Active damping control method and active damping control system

Abstract

The invention provides an active damping control method and an active damping control system.The active damping control method and the active damping control system are used for restraining rotating speed shaking of a transmission system output shaft, and the active damping control method comprises the following steps that vehicle driving information is collected and comprises the actual rotating speed of a motor; calculating a theoretical rotating speed of an output shaft according to the vehicle driving information; calculating the theoretical rotating speed of the motor according to the theoretical rotating speed of the output shaft; and calculating motor compensation torque according to the actual rotating speed of the motor and the theoretical rotating speed of the motor.

Description

Technical Field

[0001] The present application relates to the technical field of NVH control of electric vehicles, and in particular, to an active damping control method and system. Background Art

[0002] The structure of the pure electric vehicle transmission system is generally relatively simple, with insufficient damping of resonance, showing obvious under-damping characteristics. In addition, compared with traditional engine torque, motor torque has more precise and faster response characteristics. Therefore, when the output torque or load changes suddenly, such as when the vehicle starts, quickly increases or decreases the throttle, changes from acceleration to energy recovery, and exits energy recovery, it is easy to cause the longitudinal acceleration of the whole vehicle to shake, which may reduce driving comfort.

[0003] Known technologies for suppressing transmission system speed jitter are mainly achieved by collecting the measured speed of the motor and processing it. For example, a smooth motor speed reference value is obtained by establishing a motor target speed estimation model or speed filtering, and jitter is suppressed by proportionally correcting the error between the reference speed and the measured speed through torque calibration.

[0004] It should be noted that the information disclosed in the above background technology section is only used to enhance the understanding of the background of the present disclosure, and therefore may include information that does not constitute the prior art known to ordinary technicians in the field. Summary of the invention

[0005] One aspect of the present application aims to solve a technical problem of how to more accurately suppress the speed vibration of the output shaft of the transmission system.

[0006] In addition, other aspects of the present application are also intended to solve or alleviate other technical problems existing in the prior art.

[0007] The present application provides an active damping control method and an active damping control system. Specifically, according to one aspect of the present application, the following are provided:

[0008] An active damping control method is used to suppress the speed vibration of the output shaft of a transmission system, which includes the following steps:

[0009] Collecting vehicle driving information, wherein the vehicle driving information includes an actual motor speed;

[0010] Calculating the output shaft theoretical speed according to the vehicle driving information;

[0011] Calculating the theoretical speed of the motor according to the theoretical speed of the output shaft;

[0012] The motor compensation torque is calculated according to the actual motor speed and the motor theoretical speed.

[0013] Optionally, according to an embodiment of the present application, the vehicle driving information also includes accelerator pedal opening information, brake pedal opening information, wheel speed and vehicle speed.

[0014] Optionally, according to an implementation manner of the present application, calculating the theoretical output shaft speed according to the vehicle driving information includes the following steps:

[0015] Calculating the total torque of the output shaft according to the vehicle driving information;

[0016] Calculating the actual speed of the output shaft according to the wheel speed;

[0017] The output shaft feedback torque is calculated through speed feedback closed-loop control according to the actual speed of the output shaft;

[0018] The output shaft theoretical rotation speed is calculated according to the output shaft total torque, the output shaft feedback torque and the transmission system rotational inertia.

[0019] Optionally, according to an implementation manner of the present application, calculating the total torque of the output shaft according to the vehicle driving information comprises the following steps:

[0020] The vehicle driving demand torque T is obtained by looking up the vehicle driving demand torque mapping table according to the accelerator pedal opening information. p ;

[0021] The vehicle braking demand torque T is obtained by looking up the vehicle braking demand torque mapping table according to the brake pedal opening information. b ;

[0022] The vehicle resistance F is calculated according to the preset vehicle sliding resistance coefficient and vehicle speed using the following formula: r :

[0023] F r =a+bv+cv 2

[0024] Among them, a is the constant resistance that is independent of speed, b is the resistance coefficient related to the first-order term of speed, and c is the resistance coefficient related to the second-order term of speed;

[0025] The total output shaft torque T is calculated by the following formula st :

[0026] T st =T p +T b +F r r

[0027] Where r is the tire radius.

[0028] Optionally, according to an embodiment of the present application, the actual output shaft speed n is calculated according to the wheel speed by the following formula:a :

[0029]

[0030] Among them, n l is the left wheel speed corresponding to the output shaft, n r is the right wheel speed corresponding to the output shaft.

[0031] Optionally, according to an implementation of the present application, calculating the output shaft feedback torque through speed feedback closed-loop control according to the actual speed of the output shaft includes the following steps:

[0032] The output shaft speed error n is calculated by the following formula e :

[0033] n e =n at ′ -n a

[0034] Among them, n at ' is the theoretical speed of the output shaft obtained at the previous moment;

[0035] The output shaft feedback torque T is calculated by the following formula f :

[0036]

[0037] Among them, K p1 is the first proportionality coefficient, K i are integral coefficients, all obtained through calibration tests, t0 is the previous moment, and t1 is the current moment.

[0038] Optionally, according to an implementation manner of the present application, calculating the theoretical speed of the output shaft according to the total torque of the output shaft, the feedback torque of the output shaft and the rotational inertia of the transmission system comprises the following steps:

[0039] Calculate the total output shaft torque T st Feedback torque T of output shaft f The sum is the output shaft closed loop torque T sc ;

[0040] According to the closed-loop torque T of the output shaft sc The output shaft acceleration a is calculated using the following formula:

[0041]

[0042] Wherein, J is the moment of inertia of the transmission system;

[0043] According to the output shaft acceleration a, the output shaft theoretical speed n is calculated by the following formula: at :

[0044]

[0045] Optionally, according to an embodiment of the present application, the theoretical speed of the motor n is calculated according to the theoretical speed of the output shaft by the following formula: mt :

[0046] n mt =n at *i0

[0047] Among them, i0 is the main reduction ratio of the output shaft.

[0048] Optionally, according to an implementation manner of the present application, calculating the motor compensation torque according to the actual motor speed and the motor theoretical speed includes the following steps:

[0049] Calculate the difference Δn between the theoretical speed of the motor and the actual speed of the motor;

[0050] The motor compensation torque T is calculated by the following formula c :

[0051] T c =K p2 Δn

[0052] Among them, K P2 is the second proportionality coefficient, which is obtained through calibration experiments.

[0053] According to another aspect of the present application, the present application provides an active damping control system for suppressing the speed vibration of the output shaft of the transmission system, which includes:

[0054] A collection module, which collects vehicle driving information, wherein the vehicle driving information includes an actual motor speed;

[0055] A calculation module calculates the theoretical speed of the output shaft according to the vehicle driving information, further calculates the theoretical speed of the motor according to the theoretical speed of the output shaft, and further calculates the motor compensation torque according to the actual speed of the motor and the theoretical speed of the motor.

[0056] The benefits of the present application include: the active damping control method of the present application not only takes into account the speed of the motor, but also takes into account the impact of other factors of the vehicle on the output shaft speed. The total torque composed of the vehicle's driving demand torque, the vehicle's braking demand torque and the torque required to overcome various resistances is combined with the closed-loop feedback control of the actual output shaft speed to calculate the motor compensation torque, thereby improving the control accuracy of the output shaft speed jitter, improving the control effect, optimizing the driving experience, and effectively improving the acceleration jitter problem caused by the vehicle when starting, quickly adding and subtracting the throttle, switching from acceleration to energy recovery, and exiting energy recovery. BRIEF DESCRIPTION OF THE DRAWINGS

[0057] With reference to the accompanying drawings, the above and other features of the present application will become apparent. It is easy for those skilled in the art to understand that these drawings are only for illustrative purposes and are not intended to limit the scope of protection of the present application. In addition, similar numbers in the drawings are used to represent similar components, among which,

[0058] Figure 1 A schematic flow chart of an active damping control method proposed according to an embodiment of the present application is shown;

[0059] Figure 2 A module block diagram of an active damping control system proposed in an embodiment according to another aspect of the present application is shown. DETAILED DESCRIPTION

[0060] It is easy to understand that according to the technical solution of the present application, without changing the essential spirit of the present application, a person skilled in the art can propose a variety of interchangeable structural modes and implementation modes. Therefore, the following specific implementation modes and drawings are only exemplary descriptions of the technical solution of the present application, and should not be regarded as the entirety of the present application or as a limitation or restriction on the technical solution of the present application.

[0061] The directional terms such as up, down, left, right, front, back, front, back, top, bottom, etc. mentioned or may be mentioned in this specification are defined relative to the structures shown in the drawings. They are relative concepts and may change accordingly according to their different positions and different usage states. Therefore, these or other directional terms should not be interpreted as restrictive terms. In addition, the terms "first", "second", "third", etc. or similar expressions are only used for description and distinction purposes, and cannot be understood as indicating or implying the relative importance of the corresponding components or the order or assembly order of the components.

[0062] refer to Figure 1 , which shows a flow chart of an active damping control method proposed according to an embodiment of one aspect of the present application. The active damping control method of the present application can provide torque compensation of the motor to suppress the vibration of the output shaft of the transmission system by comprehensively considering other influencing factors of the motor and the whole vehicle. The control method is applicable to electric vehicles and includes the following steps:

[0063] Collecting vehicle driving information, wherein the vehicle driving information includes an actual motor speed;

[0064] Calculating the output shaft theoretical speed according to the vehicle driving information;

[0065] Calculating the theoretical speed of the motor according to the theoretical speed of the output shaft;

[0066] The motor compensation torque is calculated according to the actual motor speed and the motor theoretical speed.

[0067] In this embodiment, the motor speed filter value is not used as the reference speed. Instead, the theoretical speed of the output shaft is calculated through the vehicle driving information, and the theoretical speed of the motor is deduced based on the theoretical speed of the output shaft. Finally, the motor compensation torque for suppressing speed jitter is calculated based on the comparison between the actual motor speed and the theoretical motor speed. In this way, the speed of the output shaft can be controlled more accurately and the speed jitter of the output shaft can be reduced to a greater extent.

[0068] In one embodiment of the present application, the vehicle driving information includes accelerator pedal opening information, brake pedal opening information, wheel speed and vehicle speed in addition to the actual motor speed. The output shaft torque can be obtained through these driving information, and the acceleration and speed of the output shaft can be further obtained. In this embodiment, the vehicle driving information includes not only the motor information, but also other vehicle information, which also affects the output shaft speed jitter. Comprehensive consideration of this information can improve the control accuracy of output shaft speed jitter suppression.

[0069] In one embodiment of the present application, calculating the theoretical output shaft speed according to the vehicle driving information includes the following steps:

[0070] Calculating the total torque of the output shaft according to the vehicle driving information;

[0071] Calculating the actual speed of the output shaft according to the wheel speed;

[0072] The output shaft feedback torque is calculated through speed feedback closed-loop control according to the actual speed of the output shaft;

[0073] The output shaft theoretical rotation speed is calculated according to the output shaft total torque, the output shaft feedback torque and the transmission system rotational inertia.

[0074] In this embodiment, the theoretical torque of the output shaft is first calculated, and the theoretical speed of the output shaft is calculated based on the theoretical torque. The theoretical torque of the output shaft changes with time, and includes the total torque of the output shaft directly determined according to the driving information and the feedback torque of the output shaft calculated in real time through the speed feedback closed-loop control. The difference between the theoretical torque of the output shaft and the actual torque of the output shaft is the reason for the jitter of the output shaft speed, and this difference is related to the difference between the theoretical speed of the motor and the actual speed of the motor. The speed feedback closed-loop control is, in particular, PID control, which is used to make the calculated theoretical speed of the output shaft constantly tend to the actual speed of the output shaft through closed-loop control, thereby continuously compensating the actual output speed of the output shaft.

[0075] In one embodiment of the present application, calculating the total torque of the output shaft according to the vehicle driving information includes the following steps:

[0076] The vehicle driving demand torque T is obtained by looking up the vehicle driving demand torque mapping table according to the accelerator pedal opening information. p ;

[0077] The vehicle braking demand torque T is obtained by looking up the vehicle braking demand torque mapping table according to the brake pedal opening information. b ;

[0078] The vehicle resistance F is calculated according to the preset vehicle sliding resistance coefficient and vehicle speed using the following formula: r :

[0079] F r =a+bv+cv 2

[0080] Where a is the constant resistance that is independent of speed (such as friction, etc.), b is the resistance coefficient related to the first-order term of speed (such as transmission system resistance), and c is the resistance coefficient related to the second-order term of speed (such as wind resistance, etc.);

[0081] The total output shaft torque T is calculated by the following formula st :

[0082] T st =T p +T b +F r r

[0083] Where r is the tire radius.

[0084] In this embodiment, the total torque of the output shaft refers to the total torque theoretically required by the output shaft to drive the vehicle, which includes the vehicle driving demand torque, the vehicle braking demand torque and the torque required to overcome all vehicle resistances, such as rolling resistance, air resistance, transmission system resistance, etc.

[0085] In one embodiment of the present application, the actual output shaft speed n is calculated according to the wheel speed by the following formula: a :

[0086]

[0087] Among them, n l is the left wheel speed corresponding to the output shaft, n r is the right wheel speed corresponding to the output shaft.

[0088] In this embodiment, the actual rotation speed of the output shaft is obtained by the actual wheel speed measured in the vehicle driving information, and the actual rotation speed more accurately reflects the real rotation speed of the output shaft than the theoretical rotation speed of the output shaft obtained by feedback closed-loop control. Here, the unit of the actual rotation speed of the output shaft is rpm, and the unit of the left and right wheel speeds is rps.

[0089] In one embodiment of the present application, calculating the output shaft feedback torque through speed feedback closed-loop control according to the actual speed of the output shaft includes the following steps:

[0090] The output shaft speed error n is calculated by the following formula e :

[0091] n e =n at ′ -n a

[0092] Among them, n at ' is the theoretical speed of the output shaft obtained at the previous moment;

[0093] The output shaft feedback torque T is calculated by the following formula f :

[0094]

[0095] Among them, K p1 is the first proportionality coefficient, K i are integral coefficients, all obtained through calibration tests, t0 is the previous moment, and t1 is the current moment.

[0096] This embodiment provides a method for obtaining the output shaft feedback torque through a real-time feedback closed-loop control to correct the total torque of the output shaft. First, the output shaft speed error is obtained, which is obtained by making a difference between the theoretical speed of the output shaft obtained at the previous moment and the actual speed of the output shaft (at the current moment) obtained in the previous step. By processing the speed error, the feedback torque currently used for correction can be obtained to make the output shaft torque closer to the actual speed. Here, "the theoretical speed of the output shaft obtained at the previous moment" refers to the theoretical speed of the output shaft obtained by the active damping control method at the previous moment, that is, at moment t0. The speed is now used as the input of the feedback closed-loop control to generate feedback torque. K p1 and K i For example, they are the proportional coefficient and the integral coefficient in PID control, which are obtained and preset through calibration tests.

[0097] It should be understood that the active damping control method in the present application is a real-time control method. The "last moment" mentioned above refers to the moment when the control method was last executed. That is to say, after the control method was last executed, a theoretical output shaft speed was obtained, which was used as the theoretical output shaft speed n in the speed feedback closed-loop control when the control method was executed this time. at '.

[0098] In one embodiment of the present application, calculating the theoretical speed of the output shaft according to the total torque of the output shaft, the feedback torque of the output shaft and the rotational inertia of the transmission system comprises the following steps:

[0099] Calculate the total output shaft torque T st Feedback torque T of output shaft f The sum is the output shaft closed loop torque T sc ;

[0100] According to the closed-loop torque T of the output shaft sc The output shaft acceleration a is calculated using the following formula:

[0101]

[0102] Wherein, J is the moment of inertia of the transmission system;

[0103] According to the output shaft acceleration a, the output shaft theoretical speed n is calculated by the following formula: at :

[0104]

[0105] In this embodiment, the total output shaft torque obtained through the above steps and the output shaft feedback torque are summed to obtain the output shaft closed-loop torque. After feedback closed-loop control, the output shaft closed-loop torque is closer to the real torque of the output shaft. The real-time acceleration of the output shaft is obtained through the output shaft closed-loop torque and the rotational inertia of the transmission system, and the real-time speed of the output shaft is obtained by integration according to the real-time acceleration as the theoretical speed of the output shaft. The theoretical speed of the output shaft obtained in this way is closer to the real speed of the output shaft. After the theoretical speed of the output shaft is obtained, it is also used in the feedback closed-loop control to calculate the output shaft speed error at the next moment, so that the feedback control forms a closed loop.

[0106] In one embodiment of the present application, the theoretical speed of the motor n is calculated according to the theoretical speed of the output shaft by the following formula: mt :

[0107] n mt =n at *i0

[0108] Among them, i0 is the main reduction ratio of the output shaft.

[0109] In this embodiment, the theoretical rotation speed of the motor is inferred from the obtained theoretical rotation speed of the output shaft, so as to prepare for the following calculation of the rotation speed difference between the theoretical rotation speed and the actual rotation speed of the motor.

[0110] In one embodiment of the present application, calculating the motor compensation torque according to the actual motor speed and the motor theoretical speed includes the following steps:

[0111] Calculate the difference Δn between the theoretical speed of the motor and the actual speed of the motor;

[0112] The motor compensation torque T is calculated by the following formula c :

[0113] T c =K p2 Δn

[0114] Among them, K P2 is the second proportionality coefficient, which is obtained through calibration experiments.

[0115] In this embodiment, the speed difference is first obtained, and then the motor compensation torque is obtained through the speed difference and the proportional coefficient. The proportional coefficient is obtained and preset through calibration tests, and is obtained by looking up the table according to the speed difference. Since the speed difference finally obtained not only takes into account the actual speed of the motor, but also takes into account various vehicle driving information in the process of obtaining the theoretical speed of the motor, thus taking into account various working conditions of the vehicle, and also adopts the feedback closed-loop control of the output shaft speed, so as to obtain a more accurate theoretical speed of the output shaft, which greatly improves the control accuracy of the output shaft speed jitter suppression.

[0116] refer to Figure 2 , which shows a module block diagram of an active damping control system proposed according to an embodiment of another aspect of the present application. Another aspect of the present application proposes an active damping control system 100, which includes:

[0117] A collection module 1, which collects vehicle driving information, wherein the vehicle driving information includes an actual motor speed;

[0118] The calculation module 2 calculates the theoretical speed of the output shaft according to the vehicle driving information, further calculates the theoretical speed of the motor according to the theoretical speed of the output shaft, and further calculates the motor compensation torque according to the actual speed of the motor and the theoretical speed of the motor.

[0119] In another embodiment of the present application, the acquisition module 1 includes an accelerator pedal position sensor, a brake pedal position sensor, a wheel speed sensor, a vehicle speed sensor and a motor speed sensor.

[0120] In an embodiment of another aspect of the present application, the calculation module 2 calculates the total torque of the output shaft based on the vehicle driving information; further calculates the actual speed of the output shaft based on the wheel speed; further calculates the output shaft feedback torque through the speed feedback closed-loop control based on the actual speed of the output shaft; further calculates the output shaft theoretical speed based on the total torque of the output shaft, the output shaft feedback torque and the rotational inertia of the transmission system.

[0121] In another embodiment of the present application, the calculation module 2 obtains the vehicle driving demand torque T according to the accelerator pedal opening information by looking up the vehicle driving demand torque mapping table. p ;

[0122] The vehicle braking demand torque T is obtained by looking up the vehicle braking demand torque mapping table according to the brake pedal opening information. b ;

[0123] The vehicle resistance F is calculated according to the preset vehicle sliding resistance coefficient and vehicle speed using the following formula: r :

[0124] F r =a+bv+cv 2

[0125] Among them, a is the constant resistance that is independent of speed, b is the resistance coefficient related to the first-order term of speed, and c is the resistance coefficient related to the second-order term of speed;

[0126] The total output shaft torque T is calculated by the following formula st :

[0127] T st =T p +T b +F r r

[0128] Where r is the tire radius.

[0129] In another embodiment of the present application, the calculation module 2 calculates the actual speed n of the output shaft according to the wheel speed by the following formula: a :

[0130]

[0131] Among them, n l is the left wheel speed corresponding to the output shaft, n r is the right wheel speed corresponding to the output shaft.

[0132] In another embodiment of the present application, the calculation module 2 calculates the output shaft speed error n by the following formula: e :

[0133] n e =n at ′ -n a

[0134] Among them, n at ' is the theoretical speed of the output shaft obtained at the previous moment;

[0135] The output shaft feedback torque T is calculated by the following formula f :

[0136]

[0137] Among them, K p1 is the first proportionality coefficient, K i are integral coefficients, all obtained through calibration tests, t0 is the previous moment, and t1 is the current moment.

[0138] In another embodiment of the present application, the calculation module 2 calculates the total output shaft torque T st Feedback torque T of output shaft f The sum is the output shaft closed loop torque T sc ;

[0139] According to the closed-loop torque T of the output shaft sc The output shaft acceleration a is calculated using the following formula:

[0140]

[0141] Wherein, J is the moment of inertia of the transmission system;

[0142] According to the output shaft acceleration a, the output shaft theoretical speed n is calculated by the following formula: at :

[0143]

[0144] In another embodiment of the present application, the calculation module 2 calculates the motor theoretical speed n according to the output shaft theoretical speed by the following formula: mt :

[0145] n mt =n at *i0

[0146] Among them, i0 is the main reduction ratio of the output shaft.

[0147] In another embodiment of the present application, the calculation module 2 calculates the difference Δn between the theoretical speed of the motor and the actual speed of the motor;

[0148] The motor compensation torque T is calculated by the following formula c:

[0149] T c =K p2 Δn

[0150] Among them, K P2 is the second proportionality coefficient, which is obtained through calibration experiments.

[0151] It should be understood that all the above preferred embodiments are illustrative rather than restrictive, and various modifications or variations made by those skilled in the art to the specific embodiments described above under the concept of the present application should be within the legal protection scope of the present application.

Claims

1. An active damping control method for suppressing the speed vibration of the output shaft of a transmission system, characterized in that: The steps include: Collecting vehicle driving information, wherein the vehicle driving information includes an actual motor speed; Calculating the output shaft theoretical speed according to the vehicle driving information; Calculating the theoretical speed of the motor according to the theoretical speed of the output shaft; The motor compensation torque is calculated according to the actual motor speed and the motor theoretical speed.

2. The active damping control method according to claim 1, characterized in that: The vehicle driving information also includes accelerator pedal opening information, brake pedal opening information, wheel speed and vehicle speed.

3. The active damping control method according to claim 2, characterized in that: Calculating the theoretical output shaft speed according to the vehicle driving information comprises the following steps: Calculating the total torque of the output shaft according to the vehicle driving information; Calculating the actual speed of the output shaft according to the wheel speed; The output shaft feedback torque is calculated through speed feedback closed-loop control according to the actual speed of the output shaft; The output shaft theoretical rotation speed is calculated according to the output shaft total torque, the output shaft feedback torque and the transmission system rotational inertia.

4. The active damping control method according to claim 3, characterized in that: Calculating the total torque of the output shaft according to the vehicle driving information comprises the following steps: The vehicle driving demand torque T is obtained by looking up the vehicle driving demand torque mapping table according to the accelerator pedal opening information. p ; The vehicle braking demand torque T is obtained by looking up the vehicle braking demand torque mapping table according to the brake pedal opening information. b ; The vehicle resistance F is calculated according to the preset vehicle sliding resistance coefficient and vehicle speed using the following formula: r : F r s+bv+cv 2 Among them, a is the constant resistance that is independent of speed, b is the resistance coefficient related to the first-order term of speed, and c is the resistance coefficient related to the second-order term of speed; The total output shaft torque T is calculated by the following formula st : T st =T p +T b +F r r Where r is the tire radius.

5. The active damping control method according to claim 4, characterized in that: According to the wheel speed, the actual speed n of the output shaft is calculated by the following formula a : Among them, n l is the left wheel speed corresponding to the output shaft, n r is the right wheel speed corresponding to the output shaft.

6. The active damping control method according to claim 5, characterized in that: Calculating the output shaft feedback torque through speed feedback closed-loop control based on the actual output shaft speed includes the following steps: The output shaft speed error n is calculated by the following formula e : n e =n at ′ -n a Among them, n at ' is the theoretical speed of the output shaft obtained at the last moment; The output shaft feedback torque T is calculated by the following formula f : Among them, K p1 is the first proportionality coefficient, K i are integral coefficients, all obtained through calibration tests, t0 is the previous moment, and t1 is the current moment.

7. The active damping control method according to claim 6, characterized in that: Calculating the theoretical speed of the output shaft according to the total torque of the output shaft, the feedback torque of the output shaft and the moment of inertia of the transmission system comprises the following steps: Calculate the total output shaft torque T st Feedback torque T of output shaft f The sum is the output shaft closed loop torque T sc ; According to the closed-loop torque T of the output shaft sc The output shaft acceleration a is calculated using the following formula: Wherein, J is the moment of inertia of the transmission system; According to the output shaft acceleration a, the output shaft theoretical speed n is calculated by the following formula: at :

8. The active damping control method according to claim 7, characterized in that: According to the theoretical speed of the output shaft, the theoretical speed of the motor n is calculated by the following formula mt : n mt =n at *i0 Among them, i0 is the main reduction ratio of the output shaft.

9. The active damping control method according to claim 8, characterized in that: Calculating the motor compensation torque according to the actual motor speed and the motor theoretical speed comprises the following steps: Calculate the difference Δn between the theoretical speed of the motor and the actual speed of the motor; The motor compensation torque T is calculated by the following formula c : T c =K p2 Δn Among them, K P2 is the second proportionality coefficient, which is obtained through calibration experiments.

10. An active damping control system for suppressing the speed vibration of the output shaft of a transmission system, characterized in that: include: A collection module, which collects vehicle driving information, wherein the vehicle driving information includes an actual motor speed; A calculation module calculates the theoretical speed of the output shaft according to the vehicle driving information, further calculates the theoretical speed of the motor according to the theoretical speed of the output shaft, and further calculates the motor compensation torque according to the actual speed of the motor and the theoretical speed of the motor.

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