Powertrain vibration suppression method and vehicle

Abstract

The application discloses a kind of transmission system vibration suppression method and vehicle.Therein, the method comprises: in response to preset brake system operation, the operating state of disconnecting device is obtained, wherein the disconnecting device is arranged between the wheel shaft of vehicle and the driving motor corresponding to the wheel shaft, the preset brake system is used to brake the wheel shaft, and the wheel shaft belongs to the transmission system of vehicle;In response to the operating state being disconnecting device normal, the working state of driving motor is obtained;In response to the working state being driving motor normal work, disconnecting device disconnects wheel shaft and driving motor based on it.The present application solves the technical problem of poor inhibition effect of transmission system vibration generated when braking the vehicle in the related art.

Description

Technical Field

[0001] This invention relates to the field of vehicle braking, and more specifically, to a method for suppressing vibration in a transmission system and a vehicle. Background Technology

[0002] Currently, pure electric vehicles are likely to trigger the ABS (Anti-lock Braking System) during emergency braking. Since the control frequency of ABS is generally close to the natural frequency of the vehicle's drivetrain, this can lead to drivetrain resonance, causing wheel speed vibration and a larger wheel speed change slope. Consequently, the ABS system may be unable to control the wheel slip rate within a controllable range, posing a safety risk during emergency braking. Currently, there is no effective solution to effectively suppress the resonance between the vehicle's drivetrain and the ABS system. Summary of the Invention

[0003] This invention provides a method and vehicle for suppressing transmission system vibration, thereby at least solving the technical problem of poor suppression effect on transmission system vibration generated during vehicle braking in related technologies.

[0004] According to one aspect of the present invention, a method for suppressing vibration in a transmission system is provided, comprising: in response to the operation of a preset braking system, acquiring the operating state of a disconnection device, wherein the disconnection device is deployed between a wheel axle of a vehicle and a drive motor corresponding to the wheel axle, the preset braking system is used to brake the wheel axle, and the wheel axle belongs to the transmission system of the vehicle; in response to the operating state being that the disconnection device is normal, acquiring the working state of the drive motor; and in response to the working state being that the drive motor is working normally, disconnecting the wheel axle and the drive motor based on the disconnection device.

[0005] Optionally, the method further includes: determining the current natural frequency of the transmission system based on the system inertia and system stiffness of the transmission system after the wheel axle is disconnected; and determining that the vibration suppression of the transmission system is successful in response to the current natural frequency and the control frequency of the preset braking system satisfying the preset frequency condition, wherein the preset frequency condition is used to characterize the condition that the current natural frequency does not cause vibration of the transmission system.

[0006] Optionally, the method further includes: in response to the operating state being a disconnection device malfunction, or the current natural frequency and control frequency not meeting the preset frequency conditions, acquiring multiple wheel speeds and multiple vibration frequencies of the vehicle, wherein the wheel speed and vibration frequency correspond one-to-one; filtering the multiple vibration frequencies to obtain the target vibration frequency; converting the target wheel speed corresponding to the target vibration frequency to obtain the vibration compensation torque; and suppressing the transmission system vibration based on the vibration compensation torque.

[0007] Optionally, filtering multiple vibration frequencies to obtain a target vibration frequency includes: acquiring the natural frequency of the transmission system; converting the natural frequency using a calibration frequency to obtain the target frequency; adjusting the cutoff frequency of a preset filter based on the target frequency to obtain a target filter; and using the target filter to filter multiple vibration frequencies to obtain the target vibration frequency.

[0008] Optionally, the method further includes: obtaining a preset frequency range and the slope of wheel speed change, wherein the preset frequency range is used to characterize the shaking frequency corresponding to the vehicle wheel speed when vibration occurs; obtaining the difference between the natural frequency and the minimum frequency in the preset frequency range, and using the difference as the target minimum frequency and the natural frequency as the target maximum frequency to construct a target frequency range, wherein the target frequency range is used to characterize the frequency range in which the calibration frequency is located; and determining the calibration frequency from the target frequency range based on the slope of change.

[0009] Optionally, the target wheel speed corresponding to the target vibration frequency is converted to obtain the vibration compensation torque, including: obtaining the vehicle's current actual wheel speed and a preset compensation coefficient; obtaining the target vibration wheel speed based on the difference between the actual wheel speed and the target wheel speed; and obtaining the vibration compensation torque based on the product of the target vibration wheel speed and the preset compensation coefficient.

[0010] Optionally, the method further includes: obtaining the natural frequency, moment of inertia, and system damping of the transmission system; converting the moment of inertia, natural frequency, and system damping based on a preset inertia coefficient to obtain target inertia, target stiffness, and target damping; constructing a damping and vibration reduction device based on the target inertia, target stiffness, and target damping; and suppressing transmission system vibration using the damping and vibration reduction device in response to the operation of a preset braking system.

[0011] Optionally, the rotational inertia, natural frequency, and system damping are converted based on a preset inertia coefficient to obtain the target inertia, target stiffness, and target damping, including: obtaining the target inertia based on the product of the preset inertia coefficient and the rotational inertia; obtaining the target stiffness based on the product of the square of the natural frequency and the target inertia; and obtaining the target damping based on the product of the system damping, the target inertia, and the natural frequency.

[0012] Optionally, the method further includes: obtaining the road type of the road on which the vehicle is currently traveling; in response to the road type being a preset type and the preset braking system being in operation, controlling the calipers of the first wheel to pressurize and tighten, and controlling the calipers of the second wheel to depressurize and loosen, wherein the first wheel and the second wheel are different wheels in a braking state and located on the same axle.

[0013] According to one aspect of the present invention, a transmission system vibration suppression device is provided, comprising: a first acquisition module, configured to acquire the operating state of a disconnection device in response to the operation of a preset braking system, wherein the disconnection device is deployed between a wheel axle of a vehicle and a drive motor corresponding to the wheel axle, the preset braking system is used to brake the wheel axle, and the wheel axle belongs to the transmission system of the vehicle; a second acquisition module, configured to acquire the working state of the drive motor in response to the operating state being that the disconnection device is normal; and a disconnection module, configured to disconnect the wheel axle and the drive motor based on the disconnection device in response to the working state being that the drive motor is working normally.

[0014] Optionally, the device further includes: a frequency determination module, used to determine the current natural frequency of the transmission system based on the system inertia and system stiffness of the transmission system after the wheel axle is disconnected; and a suppression result determination module, used to determine that the vibration suppression of the transmission system is successful in response to the current natural frequency and the preset control frequency of the preset braking system satisfying the preset frequency condition, wherein the preset frequency condition is used to characterize the condition that the current natural frequency does not cause vibration of the transmission system.

[0015] Optionally, the device further includes: a third acquisition module, used to acquire multiple wheel speeds and multiple vibration frequencies of the vehicle in response to an abnormal disconnection state or a current natural frequency and control frequency not meeting a preset frequency condition, wherein the wheel speed and vibration frequency correspond one-to-one; a filtering module, used to filter the multiple vibration frequencies to obtain a target vibration frequency; a conversion module, used to convert the target wheel speed corresponding to the target vibration frequency to obtain a vibration compensation torque; and a compensation module, used to suppress transmission system vibration based on the vibration compensation torque.

[0016] Optionally, the frequency filtering module includes: a frequency acquisition unit for acquiring the natural frequency of the transmission system; a frequency conversion unit for converting the natural frequency using a calibration frequency to obtain a target frequency; a frequency adjustment unit for adjusting the cutoff frequency of a preset filter based on the target frequency to obtain a target filter; and a frequency filtering unit for filtering multiple vibration frequencies using the target filter to obtain a target vibration frequency.

[0017] Optionally, the device further includes: a fourth acquisition module, used to acquire a preset frequency range and the slope of wheel speed change, wherein the preset frequency range is used to characterize the vibration frequency corresponding to the vehicle wheel speed when vibration occurs; a frequency range construction module, used to acquire the difference between the natural frequency and the minimum frequency in the preset frequency range, and use the difference as the target minimum frequency and the natural frequency as the target maximum frequency to construct a target frequency range, wherein the target frequency range is used to characterize the frequency range in which the calibration frequency is located; and a frequency determination module, used to determine the calibration frequency from the target frequency range based on the slope of change.

[0018] Optionally, the frequency conversion module includes: a parameter acquisition unit for acquiring the vehicle's current actual wheel speed and a preset compensation coefficient; a wheel speed determination unit for obtaining the target vibration wheel speed based on the difference between the actual wheel speed and the target wheel speed; and a torque determination unit for obtaining the vibration compensation torque based on the product of the target vibration wheel speed and the preset compensation coefficient.

[0019] Optionally, the device further includes: a fifth acquisition module for acquiring the natural frequency, moment of inertia, and system damping of the transmission system; a parameter conversion module for converting the moment of inertia, natural frequency, and system damping based on a preset inertia coefficient to obtain target inertia, target stiffness, and target damping; a vibration damping device construction module for constructing a damping vibration damping device based on the target inertia, target stiffness, and target damping; and a vibration suppression module for suppressing transmission system vibration using the damping vibration damping device in response to the operation of a preset braking system.

[0020] Optionally, the parameter conversion module includes: an inertia determination unit for obtaining the target inertia based on the product of a preset inertia coefficient and the rotational inertia; a stiffness determination unit for obtaining the target stiffness based on the product of the square of the natural frequency and the target inertia; and a damping determination unit for obtaining the target damping based on the product of the system damping, the target inertia, and the natural frequency.

[0021] Optionally, the device further includes: a sixth acquisition module for acquiring the road type of the road on which the vehicle is currently traveling; and a caliper control module for controlling the calipers of the first wheel to pressurize and tighten, and controlling the calipers of the second wheel to release pressure, in response to the road type being a preset type and the preset braking system being in operation, wherein the first wheel and the second wheel are different wheels that are in a braking state and are located on the same axle.

[0022] According to another aspect of the present invention, a computer-readable storage medium is also provided, characterized in that the computer-readable storage medium includes a stored program, wherein, when the program is executed, it controls the device where the computer-readable storage medium is located to perform the transmission system vibration suppression method described above.

[0023] According to another aspect of the present invention, a processor is also provided, characterized in that the processor is used to run a program, wherein the program executes the transmission system vibration suppression method of any one of the above embodiments.

[0024] According to another aspect of the present invention, a vehicle is also provided, comprising: 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 transmission vibration suppression method described above.

[0025] In this embodiment of the invention, in response to the operation of a preset braking system, the operating state of the disconnection device is obtained; in response to the operating state being that the disconnection device is normal, the operating state of the drive motor is obtained; in response to the operating state being that the drive motor is working normally, based on the disconnection device disconnecting the wheel axle and the drive motor, by utilizing the disconnection device deployed on the wheel axle of the vehicle and the drive motor corresponding to the wheel axle, the driving relationship between the wheel axle and the drive motor is cut off when the vehicle is braking, causing the system inertia of the transmission system to change, and correspondingly changing the natural frequency of the transmission system when it vibrates. This achieves the technical effect of making the natural frequency of the transmission system different from the vibration frequency of the braking system, effectively avoiding the resonance of the transmission system, and thus solving the technical problem of poor suppression effect of transmission system vibration generated during vehicle braking in related technologies. Attached Figure Description

[0026] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, illustrate exemplary embodiments of the invention and, together with their description, serve to explain the invention and do not constitute an undue limitation thereof. In the drawings:

[0027] Figure 1 This is a flowchart of a transmission system vibration suppression method according to an embodiment of the present invention;

[0028] Figure 2 This is a structural schematic diagram illustrating the location of a disconnection device according to an embodiment of the present invention;

[0029] Figure 3 This is a schematic diagram illustrating the vibration reduction effect of a disconnection device according to an embodiment of the present invention;

[0030] Figure 4 This is a schematic diagram illustrating an active motor anti-shake process according to an embodiment of the present invention;

[0031] Figure 5 This is a structural schematic diagram showing the location of a damping vibration reduction device according to an embodiment of the present invention;

[0032] Figure 6 This is a schematic diagram illustrating the vibration reduction effect of a damping vibration reduction device according to an embodiment of the present invention;

[0033] Figure 7 This is a schematic diagram illustrating a caliper pressure variation according to an embodiment of the present invention;

[0034] Figure 8 This is a structural block diagram of a transmission system vibration suppression device according to an embodiment of the present invention. Detailed Implementation

[0035] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0036] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0037] Example 1

[0038] According to an embodiment of the present invention, a method embodiment for suppressing vibration in a transmission system is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0039] Figure 1 This is a flowchart of a transmission system vibration suppression method according to an embodiment of the present invention, such as... Figure 1 As shown, the method includes the following steps:

[0040] Step S102: In response to the operation of the preset braking system, obtain the operating status of the disconnection device.

[0041] The disconnection device is deployed between the vehicle's wheel axle and the corresponding drive motor. The preset braking system is used to brake the wheel axle, which belongs to the vehicle's transmission system.

[0042] The aforementioned preset braking system may refer to the ABS system, the aforementioned wheel axle may refer to the front or rear axle of the vehicle, which is part of the vehicle's transmission system, and the aforementioned disconnection device may refer to a device used to disconnect the driving relationship between the wheel axle and the corresponding drive motor.

[0043] Assume the control frequency of the aforementioned preset braking system is M.ABS The natural frequency of the vehicle's transmission system is M. 系统 (Frequency related to electric drive inertia), when the vehicle enters an emergency braking state, the aforementioned preset braking system operates. The braking torque excitation frequency generated by the preset braking system is usually close to the natural frequency of the vehicle's drivetrain, i.e., M. ABS With M ABS The frequencies will be similar, leading to resonance in the transmission system. Considering the natural frequency M of the transmission system... 系统 The system inertia (the inertia generated when the transmission system moves under the current mass) and system stiffness (the mass distribution of the transmission system) are related. When the system inertia changes, the corresponding natural frequency M of the transmission system changes. 系统 Changes can also occur; therefore, in one alternative embodiment, the natural frequency M of the transmission system can be changed by reducing the system inertia. 系统 This avoids resonance.

[0044] In one alternative embodiment, considering that the rotor inertia of the electric motor in the electric direct drive system can be amplified by the electric drive main reducer and is the main part of the system inertia, a disconnection device as described above can be set in the transmission system. This disconnection device can be connected to the main reducer and set between the vehicle wheel axle and the corresponding drive motor. The vibration suppression system can use this disconnection device to change the system inertia of the transmission system. Figure 2 This is a structural schematic diagram illustrating the location of a disconnecting device according to an embodiment of the present invention, wherein 21 represents the disconnecting device, 22 represents the axle, 23 represents the main reducer, and 24 represents the drive motor corresponding to the axle. Figure 2 As shown, the location of the disconnect device may include the vehicle's axle, such as the front axle, the disconnect device, the main reducer, and the drive motor. The disconnect device can be connected between the vehicle's axle and the main reducer to disconnect or connect the drive relationship between the axle and the drive motor according to control commands.

[0045] In one optional embodiment, considering that the disconnection device may malfunction due to some objective reasons, such as the disconnection device shifting after the vehicle body shakes violently, resulting in a connection interruption, the vibration suppression system can first obtain the operating status of the disconnection device when the above-mentioned preset braking system is detected to be running, and determine whether the disconnection device is currently connected normally and whether it can operate normally.

[0046] Step S104: In response to the operating status being that the disconnection device is normal, the operating status of the drive motor is obtained.

[0047] The aforementioned operating state of the drive motor can refer to whether the drive motor can control the vehicle's wheel axles to operate normally.

[0048] When the system detects that the disconnection device is currently connected normally to other devices, such as vehicle axles and main reducers, and is able to operate normally, the vibration suppression system can further obtain the operating status of the drive motor and determine whether the drive motor can normally control the operation of the vehicle axles.

[0049] In step S106, in response to the working state being that the drive motor is working normally, the wheel axle and the drive motor are disconnected based on the disconnection device.

[0050] When the drive motor is detected to be working properly, the vibration suppression system can send a preset disconnect command to the disconnect device to control the disconnect device to disconnect the drive relationship between the vehicle's wheel axle and the drive motor, thereby changing the system inertia of the transmission system and thus changing the natural frequency of the transmission system to avoid the occurrence of transmission system resonance.

[0051] Figure 3 This is a schematic diagram illustrating the vibration reduction effect of a disconnection device according to an embodiment of the present invention, such as... Figure 3 As shown, curve 31 represents the operating state change curve of the preset braking system. Within curve 31, 311 represents the stage before the ABS system operates, 312 represents the stage during ABS operation, and 313 represents the stage after ABS operation ends. Curve 32 represents the vehicle wheel speed change curve without using the disconnect device, and curve 33 represents the vehicle wheel speed change curve after using the disconnect device. Figure 3 As can be seen from the data, compared with curve 32, the slope of the wheel speed change of curve 33 is more stable. Using the disconnect device can significantly reduce the vibration of the transmission system and avoid vibration. The stability of the vehicle during emergency braking is also significantly improved.

[0052] In this embodiment of the invention, in response to the operation of a preset braking system, the operating state of the disconnection device is obtained; in response to the operating state being that the disconnection device is normal, the operating state of the drive motor is obtained; in response to the operating state being that the drive motor is working normally, based on the disconnection device disconnecting the wheel axle and the drive motor, by utilizing the disconnection device deployed on the wheel axle of the vehicle and the drive motor corresponding to the wheel axle, the driving relationship between the wheel axle and the drive motor is cut off when the vehicle is braking, causing the system inertia of the transmission system to change, and correspondingly changing the natural frequency of the transmission system when it vibrates. This achieves the technical effect of making the natural frequency of the transmission system different from the vibration frequency of the braking system, effectively avoiding the resonance of the transmission system, and thus solving the technical problem of poor suppression effect of transmission system vibration generated during vehicle braking in related technologies.

[0053] Optionally, the method further includes: determining the current natural frequency of the transmission system based on the system inertia and system stiffness of the transmission system after the wheel axle is disconnected; and determining that the vibration suppression of the transmission system is successful in response to the current natural frequency and the control frequency of the preset braking system satisfying the preset frequency condition, wherein the preset frequency condition is used to characterize the condition that the current natural frequency does not cause vibration of the transmission system.

[0054] To ensure that the natural frequency of the altered drivetrain does not approach the preset control frequency of the braking system, thus preventing drivetrain resonance, the vibration suppression system can further detect the natural frequency of the disconnected drivetrain—the aforementioned current natural frequency—after disconnecting the vehicle axles and drive motor using a disconnection device. Specifically, the vibration suppression system can first obtain the system inertia and stiffness of the disconnected drivetrain to determine its current natural frequency.

[0055] After determining the current natural frequency, it can be compared with the preset control frequency of the braking system. If the current natural frequency and the control frequency meet the preset frequency conditions, such as the difference between the current natural frequency and the control frequency being greater than the preset frequency threshold, such as 10Hz, then the vibration suppression of the transmission system can be considered successful.

[0056] Generally, when the vehicle axle and drive motor are disconnected using a disconnecting device, the current natural frequency of the transmission system is between 30Hz and 60Hz on the vehicle tires and above 100Hz on the axle half-shafts. At this time, the current natural frequency is usually more than 10Hz different from the control frequency of the preset braking system. The braking torque applied by the preset braking system will not excite the axle resonance. The dynamic jumps of the vehicle wheels and the range of slip rate vibration are generally within the controllable range of the preset braking system. Using a disconnecting device can usually avoid resonance in the transmission system.

[0057] Optionally, the method further includes: in response to the operating state being a disconnection device malfunction, or the current natural frequency and control frequency not meeting the preset frequency conditions, acquiring multiple wheel speeds and multiple vibration frequencies of the vehicle, wherein the wheel speed and vibration frequency correspond one-to-one; filtering the multiple vibration frequencies to obtain the target vibration frequency; converting the target wheel speed corresponding to the target vibration frequency to obtain the vibration compensation torque; and suppressing the transmission system vibration based on the vibration compensation torque.

[0058] In cases where the disconnection device malfunctions, or the disconnection device cannot prevent resonance in the transmission system, or the current natural frequency and control frequency do not meet the preset frequency conditions, in order to ensure vehicle braking safety, the vibration of the transmission system can be suppressed by using an active motor anti-vibration method to avoid transmission system resonance.

[0059] Specifically, the vibration suppression system first acquires the current wheel speeds of multiple wheels of the vehicle, as well as the corresponding vibration frequencies of each wheel. Considering that higher vibration frequencies are one of the main factors causing transmission system resonance, after acquiring the vibration frequencies of each wheel, the vibration frequencies can be filtered to obtain a lower target vibration frequency. Then, based on the target vibration frequency and the current wheel speeds, the vibration compensation torque used to suppress transmission system vibration is determined. Finally, the vibration suppression system applies this vibration compensation torque to the drive motor corresponding to each wheel, reducing the system inertia of the transmission system, thereby suppressing transmission system vibration and preventing transmission system resonance.

[0060] Optionally, filtering multiple vibration frequencies to obtain a target vibration frequency includes: acquiring the natural frequency of the transmission system; converting the natural frequency using a calibration frequency to obtain the target frequency; adjusting the cutoff frequency of a preset filter based on the target frequency to obtain a target filter; and using the target filter to filter multiple vibration frequencies to obtain the target vibration frequency.

[0061] When filtering multiple vibration frequencies, the filter parameters can be adjusted according to the characteristics of the transmission system to obtain a target filter. Then, the obtained vibration frequencies can be filtered using this target filter, thereby improving the accuracy of the target vibration frequencies obtained by filtering and thus improving the effect of suppressing transmission system vibration.

[0062] Specifically, the vibration suppression system can first obtain the natural frequency of the transmission system. This natural frequency refers to the original natural frequency of the transmission system, not the frequency processed by the disconnection device mentioned above. After obtaining the natural frequency, the vibration suppression system can use a pre-calibrated calibration frequency to convert the natural frequency to obtain a target frequency. Then, this target frequency can be used as the cutoff frequency of the aforementioned filter to construct the target filter. Finally, the target filter is used to filter the multiple vibration frequencies to obtain the target vibration frequency.

[0063] It should be noted that, since the filtered target vibration frequency needs to meet the condition of not causing transmission system resonance, this target vibration frequency is lower than the minimum frequency among the aforementioned preset braking system control frequencies. This ensures that the constructed target filter can filter out higher vibration frequencies that may cause transmission system resonance, thereby ensuring that the vehicle will not pose a driving risk due to transmission system resonance during braking. Therefore, the formula for determining the target vibration frequency can be:

[0064] M 目标 =M 系统 -ΔM,

[0065] Among them, M 目标 M represents the target vibration frequency. 系统 ΔM represents the natural frequency of the transmission system, while ΔM represents the calibrated frequency.

[0066] In one alternative embodiment, considering that the cutoff frequency band of the first-order low-pass filter is too wide and the filtered frequencies still include a lot of high-frequency vibration frequencies, while the third-order low-pass filter has a very narrow cutoff frequency range, the signal delay is too large and it is not suitable for emergency braking of the vehicle. Therefore, in order to effectively filter out high-frequency vibration frequencies and ensure the safety of the vehicle during emergency braking, the target filter can be a second-order low-pass filter.

[0067] Optionally, the method further includes: obtaining a preset frequency range and the slope of wheel speed change, wherein the preset frequency range is used to characterize the shaking frequency corresponding to the vehicle wheel speed when vibration occurs; obtaining the difference between the natural frequency and the minimum frequency in the preset frequency range, and using the difference as the target minimum frequency and the natural frequency as the target maximum frequency to construct a target frequency range, wherein the target frequency range is used to characterize the frequency range in which the calibration frequency is located; and determining the calibration frequency from the target frequency range based on the slope of change.

[0068] In one optional embodiment, considering that the calibration frequency should not affect the normal change of the slope of the current wheel speed of the vehicle, and that the target vibration frequency determined by the calibration frequency needs to be lower than the wheel speed vibration frequency when the transmission system resonates, the calibration frequency can also be determined by the wheel speed vibration frequency when the transmission system resonates and the slope of the change of the current wheel speed. Specifically, the operator can pre-test the transmission system of the vehicle to determine the range of vibration frequencies corresponding to the vehicle wheel speed when the transmission system and the preset braking system resonate, i.e., the preset frequency range mentioned above. Generally, the preset frequency range is 10Hz-15Hz. Then, according to the formula for determining the target vibration frequency, it can be determined that the calibration frequency needs to be greater than the difference between the natural frequency and the minimum frequency in the preset frequency range, i.e., ΔM > M. 系统 -10, and since the target vibration frequency needs to be greater than 0, therefore, ΔM < M 系统 Using this difference as the target minimum frequency and the natural frequency of the transmission system as the target maximum frequency, the target frequency range of the calibrated frequency can be obtained. This target frequency range can be M. 系统 -10<ΔM<M 系统 .

[0069] After obtaining the target frequency range, considering that the calibration frequency should not affect the normal change of the slope of the vehicle wheel speed, the required calibration frequency can be determined from the target frequency range based on the current slope of the vehicle wheel speed change, so as to ensure the safety of the vehicle during emergency braking. Generally, the above calibration frequency can be taken as the middle value of the target frequency range, such as 5Hz.

[0070] Optionally, the target wheel speed corresponding to the target vibration frequency is converted to obtain the vibration compensation torque, including: obtaining the vehicle's current actual wheel speed and a preset compensation coefficient; obtaining the target vibration wheel speed based on the difference between the actual wheel speed and the target wheel speed; and obtaining the vibration compensation torque based on the product of the target vibration wheel speed and the preset compensation coefficient.

[0071] Considering that the vibration compensation torque is only used to suppress vibrations in the transmission system and cannot be too large to affect the normal operation of the preset braking system, the vibration suppression system can first obtain the vehicle's current actual wheel speed and a preset compensation coefficient when determining the vibration compensation torque. The target vibration wheel speed is determined using the difference between the actual wheel speed and the target wheel speed. Finally, the vibration compensation torque is obtained by multiplying the target vibration wheel speed by the preset compensation coefficient. It should be noted that this actual wheel speed is also part of the vehicle's current wheel speed; however, the aforementioned current wheel speed is mainly used to construct a filter after filtering, while the actual wheel speed here is mainly used to convert the actual wheel speed corresponding to the filtered target vibration frequency to determine the vibration compensation torque.

[0072] Figure 4 This is a schematic diagram illustrating an active motor anti-shake process according to an embodiment of the present invention, such as... Figure 4 As shown, the vibration suppression system can use the cutoff frequency to construct a second-order low-pass filter, then use this filter to filter out the current wheel speed with higher frequencies and retain the current wheel speed with lower frequencies, and then use a preset compensation coefficient to convert the wheel speed to obtain the vibration compensation torque.

[0073] Optionally, the method further includes: obtaining the natural frequency, moment of inertia, and system damping of the transmission system; converting the moment of inertia, natural frequency, and system damping based on a preset inertia coefficient to obtain target inertia, target stiffness, and target damping; constructing a damping and vibration reduction device based on the target inertia, target stiffness, and target damping; and suppressing transmission system vibration using the damping and vibration reduction device in response to the operation of a preset braking system.

[0074] In one optional embodiment, considering that when suppressing transmission system vibration through active motor anti-shake, the output vibration compensation torque may affect the control process of the preset braking system, i.e., the ABS system, for example, since the ABS system mainly brakes the vehicle by keeping the wheel slip ratio within a certain range to utilize ground adhesion, if the vibration compensation torque is large, it may result in a large driving force output by the drive motor to the vehicle's wheel axles, which may affect the vehicle's braking process; if the vibration compensation torque is small, the suppression effect on transmission system vibration may be poor. Therefore, in addition to using a disconnection device or active motor anti-shake to suppress transmission system vibration, a damping vibration reduction device can also be used instead of a disconnection device. Figure 5 This is a structural schematic diagram illustrating the location of a damping vibration reduction device according to an embodiment of the present invention. In this diagram, 51 represents the damping vibration reduction device, 52 represents the wheel axle, 53 represents the main reducer, and 54 represents the drive motor corresponding to the wheel axle. Figure 5 As shown, corresponding to the disconnection device, a damping and vibration reduction device can be installed at the location of the disconnection device to absorb and eliminate the vibration generated by the transmission system, thereby achieving the purpose of suppressing the vibration of the transmission system.

[0075] Specifically, when constructing a damping vibration reduction device, the natural frequency, moment of inertia, and system damping of the vehicle's transmission system can be obtained first. Then, the moment of inertia, natural frequency, and system damping can be processed using a preset inertia coefficient to determine the target inertia, target stiffness, and target damping of the damping vibration reduction device. The damping vibration reduction device can then be constructed, and finally, it can be used to suppress transmission system vibration.

[0076] Figure 6 This is a schematic diagram illustrating the vibration reduction effect of a damping vibration reduction device according to an embodiment of the present invention, as shown below. Figure 3 As shown, curve 61 represents the vibration frequency curve of the transmission system without the use of damping and vibration reduction devices. The peak value of this curve is relatively high, which can easily pose a safety risk to the vehicle during emergency braking. Curve 62 represents the vibration frequency curve of the transmission system with the use of damping and vibration reduction devices. The peak value of this curve is significantly reduced, which can effectively avoid the safety risks that may occur during emergency braking of the vehicle.

[0077] Optionally, the rotational inertia, natural frequency, and system damping are converted based on a preset inertia coefficient to obtain the target inertia, target stiffness, and target damping, including: obtaining the target inertia based on the product of the preset inertia coefficient and the rotational inertia; obtaining the target stiffness based on the product of the square of the natural frequency and the target inertia; and obtaining the target damping based on the product of the system damping, the target inertia, and the natural frequency.

[0078] When determining the target inertia, target stiffness, and target damping, the target inertia can be determined first by multiplying the preset inertia coefficient and the rotational inertia. Then, the target stiffness can be determined by multiplying the square of the natural frequency and the target inertia. Finally, the target damping can be determined by multiplying the system damping, the target inertia, and the natural frequency.

[0079] The corresponding formula for determining the target inertia can be:

[0080] m1 = γ × m2,

[0081] Where m1 represents the target inertia, γ represents the preset inertia coefficient. Generally, the preset inertia coefficient needs to be close to 1, but considering the practicality of the determined damping and vibration reduction device, the preset inertia coefficient can be 0.2. m2 represents the rotational inertia mentioned above, which can be the system inertia amplified by the main reducer.

[0082] The formula for determining the target stiffness can be:

[0083]

[0084] Here, k1 represents the target stiffness.

[0085] The formula for determining the target damping can be:

[0086] c=2ξm1M 系统 ,

[0087] Where c represents the target damping and ξ represents the system damping.

[0088] Optionally, the method further includes: obtaining the road type of the road on which the vehicle is currently traveling; in response to the road type being a preset type and the preset braking system being in operation, controlling the calipers of the first wheel to pressurize and tighten, and controlling the calipers of the second wheel to depressurize and loosen, wherein the first wheel and the second wheel are different wheels in a braking state and located on the same axle.

[0089] The aforementioned preset road type may refer to low-adhesion pavement.

[0090] In one optional embodiment, when the vehicle is currently traveling on a low-friction surface, during emergency braking and with the preset braking system in operation, the vibration suppression system can further suppress transmission system vibration by changing the control frequency of the pressure of the left and right calipers on the vehicle axle, for example, by shifting the control frequencies by one phase. Specifically, during emergency braking, the calipers on the first wheel of the vehicle axle can be tightened while the calipers on the other wheel can be released, thereby altering the amplitude-frequency characteristics of the total braking torque applied to the same axle by the preset braking system. This reduces the resonance in the transmission system caused by the braking torque acting as an excitation during the operation of the preset braking system. It should be noted that the calipers on both the first and second wheels are in a braking state, i.e., a tightened state, during emergency braking.

[0091] Figure 7 This is a schematic diagram illustrating a caliper pressure variation according to an embodiment of the present invention, such as... Figure 7 As shown, curve 71 represents the operating state change curve of the preset braking system. Within curve 71, 711 represents the stage before the ABS system operates, 712 represents the stage during ABS operation, and 713 represents the stage after the ABS system operation ends. Curve 72 represents the caliper pressure change curve of the first wheel, and curve 73 represents the caliper pressure change curve of the second wheel. Figure 7 As can be seen, the pressure of the calipers corresponding to different wheels on the same axle needs to be staggered by one phase to avoid safety risks during emergency braking of the vehicle.

[0092] Example 2

[0093] According to another aspect of the embodiments of the present invention, corresponding to the above-described embodiments of the transmission system vibration suppression method, this specification also provides a transmission system vibration suppression device, please refer to... Figure 8 , Figure 8 This is a structural block diagram of a transmission system vibration suppression device according to an embodiment of the present invention, such as... Figure 8 As shown, the device includes: a first acquisition module 802, used to acquire the operating status of the disconnection device in response to the operation of the preset braking system, wherein the disconnection device is deployed between the wheel axle of the vehicle and the drive motor corresponding to the wheel axle, the preset braking system is used to brake the wheel axle, and the wheel axle belongs to the vehicle's transmission system; a second acquisition module 804, used to acquire the working status of the drive motor in response to the operating status being that the disconnection device is normal; and a disconnection module 806, used to disconnect the wheel axle and the drive motor based on the disconnection device in response to the working status being that the drive motor is working normally.

[0094] Optionally, the device further includes: a frequency determination module, used to determine the current natural frequency of the transmission system based on the system inertia and system stiffness of the transmission system after the wheel axle is disconnected; and a suppression result determination module, used to determine that the vibration suppression of the transmission system is successful in response to the current natural frequency and the preset control frequency of the preset braking system satisfying the preset frequency condition, wherein the preset frequency condition is used to characterize the condition that the current natural frequency does not cause vibration of the transmission system.

[0095] Optionally, the device further includes: a third acquisition module, used to acquire multiple wheel speeds and multiple vibration frequencies of the vehicle in response to an abnormal disconnection state or a current natural frequency and control frequency not meeting a preset frequency condition, wherein the wheel speed and vibration frequency correspond one-to-one; a filtering module, used to filter the multiple vibration frequencies to obtain a target vibration frequency; a conversion module, used to convert the target wheel speed corresponding to the target vibration frequency to obtain a vibration compensation torque; and a compensation module, used to suppress transmission system vibration based on the vibration compensation torque.

[0096] Optionally, the frequency filtering module includes: a frequency acquisition unit for acquiring the natural frequency of the transmission system; a frequency conversion unit for converting the natural frequency using a calibration frequency to obtain a target frequency; a frequency adjustment unit for adjusting the cutoff frequency of a preset filter based on the target frequency to obtain a target filter; and a frequency filtering unit for filtering multiple vibration frequencies using the target filter to obtain a target vibration frequency.

[0097] Optionally, the device further includes: a fourth acquisition module, used to acquire a preset frequency range and the slope of wheel speed change, wherein the preset frequency range is used to characterize the vibration frequency corresponding to the vehicle wheel speed when vibration occurs; a frequency range construction module, used to acquire the difference between the natural frequency and the minimum frequency in the preset frequency range, and use the difference as the target minimum frequency and the natural frequency as the target maximum frequency to construct a target frequency range, wherein the target frequency range is used to characterize the frequency range in which the calibration frequency is located; and a frequency determination module, used to determine the calibration frequency from the target frequency range based on the slope of change.

[0098] Optionally, the frequency conversion module includes: a parameter acquisition unit for acquiring the vehicle's current actual wheel speed and a preset compensation coefficient; a wheel speed determination unit for obtaining the target vibration wheel speed based on the difference between the actual wheel speed and the target wheel speed; and a torque determination unit for obtaining the vibration compensation torque based on the product of the target vibration wheel speed and the preset compensation coefficient.

[0099] Optionally, the device further includes: a fifth acquisition module for acquiring the natural frequency, moment of inertia, and system damping of the transmission system; a parameter conversion module for converting the moment of inertia, natural frequency, and system damping based on a preset inertia coefficient to obtain target inertia, target stiffness, and target damping; a vibration damping device construction module for constructing a damping vibration damping device based on the target inertia, target stiffness, and target damping; and a vibration suppression module for suppressing transmission system vibration using the damping vibration damping device in response to the operation of a preset braking system.

[0100] Optionally, the parameter conversion module includes: an inertia determination unit for obtaining the target inertia based on the product of a preset inertia coefficient and the rotational inertia; a stiffness determination unit for obtaining the target stiffness based on the product of the square of the natural frequency and the target inertia; and a damping determination unit for obtaining the target damping based on the product of the system damping, the target inertia, and the natural frequency.

[0101] Optionally, the device further includes: a sixth acquisition module for acquiring the road type of the road on which the vehicle is currently traveling; and a caliper control module for controlling the calipers of the first wheel to pressurize and tighten, and controlling the calipers of the second wheel to release pressure, in response to the road type being a preset type and the preset braking system being in operation, wherein the first wheel and the second wheel are different wheels that are in a braking state and are located on the same axle.

[0102] Example 3

[0103] According to another aspect of the embodiments of the present invention, corresponding to the above-described transmission system vibration suppression method embodiments, this specification also provides a computer-readable storage medium, characterized in that the computer-readable storage medium includes a stored program, wherein, when the program is running, it controls the device where the computer-readable storage medium is located to execute the transmission system vibration suppression method of any one of the above-described embodiments.

[0104] Example 4

[0105] According to another aspect of the embodiments of the present invention, corresponding to the above-described transmission system vibration suppression method embodiments, this specification also provides a processor, characterized in that the processor is used to run a program, wherein the program executes the transmission system vibration suppression method of any one of the above embodiments during runtime.

[0106] Example 5

[0107] According to another aspect of the embodiments of the present invention, corresponding to the above-described transmission system vibration suppression method embodiments, this specification also provides a vehicle, including: 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 transmission system vibration suppression method of any one of the above embodiments.

[0108] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0109] In the above embodiments of the present invention, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0110] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual couplings, direct couplings, or communication connections may be through some interfaces; indirect couplings or communication connections between units or modules may be electrical or other forms.

[0111] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0112] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0113] If the integrated unit is implemented as 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. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0114] The above are merely preferred embodiments of the present invention. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A method for suppressing vibration in a transmission system, characterized in that, The method includes: In response to the operation of a preset braking system, the operating status of a disconnection device is obtained, wherein the disconnection device is deployed between the wheel axle of the vehicle and the drive motor corresponding to the wheel axle, the preset braking system is used to brake the wheel axle, and the wheel axle belongs to the transmission system of the vehicle; In response to the operating state being that the disconnection device is normal, the operating state of the drive motor is obtained; In response to the operating state being that the drive motor is operating normally, the axle and the drive motor are disconnected based on the disconnection device; The method further includes: determining the current natural frequency of the transmission system based on the system inertia and system stiffness of the transmission system after the axle is disconnected; in response to the operating state being an abnormal disconnection device, or the current natural frequency not meeting a preset frequency condition with the control frequency of the preset braking system, acquiring multiple wheel speeds and multiple vibration frequencies of the vehicle, wherein the preset frequency condition characterizes the condition that the current natural frequency does not cause vibration of the transmission system, and the wheel speeds correspond one-to-one with the vibration frequencies; acquiring the natural frequency of the transmission system; subtracting the calibration frequency from the natural frequency to obtain a target frequency; adjusting the cutoff frequency of a preset filter based on the target frequency to obtain a target filter; filtering the multiple vibration frequencies using the target filter to obtain the target vibration frequency; converting the target wheel speed corresponding to the target vibration frequency to obtain a vibration compensation torque; and suppressing the vibration of the transmission system based on the vibration compensation torque. The method further includes: acquiring the natural frequency, moment of inertia, and system damping of the transmission system; converting the moment of inertia, natural frequency, and system damping based on a preset inertia coefficient to obtain target inertia, target stiffness, and target damping; constructing a damping vibration reduction device based on the target inertia, target stiffness, and target damping, wherein the damping vibration reduction device is installed at the location of the disconnection device, and the damping vibration reduction device is used to replace the disconnection device to suppress the vibration of the transmission system; and suppressing the vibration of the transmission system using the damping vibration reduction device in response to the operation of a preset braking system.

2. The method according to claim 1, characterized in that, The method further includes: In response to the fact that the current natural frequency and the control frequency of the preset braking system meet the preset frequency condition, it is determined that the vibration suppression of the transmission system is successful.

3. The method according to claim 1, characterized in that, The method further includes: The preset frequency range and the slope of the wheel speed change are obtained, wherein the preset frequency range is used to characterize the vibration frequency corresponding to the vehicle wheel speed when vibration occurs; The difference between the inherent frequency and the minimum frequency in the preset frequency range is obtained, and the difference is used as the target minimum frequency, and the inherent frequency is used as the target maximum frequency to construct a target frequency range, wherein the target frequency range is used to characterize the frequency range in which the calibration frequency is located. The calibration frequency is determined from the target frequency range based on the slope of change.

4. The method according to claim 1, characterized in that, The vibration compensation torque is obtained by converting the target wheel speed corresponding to the target vibration frequency, including: Obtain the current actual wheel speed of the vehicle and the preset compensation coefficient; The target vibration wheel speed is obtained based on the difference between the actual wheel speed and the target wheel speed. The vibration compensation torque is obtained by multiplying the target vibration wheel speed and the preset compensation coefficient.

5. The method according to claim 1, characterized in that, Based on a preset inertia coefficient, the rotational inertia, the natural frequency, and the system damping are converted to obtain the target inertia, target stiffness, and target damping, including: The target inertia is obtained based on the product of the preset inertia coefficient and the rotational inertia. The target stiffness is obtained by multiplying the square of the natural frequency and the target inertia. The target damping is obtained by multiplying the system damping, the target inertia, and the natural frequency.

6. The method according to claim 1, characterized in that, The method further includes: Obtain the road type of the road on which the vehicle is currently traveling; In response to the road type being a preset type and the preset braking system being in operation, the calipers of the first wheel are controlled to pressurize and tighten, and the calipers of the second wheel are controlled to release pressure and loosen, wherein the first wheel and the second wheel are different wheels in the same axle that are in a braking state.

7. A vehicle comprising: At least one processor; as well as 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 transmission vibration suppression method according to any one of claims 1-6.

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