmission system torsional vibration frequency, determines the reference current value to be output by the vehicle's power system to the vehicle's shock absorption system, including: inputting the reference transmission system torsional vibration frequency into an associated model for parameter matching to obtain a target current value that matches the reference transmission system torsional vibration frequency, wherein the associated model is used to at least represent the association relationship between the reference transmission system torsional vibration frequency and the target current value; and determining the target current value as the reference current value.

[0044] In this embodiment, the association model can be a mathematical model used to represent the association relationship between the reference transmission system torsional vibration frequency and the target current value. After the reference transmission system torsional vibration frequency is calculated based on the gear information, the calculated reference transmission system torsional vibration frequency is input into the association model for parameter matching, wherein the parameter matching can be a target current value that matches the reference transmission system torsional vibration frequency among several current values ​​obtained based on the association model, and the target current value can be determined as the reference current value.

[0045] As an optional implementation mode, before sending the control instruction to the power supply system, the control method of the vehicle transmission system also includes: obtaining first attribute information of the vehicle's engine, and obtaining second attribute information of the vehicle's drive shaft universal joint, wherein the first attribute information includes at least the engine speed information, and the second attribute information includes at least the order information of the drive shaft universal joint; determining a first excitation frequency of the engine based on the first attribute information, and determining a second excitation frequency of the drive shaft universal joint based on the second attribute information.

[0046] In this embodiment, before sending the control instruction to the power supply system, the whole vehicle signal can be obtained through the controller area network (CAN) bus, and then the first attribute information of the vehicle's engine and the second attribute information of the vehicle's drive shaft universal joint can be obtained based on the whole vehicle signal, wherein the first attribute information may include: the number of engine cylinders, the engine speed, and the second attribute information may include: the left wheel speed, the right wheel speed, the main reducer speed ratio, the universal joint order, and then the first attribute information is related to The calculation is performed to determine the first excitation frequency of the engine, and the second attribute information is related to The calculation is performed to determine the second excitation frequency of the drive shaft universal joint; then, the relationship between the first excitation frequency of the engine, the second excitation frequency of the drive shaft universal joint and the torsional vibration frequency of the transmission system is judged to determine whether to send the control instruction to the power supply system to control the output of the reference current value.

[0047] Optionally, the first excitation frequency of the engine is calculated based on the first attribute information, and the second excitation frequency of the drive shaft universal joint is calculated based on the second attribute information. If one or more variables in the first attribute information change, the first excitation frequency also changes at the same time, wherein the change in one or more variables in the first attribute information may be a change in the number of engine cylinders, a change in the engine speed, or a change in both. If one or more variables in the second attribute information changes, the second excitation frequency also changes at the same time, wherein the change in one or more variables in the second attribute information may be a change in the left wheel speed, a change in the right wheel speed, a change in the main reducer speed ratio, a change in the universal joint order, or a change in two or more of the above variables at the same time.

[0048] As an optional implementation method, the first excitation frequency of the engine is determined based on the first attribute information, and the second excitation frequency of the drive shaft universal joint is determined based on the second attribute information, including: inputting the first attribute information into the engine excitation frequency calculation model for calculation to obtain the first excitation frequency, and inputting the second attribute information into the drive shaft universal joint self-excitation frequency calculation model for calculation to obtain the second excitation frequency, wherein the engine excitation frequency calculation model is used to represent the mapping relationship between the first attribute information and the first excitation frequency, and the drive shaft universal joint self-excitation frequency calculation model is used to represent the mapping relationship between the second attribute information and the second excitation frequency.

[0049] In this embodiment, the engine excitation frequency calculation model can be a mathematical model for representing the mapping relationship between the first attribute information and the first excitation frequency, and the drive shaft universal joint self-excitation frequency calculation model can be a mathematical model for representing the mapping relationship between the second attribute information and the second excitation frequency. After the first attribute information and the second attribute information are obtained based on the whole vehicle signal, the first attribute information obtained based on the whole vehicle signal is input into the engine excitation frequency calculation model for calculation to obtain the first excitation frequency. At the same time, the second attribute information obtained based on the whole vehicle signal is input into the drive shaft universal joint self-excitation frequency calculation model for calculation to obtain the second excitation frequency.

[0050] For example, the engine excitation frequency calculation model can be as follows:

[0051] f e =(n e *m / 120)

[0052] Among them, f e It can be used to indicate the first excitation frequency of the engine, m can be used to indicate the number of engine cylinders, n e Can be used to indicate engine speed.

[0053] For example, the calculation model of the self-excitation frequency of the transmission shaft universal joint can be as follows:

[0054] f s =(n L +n R )*i d *j / 120

[0055] Among them, f s It can be used to represent the second excitation frequency of the transmission shaft universal joint, n L Can be used to indicate the left wheel speed, n R Can be used to indicate the right wheel speed, i d It can be used to indicate the speed ratio of the main reducer, and j can be used to indicate the order of the universal joint.

[0056] As an optional implementation method, step S104, sending a control instruction to the power supply system, includes: in response to the first excitation frequency being within a frequency threshold range, sending a control instruction to the power supply system; and / or, in response to the second excitation frequency being within a frequency threshold range, sending a control instruction to the power supply system, wherein the frequency threshold range is obtained by multiplying the original transmission system torsional vibration frequency by the target coefficient.

[0057] In this embodiment, the frequency threshold range can be a numerical range obtained by multiplying the original transmission system torsional vibration frequency by the target coefficient. After obtaining the first excitation frequency based on the engine excitation frequency calculation model, the first excitation frequency is compared with the frequency threshold range to determine whether the first excitation frequency is within the frequency threshold range. If the first excitation frequency is within the frequency threshold range, a control instruction is sent to the power supply system; and / or, after obtaining the second excitation frequency based on the transmission shaft universal joint self-excitation frequency calculation model, the second excitation frequency is compared with the threshold range to determine whether the second excitation frequency is within the frequency threshold range. If the second excitation frequency is within the frequency threshold range, a control instruction is sent to the power supply system. When the power supply system receives the control instruction, the power supply system outputs a reference current corresponding to the reference current value to adjust the vibration frequency of the shock absorbing system to be the same as the reference transmission system torsional vibration frequency, thereby achieving the purpose of attenuating the amplitude of the transmission system.

[0058] Optionally, in response to the first excitation frequency being within the frequency threshold range, and / or in response to the second excitation frequency being within the frequency threshold range, the following situations may be included: situation one, the first excitation frequency is within the frequency threshold range, and the second excitation frequency is within the frequency threshold range; situation two, the first excitation frequency is within the frequency threshold range, but the second excitation frequency is not within the frequency threshold range; situation three, the first excitation frequency is not within the frequency threshold range, but the second excitation frequency is within the frequency threshold range. When any one of situations one to three occurs, a control instruction will be sent to the power supply system in response to the situation that occurs. This is only an example and is not specifically limited here.

[0059] As an optional implementation method, step S102, based on the gear information, determines the reference transmission system torsional vibration frequency to which the vehicle transmission system is to be adjusted, including: inputting the gear information into the transmission system torsional vibration frequency calculation model for calculation to obtain the reference transmission system torsional vibration frequency, wherein the transmission system torsional vibration frequency calculation model is used to represent the mapping relationship between the gear information and the reference transmission system torsional vibration frequency.

[0060] In this embodiment, the transmission system torsional vibration frequency calculation model can be a mathematical model used to represent the mapping relationship between gear information and reference transmission system torsional vibration frequency. After obtaining the gear information of the vehicle at the current moment, the gear information is preprocessed to delete redundant information that is not directly related to the gear level, and the preprocessed gear information is input into the transmission system torsional vibration frequency calculation model for calculation to obtain the reference transmission system torsional vibration frequency, and the reference transmission system torsional vibration frequency is output.

[0061] For example, the calculation model of the transmission system torsional vibration frequency can be as follows:

[0062]

[0063] Among them, i can be used to indicate the gear position, K i Can be used to represent the torsional stiffness in gear i, J i Can be used to represent the moment of inertia.

[0064] In an embodiment of the present invention, firstly, the gear information of the vehicle at the current moment is obtained by means of a set gear sensor, and then the gear information is input into a transmission system torsional vibration frequency calculation model for calculation to obtain a reference transmission system torsional vibration frequency, and then the reference transmission system torsional vibration frequency is input into an associated model for parameter matching to determine a reference current value, and finally based on the reference current value, a control instruction is generated, and a judgment is made based on preset conditions to determine that the control instruction is sent to the power supply system so that the power supply system outputs a reference current corresponding to the reference current value, so as to adjust the vibration frequency of the shock absorber system to be the same as the reference transmission system torsional vibration frequency, thereby attenuating the amplitude of the transmission system, thereby solving the technical problem that the shock absorber cannot meet all the requirements of the whole vehicle and achieving the technical effect that the shock absorber can meet all the requirements of the whole vehicle.

[0065] Example 2

[0066] The technical solution of the embodiment of the present invention is illustrated below in conjunction with preferred implementation modes.

[0067] With the continuous development of the economy and the improvement of people's living standards, vehicles are not only used as a daily means of transportation, but also to meet the changing needs of users. The development of vehicles is becoming more and more diversified. However, with the update and iteration of driving venues, the difficulties and challenges faced by vehicle transmission systems are becoming greater and greater. Common vehicle transmission systems reduce or eliminate the torsional resonance noise of the rear drive shaft by installing torsional dampers or mass dampers, but the working conditions of the whole vehicle are becoming more and more complex. By installing torsional dampers or mass dampers, only the most severe resonance conditions can be eliminated, and they do not have active control capabilities, so they cannot meet all the needs of the whole vehicle.

[0068] Therefore, in order to overcome the above problems, in a related technology, an upper and lower distributed dual-frequency torsional vibration damper is disclosed, which includes a mass inertia block I, a mass inertia block II, a vibration absorbing rubber I, a vibration absorbing rubber II, a stop ring and a connecting flange; the mass inertia block I is vulcanized and connected to the connecting flange through the vibration absorbing rubber I, the mass inertia block II is vulcanized and connected to the stop ring through the vibration absorbing rubber II, and the inner circumference of the connecting flange and the outer circumference of the stop ring are pressed together through interference fit; the mass inertia block I, the vibration absorbing rubber I and the connecting flange and the mass inertia block II, the vibration absorbing rubber II and the stop ring form two natural frequency systems in the same direction that do not affect each other and can work separately. However, the shock absorber only adds a set of rubber main springs on the basis of the original structure to form two sets of stiffness damping, expand the ability to attenuate torsional vibration, and cannot meet the complex and changeable stiffness damping requirements of the whole vehicle.

[0069] In another related technology, a side-by-side distributed dual-frequency torsional vibration damper is disclosed, which includes a mass inertia block I, a mass inertia block II, a vibration absorbing rubber I, a vibration absorbing rubber II, a stop ring and a connecting flange; the mass inertia block I and the mass inertia block II are independently arranged side by side; the vibration absorbing rubber I and the vibration absorbing rubber II are independently arranged side by side; the mass inertia block I and the stop ring are vulcanized and connected through the vibration absorbing rubber I, and the mass inertia block II and the stop ring are vulcanized and connected through the vibration absorbing rubber II; the outer circumferential surface of the connecting flange and the inner circumferential surface of the stop ring are connected together by interference fit. The stop ring is provided with a plurality of stoppers, which are staggered with the vibration absorbing rubber; the connecting flange is provided with a flange on the non-flange side, which is arranged on the outside of the vibration absorbing rubber I and located in the step hole of the mass inertia block I. However, the shock absorber only adds a set of rubber main springs on the basis of the original structure to form two sets of stiffness damping, expand the ability to attenuate torsional vibration, and cannot meet the complex and changeable stiffness damping requirements of the whole vehicle.

[0070] In another related technology, a liquid-resistance rubber torsional vibration damper is disclosed, which includes a sealing cover, an inner ring, a vibration-absorbing rubber, a mass inertia block, and a connecting flange; the inner ring is sleeved outside the mass inertia block, and the inner ring and the mass inertia block are connected as a whole through the vibration-absorbing rubber vulcanization; the sealing cover and the connecting flange are assembled together to form an annular closed cavity that surrounds the inner ring, the vibration-absorbing rubber, and the mass inertia block, and the internal gap of the annular closed cavity is filled with damping liquid; a thrust ball bearing is symmetrically arranged between the two end surfaces of the mass inertia block and the sealing cover and the connecting flange. However, the damper uses damping liquid friction to generate heat to attenuate vibration, which is different from the control method adopted by the present invention, and the damper is not provided with an electronic control structure, and cannot realize active frequency modulation control, so it cannot meet the complex and variable stiffness and damping requirements of the whole vehicle.

[0071] However, the embodiment of the present invention proposes a control method for a vehicle transmission system. The method can use a magnetorheological fluid reservoir as the main spring of the torsion damper, and determine and send a control instruction through the control method of the torsion damper to control the power supply system to output a reference current, so as to adjust the torsional vibration frequency of the original transmission system in real time, thereby solving the technical problem that the shock absorber cannot meet all the requirements of the whole vehicle and improving the performance of the shock absorber.

[0072] FIG2( a ) is a schematic diagram of a vehicle transmission system according to an embodiment of the present invention. As shown in FIG2( a ), the vehicle transmission system includes: a transmission shaft 201 , a torsional damper assembly 202 , a bracket assembly 203 , and a rear axle 204 .

[0073] Optionally, the transmission shaft 201 is connected to the torsional damper assembly 202, and the transmission shaft 201 can be used to transmit the power output by the engine to the vehicle drive wheels; the torsional damper assembly 202 is connected to the bracket assembly 203, and the torsional damper assembly 202 can be used to adjust the vibration frequency of the damper and the natural frequency of the torsional vibration of the transmission system to the same frequency; the bracket assembly 203 is connected to the rear axle 204, and the bracket assembly 203 can be used to support the torsional damper assembly 202 and the rear axle 204; the rear axle 204 can be used to carry the entire vehicle transmission system.

[0074] Figure 2(b) is a schematic diagram of a torsional damper assembly of a vehicle transmission system according to an embodiment of the present invention. As shown in Figure 2(b), the torsional damper assembly may include: an inertia ring 2021, a fluid reservoir 2022, a magnetorheological fluid 2023, a flange 2024, a limit pin 2025, and a limit structure 2026.

[0075] Optionally, the inner ring of the inertia ring 2021 is vulcanized and connected to the liquid storage capsule 2022. The inertia ring 2021 can be used to absorb the energy of the torsional vibration of the transmission system. The inertia ring 2021 can be made of metal materials such as low-carbon steel and aluminum alloy. The liquid storage capsule 2022 is a cavity structure formed by vulcanization of rubber. The liquid storage capsule 2022 can be used to store magnetorheological fluid 2023, wherein the magnetorheological fluid 2023 can be used to achieve stepless adjustment of the stiffness and damping of the main spring; the flange 2024 is arranged on the two liquid storage capsules 2022, and the outer ring of the flange 2024 is vulcanized and connected to the liquid storage capsule 2022. Four through holes are arranged on the flange of the flange 2024, and the transmission shaft bolts pass through the transmission The through hole on the dynamic shaft flange is screwed into the threaded hole of the rear axle input flange, and the flange can be used to expand the wheelbase, improve the stability of the vehicle in fast cornering, and reduce the roll of the vehicle; the limit pin 2025 is pressed into the gap structure formed between the two fluid storage bags 2022, and the limit pin 2025 can be used to ensure that the flange 2024 and the inertia ring 2021 are concentric; the limit structure 2026 is installed between the drive shaft and the rear axle, and its upper and lower walls are vulcanized and connected to the inertia ring 2021 and the flange 2024. The limit structure 2026 can be used to protect the torsional vibration damper assembly and prevent the inertia ring 2021 from moving too much in the circumferential direction relative to the flange 2024.

[0076] Figure 3 is a schematic diagram of a support assembly of a vehicle transmission system according to an embodiment of the present invention, such as Figure 3 As shown, the bracket assembly may be composed of a bracket 301 and a cover plate 302, wherein a coil 303 is disposed inside the groove of the bracket 301, and the cover plate 302 and the bracket 301 may be interference fit or connected by bolts.

[0077] Figure 4 is a schematic diagram of an electromagnetic coil assembly of a vehicle transmission system according to an embodiment of the present invention, such as Figure 4 As shown, the electromagnetic coil assembly 400 may be composed of a coil connector 401 and a coil, wherein the coil connector 401 is provided with two coil connector mounting feet.

[0078] Figure 5 is a schematic diagram of a rear axle of a vehicle transmission system according to an embodiment of the present invention, such as Figure 5 As shown, a coil connector mounting hole 501 is provided on the rear axle, wherein the coil connector mounting hole 501 can be used to cooperate with and fix the coil connector mounting foot 502 .

[0079] Figure 6 is a schematic diagram of a torsional damper control system according to an embodiment of the present invention, such as Figure 6As shown, the torsional damper control system includes: an engine control unit 601, used to control the transmission of the engine speed signal to the CAN bus 604; a transmission control unit 602, used to control the transmission gear position signal to the CAN bus 604; a brake control unit 603, used to control the transmission of the wheel speed signal to the CAN bus 604; the CAN bus 604 is used to obtain the engine speed signal, the transmission gear position signal, and the wheel speed signal; a torsional damper control unit 605, used to control the control instruction to be sent to the power module 606; the power module 606 is used to control the reference current to be output to the electromagnetic coil assembly 607; the electromagnetic coil assembly 607 is used to control the change of the magnetic field through the current to change the current stiffness and damping; the torsional damper assembly 608 is used to reduce the natural frequency of the torsional vibration of the transmission system.

[0080] Optionally, the CAN bus 604 can obtain the engine speed signal through the engine control unit 601; the CAN bus 604 can also obtain the transmission gear position signal through the transmission control unit 602; and the CAN bus 604 can also obtain the wheel speed signal through the brake control unit 603; after the CAN bus 604 obtains the engine speed signal, the transmission gear position signal, and the wheel speed signal, the control instruction is sent to the power module 606 through the torsional damper control unit 605; after the power module 606 receives the control instruction, the reference current is output to the electromagnetic coil assembly 607; after the electromagnetic coil assembly 607 receives the reference current, the magnetic field changes, the magnetorheological fluid also changes, and the current stiffness and damping also change accordingly; after the stiffness and damping change, the torsional damper assembly 608 reduces the natural frequency of the torsional vibration of the transmission system, thereby adjusting the vibration frequency of the shock absorber and the natural frequency of the torsional vibration of the transmission system to the same frequency.

[0081] In order to realize the torsional damper control method, Figure 7 is a flow chart of a torsional damper control method according to an embodiment of the present invention. Figure 7 As shown, the method may include:

[0082] Step S701, determine whether the acquired gear position is gear I. If the acquired gear position is gear I, proceed to steps S702 and S703, calculate the first excitation frequency of the engine and the second excitation frequency of the transmission shaft universal joint, and determine whether the first excitation frequency and / or the second excitation frequency are within the frequency threshold range. If they are within the frequency threshold range, proceed to step S704, the power module outputs current. If not within the frequency threshold range, the process ends.

[0083] If the acquired gear position is not gear I, then proceed to step S705 to determine whether the acquired unit is gear II. If the acquired gear position is gear II, then proceed to steps S706 and S707 to calculate the first excitation frequency of the engine and the second excitation frequency of the transmission shaft universal joint, and determine whether the first excitation frequency and / or the second excitation frequency are within the frequency threshold range. If they are within the frequency threshold range, then proceed to step S708, and the power module outputs current. If it is not within the frequency threshold range, then the process ends.

[0084] If the acquired gear position is not gear II, then the process proceeds to step S709 to determine whether the acquired gear position is gear III. If the acquired gear position is gear III, then the process proceeds to steps S710 and S711 to calculate the first excitation frequency of the engine and the second excitation frequency of the transmission shaft universal joint, and to determine whether the first excitation frequency and / or the second excitation frequency are within the frequency threshold range. If they are within the frequency threshold range, then the process proceeds to step S712, and the power module outputs current. If they are not within the frequency threshold range, then the process ends.

[0085] If the acquired gear position is not gear III, then the process proceeds to step S713 to determine whether the acquired gear position is gear IV. If the acquired gear position is gear IV, then the process proceeds to steps S714 and S715 to calculate the first excitation frequency of the engine and the second excitation frequency of the transmission shaft universal joint, and to determine whether the first excitation frequency and / or the second excitation frequency are within the frequency threshold range. If they are within the frequency threshold range, then the process proceeds to step S716, and the power module outputs current. If they are not within the frequency threshold range, then the process ends.

[0086] If the acquired gear position is not the IV gear, then the process proceeds to step S717 to determine whether the acquired gear position is the V gear. If the acquired gear position is the V gear, then the process proceeds to steps S718 and S719 to calculate the first excitation frequency of the engine and the second excitation frequency of the transmission shaft universal joint, and to determine whether the first excitation frequency and / or the second excitation frequency are within the frequency threshold range. If they are within the frequency threshold range, then the process proceeds to step S720, and the power module outputs current. If they are not within the frequency threshold range, then the process ends.

[0087] If the acquired gear position is not the V gear, then the process proceeds to step S721 to determine whether the acquired gear position is the VI gear. If the acquired gear position is the VI gear, then the process proceeds to steps S722 and S723 to calculate the first excitation frequency of the engine and the second excitation frequency of the transmission shaft universal joint, and to determine whether the first excitation frequency and / or the second excitation frequency are within the frequency threshold range. If they are within the frequency threshold range, then the process proceeds to step S724, and the power module outputs current. If it is not within the frequency threshold range, then the process ends.

[0088] If the acquired gear is not the VI gear, the process ends.

[0089] Optionally, when determining which gear the acquired gear is in, the acquired gear is input into a transmission system torsional vibration frequency calculation model for calculation to obtain a reference transmission system torsional vibration frequency, and then the reference transmission system torsional vibration frequency is input into a correlation model for parameter matching to determine a reference current value, wherein the transmission system torsional vibration frequency calculation model is shown in the following formula:

[0090]

[0091] Among them, i can be used to indicate the gear position, K i Can be used to represent the torsional stiffness in gear i, J i Can be used to represent the moment of inertia.

[0092] Optionally, the first excitation frequency of the engine is calculated based on an engine excitation frequency calculation model, and the engine excitation frequency calculation model is shown in the following formula:

[0093] f e =(n e *m / 120)

[0094] Among them, f e It can be used to indicate the first excitation frequency of the engine, m can be used to indicate the number of engine cylinders, n e Can be used to indicate engine speed.

[0095] Optionally, the second excitation frequency of the transmission shaft universal joint is calculated based on a self-excitation frequency calculation model of the transmission shaft universal joint, and the self-excitation frequency calculation model of the transmission shaft universal joint is shown in the following formula:

[0096] f s =(n L +n R )*i d *j / 120

[0097] Among them, f s It can be used to represent the second excitation frequency of the transmission shaft universal joint, n L Can be used to indicate the left wheel speed, n R Can be used to indicate the right wheel speed, i d It can be used to indicate the speed ratio of the main reducer, and j can be used to indicate the order of the universal joint.

[0098] Optionally, the frequency threshold range is obtained by multiplying the original transmission system torsional vibration frequency by the target coefficient. The frequency threshold range in step S703 may be K11*f1<f e <K12*f1 or K11*f1<f s<K12*f1, the frequency threshold range in step S707 may be K21*f2<f e <K22*f2 or K21*f2<f s <K22*f2, the frequency threshold range in step S711 may be K31*f3<f e <K32*f3 or K31*f3<f s <K32*f3, the frequency threshold range in step S715 may be K41*f4<f e <K42*f4 or K41*f4<f e <K42*f4, the frequency threshold range in step S719 may be K51*f5<f e <K52*f5 or K51*f5<f s <K52*f5, the frequency threshold range in step S723 may be K61*f6<f e <K62*f6 or K61*f6<f s <K62*f6.

[0099] In this embodiment, by determining whether the first excitation frequency calculated based on the engine excitation frequency calculation model and / or the second excitation frequency calculated based on the transmission shaft universal joint self-excitation frequency calculation model are within the frequency threshold range, the torsional damper control unit is controlled to issue a command to the power module. Subsequently, the power module outputs a reference current corresponding to the reference current value to the coil to adjust the torsional vibration frequency of the original transmission system in real time, thereby solving the technical problem that the shock absorber cannot meet all the requirements of the whole vehicle and achieving the technical effect that the shock absorber can meet all the requirements of the whole vehicle.

[0100] Example 3

[0101] According to an embodiment of the present invention, a control device for a vehicle transmission system is also provided. It should be noted that the control device for a vehicle transmission system can be used to execute a control method for a vehicle transmission system in embodiment 1.

[0102] Figure 8 Schematic diagram of a control device for a vehicle transmission system according to an embodiment of the present invention. Figure 8 As shown, a control device 800 for a vehicle transmission system may include: an acquisition unit 801 , a first determination unit 802 , a second determination unit 803 and a sending unit 804 .

[0103] The acquisition unit 801 is used to acquire the gear information of the vehicle at the current moment.

[0104] The first determination unit 802 is used to determine a reference transmission system torsional vibration frequency to which a vehicle transmission system of the vehicle is to be adjusted based on the gear information.

[0105] The second determining unit 803 is used to determine a reference current value to be outputted by the power system of the vehicle to the shock absorbing system of the vehicle based on the reference transmission system torsional vibration frequency.

[0106] The sending unit 804 is used to generate a control instruction based on the reference current value and send the control instruction to the power supply system, wherein the control instruction is used to control the power supply system to output the reference current value to the shock absorption system so that the vibration frequency of the shock absorption system is the same as the torsional vibration frequency of the reference transmission system, thereby adjusting the amplitude of the transmission system.

[0107] Optionally, the second determination unit 803 may include: a matching module, used to input the reference transmission system torsional vibration frequency into an associated model for parameter matching to obtain a target current value that matches the reference transmission system torsional vibration frequency, wherein the associated model is used to at least represent the association relationship between the reference transmission system torsional vibration frequency and the target current value; and a determination module, used to determine the target current value as the reference current value.

[0108] Optionally, the control device 800 of the vehicle transmission system may also include: a first acquisition unit, used to acquire first attribute information of the vehicle's engine and second attribute information of the vehicle's drive shaft universal joint before sending the control instruction to the power supply system, wherein the first attribute information includes at least the engine speed information, and the second attribute information includes at least the order information of the drive shaft universal joint; a third determination unit, used to determine the first excitation frequency of the engine based on the first attribute information, and to determine the second excitation frequency of the drive shaft universal joint based on the second attribute information.

[0109] Optionally, the third determination unit may include: a first calculation module, used to input the first attribute information into the engine excitation frequency calculation model for calculation to obtain the first excitation frequency, and input the second attribute information into the transmission shaft universal joint self-excitation frequency calculation model for calculation to obtain the second excitation frequency, wherein the engine excitation frequency calculation model is used to represent the mapping relationship between the first attribute information and the first excitation frequency, and the transmission shaft universal joint self-excitation frequency calculation model is used to represent the mapping relationship between the second attribute information and the second excitation frequency.

[0110] Optionally, the sending unit 804 may include: a first response module, used to send a control instruction to the power supply system in response to the first excitation frequency being within a frequency threshold range; and / or, a second response module, used to send a control instruction to the power supply system in response to the second excitation frequency being within a frequency threshold range, wherein the frequency threshold range is obtained by multiplying the original transmission system torsional vibration frequency by a target coefficient.

[0111] Optionally, the first determination unit 802 may include: a first calculation module, used to input the gear information into a transmission system torsional vibration frequency calculation model for calculation to obtain a reference transmission system torsional vibration frequency, wherein the transmission system torsional vibration frequency calculation model is used to represent the mapping relationship between the gear information and the reference transmission system torsional vibration frequency.

[0112] In this embodiment, an acquisition unit is used to acquire the gear information of the vehicle at the current moment; a first determination unit is used to determine, based on the gear information, a reference transmission system torsional vibration frequency to which the vehicle transmission system of the vehicle is to be adjusted; a second determination unit is used to determine, based on the reference transmission system torsional vibration frequency, a reference current value to be output by the vehicle's power system to the vehicle's shock absorber system; a sending unit is used to generate a control instruction based on the reference current value, and send the control instruction to the power system, wherein the control instruction is used to control the power system to output the reference current value to the shock absorber system, so that the vibration frequency of the shock absorber system is the same as the reference transmission system torsional vibration frequency, and adjust the amplitude of the transmission system, thereby solving the technical problem that the shock absorber cannot meet all the requirements of the whole vehicle and achieving the technical effect that the shock absorber can meet all the requirements of the whole vehicle.

[0113] Example 4

[0114] According to an embodiment of the present invention, there is further provided a computer-readable storage medium, the storage medium including a stored program, wherein the program executes the control method of the vehicle transmission system in Embodiment 1.

[0115] Example 5

[0116] According to an embodiment of the present invention, a processor is further provided, the processor being used to run a program, wherein the program executes the vehicle transmission system control method in embodiment 1 when the program is run by the processor.

[0117] Example 6

[0118] According to an embodiment of the present invention, a vehicle is further provided. The vehicle is used to execute any one of the vehicle transmission system control methods in Embodiment 1.

[0119] The serial numbers of the above embodiments of the present invention are only for description and do not represent the advantages or disadvantages of the embodiments.

[0120] In the above embodiments of the present invention, the description of each embodiment has its own emphasis. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0121] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. Among them, the device embodiments described above are only schematic. For example, the division of units can be a logical function division. There may be other division methods in actual implementation. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of units or modules, which can be electrical or other forms.

[0122] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed over multiple units. Some or all of the units may be selected according to actual needs to achieve the purpose of the present embodiment.

[0123] In addition, each functional unit in each embodiment of the present invention may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

[0124] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution can be embodied in the form of a software product, which is stored in a storage medium and includes several instructions for a computer device (which can be a personal computer, server or network device, etc.) to perform all or part of the steps of the methods of each embodiment of the present invention. The aforementioned storage medium includes: U disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), mobile hard disk, magnetic disk or optical disk, etc., which can store program code.

[0125] The above are only preferred embodiments of the present invention. It should be pointed out that, for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principles of the present invention. These improvements and modifications should also be regarded as the scope of protection of the present invention.

Claims

1. A method for controlling a vehicle transmission system, characterized in that: include: Get the gear information of the vehicle at the current moment; determining, based on the gear information, a reference drivetrain torsional vibration frequency to which a vehicle drivetrain of the vehicle is to be adjusted; Determining a reference current value to be output by a power system of the vehicle to a damping system of the vehicle based on the reference transmission system torsional vibration frequency; generating a control instruction based on the reference current value, and sending the control instruction to the power supply system, wherein the control instruction is used to control the power supply system to output the reference current value to the damping system, so that the vibration frequency of the damping system is the same as the torsional vibration frequency of the reference transmission system, and the amplitude of the transmission system is adjusted; Wherein, based on the gear information, determining the reference transmission system torsional vibration frequency to which the vehicle transmission system of the vehicle is to be adjusted, including: inputting the gear information into a transmission system torsional vibration frequency calculation model for calculation to obtain the reference transmission system torsional vibration frequency, wherein the transmission system torsional vibration frequency calculation model is used to represent the mapping relationship between the gear information and the reference transmission system torsional vibration frequency.

2. The method according to claim 1, characterized in that Determining a reference current value to be outputted by the power system of the vehicle to the shock absorbing system of the vehicle based on the reference transmission system torsional vibration frequency includes: Inputting the reference transmission system torsional vibration frequency into a correlation model for parameter matching to obtain a target current value that matches the reference transmission system torsional vibration frequency, wherein the correlation model is used to at least represent the correlation relationship between the reference transmission system torsional vibration frequency and the target current value; The target current value is determined as the reference current value.

3. The method according to claim 1, characterized in that Before sending the control instruction to the power supply system, the method further includes: Acquire first attribute information of the engine of the vehicle, and acquire second attribute information of the transmission shaft universal joint of the vehicle, wherein the first attribute information at least includes speed information of the engine, and the second attribute information at least includes order information of the transmission shaft universal joint; A first excitation frequency of the engine is determined based on the first attribute information, and a second excitation frequency of the transmission shaft universal joint is determined based on the second attribute information.

4. The method according to claim 3, characterized in that Determining a first excitation frequency of the engine based on the first attribute information, and determining a second excitation frequency of the transmission shaft universal joint based on the second attribute information, comprises: The first attribute information is input into the engine excitation frequency calculation model for calculation to obtain the first excitation frequency, and the second attribute information is input into the transmission shaft universal joint self-excitation frequency calculation model for calculation to obtain the second excitation frequency, wherein the engine excitation frequency calculation model is used to represent the mapping relationship between the first attribute information and the first excitation frequency, and the transmission shaft universal joint self-excitation frequency calculation model is used to represent the mapping relationship between the second attribute information and the second excitation frequency.

5. The method according to claim 3, characterized in that: Sending the control instruction to the power supply system includes: In response to the first excitation frequency being within a frequency threshold range, sending the control instruction to the power supply system; and / or, In response to the second excitation frequency being within the frequency threshold range, the control instruction is sent to the power supply system, wherein the frequency threshold range is obtained by multiplying the original transmission system torsional vibration frequency by a target coefficient.

6. A control device for a vehicle transmission system, characterized in that: include: An acquisition unit, used to acquire the gear information of the vehicle at the current moment; a first determining unit, configured to determine, based on the gear information, a reference transmission system torsional vibration frequency to which a vehicle transmission system of the vehicle is to be adjusted; a second determining unit, configured to determine a reference current value to be output by the power system of the vehicle to the shock absorbing system of the vehicle based on the reference transmission system torsional vibration frequency; a sending unit, configured to generate a control instruction based on the reference current value, and send the control instruction to the power supply system, wherein the control instruction is used to control the power supply system to output the reference current value to the damping system, so that the vibration frequency of the damping system is the same as the torsional vibration frequency of the reference transmission system, and the amplitude of the transmission system is adjusted; Among them, the first determination unit can also be used to input the gear information into the transmission system torsional vibration frequency calculation model for calculation to obtain the reference transmission system torsional vibration frequency, wherein the transmission system torsional vibration frequency calculation model is used to represent the mapping relationship between the gear information and the reference transmission system torsional vibration frequency.

7. A computer-readable storage medium, characterized in that: The computer-readable storage medium includes a stored program, wherein when the program is executed, the device where the computer-readable storage medium is located is controlled to execute the method according to any one of claims 1 to 5.

8. A processor, characterized in that: The processor is used to run a program, wherein the program executes the method according to any one of claims 1 to 5 when run by the processor.

9. A vehicle, characterized in that: The vehicle is used to execute the vehicle transmission system control method according to any one of claims 1 to 5.

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