A power damping method, system and apparatus for an electrically controlled system

Abstract

The embodiment of the specification discloses a power damping method, system and device for an electric control system, relates to the technical field of electric vehicles, is applied to a power damping system, the power damping system comprises a battery assembly and an elastic element, the elastic element is arranged in the battery assembly, and the method comprises the following steps: acquiring a battery parameter of an electric vehicle, so as to determine a reference damageable frequency of the electric control system through the battery parameter of the electric vehicle, wherein the battery parameter comprises the number of batteries; determining the theoretical matching parameters of the battery assembly and the elastic element according to the battery quality, the reference damageable frequency and the pre-acquired mass of the frame and the body assembly, wherein the matching parameters comprise the theoretical stiffness and the theoretical damping ratio; and determining the corresponding matching elastic element according to the theoretical matching parameters, so as to perform a damping operation on the electric control system through the matching elastic element.

Description

Technical Field

[0001] This specification relates to the field of electric vehicle technology, and in particular to a method, system and device for dynamic vibration reduction in an electronic control system. Background Technology

[0002] The electronic control system (ECU) is one of the three core key components of an electric vehicle (EV). As the EV's central nervous system, it connects and controls the motor, battery, and other auxiliary systems, thus requiring high reliability, safety, and stability. The ECU is typically mounted on the vehicle frame, but it contains numerous electronic components, some of which are sensitive to vibrations at specific frequencies. When continuously subjected to excitation at a specific frequency, the frame's vibrations are transmitted to the ECU, damaging its electronic components and severely impacting the EV's reliability and safety. Therefore, precisely mitigating vibrations in the ECU is a pressing technical challenge. Summary of the Invention

[0003] This specification provides one or more embodiments of a method, system, and device for dynamic vibration reduction in an electronic control system, which addresses the following technical problem: how to accurately reduce vibration in the electronic control system of an electric vehicle.

[0004] One or more embodiments of this specification employ the following technical solutions:

[0005] This specification provides one or more embodiments of a dynamic vibration reduction method for an electronic control system. The method is characterized by being applied to a dynamic vibration reduction system comprising a battery assembly and an elastic element, the elastic element being disposed within the battery assembly. The method includes: acquiring battery parameters of an electric vehicle to determine a reference vulnerability frequency of the electronic control system based on these parameters, wherein the battery parameters include the number of batteries; determining theoretical matching parameters between the battery assembly and the elastic element based on the battery mass, the reference vulnerability frequency, and a pre-acquired frame and body assembly mass, wherein the matching parameters include theoretical stiffness and theoretical damping ratio; selecting a corresponding matching elastic element according to the theoretical matching parameters, and performing vibration reduction operation on the electronic control system through the matching elastic element.

[0006] Further, by using the battery parameters of the electric vehicle, the reference vulnerable frequency of the electronic control system is determined, specifically including: when the number of batteries in the battery parameters of the electric vehicle is one, obtaining at least one theoretical vulnerable frequency range of the electronic control system; when the theoretical vulnerable frequency range of the electronic control system is one frequency range, taking the middle frequency of the theoretical vulnerable frequency range as the reference vulnerable frequency of the electronic control system; when the theoretical vulnerable frequency range of the electronic control system is multiple frequency ranges, obtaining the damage factor corresponding to each theoretical vulnerable frequency range, wherein the damage factor is used to represent the degree of damage to the electronic control system by the vibration signal corresponding to the theoretical vulnerable frequency range; based on the damage factor corresponding to each theoretical vulnerable frequency range, selecting a specified frequency range with the largest damage factor from multiple frequency ranges, and taking the middle frequency of the specified frequency range as the reference vulnerable frequency of the electronic control system.

[0007] Further, by using the battery parameters of the electric vehicle, a reference vulnerability frequency for the electronic control system is determined, specifically including: when the number of batteries in the battery parameters of the electric vehicle is multiple, obtaining the theoretical vulnerability frequency of the electronic control system, wherein the theoretical vulnerability frequency includes a single theoretical vulnerability frequency value, a single theoretical vulnerability frequency range, and multiple theoretical vulnerability frequency ranges; when the theoretical vulnerability frequency of the electronic control system is a single theoretical vulnerability frequency value, using the single theoretical vulnerability frequency value as the reference vulnerability frequency; when the theoretical vulnerability frequency of the electronic control system is a single theoretical vulnerability frequency range, obtaining the frequency bandwidth of the theoretical vulnerability frequency; and based on the frequency bandwidth of the theoretical vulnerability frequency and the frequency of the theoretical vulnerability frequency... Based on the lower limit of the damage rate and the upper limit of the theoretically vulnerable frequency, a first vulnerable frequency and a second vulnerable frequency are determined. The first vulnerable frequency and the second vulnerable frequency are used as the reference vulnerable frequency to determine the first elastic element corresponding to the first vulnerable frequency and the second elastic element corresponding to the second vulnerable frequency. The first elastic element and the second elastic element are used to reduce vibration of the electronic control system. When the theoretical vulnerable frequency of the electronic control system is multiple theoretical vulnerable frequency ranges, based on the damage factor corresponding to each theoretical vulnerable frequency range, a specified vulnerable frequency range with the largest damage factor is selected from the multiple theoretical vulnerable frequency ranges, and the middle frequency of the specified vulnerable frequency range is taken as the reference vulnerable frequency of the electronic control system.

[0008] Furthermore, based on the battery mass, the reference failure frequency, and the pre-acquired frame and body assembly mass, the theoretical matching parameters between the battery assembly and the elastic element are determined, specifically including: determining the theoretical stiffness in the theoretical matching parameters based on the battery mass and the reference failure frequency; and determining the theoretical damping ratio in the theoretical matching parameters based on the battery mass and the pre-acquired frame and body assembly mass.

[0009] Furthermore, after selecting the corresponding matching elastic element according to the theoretical matching parameters, the method further includes: performing vehicle-mounted testing on the matching elastic element, optimizing the theoretical matching parameters to obtain the actual matching parameters of the elastic element, and using the actual matching elastic element corresponding to the actual matching parameters and the battery assembly to reduce vibration in the electronic control system, wherein the actual matching parameters include the actual stiffness value and the actual damping ratio.

[0010] Furthermore, the matched elastic element is subjected to vehicle testing, and the theoretical matching parameters are optimized to obtain the actual matching parameters of the elastic element. Specifically, this includes: using the matched elastic element in a vehicle for modal testing; calculating the natural frequency test value and damping ratio test value of the matched elastic element under the modal test; optimizing the theoretical stiffness value based on the natural frequency test value and the reference vulnerable frequency to obtain the actual stiffness value; and optimizing the theoretical damping ratio based on the damping ratio test value to determine the actual damping ratio.

[0011] Further, based on the damping ratio test values, the theoretical damping ratio is optimized to determine the actual damping ratio. Specifically, this includes: determining a first test damping ratio, a second test damping ratio, and a third test damping ratio from multiple damping ratio test values ​​according to the theoretical damping ratio, wherein the first test damping ratio is less than the theoretical damping ratio, the second test damping ratio is equal to the theoretical damping ratio, and the third test damping ratio is greater than the theoretical damping ratio; using the elastic element corresponding to the actual stiffness value and the first test damping ratio as the first test element, and using the elastic element corresponding to the actual stiffness value and the second test damping ratio as the second test element. The test element is the elastic element corresponding to the actual stiffness value and the third test damping ratio. The first test element, the second test element and the third test element are used to conduct actual vehicle tests to obtain the first vibration frequency, the second vibration frequency and the third vibration frequency of the electronic control system. The first power spectral density, the second power spectral density and the third power spectral density corresponding to the first vibration frequency, the second vibration frequency and the third vibration frequency in the specified frequency band are calculated respectively. The specified vibration frequency with the smallest power spectral density in the specified frequency band is determined, and the damping ratio corresponding to the specified frequency is used as the actual damping ratio.

[0012] Further, determining the first vulnerable frequency and the second vulnerable frequency based on the frequency bandwidth of the theoretically vulnerable frequency, the lower limit of the theoretically vulnerable frequency, and the upper limit of the theoretically vulnerable frequency specifically includes: determining a corresponding frequency adjustment factor based on the relationship between the frequency bandwidth of the theoretically vulnerable frequency and a preset bandwidth threshold; taking the sum of the lower limit of the theoretically vulnerable frequency and the frequency adjustment factor as the first vulnerable frequency; and taking the difference between the upper limit of the theoretically vulnerable frequency and the frequency adjustment factor as the second vulnerable frequency.

[0013] This specification provides one or more embodiments of a dynamic vibration damping system for an electronic control system. The dynamic vibration damping system includes a battery assembly and an elastic element. The battery assembly includes at least one battery and a battery mounting device. The elastic element is disposed within the battery mounting device. The dynamic vibration damping system dampens the vibration of the electronic control system using the aforementioned dynamic vibration damping method for an electronic control system.

[0014] This specification provides one or more embodiments of a dynamic vibration damping device for an electronic control system, comprising:

[0015] At least one processor; and,

[0016] A memory communicatively connected to the at least one processor; wherein,

[0017] The memory stores instructions that can be executed by the at least one processor, which, when executed by the at least one processor, enables the at least one processor to perform the above-described method.

[0018] The above-mentioned at least one technical solution adopted in the embodiments of this specification can achieve the following beneficial effects: Through the above technical solution, without adding an additional mass device, the elastic element and the original battery of the electric vehicle form a mass spring resonance. Combined with the number of batteries, the vulnerable frequency of the electronic control system is obtained, which can adapt to various scenarios and meet the vibration reduction requirements of different electric vehicles. Through parameter matching between the elastic element and the original battery of the electric vehicle, the vibration of the frame is offset by the vibration of the elastic element and the battery, thereby reducing the vibration of the electronic control system. Combined with the actual relevant parameters of the electric vehicle, precise vibration reduction is ensured. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments or prior art of this specification, the drawings used in the description of the embodiments or prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in this specification. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort. In the drawings:

[0020] Figure 1 A schematic flowchart illustrating a dynamic vibration reduction method for an electronic control system provided in the embodiments of this specification;

[0021] Figure 2 This is a structural schematic diagram of a dynamic vibration damping device for an electronic control system, provided as an embodiment of this specification. Detailed Implementation

[0022] To enable those skilled in the art to better understand the technical solutions in this specification, the technical solutions in the embodiments of this specification will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this specification, and not all embodiments. Based on the embodiments of this specification, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of this specification.

[0023] The electronic control system (ECU) is one of the three core key components of an electric vehicle (EV). As the EV's central nervous system, it connects and controls the motor, battery, and other auxiliary systems, thus requiring high reliability, safety, and stability. The ECU is typically mounted on the vehicle frame, but it contains numerous electronic components, some of which are sensitive to vibrations at specific frequencies. When continuously subjected to excitation at a specific frequency, the frame's vibrations are transmitted to the ECU, damaging its electronic components and severely impacting the EV's reliability and safety. Therefore, precisely mitigating vibrations in the ECU is a pressing technical challenge.

[0024] Dynamic vibration absorbers are effective at absorbing vibrations at specific frequencies. A dynamic vibration absorber is a device that uses a resonant system to absorb the vibrational energy of an object, thereby reducing its vibration. The basic principle of a dynamic vibration absorber is to attach a mass-spring resonant system to the vibrating object. The reaction force generated by this additional mass-spring resonant system during resonance reduces the vibration of the object. The system consisting of the vibrating object and the mass-spring resonant system can be considered as composed of a primary spring-damped system (i.e., the vibrating object) and an additional spring system (the mass-spring resonant system). The additional spring system generates a vibration that is 180° out of phase with the primary spring-damped system, thus canceling out the vibration of the primary spring-damped system at a certain frequency. Adding a mass spring resonance system to a vibrating object can achieve dynamic vibration absorption. However, in electric vehicles, adding an object with a certain mass will affect the vehicle's driving parameters, requiring subsequent adjustments for the increased mass, leading to increased R&D costs and more complicated maintenance. In the embodiments of this specification, the original battery and elastic element in the electric vehicle are combined. The mass of the elastic element is negligible, achieving vibration absorption of the electronic control system without adding extra mass, ensuring operability, and reducing R&D costs and maintenance steps.

[0025] This specification provides a method for dynamic vibration reduction in an electronic control system. It should be noted that the execution subject in this specification can be a server or any device with data processing capabilities. Figure 1 This is a flowchart illustrating a dynamic vibration reduction method for an electronically controlled system, provided in an embodiment of this specification. The method is applied to a dynamic vibration reduction system, which includes a battery assembly and an elastic element. The elastic element is disposed within the battery assembly, such as... Figure 1 As shown, the main steps include the following:

[0026] Step S101: Obtain the battery parameters of the electric vehicle so as to determine the reference failure frequency of the electronic control system based on the battery parameters of the electric vehicle.

[0027] In one embodiment of this specification, the battery parameters of an electric vehicle are obtained, including the number of batteries. Different electric vehicles have different theoretically low failure frequencies for their electronic control systems; these frequencies may be a single frequency range or multiple frequency ranges. To determine a reference failure frequency for calculating the theoretical matching parameters of the elastic element within at least one frequency range, and to ensure that the elastic element and battery work together to achieve dynamic vibration absorption, this value can be determined based on the number of batteries in the electric vehicle. Different numbers of batteries result in different values ​​for the failure frequencies of the electronic control systems in electric vehicles with different battery numbers. Here, the failure frequency refers to the frequency at which vibrations will affect the electronic control system. The theoretical failure frequency is an inherent parameter of the electronic control system, obtainable from the manufacturer or supplier. The reference failure frequency is the frequency value used to determine the matching parameters and needs to be determined in conjunction with the number of batteries and the theoretical failure frequency. Therefore, the reference failure frequency of the electronic control system is determined using the battery parameters of the electric vehicle. This allows for the adaptation to the dynamic vibration absorption of various electric vehicles, meeting the vibration reduction requirements of electronic control systems with different types of easily damaged frequencies. Combined with the number of batteries in the electric system, it ensures that the vibration reduction of the electronic control system is more targeted and can adapt to the actual situation of the electronic control system.

[0028] Specifically, in one embodiment, determining the reference vulnerable frequency of the electronic control system based on the battery parameters of the electric vehicle includes: when the number of batteries in the battery parameters of the electric vehicle is one, obtaining at least one theoretical vulnerable frequency range of the electronic control system; when the theoretical vulnerable frequency range of the electronic control system is one frequency range, taking the middle frequency of the theoretical vulnerable frequency range as the reference vulnerable frequency of the electronic control system; when the theoretical vulnerable frequency range of the electronic control system is multiple frequency ranges, obtaining the damage factor corresponding to each theoretical vulnerable frequency range, wherein the damage factor is used to represent the degree of damage to the electronic control system by the vibration signal corresponding to the theoretical vulnerable frequency range; based on the damage factor corresponding to each theoretical vulnerable frequency range, selecting a specified frequency range with the largest damage factor from multiple frequency ranges, and taking the middle frequency of the specified frequency range as the reference vulnerable frequency of the electronic control system.

[0029] If an electric vehicle has only one battery, obtain at least one theoretically vulnerable frequency for the corresponding electronic control system. It should be noted that this theoretical vulnerable frequency can be obtained from theoretical data provided by the electronic control system supplier, which may be empirical values ​​from testing. Furthermore, the theoretical vulnerable frequency can be a single frequency value or a frequency band (i.e., a frequency range). When the theoretical vulnerable frequency is a single frequency value, it is directly used as the reference vulnerable frequency. When the theoretical vulnerable frequency is a frequency range, it can be one frequency range or two or more frequency ranges. It should be noted that the frequency range here refers to a relatively wide frequency range with a frequency band greater than a preset threshold, which can be set according to requirements.

[0030] If the theoretically vulnerable frequency range of the electronic control system is a single frequency range, the midpoint of this range is taken as the reference vulnerable frequency. If the theoretically vulnerable frequency range comprises multiple ranges, the damage factor corresponding to each range is obtained from the data provided by the supplier. The damage factor represents the degree of damage to the electronic control system caused by the vibration signal within that range; a higher damage factor indicates greater damage from vibration at that frequency. The range with the highest damage factor is then selected, and the midpoint of this range is taken as the reference vulnerable frequency. This approach considers multiple vulnerable frequencies within a single battery scenario, resulting in a reference vulnerable frequency that can encompass various scenarios and is applicable to a variety of electronic control systems.

[0031] Specifically, in one embodiment, determining the reference vulnerability frequency of the electronic control system based on the battery parameters of the electric vehicle includes: when the number of batteries in the battery parameters of the electric vehicle is multiple, obtaining the theoretical vulnerability frequency of the electronic control system, wherein the theoretical vulnerability frequency includes a single theoretical vulnerability frequency value, a single theoretical vulnerability frequency range, and multiple theoretical vulnerability frequency ranges; when the theoretical vulnerability frequency of the electronic control system is a single theoretical vulnerability frequency value, using that single theoretical vulnerability frequency value as the reference vulnerability frequency; when the theoretical vulnerability frequency of the electronic control system is a single theoretical vulnerability frequency range, obtaining the frequency bandwidth of the theoretical vulnerability frequency; and determining the reference vulnerability frequency based on the frequency bandwidth of the theoretical vulnerability frequency and the reference vulnerability frequency range. The lower limit of the frequency and the upper limit of the theoretically vulnerable frequency are used to determine the first vulnerable frequency and the second vulnerable frequency. The first vulnerable frequency and the second vulnerable frequency are used as the reference vulnerable frequency to determine the first elastic element corresponding to the first vulnerable frequency and the second elastic element corresponding to the second vulnerable frequency. The first elastic element and the second elastic element are used to reduce vibration of the electronic control system. When the theoretical vulnerable frequency of the electronic control system is multiple theoretical vulnerable frequency ranges, the specified vulnerable frequency range with the largest damage factor is selected from the multiple theoretical vulnerable frequency ranges according to the damage factor corresponding to each theoretical vulnerable frequency range. The middle frequency of the specified vulnerable frequency range is taken as the reference vulnerable frequency of the electronic control system.

[0032] In one embodiment of this specification, a scenario with multiple batteries is described using an electric vehicle with two batteries as an example. When the electric vehicle has two batteries, the theoretical vulnerability frequency of the electronic control system is obtained. The theoretical vulnerability frequency includes three cases: a single theoretical vulnerability frequency value, a single theoretical vulnerability frequency range, and multiple theoretical vulnerability frequency ranges. In the case of a single theoretical vulnerability frequency range and multiple theoretical vulnerability frequency ranges, the frequency range is a relatively wide frequency band greater than a preset threshold, which can be set according to requirements. In the case of a single theoretical vulnerability frequency value, the single theoretical vulnerability frequency value is directly used as the reference vulnerability frequency. When the theoretical vulnerability frequency of the electronic control system is multiple theoretical vulnerability frequency ranges, based on the damage factor corresponding to each theoretical vulnerability frequency range, a specified vulnerability frequency range with the largest damage factor is selected from the multiple theoretical vulnerability frequency ranges, and the median frequency of the specified vulnerability frequency range is taken as the reference vulnerability frequency of the electronic control system.

[0033] Specifically, in one embodiment, determining a first vulnerable frequency and a second vulnerable frequency based on the frequency bandwidth of the theoretically vulnerable frequency, the lower limit of the theoretically vulnerable frequency, and the upper limit of the theoretically vulnerable frequency includes: determining a corresponding frequency adjustment factor based on the relationship between the frequency bandwidth of the theoretically vulnerable frequency and a preset bandwidth threshold; using the sum of the lower limit of the theoretically vulnerable frequency and the frequency adjustment factor as the first vulnerable frequency; and using the difference between the upper limit of the theoretically vulnerable frequency and the frequency adjustment factor as the second vulnerable frequency.

[0034] In one embodiment of this specification, assuming preset bandwidth thresholds are 10Hz and 20Hz, when the vulnerable frequency bandwidth is ≤10Hz, the corresponding adjustment factor is set to 2Hz, and the two damage frequencies are f = lower frequency limit + 2Hz and f' = upper frequency limit - 2Hz; when 10Hz < vulnerable frequency bandwidth ≤20Hz, the corresponding adjustment factor is set to 3Hz, and the two damage frequencies are f = lower frequency limit + 3Hz and f' = upper frequency limit - 3Hz; when the vulnerable frequency bandwidth >20Hz, the corresponding adjustment factor is set to 5Hz, and the two damage frequencies are f = lower frequency limit + 5Hz and f' = upper frequency limit - 5Hz. The two obtained damage frequencies are matched with elastic elements, and the two elastic elements are used to dampen the vibration of the electronic control system.

[0035] Step S102: Determine the theoretical matching parameters between the battery assembly and the elastic element based on the battery mass, the reference damage frequency, and the pre-obtained frame and body assembly mass.

[0036] The matching parameters include theoretical stiffness and theoretical damping ratio;

[0037] Specifically, in one embodiment, the theoretical matching parameters between the battery assembly and the elastic element are determined based on the battery mass, the reference fragility frequency, and the pre-acquired mass of the vehicle frame and body assembly. This includes: determining the theoretical stiffness in the theoretical matching parameters based on the battery mass and the reference fragility frequency; and determining the theoretical damping ratio in the theoretical matching parameters based on the battery mass and the pre-acquired mass of the vehicle frame and body assembly.

[0038] In one embodiment of this specification, the theoretical stiffness k1 is calculated according to the battery mass m1 and the reference vulnerable frequency f, using the following formula: k1 = m1 × (2πf). 2 Based on the battery mass and the pre-obtained mass m2 of the vehicle frame and body assembly, the theoretical damping ratio in this theoretical matching parameter is determined using the following formula.

[0039] Step S103: Determine the corresponding matching elastic element according to the theoretical matching parameters, so as to perform vibration reduction operation on the electronic control system through the matching elastic element.

[0040] In one embodiment of this specification, a corresponding matching elastic element is selected according to theoretical matching parameters, and the matching elastic element is used to perform vibration reduction operation on the electronic control system. Through the above technical solution, without adding any additional mass devices, the elastic element and the original battery of the electric vehicle form a mass spring resonance. By matching the parameters between the elastic element and the original battery, the vibration of the vehicle frame is offset by the vibration of the elastic element and the battery, thereby reducing the vibration of the electronic control system.

[0041] In practical applications, the calculated theoretical matching parameters may contain errors during actual production. To ensure that the matching degree between the elastic element and the battery is more adapted to the actual operation of the electric vehicle and to achieve precise vibration reduction, the theoretical matching parameters can be optimized. By conducting on-vehicle testing on the matched elastic element, the theoretical matching parameters can be optimized to obtain the actual matching parameters of the elastic element. The actual matched elastic element and battery assembly corresponding to the actual matching parameters can then be used to reduce vibration in the electronic control system. The actual matching parameters include the actual stiffness value and the actual damping ratio.

[0042] Specifically, in one embodiment, the matched elastic element is subjected to vehicle testing, and the theoretical matching parameters are optimized to obtain the actual matching parameters of the elastic element. This includes: using the matched elastic element to perform modal testing in a vehicle, calculating the natural frequency test value and damping ratio test value of the matched elastic element under the modal test, optimizing the theoretical stiffness value based on the natural frequency test value and the reference vulnerable frequency to obtain the actual stiffness value; and optimizing the theoretical damping ratio based on the damping ratio test value to determine the actual damping ratio.

[0043] In one embodiment of this specification, the matched elastic element is used for modal testing in a vehicle. Response data under modal testing is obtained through external broadband excitation. Here, the input to the modal test is the force of the external broadband excitation, and the output is response data in the form of acceleration. It should be noted that since the input is broadband excitation, each frequency of external excitation corresponds to a specific response data point. Through analysis and calculation of each response data point, the natural frequency and damping ratio test values ​​are obtained. The damping ratio test value here takes into account production errors and is the damping ratio of the elastic element produced according to the theoretical damping ratio. Since the natural frequency is related to the stiffness value, the same natural frequency as the reference easily damaged frequency is selected, and the stiffness test value corresponding to the natural frequency is taken as the actual stiffness value.

[0044] Specifically, in one embodiment, based on the damping ratio test value, the theoretical damping ratio is optimized to determine the actual damping ratio. This specifically includes: determining a first experimental damping ratio, a second experimental damping ratio, and a third experimental damping ratio from multiple damping ratio test values ​​based on the theoretical damping ratio, wherein the first experimental damping ratio is less than the theoretical damping ratio, the second experimental damping ratio is equal to the theoretical damping ratio, and the third experimental damping ratio is greater than the theoretical damping ratio; using the elastic element corresponding to the actual stiffness value and the first experimental damping ratio as the first test element, and using the elastic element corresponding to the actual stiffness value and the second experimental damping ratio as the second test element. Two test elements are used, with the elastic element corresponding to the actual stiffness value and the third test damping ratio serving as the third test element. Real-vehicle tests are conducted using the first, second, and third test elements respectively to obtain the first, second, and third vibration frequencies of the electronic control system. The first, second, and third power spectral densities corresponding to the first, second, and third vibration frequencies within a specified frequency band are calculated, and the specified vibration frequency with the lowest power spectral density within the specified frequency band is determined. The damping ratio corresponding to this specified frequency is then used as the actual damping ratio.

[0045] In one embodiment of this specification, after fabricating the elastic element of the dynamic shock absorber, the matched elastic element is installed in a vehicle for modal testing. The natural frequency f1 and damping ratio δ1 of the dynamic shock absorber are calculated. Multiple natural frequencies and corresponding damping ratios are obtained. The multiple natural frequencies f1 are compared with a reference vulnerable frequency f, and the measured damping ratio δ1 is compared with the theoretical damping ratio δ. Three sets of elastic elements are selected where the natural frequency f1 is equal to f and δ1 is equal to (or close to) δ-, δ, and δ+, thus achieving elastic element selection. It should be noted that selecting components with the same natural frequency as the reference vulnerable frequency means selecting three sets of elastic elements with the same stiffness value. The selected three sets of elastic elements are used for real vehicle testing or bench testing to test the vibration frequency of the electronic control system and calculate the power spectral density f ± 10 Hz. The elastic element with the lowest power spectral density within this frequency band is selected as the actual elastic element of the electric vehicle, and the damping ratio corresponding to the actual elastic element is the actual damping ratio.

[0046] The above technical solution, without adding any extra mass devices, uses an elastic element to form a mass spring resonance with the original battery of the electric vehicle. Combined with the number of batteries, the vulnerable frequency of the electronic control system is obtained, which can adapt to various scenarios and meet the vibration reduction requirements of different electric vehicles. By matching the parameters between the elastic element and the original battery of the electric vehicle, the vibration of the frame is offset by the vibration of the elastic element and the battery, thereby reducing the vibration of the electronic control system. By matching with the actual relevant parameters of the electric vehicle, precise vibration reduction is ensured.

[0047] This specification also provides a dynamic vibration damping system for an electronic control system. The dynamic vibration damping system includes a battery assembly and an elastic element. The battery assembly includes at least one battery and a battery mounting and fixing device. The elastic element is disposed in the battery mounting and fixing device. The dynamic vibration damping method in the embodiment is used to dampen the vibration of the electronic control system.

[0048] This specification also provides an embodiment of a dynamic vibration damping device for an electronic control system, such as... Figure 2 As shown, the device includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, the instructions being executed by the at least one processor to enable the at least one processor to perform the above-described method embodiments.

[0049] The various embodiments in this specification are described in a progressive manner. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. In particular, the embodiments of apparatus, devices, and non-volatile computer storage media are basically similar to the method embodiments, so the descriptions are relatively simple; relevant parts can be referred to the descriptions of the method embodiments.

[0050] The foregoing has described specific embodiments of this specification. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims may be performed in a different order than that shown in the embodiments and may still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require the specific or sequential order shown to achieve the desired result. In some embodiments, multitasking and parallel processing are possible or may be advantageous.

[0051] The devices, media, and methods provided in the embodiments of this specification are one-to-one correspondences. Therefore, the devices and media also have similar beneficial technical effects as their corresponding methods. Since the beneficial technical effects of the methods have been described in detail above, the beneficial technical effects of the devices and media will not be repeated here.

[0052] Those skilled in the art will understand that embodiments of this specification can be provided as methods, systems, or computer program products. Therefore, this specification may take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this specification may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0053] This specification is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this specification. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create a machine for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0054] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0055] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0056] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0057] The above description is merely one or more embodiments of this specification and is not intended to limit this specification. Various modifications and variations can be made to the one or more embodiments of this specification by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principle of one or more embodiments of this specification should be included within the scope of the claims of this specification.

Claims

1. A method for dynamic vibration reduction in an electronic control system, characterized in that, An application in a dynamic vibration damping system, the dynamic vibration damping system including a battery assembly and an elastic element, the elastic element being disposed in the battery assembly, the method comprising: Obtain the battery parameters of the electric vehicle so as to determine the reference failure frequency of the electronic control system based on the battery parameters of the electric vehicle, wherein the battery parameters include the number of batteries; Based on the battery mass, the reference vulnerable frequency, and the pre-obtained mass of the vehicle frame and body assembly, the theoretical matching parameters between the battery assembly and the elastic element are determined, wherein the matching parameters include theoretical stiffness and theoretical damping ratio. According to the theoretical matching parameters, the corresponding matching elastic element is determined so as to perform vibration reduction operation on the electronic control system through the matching elastic element; Based on the battery parameters of the electric vehicle, a reference failure frequency of the electronic control system is determined, specifically including: When the number of batteries in the battery parameters of the electric vehicle is one, at least one theoretically vulnerable frequency range of the electronic control system is obtained; When the theoretically vulnerable frequency range of the electronic control system is a certain frequency range, the middle frequency of the theoretically vulnerable frequency range is taken as the reference vulnerable frequency of the electronic control system. When the theoretically vulnerable frequency range of the electronic control system is multiple frequency ranges, the damage factor corresponding to each theoretically vulnerable frequency range is obtained, wherein the damage factor is used to represent the degree of damage to the electronic control system by the vibration signal corresponding to the theoretically vulnerable frequency range; Based on the damage factor corresponding to each theoretically vulnerable frequency range, a specified frequency range with the largest damage factor is selected from multiple frequency ranges, and the middle frequency of the specified frequency range is taken as the reference vulnerable frequency of the electronic control system.

2. The method for dynamic vibration reduction in an electronic control system according to claim 1, characterized in that, Based on the battery parameters of the electric vehicle, a reference failure frequency of the electronic control system is determined, specifically including: When the number of batteries in the battery parameters of the electric vehicle is multiple, the theoretical failure frequency of the electronic control system is obtained, wherein the theoretical failure frequency includes a single theoretical failure frequency value, a single theoretical failure frequency range, and multiple theoretical failure frequency ranges. When the theoretical failure frequency of the electronic control system is a single theoretical failure frequency value, the single theoretical failure frequency value is used as the reference failure frequency. When the theoretically vulnerable frequency of the electronic control system is a single theoretically vulnerable frequency range, the frequency bandwidth of the theoretically vulnerable frequency is obtained. Based on the frequency bandwidth of the theoretically vulnerable frequency, the lower limit of the theoretically vulnerable frequency, and the upper limit of the theoretically vulnerable frequency, a first vulnerable frequency and a second vulnerable frequency are determined. The first vulnerable frequency and the second vulnerable frequency are used as the reference vulnerable frequency to determine the first elastic element corresponding to the first vulnerable frequency and the second elastic element corresponding to the second vulnerable frequency. The first elastic element and the second elastic element are used to reduce vibration in the electronic control system. When the theoretically vulnerable frequency of the electronic control system is multiple theoretically vulnerable frequency ranges, based on the damage factor corresponding to each theoretically vulnerable frequency range, a specified vulnerable frequency range with the largest damage factor is selected from the multiple theoretically vulnerable frequency ranges, and the middle frequency of the specified vulnerable frequency range is taken as the reference vulnerable frequency of the electronic control system.

3. The method for dynamic vibration reduction in an electronic control system according to claim 1, characterized in that, Based on the battery mass, the reference failure frequency, and the pre-obtained frame and body assembly mass, the theoretical matching parameters between the battery assembly and the elastic element are determined, specifically including: The theoretical stiffness in the theoretical matching parameters is determined based on the battery mass and the reference damage frequency. Based on the battery mass and the pre-obtained vehicle frame and body assembly mass, the theoretical damping ratio in the theoretical matching parameters is determined.

4. The method for dynamic vibration reduction in an electronic control system according to claim 1, characterized in that, After selecting the corresponding matching elastic element according to the theoretical matching parameters, the method further includes: The matched elastic element is tested on a vehicle, and the theoretical matching parameters are optimized to obtain the actual matching parameters of the elastic element. The actual matched elastic element and the battery assembly corresponding to the actual matching parameters are used to reduce vibration in the electronic control system. The actual matching parameters include the actual stiffness value and the actual damping ratio.

5. The method for dynamic vibration reduction in an electronic control system according to claim 4, characterized in that, The matched elastic element was subjected to on-vehicle testing, and the theoretical matching parameters were optimized to obtain the actual matching parameters of the elastic element, specifically including: Modal testing was performed on the matched elastic element in the vehicle, and the natural frequency and damping ratio of the matched elastic element under the modal test were calculated. Based on the natural frequency test value and the reference easily damaged frequency, the theoretical stiffness value is optimized to obtain the actual stiffness value; Based on the measured damping ratio, the theoretical damping ratio is optimized to determine the actual damping ratio.

6. The method for dynamic vibration reduction in an electronic control system according to claim 5, characterized in that, Based on the measured damping ratio value, the theoretical damping ratio is optimized to determine the actual damping ratio, specifically including: Based on the theoretical damping ratio, a first test damping ratio, a second test damping ratio, and a third test damping ratio are determined from multiple damping ratio test values, wherein the first test damping ratio is less than the theoretical damping ratio, the second test damping ratio is equal to the theoretical damping ratio, and the third test damping ratio is greater than the theoretical damping ratio; The elastic element corresponding to the actual stiffness value and the first test damping ratio is used as the first test element, the elastic element corresponding to the actual stiffness value and the second test damping ratio is used as the second test element, and the elastic element corresponding to the actual stiffness value and the third test damping ratio is used as the third test element. Real vehicle tests were conducted using the first test element, the second test element, and the third test element to obtain the first vibration frequency, the second vibration frequency, and the third vibration frequency of the electronic control system. Calculate the first power spectral density, the second power spectral density, and the third power spectral density corresponding to the first vibration frequency, the second vibration frequency, and the third vibration frequency within the specified frequency band, respectively, and determine the specified vibration frequency with the minimum power spectral density within the specified frequency band, so as to use the damping ratio corresponding to the specified vibration frequency as the actual damping ratio.

7. The method for dynamic vibration reduction in an electronic control system according to claim 2, characterized in that, The first vulnerable frequency and the second vulnerable frequency are determined based on the frequency bandwidth of the theoretically vulnerable frequency, the lower limit of the theoretically vulnerable frequency, and the upper limit of the theoretically vulnerable frequency, specifically including: Based on the relationship between the frequency bandwidth of the theoretically vulnerable frequency and the preset bandwidth threshold, the corresponding frequency adjustment factor is determined; The sum of the lower limit of the theoretically vulnerable frequency and the frequency adjustment factor is taken as the first vulnerable frequency. The difference between the upper limit of the theoretically vulnerable frequency and the frequency adjustment factor is taken as the second vulnerable frequency.

8. A dynamic vibration reduction system for an electronic control system, characterized in that, The dynamic vibration damping system includes a battery assembly and an elastic element. The battery assembly includes at least one battery and a battery mounting and fixing device. The elastic element is disposed in the battery mounting and fixing device. The dynamic vibration damping system dampens the vibration of the electronic control system using a dynamic vibration damping method for an electronic control system as described in any one of claims 1-7.

9. A dynamic vibration damping device for an electronic control system, characterized in that, The device includes: At least one processor; and, A memory communicatively connected to the at least one processor; wherein, The memory stores instructions that can be executed by the at least one processor to enable the at least one processor to perform the method as described in any one of claims 1-7.

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