Method and device for suppressing transmission knock noise of a hybrid system

Abstract

The application discloses a transmission knock noise suppression method and device of a hybrid power system. The method comprises the following steps: obtaining an engine torque of an engine in the hybrid power system; determining a current operating condition of the hybrid power system under the engine torque; determining whether the current operating condition belongs to a predetermined operating condition to obtain an operating condition determination result; in the case that the operating condition determination result is that the current operating condition belongs to the predetermined operating condition, determining a rotational speed difference of a clutch; and suppressing the knock noise of the transmission by controlling the rotational speed difference of the clutch within a predetermined range. The application solves the technical problem that the knock noise of the transmission caused by the large torsional vibration transmitted from the engine to the transmission cannot be effectively suppressed in the prior art.

Description

Technical Field

[0001] This invention relates to the field of hybrid power systems, and more specifically, to a method and apparatus for suppressing transmission knocking noise in a hybrid power system. Background Technology

[0002] In related technologies, the system efficiency of plug-in hybrid electric vehicles (PHEVs) is improved by increasing engine thermal efficiency (e.g., increasing engine compression ratio) and transmission system efficiency (using active lubrication). However, the aforementioned methods of improving system efficiency result in a technical problem where the transmission knocking noise caused by the large torsional vibration transmitted from the engine to the transmission cannot be effectively suppressed.

[0003] There is currently no effective solution to the above problems. Summary of the Invention

[0004] This invention provides a method and apparatus for suppressing transmission knocking noise in a hybrid power system, thereby at least solving the technical problem in the related art where the transmission knocking noise caused by the large torsional vibration transmitted from the engine to the transmission cannot be effectively suppressed.

[0005] According to one aspect of the present invention, a method for suppressing transmission knocking noise in a hybrid power system is provided, comprising: acquiring the engine torque of an engine in the hybrid power system; determining the current operating condition of the hybrid power system under the engine torque; determining whether the current operating condition belongs to a predetermined operating condition, and obtaining an operating condition determination result; if the operating condition determination result indicates that the current operating condition belongs to the predetermined operating condition, determining the speed difference of the clutch, wherein the speed difference is the speed difference between the driving speed of the driving disc and the driven speed of the driven disc in the clutch, the driving disc is connected to the engine, the driven disc is connected to the transmission, and the engine provides power to the transmission; and suppressing the knocking noise of the transmission by controlling the speed difference of the clutch within a predetermined range.

[0006] Optionally, the speed difference of the clutch is controlled within a predetermined range by the following method: determining whether the speed difference of the clutch is greater than a first speed difference, obtaining a first determination result, wherein the first speed difference is the largest speed difference within the predetermined range; determining a first target operation based on the first determination result, wherein the first target operation is used to control the speed difference of the clutch; and controlling the speed difference of the clutch within the predetermined range based on the first target operation.

[0007] Optionally, the first target operation includes any one of the following: a first control operation, wherein the first control operation is used to determine a first deviation between the clutch torque and a target torque when the first determination result is that the speed difference of the clutch is greater than a first speed difference, wherein the first deviation is used to characterize the degree of increase of the clutch torque; based on the first deviation, determine a first torque of the generator, wherein the generator is connected to the clutch; based on the first torque and the clutch torque, control the speed difference of the clutch within a predetermined range; a second control operation, wherein the second control operation is used to determine whether the speed difference of the clutch is less than a second speed difference when the first determination result is that the speed difference of the clutch is less than or equal to the first speed difference, to obtain a second determination result, wherein the second speed difference is the minimum speed difference within the predetermined range; based on the second determination result, determine a second target operation, wherein the second target operation is used to assist the first target operation in controlling the speed difference of the clutch; based on the second target operation, control the speed difference of the clutch within a predetermined range.

[0008] Optionally, the second target operation includes any one of the following: a third control operation, wherein the third control operation is used to determine a second deviation between the clutch torque and the target torque when the second determination result is that the speed difference of the clutch is less than the second speed difference, wherein the second deviation is used to characterize the degree of reduction of the clutch torque; based on the second deviation, determine a second torque of the generator; based on the second torque and the clutch torque, control the speed difference of the clutch within a predetermined range; a fourth control operation, wherein the fourth control operation is used to control the speed difference of the clutch within a predetermined range based on the clutch torque when the second determination result is that the speed difference of the clutch is not less than the second speed difference.

[0009] Optionally, the predetermined operating conditions include: a predetermined operating mode, a first predetermined torque range, a second predetermined torque range, a predetermined speed range, and a predetermined oil temperature range. The predetermined operating mode characterizes the power operating mode of the hybrid power system. The first predetermined torque is the torque range corresponding to the drive torque of the drive motor. The second predetermined torque is the torque range corresponding to the engine torque of the engine. The predetermined speed range is the speed range corresponding to the engine speed of the engine. The predetermined oil temperature range is the oil temperature range corresponding to the oil temperature of the transmission. The drive motor is power-coupled to the engine through the transmission.

[0010] Optionally, the predetermined operating mode is a parallel mode, wherein the parallel mode is a mode in which the engine and the drive motor operate simultaneously.

[0011] Optionally, the first predetermined torque range is greater than -10 Nm and less than 10 Nm.

[0012] Optionally, the second predetermined torque range is greater than 100 Nm and less than 200 Nm.

[0013] Optionally, the predetermined speed range is less than 2500 rpm.

[0014] Optionally, the predetermined oil temperature range is greater than 20°C.

[0015] According to one aspect of the present invention, a transmission knocking noise suppression device for a hybrid power system is provided, comprising: a first determining module for acquiring the engine torque of an engine in the hybrid power system; a second determining module for determining the current operating condition of the hybrid power system under the engine torque; a third determining module for determining whether the current operating condition belongs to a predetermined operating condition, and obtaining an operating condition determination result; a fourth determining module for determining the speed difference of a clutch when the operating condition determination result indicates that the current operating condition belongs to a predetermined operating condition, wherein the speed difference is the speed difference between the driving speed of the driving disc and the driven speed of the driven disc in the clutch, the driving disc is connected to the engine, the driven disc is connected to the transmission, and the engine provides power to the transmission; and a fifth determining module for suppressing the knocking noise of the transmission by controlling the speed difference of the clutch within a predetermined range.

[0016] According to one aspect of the present invention, an electronic device is provided, comprising: a processor; and a memory for storing processor-executable instructions; wherein the processor is configured to execute the instructions to implement the transmission knock noise suppression method for a hybrid power system as described in any of the preceding claims.

[0017] According to one aspect of the present invention, a computer-readable storage medium is provided that, when the instructions in the computer-readable storage medium are executed by a processor of an electronic device, enables the electronic device to perform the transmission knock noise suppression method for a hybrid power system as described above.

[0018] In this embodiment of the invention, since engine torque is the direct cause of torsional vibration, obtaining the engine torque first provides a basis for subsequent judgment on whether to enter a dangerous operating condition that may generate knocking noise. Then, based on the engine torque, the current operating condition is determined, and it is determined whether the current operating condition belongs to the predetermined operating condition, which can accurately identify the timing when torsional vibration may cause transmission knocking. The clutch speed difference is determined only when the operating condition determination result is that the current operating condition belongs to the predetermined operating condition, which can avoid performing unnecessary control under noiseless conditions. Controlling the clutch speed difference within the predetermined range, since this step directly utilizes the isolation effect of clutch slippage on torsional vibration, can prevent large-scale torsional vibration of the engine from being transmitted to the transmission, thereby solving the technical problem in the related technology that it is impossible to effectively suppress the transmission knocking noise caused by large-scale torsional vibration transmitted from the engine to the transmission, and thus achieving the suppression of transmission knocking noise, thereby solving the technical problem in the related technology that it is impossible to effectively suppress the transmission knocking noise caused by large-scale torsional vibration transmitted from the engine to the transmission. Attached Figure Description

[0019] 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:

[0020] Figure 1 This is a flowchart of a method for suppressing transmission knocking noise in a hybrid power system according to an embodiment of the present invention;

[0021] Figure 2 This is a schematic diagram of gear meshing backlash in an optional embodiment of the present invention;

[0022] Figure 3 This is a schematic diagram of the backlash distribution of the transmission system in an optional embodiment of the present invention;

[0023] Figure 4 This is a schematic diagram of the engine torsional vibration transmission path in an optional embodiment of the present invention;

[0024] Figure 5 This is a schematic diagram of the clutch torque control request process framework in an optional embodiment of the present invention;

[0025] Figure 6 This is a schematic diagram of the clutch torque closed-loop calculation process framework in an optional embodiment of the present invention;

[0026] Figure 7 This is a structural block diagram of a transmission knock noise suppression device for a hybrid power system according to an embodiment of the present invention. Detailed Implementation

[0027] 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.

[0028] 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.

[0029] Example 1

[0030] According to an embodiment of the present invention, an embodiment of a method for suppressing transmission knocking noise in a hybrid power 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.

[0031] Figure 1 This is a flowchart of a transmission knocking noise suppression method for a hybrid power system according to an embodiment of the present invention, such as... Figure 1 As shown, the method includes the following steps:

[0032] S102, obtain the engine torque of the engine in the hybrid system;

[0033] This involves a hybrid power system, which is a system that achieves power drive by combining two or more power sources and can be used to drive a vehicle. Specifically, taking a hybrid power system for driving a vehicle as an example, the hybrid power system includes an engine, a generator, a drive motor, a clutch, and a transmission for transmitting the power of the engine and the generator to the wheels.

[0034] This involves the engine, which is an internal combustion engine used to generate power in a hybrid system. It produces rotational torque by burning fuel and is one of the main sources of power for the entire vehicle.

[0035] This involves engine torque, which is the rotational torque output from the crankshaft of the engine. It is used to characterize the current power output of the engine, and its value directly affects the severity of engine torsional vibration.

[0036] S104, determine the current operating condition of the hybrid system under engine torque;

[0037] This includes the current operating condition, which is the real-time operating state of the hybrid system under the corresponding engine torque, in order to determine whether the hybrid system is in an operating state that generates transmission knocking noise.

[0038] S106, determine whether the current operating condition belongs to the predetermined operating condition, and obtain the operating condition determination result;

[0039] This involves predetermined operating conditions, which are pre-determined operating conditions that require noise suppression.

[0040] This involves the determination of operating conditions, which is the result obtained by comparing the current operating conditions with the predetermined operating conditions. This includes whether the current operating conditions belong to the predetermined operating conditions or not, and is used to determine whether to proceed with the subsequent noise suppression process.

[0041] S108, when the working condition determination result is that the current operating condition belongs to the predetermined operating condition, the speed difference of the clutch is determined. The speed difference is the speed difference between the main speed of the driving plate and the driven speed of the driven plate in the clutch. The driving plate is connected to the engine and the driven plate is connected to the transmission. The engine is used to provide power to the transmission.

[0042] This involves a clutch, which is a power connection device installed between the engine and the transmission. It is used to control the transmission and disconnection of engine power to the transmission and includes two core components: a drive plate and a driven plate.

[0043] This involves a drive plate, which is a rotating component in the clutch connected to the engine side. It rotates synchronously with the engine crankshaft and is used to receive the torque and speed output by the engine.

[0044] This involves a driven plate, which is a rotating component in the clutch connected to the transmission side. It contacts the driving plate through friction plates and is used to transmit power to the transmission.

[0045] This includes the main rotational speed, which is the rotational speed of the clutch drive disc and is used to characterize the rotational state on the engine side.

[0046] This involves the driven speed, which is the rotational speed of the clutch driven disc and is used to characterize the rotational state on the transmission side.

[0047] This involves the speed difference, which is the difference between the main speed of the clutch driving plate and the driven speed of the driven plate. It is used to quantify the relative slippage between the clutch driving and driven plates. A speed difference of zero indicates a locked state, while a speed difference of non-zero indicates a slipping state.

[0048] Among them, a transmission is involved, which is a gear transmission device connected between the clutch driven plate and the wheel. It has gear meshing backlash inside and is a component that generates knocking noise.

[0049] S110 suppresses transmission knocking noise by controlling the speed difference of the clutch within a predetermined range.

[0050] This involves a predetermined range, which is a pre-determined speed difference interval, including a first speed difference (the maximum value in the predetermined range) and a second speed difference (the minimum value in the predetermined range). This range is used to define the acceptable fluctuation range of the speed difference under slipping conditions, ensuring that slipping conditions can effectively isolate torsional vibration without causing the clutch to overheat.

[0051] Among them, knocking noise is involved. This knocking noise is a continuous metallic impact sound generated by the periodic change of gear backlash caused by the torsional vibration of the engine transmitted to the transmission. This is the target object to be suppressed in this solution.

[0052] Through the above steps S102-S110, since engine torque is the direct cause of torsional vibration, obtaining the engine torque first can provide a basis for subsequent judgment on whether a dangerous operating condition has been entered; then, based on the torque, the current operating condition is determined and compared with the predetermined operating condition, which can accurately identify the timing when torsional vibration may cause transmission knocking; the clutch speed difference is determined only when the operating condition determination result is within the predetermined operating condition, which can avoid unnecessary control under noiseless operating conditions; by controlling the speed difference within the predetermined range, the stable slip friction state can convert the engine torsional vibration energy into frictional heat and dissipate it, preventing the torsional vibration from being transmitted to the transmission, thereby suppressing the knocking noise.

[0053] As an optional embodiment, the clutch speed difference is controlled within a predetermined range by: determining whether the clutch speed difference is greater than a first speed difference, obtaining a first determination result, wherein the first speed difference is the maximum speed difference within the predetermined range; determining a first target operation based on the first determination result, wherein the first target operation is used to control the clutch speed difference; and controlling the clutch speed difference within the predetermined range based on the first target operation.

[0054] This involves the first speed difference, which is the maximum speed difference within a predetermined range. It serves as the upper limit threshold for judging whether the speed difference exceeds the limit. When the speed difference exceeds the first speed difference, it indicates that the slip friction is too strong, and corresponding operations need to be performed to reduce the speed difference.

[0055] This involves a first determination result, which is a judgment result obtained by comparing the current speed difference with the first speed difference, including whether the speed difference is greater than the first speed difference, or whether the speed difference is less than or equal to the first speed difference, and is used to determine what target operation to perform.

[0056] This involves a first target operation, which is an operation command determined based on a first determination result for controlling the clutch speed difference, so as to bring the speed difference back to a predetermined range.

[0057] Since the first speed difference is the maximum speed difference allowed within a predetermined range, it is first determined whether the current speed difference is greater than the first speed difference, which can identify whether the slippage is too strong; based on the first determination result, the corresponding first target operation is determined, which can perform targeted control for the case of excessive speed difference; by executing the first target operation, the excessive speed difference can be reduced back to the predetermined range, avoiding excessive slippage that could cause the clutch to overheat or control to become unstable, thereby maintaining a stable slippage state to isolate engine torsional vibration.

[0058] As an optional embodiment, the first target operation includes any one of the following: a first control operation, wherein the first control operation is used to determine a first deviation between the clutch torque and a target torque when the first determination result is that the clutch speed difference is greater than a first speed difference, wherein the first deviation is used to characterize the degree of increase in clutch torque; based on the first deviation, determine a first torque of the generator, wherein the generator is connected to the clutch; based on the first torque and the clutch torque, control the clutch speed difference within a predetermined range; a second control operation, wherein the second control operation is used to determine whether the clutch speed difference is less than a second speed difference when the first determination result is that the clutch speed difference is less than or equal to the first speed difference, to obtain a second determination result, wherein the second speed difference is the minimum speed difference within the predetermined range; based on the second determination result, determine a second target operation, wherein the second target operation is used to assist the first target operation in controlling the clutch speed difference; based on the second target operation, control the clutch speed difference within a predetermined range.

[0059] This involves a first control operation, which is a control operation performed when the speed difference is greater than a first speed difference, used to reduce the excessive speed difference by reducing the clutch torque and introducing generator assistance.

[0060] This involves clutch torque, which is the frictional torque transmitted between the clutch driving and driven discs. Determined by the clamping force, it characterizes the magnitude of power transmitted by the clutch. Increasing the clutch torque reduces the speed difference, while decreasing it increases it. In other words, the greater the clamping force, the stronger the frictional torque transmission capability, and the closer the driving and driven discs are to synchronous rotation, resulting in a smaller sliding speed difference. Conversely, decreasing the clamping force reduces the frictional torque transmission capability, intensifies the relative sliding between the two discs, and increases the sliding speed difference.

[0061] This involves the target torque, which is the control target value of the clutch torque and is used as a reference for adjusting the clutch torque.

[0062] This involves a first deviation, which characterizes the degree to which the clutch torque needs to be increased in order to reduce the excessive speed difference by increasing the clamping force.

[0063] This involves a generator, which is connected to a motor that is coaxially connected to the clutch driven plate. The generator can output positive torque (acceleration driven plate) or negative torque (deceleration driven plate) to assist in controlling the speed difference of the clutch.

[0064] This involves a first torque, which is the torque value that the generator outputs based on a first deviation, used to assist the clutch in reducing the excessive speed difference to a predetermined range.

[0065] This involves a second control operation, which is a control strategy further executed when the speed difference is less than or equal to the first speed difference. This strategy is used to determine whether the speed difference is too low and to perform corresponding auxiliary adjustments.

[0066] This involves a second speed difference, which is the minimum speed difference within a predetermined range. It serves as a lower threshold for judging whether the speed difference is too low. When the speed difference is lower than the second speed difference, it indicates that the slip friction is too weak, and corresponding operations need to be performed to increase the speed difference.

[0067] This involves a second determination result, which is a judgment result obtained by comparing the current speed difference with the second speed difference, including whether the speed difference is less than the second speed difference, or whether the speed difference is greater than or equal to the second speed difference, and is used to determine whether to execute the second target operation.

[0068] This involves a second target operation, which is an operation determined based on a second determination result to assist the first target operation in controlling the clutch speed difference, and is used to bring the excessively low speed difference back to a predetermined range.

[0069] Since it's necessary to distinguish between excessively high and excessively low speed differences when the speed difference deviates from the predetermined range, the first target operation includes a first control operation and a second control operation: when the speed difference is too high, the first control operation is executed, using the first deviation to characterize the clutch torque that needs to be increased and determining the generator's first torque accordingly, together reducing the excessively high speed difference; when the speed difference does not exceed the first speed difference but is lower than the second speed difference, the second control operation assists in adjusting and raising the excessively low speed difference. Because differentiated control is performed for the two deviation directions, the speed difference can be precisely maintained within the predetermined range, ensuring stable slippage.

[0070] As an optional embodiment, the second target operation includes any one of the following: a third control operation, wherein the third control operation is used to determine a second deviation between the clutch torque and the target torque when the second determination result is that the clutch speed difference is less than the second speed difference, wherein the second deviation is used to characterize the degree of reduction of the clutch torque; based on the second deviation, determine a second torque of the generator; based on the second torque and the clutch torque, control the clutch speed difference within a predetermined range; a fourth control operation, wherein the fourth control operation is used to control the clutch speed difference within a predetermined range based on the clutch torque when the second determination result is that the clutch speed difference is not less than the second speed difference.

[0071] This involves a third control operation, which is a control operation performed when the speed difference is less than the second speed difference, used to increase the excessively low speed difference by adjusting the clutch torque and the generator torque.

[0072] This involves a second deviation, which characterizes the degree to which the clutch torque needs to be reduced in order to increase the excessively low speed difference by reducing the clamping force.

[0073] This involves a second torque, which is the generator output torque determined based on the second deviation, used to assist in increasing the excessively low speed difference through the synergistic effect of the generator.

[0074] Among them, a fourth control operation is involved. This fourth control operation is performed when the speed difference is within a predetermined range (not less than the second speed difference and not greater than the first speed difference). At this time, the current slip friction state is maintained solely by the clutch torque, without the need for generator assistance.

[0075] Since the speed difference needs to be increased when it is lower than the second speed difference, a third control operation is executed. The second deviation characterizes the clutch torque that needs to be reduced, and the second generator torque is determined accordingly. Together, they adjust the excessively low speed difference back to the predetermined range. When the speed difference is already within the predetermined range, a fourth control operation is executed, relying solely on the clutch torque to maintain the current state without generator intervention. Because generator assistance is introduced only when necessary, precise control of the speed difference can be achieved while reducing energy consumption.

[0076] Furthermore, since the generator is coaxially connected to the clutch driven plate, it can quickly respond by outputting the corresponding torque (driving the driven plate to accelerate, reducing the speed difference, or driving the driven plate to decelerate, increasing the speed difference), thus finely correcting the clutch speed difference. In contrast, the clutch itself can only achieve coarse adjustment through clamping force adjustment, with slow response speed and limited accuracy. Therefore, based on the aforementioned first and second objective operations, introducing generator auxiliary control can compensate for the shortcomings of response delay and insufficient accuracy when the clutch is controlled independently, achieving precise control of the speed difference, ensuring stable slip friction, thereby effectively isolating engine torsional vibration and suppressing transmission knocking noise.

[0077] As an optional embodiment, the predetermined operating conditions include: a predetermined operating mode, a first predetermined torque range, a second predetermined torque range, a predetermined speed range, and a predetermined oil temperature range. The predetermined operating mode is used to characterize the power operating mode of the hybrid power system. The first predetermined torque is the torque range corresponding to the drive torque of the drive motor. The second predetermined torque is the torque range corresponding to the engine torque of the engine. The predetermined speed range is the speed range corresponding to the engine speed of the engine. The predetermined oil temperature range is the oil temperature range corresponding to the oil temperature of the transmission. The drive motor is power-coupled with the engine through the transmission.

[0078] This involves a predetermined operating mode, which is a pre-determined power operating mode in the hybrid power system.

[0079] Optionally, the predetermined operating mode is a parallel mode, where the engine and drive motor operate simultaneously. This is because only in parallel mode can the engine's torsional vibration be transmitted to the transmission, generating knocking noise. This parallel mode is the operating mode in a hybrid system where the engine and drive motor work simultaneously to jointly drive the wheels. In parallel mode, the engine's power is transmitted to the transmission via a clutch, while the drive motor's power is also coupled to the engine's power via the transmission, with both jointly driving the wheels.

[0080] In other words, the root cause of knocking noise is engine torsional vibration. In pure electric mode, the engine is not running, so there is no source of torsional vibration. In series mode, the engine is only used to generate electricity, and the torsional vibration is absorbed by the generator and not transmitted to the transmission. Only in parallel mode, where the engine and transmission are directly connected, can torsional vibration be transmitted to the transmission and generate knocking noise. Limiting the parallel mode as the activation condition ensures that the noise suppression function is activated only when there is a torsional vibration transmission path, avoiding unnecessary slippage control in the absence of a noise source, and reducing unnecessary clutch wear and energy consumption.

[0081] This involves a first predetermined torque range, which is the torque interval corresponding to the drive torque of the drive motor, to limit the operating range in which the drive motor can participate in torque regulation during slip control. This is because when the drive motor torque is too low, the vehicle is under low load, and the knocking noise is not obvious, so knocking noise suppression is unnecessary; when the drive motor torque is too high, the vehicle is in a state of rapid acceleration, and the clutch needs to lock to transmit large torque, which is unsuitable for slip control.

[0082] Optionally, the first predetermined torque range is greater than -10 Nm and less than 10 Nm.

[0083] At this time, the drive motor has a relatively small driving force on the vehicle, that is, the vehicle is mainly driven by the engine. The engine torsional vibration has the most direct and significant impact on the transmission. It is not possible to ensure that the hybrid system is in parallel operation with the engine as the main driver. At this time, the knocking noise is the most obvious and needs to be suppressed. At the same time, it is necessary to avoid interference with the slip control when the drive motor outputs high torque, and to ensure the stability of the clutch speed difference control.

[0084] This involves a second predetermined torque range, which is the torque interval corresponding to the engine's torque, to limit the range in which the engine can participate in torque adjustment during slip control. This is because when the engine torque is too low, the torsional vibration amplitude is small, resulting in slight knocking noise, which does not require knocking noise suppression; when the engine torque is too high, the torsional vibration is too strong, and slip control in this situation will cause the clutch to overheat.

[0085] Optionally, the second predetermined torque range is greater than 100 Nm and less than 200 Nm.

[0086] When the engine torque is too low (≤100Nm), the torsional vibration amplitude is small, and the resulting knocking noise is slight, requiring no suppression. When the engine torque is too high (≥200Nm), the torsional vibration is severe. If suppression is achieved through sliding friction, a large target speed difference is required to effectively isolate the torsional vibration, but this generates a large amount of frictional heat, exceeding the clutch's heat dissipation capacity and posing a risk of burning. Therefore, limiting the engine torque to the range of 100Nm to 200Nm ensures that knocking noise is significant while the clutch can safely withstand the sliding friction heat load, achieving a balance between effectively suppressing noise and protecting the clutch.

[0087] This involves defining a predetermined speed range, which is the range of engine speeds corresponding to the engine's operating speed. This range is specifically defined as the low-speed range within which the engine can participate in slip control. This is because engine torsional vibration is most severe at low speeds and high throttle, resulting in the most noticeable knocking noise, which needs to be suppressed. As the speed increases, the engine's inertia naturally smooths out some of the torsional vibration, reducing knocking noise. Simultaneously, continuous slipping at high speeds causes excessive wear on the clutch. Therefore, by limiting the speed to this low range and controlling the clutch's speed difference to control the clutch's slipping state, effective suppression of knocking noise within this predetermined speed range can be achieved.

[0088] Optionally, the predetermined speed range is less than 2500 rpm.

[0089] Specifically, engine torsional vibration is most severe at low speeds (e.g., less than 2500 rpm) and high throttle conditions. At this point, combustion pressure and crankshaft speed fluctuate greatly, and transmission knocking noise is most pronounced. As the speed increases (≥2500 rpm), continuous slippage at high speeds generates excessive heat, leading to significant clutch wear. Therefore, limiting engine speed to below 2500 rpm ensures that slippage control is concentrated within the operating window where torsional vibration is most severe and noise is most significant. This avoids unnecessary slippage control at high speeds and low noise levels (e.g., the rotational inertia of engine rotating components naturally smooths out some torsional vibration, reducing knocking noise), thus reducing clutch energy consumption and thermal load.

[0090] This involves a predetermined oil temperature range, which is the range of oil temperatures corresponding to the transmission oil temperature. This range is used to ensure that the transmission oil temperature reaches the normal operating temperature, so that the heat generated by slippage can be dissipated in time and the clutch can be prevented from overheating and being damaged.

[0091] Optionally, the predetermined oil temperature range is greater than 20°C.

[0092] Specifically, when the oil temperature is too low (≤20℃), the transmission fluid viscosity is high and its fluidity is poor. The heat generated by slippage cannot be dissipated in time, leading to localized overheating and burning of the clutch. Simultaneously, the clearance between components is abnormal when the engine is cold, resulting in poor speed difference control accuracy. Once the oil temperature reaches above 20℃, the fluid reaches its working viscosity, improving lubrication and heat dissipation capabilities. Therefore, limiting the oil temperature to above 20℃ ensures that the clutch has sufficient heat dissipation capacity during slippage control, preventing clutch overheating and damage; it also guarantees the response accuracy and stability of speed difference control.

[0093] By limiting the hybrid system to parallel operation mode, drive motor torque, engine torque, engine speed, and transmission oil temperature, the operating range with severe engine torsional vibration, significant knocking noise, and safe and controllable clutch slippage conditions can be screened out. This can accurately identify high-noise conditions and initiate slippage control, while avoiding control failures, clutch overheating, and excessive wear caused by abnormal torque, excessive speed, and excessively low oil temperature. In this way, the clutch can be stably maintained in a controllable slippage state, effectively blocking the transmission of engine torsional vibration to the transmission, reducing gear meshing impact, and ultimately suppressing transmission knocking noise.

[0094] Based on the above embodiments and optional embodiments, an optional implementation method is provided, which is described in detail below.

[0095] In related technologies, the system efficiency of plug-in hybrid electric vehicles (PHEVs) is improved by increasing engine thermal efficiency (e.g., increasing engine compression ratio) and transmission system efficiency (using active lubrication). However, the aforementioned methods of improving system efficiency result in a technical problem where the transmission knocking noise caused by the large torsional vibration transmitted from the engine to the transmission cannot be effectively suppressed.

[0096] Specifically, in the realm of new energy vehicles, there are currently two main energy forms: pure electric vehicles (EVs) and hybrid electric vehicles (PHEVs). To achieve fuel economy in PHEVs, significant effort has been invested in improving engine thermal efficiency (e.g., increasing engine compression ratio) and transmission system efficiency (using active lubrication). However, these methods of improving system efficiency have led to new problems in new energy vehicles that differ from those in traditional vehicles. Increasing the engine compression ratio results in greater torsional vibration in the engine's high-efficiency range. Excessive torsional vibration cannot be fully suppressed by the dual-mass flywheel or torsion dampers, leading to its transmission to the transmission system. While active lubrication reduces oil churning losses in system components, it also reduces transmission system damping, resulting in ineffective attenuation of torsional vibration from the engine. This torsional vibration transmitted from the engine to the transmission system causes periodic changes in transmission system backlash, ultimately generating continuous metallic knocking noise.

[0097] In a hybrid power system, the transmission components are connected by gear meshing and spline meshing. Since the components need relative motion to transmit power, the aforementioned meshing will inevitably have backlash. Figure 2 This is a schematic diagram of gear meshing backlash in an optional embodiment of the present invention, as shown below. Figure 2 As shown, this type of meshing backlash is distributed throughout the hybrid drivetrain. Figure 3 This is a schematic diagram of the backlash distribution of the transmission system in an optional embodiment of the present invention, such as... Figure 3 As shown, the backlash distribution of the transmission system is illustrated.

[0098] There is currently no effective solution to the above problems.

[0099] In view of this, an optional embodiment of the present invention provides a method for suppressing transmission knocking noise in a hybrid power system, which can effectively solve the above-mentioned technical problems.

[0100] Figure 4 This is a schematic diagram of the engine torsional vibration transmission path in an optional embodiment of the present invention, as shown below. Figure 4 As shown, (a) shows the transmission path of engine torsional vibration when the clutch locks up, and (b) shows the transmission path of engine torsional vibration when the clutch slips.

[0101] By controlling the speed difference during clutch slippage through multiple torque mechanisms, engine torsional vibration can be isolated before the transmission input shaft. Specifically, since engine torsional vibration is transmitted to the transmission via the clutch, clutch slippage isolates it from the transmission, ensuring that the torque transmitted to the transmission is entirely input via the clutch, thus suppressing knocking noises.

[0102] Furthermore, multiple torque joint control achieves speed difference stability. The clutch speed difference control torque is usually composed of the clutch torque alone. In hybrid systems (i.e. hybrid power systems), due to structural limitations and cost control, the selected actuators (lubrication, solenoid valves, pressure supply systems) of the clutch have significantly lower performance than traditional transmissions and are insufficient to provide good speed difference control. By introducing generator torque collaborative control, it is more conducive to achieving speed difference stability.

[0103] Among them, slip friction refers to the speed difference (i.e., the speed difference) between the driving and driven plates of the clutch; speed difference is the difference between the speed of the driving plate and the speed of the driven plate of the clutch.

[0104] S1, obtain the engine torque of the engine in the hybrid system;

[0105] S2, determine the current operating condition of the hybrid system under engine torque;

[0106] S3, determine whether the current operating condition belongs to the predetermined operating condition, and obtain the operating condition determination result;

[0107] For example, Figure 5 This is a schematic diagram of the clutch torque control request process framework in an optional embodiment of the present invention, as shown below. Figure 5 As shown, the process first determines whether the Vehicle Control Unit (VCU) should initiate a noise suppression request (i.e., a clutch slippage control request) to request clutch slippage control (clutch speed difference control). Specifically, the engine torque of the hybrid system is acquired, and the current operating condition of the hybrid system under the engine torque is determined. It is then determined whether the current operating condition belongs to a predetermined operating condition, thus obtaining the operating condition determination result. Specifically, the VCU judges based on seven activation conditions (parallel mode, drive motor torque range, engine torque range, engine speed range, system fault-free operation, and transmission oil temperature range). If all conditions are met, the VCU issues a clutch slippage control request, and the process proceeds to the next step to execute the corresponding clutch slippage control. If any condition is not met, the VCU does not issue a request, and the process ends directly. After each control cycle ends, the process continues to loop, continuously monitoring the VCU request status and maintaining slippage control.

[0108] Specifically, the predetermined operating conditions include: a predetermined operating mode, a first predetermined torque range, a second predetermined torque range, a predetermined speed range, and a predetermined oil temperature range. The predetermined operating mode is used to characterize the power operating mode of the hybrid system. The first predetermined torque is the torque range corresponding to the drive torque of the drive motor. The second predetermined torque is the torque range corresponding to the engine torque of the engine. The predetermined speed range is the speed range corresponding to the engine speed. The predetermined oil temperature range is the oil temperature range corresponding to the transmission oil temperature. The drive motor is poweredly coupled to the engine through the transmission.

[0109] Among them, the predetermined operating conditions are the function activation conditions, that is, under what conditions the clutch slip function should be activated to suppress knocking noise. The relationship between the above conditions is an "AND" relationship, that is, they need to exist simultaneously.

[0110] The above-mentioned predetermined operating conditions assume that the hybrid power system is fault-free, specifically including that the current clutch control system and the generator control system in the hybrid power system are fault-free.

[0111] If any of the above activation conditions are not met, there is no need to activate the clutch slippage function.

[0112] Specifically, the predetermined operating mode is the parallel mode (i.e., parallel working condition, to confirm that the engine torsional vibration can be transmitted to the inside of the transmission system), where the parallel mode is a mode in which the engine and the drive motor operate simultaneously.

[0113] Specifically, the first predetermined torque range is greater than -10 Nm and less than 10 Nm.

[0114] The first predetermined torque range includes the expected torque of the drive motor and the actual torque of the drive motor. The expected torque range of the drive motor is greater than -10 Nm and less than 10 Nm, and the actual torque of the drive motor is greater than -10 Nm and less than 10 Nm. The expected torque is the control target of the actual torque.

[0115] Specifically, the second predetermined torque range is greater than 100 Nm and less than 200 Nm.

[0116] The second predetermined torque range is the range corresponding to the actual torque of the engine, that is, the torque range of the actual torque of the engine is greater than 100Nm and less than 200Nm.

[0117] Specifically, the predetermined speed range is less than 2500 rpm.

[0118] The predetermined speed range is the range corresponding to the engine speed, that is, the range of engine speed is less than 2500 rpm.

[0119] Specifically, the predetermined oil temperature range is greater than 20°C.

[0120] The predetermined oil temperature range is the range corresponding to the transmission oil temperature, that is, the transmission oil temperature is above 20℃.

[0121] S4. If the operating condition determination result is that the current operating condition belongs to the predetermined operating condition, determine the speed difference of the clutch. The speed difference is the speed difference between the main speed of the driving plate and the driven speed of the driven plate in the clutch. The driving plate is connected to the engine and the driven plate is connected to the transmission. The engine is used to provide power to the transmission.

[0122] S5 suppresses transmission knocking noise by controlling the speed difference of the clutch within a predetermined range.

[0123] For example, after the vehicle control unit (VCU) initiates a noise suppression request, in response to the noise suppression request, a closed-loop calculation of clutch torque is performed.

[0124] Figure 6 This is a schematic diagram of the clutch torque closed-loop calculation process framework in an optional embodiment of the present invention, as shown below. Figure 6As shown. Upon receiving the slip control request from the VCU, the clutch master control algorithm is executed, including real-time monitoring of the actual speed difference between the clutch driving plate and the driven plate, comparing the actual speed difference with the target speed difference, and dynamically calculating and adjusting the clutch clamping force (i.e., clutch torque) through a closed-loop control algorithm to stabilize the speed difference within the target range (i.e., the predetermined range) in order to maintain a stable slip state and suppress the knocking noise of the transmission.

[0125] Conversely, if the VCU does not request activation (i.e., the seven activation conditions are not met), the process ends directly, and the generator does not intervene.

[0126] Specifically, the clutch speed difference is controlled within a predetermined range by the following methods: determining whether the clutch speed difference is greater than a first speed difference (denoted as valve 1 or threshold 1), obtaining a first determination result, wherein the first speed difference is the maximum speed difference within the predetermined range; determining a first target operation based on the first determination result, wherein the first target operation is used to control the clutch speed difference; and controlling the clutch speed difference within the predetermined range based on the first target operation.

[0127] Specifically, the first target operation includes any one of the following: a first control operation, wherein the first control operation is used to determine a first deviation between the clutch torque and a target torque when the first determination result is that the clutch speed difference is greater than a first speed difference, wherein the first deviation is used to characterize the degree of increase in clutch torque; based on the first deviation, determine a first torque of the generator, wherein the generator is connected to the clutch; based on the first torque and the clutch torque, control the clutch speed difference within a predetermined range; a second control operation, wherein the second control operation is used to determine whether the clutch speed difference is less than a second speed difference (denoted as valve 2 or threshold 2) when the first determination result is that the clutch speed difference is less than or equal to the first speed difference, to obtain a second determination result, wherein the second speed difference is the minimum speed difference within the predetermined range; based on the second determination result, determine a second target operation, wherein the second target operation is used to assist the first target operation in controlling the clutch speed difference; based on the second target operation, control the clutch speed difference within a predetermined range.

[0128] For example, it is determined whether the speed difference of the clutch (the current actual speed difference) exceeds valve 1. If it is determined to be "yes" (speed difference is too high), a negative torque offset request is output according to the lookup table to reduce the speed difference. Specifically, the corresponding torque is output by the generator to help reduce the excessive speed difference. If it is determined to be "no" (speed difference does not exceed valve 1), then proceed to the next step (that is, determine whether the speed difference of the clutch is less than the second speed difference).

[0129] Specifically, the second target operation includes any one of the following: a third control operation, wherein the third control operation is used to determine a second deviation between the clutch torque and the target torque when the second determination result is that the clutch speed difference is less than the second speed difference, wherein the second deviation is used to characterize the degree of reduction of the clutch torque; based on the second deviation, determine the second torque of the generator; based on the second torque and the clutch torque, control the clutch speed difference within a predetermined range; and a fourth control operation, wherein the fourth control operation is used to control the clutch speed difference within a predetermined range based on the clutch torque when the second determination result is that the clutch speed difference is not less than the second speed difference.

[0130] For example, whether the speed difference is lower than valve 2: Determine whether the current actual speed difference of the clutch is less than valve 2. If the determination is "yes" (speed difference is too low), then output a positive torque offset request according to the lookup table to increase the speed difference. Specifically, the generator outputs the corresponding torque to help increase the excessively low speed difference; if the determination is "no" (speed difference is between valve 1 and valve 2, i.e., within the predetermined range), then output a 0 torque request, and the generator does not intervene.

[0131] Experiments show that after the vehicle is put into parallel operation, the noise of the hybrid transmission is significantly reduced (the noise of the hybrid transmission is reduced from below 15g to below 10g before and after the clutch slip control function is activated). The vibration acceleration of the hybrid transmission surface during the experiment is the vibration acceleration signal of the hybrid transmission surface collected by the noise, vibration and harshness (NVH) vibration sensor, which can represent the vibration impact level inside the transmission.

[0132] Based on the above, the auxiliary control cycle ends and then restarts the cycle, continuously adjusting the generator output according to the speed difference state to suppress knocking noise.

[0133] It should be noted that for other specific numerical ranges not given, the normal ranges in this field can be used.

[0134] The above optional implementation methods can achieve at least the following beneficial effects:

[0135] (1) Compared with related technologies, the present invention can provide a basis for subsequent judgment on whether a dangerous operating condition has been entered by obtaining engine torque; then, based on the torque, the current operating condition is determined and compared with the predetermined operating condition, which can accurately identify the timing when torsional vibration may cause transmission knocking; the clutch speed difference is determined only when the operating condition determination result is that it belongs to the predetermined operating condition, which can avoid unnecessary control under noiseless operating conditions; by controlling the speed difference within the predetermined range, the stable slip friction state can convert the engine torsional vibration energy into frictional heat and dissipate it, preventing the torsional vibration from being transmitted to the transmission, thereby suppressing the knocking noise.

[0136] (2) Compared with related technologies, the present invention performs a first control operation when the speed difference is too high, uses the first deviation to characterize the clutch torque that needs to be increased and determines the first torque of the generator accordingly, thereby reducing the excessive speed difference; when the speed difference does not exceed the first speed difference but is lower than the second speed difference, a second control operation is used to assist in adjustment to make the excessively low speed difference rise. Since differentiated control is performed for the two deviation directions respectively, the speed difference can be accurately maintained within a predetermined range, ensuring stable slip friction.

[0137] (3) Compared with related technologies, the present invention introduces generator auxiliary control based on the first target operation and the second target operation, which can make up for the defects of response delay and insufficient accuracy when the clutch is controlled independently, achieve precise control of speed difference, ensure stable slip friction state, thereby effectively isolate engine torsional vibration and suppress transmission knocking noise.

[0138] It should be noted that, for the sake of simplicity, the foregoing method embodiments are all described as a series of actions. However, those skilled in the art should understand that the present invention is not limited to the described order of actions, because according to the present invention, some steps can be performed in other orders or simultaneously. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are preferred embodiments, and the actions and modules involved are not necessarily essential to the present invention.

[0139] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods according to the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) and includes several instructions to cause a terminal device (which may be a mobile phone, computer, server, or network device, etc.) to execute the methods of the various embodiments of the present invention.

[0140] Example 2

[0141] According to embodiments of the present invention, an apparatus for implementing the above-described method for suppressing transmission knocking noise in a hybrid power system is also provided. Figure 7 This is a structural block diagram of a transmission knock noise suppression device for a hybrid power system according to an embodiment of the present invention, such as... Figure 7 As shown, the device includes: a first determining module 702, a second determining module 704, a third determining module 706, a fourth determining module 708, and a fifth determining module 710. The device will be described in detail below.

[0142] The first determining module 702 is used to obtain the engine torque of the engine in the hybrid power system;

[0143] The second determining module 704 is connected to the first determining module 702 and is used to determine the current operating condition of the hybrid power system under engine torque.

[0144] The third determining module 706 is connected to the second determining module 704 and is used to determine whether the current operating condition belongs to the predetermined operating condition and obtain the operating condition determination result.

[0145] The fourth determining module 708, connected to the third determining module 706, is used to determine the speed difference of the clutch when the working condition determination result is that the current operating condition belongs to the predetermined operating condition. The speed difference is the speed difference between the main speed of the driving plate and the driven speed of the driven plate in the clutch. The driving plate is connected to the engine, and the driven plate is connected to the transmission. The engine is used to provide power to the transmission.

[0146] The fifth determining module 710, connected to the fourth determining module 708, is used to suppress the knocking noise of the transmission by controlling the speed difference of the clutch within a predetermined range.

[0147] It should be noted here that the first determining module 702, the second determining module 704, the third determining module 706, the fourth determining module 708, and the fifth determining module 710 mentioned above correspond to steps S102 to S110 in the method for suppressing transmission knocking noise in a hybrid power system. The multiple modules and the corresponding steps are the same in terms of the instances and application scenarios implemented, but are not limited to the content disclosed in the above embodiment 1.

[0148] Example 3

[0149] According to another aspect of the present invention, an electronic device is also provided, comprising: a processor; and a memory for storing processor-executable instructions, wherein the processor is configured to execute the instructions to implement the transmission knock noise suppression method of any of the above-described hybrid power systems.

[0150] Example 4

[0151] According to another aspect of the present invention, a computer-readable storage medium is also provided, which, when the instructions in the computer-readable storage medium are executed by a processor of an electronic device, enables the electronic device to perform the transmission knock noise suppression method of any of the above-described hybrid power systems.

[0152] 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.

[0153] 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.

[0154] 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 instance, 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 coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0155] 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.

[0156] 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.

[0157] 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 described in 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.

[0158] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made 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 transmission knocking noise in a hybrid power system, characterized in that, include: Obtain the engine torque of the engine in the hybrid system; Determine the current operating condition of the hybrid power system under the engine torque; Determine whether the current operating condition belongs to the predetermined operating condition, and obtain the operating condition determination result; If the operating condition determination result is that the current operating condition belongs to the predetermined operating condition, the speed difference of the clutch is determined, wherein the speed difference is the speed difference between the main speed of the driving plate and the driven speed of the driven plate in the clutch, the driving plate is connected to the engine, the driven plate is connected to the transmission, and the engine is used to provide power to the transmission; The knocking noise of the transmission is suppressed by controlling the speed difference of the clutch within a predetermined range.

2. The method according to claim 1, characterized in that, The speed difference of the clutch is controlled within a predetermined range by means of the following methods: Determine whether the speed difference of the clutch is greater than a first speed difference to obtain a first determination result, wherein the first speed difference is the maximum speed difference within the predetermined range; Based on the first determination result, a first target operation is determined, wherein the first target operation is used to control the speed difference of the clutch; Based on the first target operation, the speed difference of the clutch is controlled within a predetermined range.

3. The method according to claim 2, characterized in that, The first target operation includes any of the following: A first control operation is performed, wherein the first control operation is used to determine a first deviation between the clutch torque and a target torque when the first determination result is that the speed difference of the clutch is greater than a first speed difference, wherein the first deviation is used to characterize the degree of increase of the clutch torque; based on the first deviation, a first torque of the generator is determined, wherein the generator is connected to the clutch; and based on the first torque and the clutch torque, the speed difference of the clutch is controlled within a predetermined range. The second control operation is used to determine whether the speed difference of the clutch is less than a second speed difference when the first determination result is that the speed difference of the clutch is less than or equal to a first speed difference, thereby obtaining a second determination result, wherein the second speed difference is the minimum speed difference within the predetermined range; based on the second determination result, a second target operation is determined, wherein the second target operation is used to assist the first target operation in controlling the speed difference of the clutch; based on the second target operation, the speed difference of the clutch is controlled within the predetermined range.

4. The method according to claim 3, characterized in that, The second target operation includes any of the following: A third control operation is performed, wherein the third control operation is used to determine a second deviation between the clutch torque and the target torque when the second determination result is that the speed difference of the clutch is less than the second speed difference, wherein the second deviation is used to characterize the degree of reduction of the clutch torque; based on the second deviation, a second torque of the generator is determined; and based on the second torque and the clutch torque, the speed difference of the clutch is controlled within a predetermined range. A fourth control operation, wherein the fourth control operation is used to control the speed difference of the clutch within a predetermined range based on the clutch torque, provided that the second determination result is that the speed difference of the clutch is not less than the second speed difference.

5. The method according to claim 1, characterized in that, The predetermined operating conditions include: The system includes a predetermined operating mode, a first predetermined torque range, a second predetermined torque range, a predetermined speed range, and a predetermined oil temperature range. The predetermined operating mode characterizes the power operating mode of the hybrid power system. The first predetermined torque is the torque range corresponding to the drive torque of the drive motor. The second predetermined torque is the torque range corresponding to the engine torque of the engine. The predetermined speed range is the speed range corresponding to the engine speed of the engine. The predetermined oil temperature range is the oil temperature range corresponding to the oil temperature of the transmission. The drive motor is power-coupled to the engine through the transmission.

6. The method according to claim 5, characterized in that, The predetermined operating mode is a parallel mode, wherein the parallel mode is a mode in which the engine and the drive motor operate simultaneously.

7. The method according to claim 5, characterized in that, The first predetermined torque range is greater than -10 Nm and less than 10 Nm.

8. The method according to claim 5, characterized in that, The second predetermined torque range is greater than 100 Nm and less than 200 Nm.

9. The method according to claim 5, characterized in that, The predetermined speed range is less than 2500 rpm.

10. The method according to claim 5, characterized in that, The predetermined oil temperature range is greater than 20°C.

11. A transmission knock noise suppression device for a hybrid power system, characterized in that, include: The first determining module is used to obtain the engine torque of the engine in the hybrid system; The second determining module is used to determine the current operating condition of the hybrid power system under the engine torque. The third determining module is used to determine whether the current operating condition belongs to the predetermined operating condition, and to obtain the operating condition determination result. The fourth determining module is used to determine the speed difference of the clutch when the working condition determination result is that the current operating condition belongs to the predetermined operating condition. The speed difference is the speed difference between the main speed of the driving plate and the driven speed of the driven plate in the clutch. The driving plate is connected to the engine, the driven plate is connected to the transmission, and the engine is used to provide power to the transmission. The fifth determining module is used to suppress the knocking noise of the transmission by controlling the speed difference of the clutch within a predetermined range.

12. An electronic device, characterized in that, include: processor; Memory used to store the processor's executable instructions; The processor is configured to execute the instructions to implement the transmission knock noise suppression method for a hybrid power system as described in any one of claims 1 to 10.

13. A computer-readable storage medium, characterized in that, When the instructions in the computer-readable storage medium are executed by the processor of the electronic device, the electronic device is able to perform the transmission knock noise suppression method for a hybrid power system as described in any one of claims 1 to 10.

Images