Vehicle, active vibration suppression control method thereof, and vehicle controller

Abstract

A vehicle and its active vibration suppression control method, and a vehicle controller are disclosed, the method includes the steps of: acquiring a rotation speed of a motor; filtering the rotation speed using a first low-pass filter and a second low-pass filter to acquire a first filtered rotation speed and a second filtered rotation speed, acquiring a rotation speed fluctuation value based on the first filtered rotation speed and the second filtered rotation speed; acquiring an active vibration suppression adjustment coefficient and an active vibration suppression limit torque based on the rotation speed; acquiring an active vibration suppression torque based on the rotation speed fluctuation value, the active vibration suppression adjustment coefficient and the active vibration suppression limit torque; and controlling a motor by a motor controller based on the active vibration suppression torque. Thus, the method can be applied to many driving cycles and is easy to implement and verify, so that the cost of eliminating vibration of the vehicle is lower and the effect is higher.

Description

[Technical field]

[0001] (CROSS REFERENCE TO RELATED APPLICATIONS) This disclosure claims priority to a Chinese patent application filed on February 28, 2022, with application number 202210187935.X and entitled "Vehicle and its active vibration control method, and vehicle controller," the entire contents of which are incorporated herein by reference.

[0002] The present disclosure relates to the technical field of vehicles, and in particular to a vehicle active vibration damping control method, a vehicle controller, and a vehicle. [Background technology]

[0003] To solve the vibration problem of a vehicle, the related art provides a control method for calculating a compensation torque based on the positive or negative of the rate of change of the rotation speed of a motor, in which the rate of change of the rotation speed within 100 ms is calculated, and then the positive or negative of the rate of change and a threshold value are determined, and when the absolute value of the rate of change exceeds 1200, 2 to 5 Nm is compensated accordingly. Since the control purpose is that the acceleration of the motor becomes zero, and a compensation torque is applied when the acceleration is not zero, this is only applicable to application scenarios where the operating point of the rotation speed is fixed, and is not applicable to vehicle driving cycles where frequent acceleration and deceleration occur.

[0004] In addition, the related art also provides a method for installing an acceleration sensor on a vehicle to collect the acceleration of the vehicle in real time, and controlling the acceleration of the vehicle to be close to the reference acceleration by PID to obtain the compensation torque of each driving wheel, which is superimposed on the original torque to realize active vibration suppression. The problem with this method is that it requires adding an additional acceleration sensor, which increases the cost of the vehicle.

[0005] In addition, the related art further provides a method for increasing the step size at which the motor responds to the desired torque of the vehicle and, as a part of it, increasing the rotation speed feedback to correct the desired torque of the vehicle, thereby suppressing vibration at startup and achieving both acceleration of the vehicle. The rotation speed feedback as a part of the method requires the calculation of the acceleration torque of the vehicle based on the resistance torque and traction torque of the vehicle, and the entire driveline model cannot be used just because it is difficult to calculate and measure the resistance torque of the vehicle. In addition, the method requires the construction of an accurate driveline mathematical model, and since there are many driveline components and the parameters and characteristics of each component are related to the working environment and the use time, it is difficult to construct an accurate model that can be applied throughout the entire life cycle. Therefore, the effect of suppressing vibration of the vehicle by this method is greatly reduced due to the inability to estimate the resistance torque of the vehicle and the inaccuracy of the driveline mathematical model. Summary of the Invention

[0006] The vehicle and its active vibration suppression control method, as well as the vehicle controller, are applicable to many driving cycles and are easy to implement and verify, making it less costly and more effective to eliminate vehicle vibration.

[0007] In a first aspect, according to the present disclosure, there is provided an active vibration control method for a vehicle including a motor and a motor controller, comprising the steps of acquiring a rotational speed of the motor, filtering the rotational speed using a first low-pass filter and a second low-pass filter, respectively, to acquire a first filtered rotational speed and a second filtered rotational speed, and acquiring a rotational speed fluctuation value based on the first filtered rotational speed and the second filtered rotational speed, acquiring an active vibration control adjustment coefficient and an active vibration control limit torque based on the rotational speed, acquiring an active vibration control torque based on the rotational speed fluctuation value, the active vibration control adjustment coefficient, and the active vibration control limit torque, and controlling the motor by the motor controller based on the active vibration control torque.

[0008] In the vehicle active vibration control method according to the embodiment of the present disclosure, a rotational speed fluctuation value can be determined based on the real-time rotational speed without requiring a frequency by using two low-pass filters, and an active vibration suppression torque is obtained based on the rotational speed fluctuation value, an active vibration suppression adjustment coefficient, and an active vibration suppression limit torque, and the motor is controlled by a motor controller based on the active vibration suppression torque. This method is applicable to many driving cycles and is easy to implement and verify, so the cost of eliminating vehicle vibration is lower and the effect is higher.

[0009] In a second aspect, the present disclosure provides a vehicle controller including a memory, a processor, and a computer program stored in the memory, the computer program being executed by the processor to realize an active vibration control method for the vehicle.

[0010] For a vehicle controller according to an embodiment of the present disclosure, when a computer program corresponding to the above-mentioned vehicle active vibration control method stored therein is executed by a processor, the cost of eliminating vehicle vibrations becomes lower and the effectiveness becomes higher.

[0011] In a third aspect, the present disclosure provides a vehicle including a motor, a motor controller, and the vehicle controller.

[0012] A vehicle according to an embodiment of the present disclosure is realized by an architecture in which a motor controller and the vehicle controller operate in combination, i.e., the motor controller obtains the rotational speed of the motor and sends it to the vehicle controller, the vehicle controller calculates the required active damping torque and sends it to the motor controller, and the motor controller further controls the motor based on the active damping torque, thereby reducing communication delay time.

[0013] Additional aspects and advantages of the disclosure will be set forth in part in the description that follows, and in part will be obvious from the description, or may be learned by practice of the disclosure. [Brief description of the drawings]

[0014] [Figure 1] 2 is a flowchart of an active vibration suppression control method for a vehicle according to an embodiment of the present disclosure. [Diagram 2] 4 is a flowchart for calculating a rotation speed fluctuation value according to an embodiment of the present disclosure. [Diagram 3] 4 is a flow chart for calculating a filtering rotation speed according to one embodiment of the present disclosure. [Figure 4] 11 is a flowchart illustrating an active vibration damping adjustment coefficient acquisition according to an embodiment of the present disclosure. [Diagram 5] 5 is a flowchart for acquiring an active vibration suppression limit torque according to an embodiment of the present disclosure. [Figure 6] 4 is a flowchart illustrating an active vibration damping torque acquisition according to an embodiment of the present disclosure. [Figure 7] 11 is a flowchart showing a process in which no action is taken when the active vibration damping torque is equal to or less than the active vibration damping start torque in one embodiment of the present disclosure. [Figure 8] 4 is a flowchart illustrating a process for turning off an active vibration damping function according to an embodiment of the present disclosure. [Figure 9] FIG. 2 is a schematic configuration diagram of a vehicle controller according to an embodiment of the present disclosure. [Figure 10] 1 is a schematic configuration diagram of a vehicle according to an embodiment of the present disclosure. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0015] Hereinafter, a vehicle and an active vibration suppression control method thereof, and a vehicle controller according to an embodiment of the present disclosure will be described in detail with reference to Figures 1 to 10, and the same or similar reference numerals throughout represent the same or similar parts, or parts having the same or similar functions. The embodiments described with reference to the drawings are illustrative and should not be understood as limiting the present disclosure.

[0016] 1 is a flowchart of a vehicle active vibration suppression control method according to an embodiment of the present disclosure. As shown in FIG 1, the vehicle active vibration suppression control method includes the following steps S101 to S105.

[0017] In S101, the rotation speed of the motor is obtained.

[0018] Specifically, the motor controller can collect and calculate the rotation speed of the motor in real time using a resolver.

[0019] In S102, the rotation speed is filtered using a first low-pass filter and a second low-pass filter, respectively, to obtain a first filtered rotation speed and a second filtered rotation speed, and a rotation speed fluctuation value is obtained based on the first filtered rotation speed and the second filtered rotation speed.

[0020] The step of obtaining the rotation speed fluctuation value based on the first filtered rotation speed and the second filtered rotation speed may include a step of calculating a difference value between the first filtered rotation speed and the second filtered rotation speed to obtain a first difference value, and a step of obtaining a rotation speed fluctuation calculation coefficient and calculating a product of the rotation speed fluctuation calculation coefficient and the first difference value to obtain the rotation speed fluctuation value.

[0021] Specifically, referring to Fig. 2, a double non-differential low-pass filter using different filtering coefficients (L1, L2) (i.e., the filtering coefficient corresponding to the first low-pass filter is the first filtering coefficient L1, the filtering coefficient corresponding to the second low-pass filter is the second filtering coefficient L2, and L1 ≠ L2) is set by the motor controller to filter the rotation speeds respectively. The rotation speeds can be filtered according to the following formula to obtain the corresponding filtered rotation speeds: n_y=L·(n_x-n_y-1)+n_y-1 Here, n_y is the filtered rotation speed currently output by the low-pass filter, L is the filtering coefficient of the low-pass filter, n_x is the currently input rotation speed, and n_y-1 is the previously output filtered rotation speed by the low-pass filter. As a result, the rotation speed is filtered by the first low-pass filter to obtain the corresponding first filtered rotation speed n1, and the rotation speed is filtered by the second low-pass filter to obtain the corresponding second filtered rotation speed n2.

[0022] For example, referring to Fig. 3, first, it may be determined whether or not the filtering coefficient LpfCoef of the low-pass filter is smaller than 32768. If LpfCoef is smaller than 32768, the difference between the currently input rotation speed Uint16_x and the previously output filtered rotation speed Uint16_y-1 by the low-pass filter, i.e. (Uint16_x-Uint16_y-1), is calculated, and then the product of the low-pass filter filtering coefficient LpfCoef and the difference value, i.e. LpfCoef*(Uint16_x-Uint16_y-1), is calculated, and the current filtered rotation speed Uint16_y is calculated, i.e. Uint16_y=LpfCoef*(Uint16_x-Uint16_y-1)+Uint16_y-1. If LpfCoef is 32768 or more, the current filtered rotation speed is equal to the currently input rotation speed, i.e. Uint16_y=Uint16_x. This makes it possible to obtain the first filtering rotation speed n1 and the second filtering rotation speed n2.

[0023] Then, a rotation speed fluctuation value Δn is calculated based on the formula Δn=k1*(n1-n2), where k1 is a rotation speed fluctuation calculation coefficient. As a result, in the present disclosure, a solution is realized in which the rotation speed fluctuation is determined based on the real-time rotation speed without requiring a frequency by two low-pass filters, and further the active damping torque to be applied is determined, which can be applied to any driving cycle (the rotation speed fluctuation in any frequency band can be obtained and applied to calculate the rotation speed fluctuation value in any driving cycle) compared to a conventional solution that requires obtaining and filtering the rotation speed and frequency using a band-pass filter.

[0024] In S103, the active vibration suppression adjustment coefficient and the active vibration suppression limit torque are obtained based on the rotation speed.

[0025] Specifically, since the vibration frequency of the drivetrain of the vehicle is low and vibration in the low vehicle speed range has a large impact on comfort, in the present disclosure, different active damping adjustment coefficients CoefActiveDamp are set according to different rotation speed ranges. By setting the active damping adjustment coefficient CoefActiveDamp to the first active damping adjustment coefficient CoefActiveDampOne in the low speed range, it is possible to achieve a strong vibration suppression effect on the vehicle and effectively improve the problem of low speed vibration. Conversely, since resonance and vibration of the vehicle are unlikely to occur in the high speed range, the active damping adjustment coefficient CoefActiveDamp is set to the second active damping adjustment coefficient CoefActiveDampTwo, and even if resonance occurs, its effect becomes tolerable after filtering in the drivetrain. In addition, due to the linear transition of the active damping adjustment coefficient CoefActiveDamp in the transition region between low speed and high speed, the process of the active damping torque TrqActiveDamp can smoothly transition so that no regulated vibration occurs.

[0026] As an example, the step of acquiring the active vibration suppression adjustment coefficient and the active vibration suppression limit torque based on the rotational speed may include a step of setting the first active vibration suppression adjustment coefficient as the active vibration suppression adjustment coefficient when the rotational speed is smaller than a first active vibration suppression switching rotational speed, and a step of setting the second active vibration suppression adjustment coefficient as the active vibration suppression adjustment coefficient when the rotational speed is larger than a second active vibration suppression switching rotational speed, wherein the first active vibration suppression switching rotational speed is smaller than the second active vibration suppression switching rotational speed, and a step of acquiring the active vibration suppression adjustment coefficient by performing a linear interpolation calculation on the first active vibration suppression adjustment coefficient and the second active vibration suppression adjustment coefficient based on the rotational speed and the proportional relationship between the first active vibration suppression switching rotational speed and the second active vibration suppression switching rotational speed when the rotational speed is equal to or greater than the first active vibration suppression switching rotational speed and equal to or less than the second active vibration suppression switching rotational speed.

[0027] Specifically, referring to Fig. 4, the motor controller calculates the active damping adjustment coefficient CoefActiveDamp in stages based on the motor rotation speed ActualSpeed. When the motor rotation speed ActualSpeed ​​is smaller than the first active damping switching rotation speed DampSpeedOne, the active damping adjustment coefficient CoefActiveDamp is set equal to the first active damping adjustment coefficient CoefActiveDampOne, and when the motor rotation speed ActualSpeed ​​is larger than the second active damping switching rotation speed DampSpeedTwo, the active damping adjustment coefficient CoefActiveDamp is set equal to the second active damping adjustment coefficient CoefActiveDampTwo, and when the motor rotation speed ActualSpeed ​​is larger than the first active damping switching rotation speed DampSpeedTwo, the active damping adjustment coefficient CoefActiveDamp is set equal to the second active damping adjustment coefficient CoefActiveDampTwo. When the rotation speed ActualSpeed ​​is equal to or greater than the active vibration damping switching rotation speed DampSpeedOne and equal to or less than the second active vibration damping switching rotation speed DampSpeedTwo, a linear interpolation calculation is performed on the first active vibration damping adjustment coefficient CoefActiveDampOne and the second active vibration damping adjustment coefficient CoefActiveDampTwo based on the rotation speed ActualSpeed ​​and the proportional relationship between the first active vibration damping switching rotation speed DampSpeedOne and the second active vibration damping switching rotation speed DampSpeedTwo to obtain the active vibration damping adjustment coefficient CoefActiveDamp.

[0028] Here, when the linear interpolation calculation is performed at two known points (x1, y1) and (x0, y0), and it is required that x is between x0 and x1, the distance from x to x0 is calculated in sequence, and then the ratio value of the distance from x to x0 to the distance from x1 to x0 is calculated, and the ratio value is multiplied by the distance from y1 to y0 to calculate the y value corresponding to the x point, that is, y=y0+(x-x0)*(y1-y0) / (x1-x0). Here, x is the rotation speed of the motor, x0 is the first active vibration damping switching rotation speed, x1 is the second active vibration damping switching rotation speed, y0 is the first active vibration damping adjustment coefficient, y1 is the second active vibration damping adjustment coefficient, and y is the active vibration damping adjustment coefficient, and the active vibration damping adjustment coefficient can be obtained by the above formula y=y0+(x-x0)*(y1-y0) / (x1-x0).

[0029] The first active vibration suppression adjustment coefficient and the second active vibration suppression adjustment coefficient can be flexibly calibrated, and the magnitude relationship between them is not limited.

[0030] As another example, the step of acquiring the active vibration suppression adjustment coefficient and the active vibration suppression limit torque based on the rotational speed includes a step of setting a first active vibration suppression torque limit value as the active vibration suppression limit torque when the rotational speed is smaller than a first active vibration suppression switching rotational speed, and a step of setting the second active vibration suppression torque limit value as the active vibration suppression limit torque when the rotational speed is greater than a second active vibration suppression switching rotational speed, wherein the first active vibration suppression switching rotational speed is smaller than the second active vibration suppression switching rotational speed, and a step of acquiring the active vibration suppression limit torque by performing a linear interpolation calculation on the first active vibration suppression torque limit value and the second active vibration suppression torque limit value based on the rotational speed and the proportional relationship between the first active vibration suppression switching rotational speed and the second active vibration suppression switching rotational speed when the rotational speed is greater than or equal to the first active vibration suppression switching rotational speed and less than or equal to the second active vibration suppression switching rotational speed.

[0031] Specifically, referring to Fig. 5, the motor controller calculates the active damping limit torque ActiveDampLimTrq stepwise based on the motor rotation speed ActualSpeed. When the motor rotation speed ActualSpeed ​​is smaller than the first active damping switch rotation speed DampSpeedOne, the active damping limit torque ActiveDampLimTrq is set equal to the first active damping torque limit value ActiveDampLimTrqOne, and when the motor rotation speed ActualSpeed ​​is larger than the second active damping switch rotation speed DampSpeedTwo, the active damping limit torque ActiveDampLimTrq is set equal to the second active damping torque limit value ActiveDampLimTrqTwo. When the rotation speed ActualSpeed ​​is equal to or greater than the first active vibration damping switching rotation speed DampSpeedOne and equal to or less than the second active vibration damping switching rotation speed DampSpeedTwo, a linear interpolation calculation is performed on the first active vibration damping torque limit value ActiveDampLimTrqOne and the second active vibration damping torque limit value ActiveDampLimTrqTwo based on the rotation speed ActualSpeed ​​and the proportional relationship between the first active vibration damping switching rotation speed DampSpeedOne and the second active vibration damping switching rotation speed DampSpeedTwo, to obtain the active vibration damping limit torque. Here, a linear interpolation calculation is performed, i.e., calculation is performed based on the above equation y=y0+(x-x0)*(y1-y0) / (x1-x0), where x is the motor rotational speed, x0 is the first active vibration damping switching rotational speed, x1 is the second active vibration damping switching rotational speed, y0 is the first active vibration damping torque limit value, y1 is the second active vibration damping torque limit value, and y is the active vibration damping limit torque, and the active vibration damping limit torque can be obtained based on the above equation y=y0+(x-x0)*(y1-y0) / (x1-x0).

[0032] It should be noted that the first active vibration suppression torque limit value and the second active vibration suppression torque limit value can be flexibly calibrated, and the magnitude relationship between the two is not limited.

[0033] In S104, the active vibration suppression torque is obtained based on the rotation speed fluctuation value, the active vibration suppression adjustment coefficient, and the active vibration suppression limit torque.

[0034] As an example, step S104 may include a step of acquiring an active vibration suppression target torque based on the rotational speed fluctuation value and the active vibration suppression adjustment coefficient, and a step of limiting the active vibration suppression target torque based on the active vibration suppression limit torque to acquire the active vibration suppression torque.

[0035] Specifically, referring to Fig. 6, the active vibration suppression target torque is obtained by the formula T0 = C k2 Δn, where T0 is the active vibration suppression target torque, C is the active vibration suppression adjustment coefficient, k2 is a predetermined parameter, and Δn is the rotation speed fluctuation value. In this way, the active vibration suppression target torque and the rotation speed fluctuation value perform a tracking compensation action, and the rotation speed fluctuation value and the active vibration suppression target torque can be made to have a directly proportional corresponding relationship by the active vibration suppression target torque calculation formula, and a nonlinear corresponding relationship (vibration and resonance factors due to road surface, resistance, etc. are nonlinear) may be formed to facilitate vibration calibration of the vehicle system (calibrate the active vibration suppression adjustment coefficient).

[0036] 6, the active vibration suppression target torque is limited by the formula T=min[max(T0,-T1),T1] to obtain the active vibration suppression torque, where T is the active vibration suppression torque, T0 is the active vibration suppression target torque, and T1 is the active vibration suppression limit torque. Specifically, if the active vibration suppression target torque T0 is smaller than the minimum active vibration suppression limit torque (-1*T1), the active vibration suppression torque T=minimum active vibration suppression limit torque (-1*T1) (i.e., the negative value of the active vibration suppression limit torque). If the active vibration suppression target torque T0 is larger than the maximum active vibration suppression limit torque (1*T1), the active vibration suppression torque T=maximum active vibration suppression limit torque (1*T1) (i.e., the positive value of the active vibration suppression limit torque). When the active vibration suppression target torque T0 is equal to or greater than the minimum active vibration suppression limit torque (-1*T1), it is determined whether the active vibration suppression target torque T0 is equal to or less than the maximum active vibration suppression limit torque (1*T1), and if the active vibration suppression target torque T0 is equal to or less than the maximum active vibration suppression limit torque (1*T1), the active vibration suppression torque T=active vibration suppression target torque T0, otherwise, the active vibration suppression torque T=maximum active vibration suppression limit torque (1*T1).As a result, limit processing is performed on the active vibration suppression target torque to ensure torque safety, and then the torque reference is obtained by superimposing it on the torque command and used for closed-loop control of the torque, and current closed-loop control is realized without changing the vector control frame based on the magnetic field orientation, which makes it easy to integrate and form it into a platform.

[0037] In S105, the motor is controlled by the motor controller based on the active vibration damping torque.

[0038] As an example, before the step of controlling the motor by the motor controller based on the active damping torque, the vehicle active damping control method may further include the steps of obtaining an active damping start torque, and updating the active damping torque to 0 if the absolute value of the active damping torque is smaller than the active damping start torque.

[0039] Specifically, referring to FIG. 7, before the motor is controlled by the motor controller based on the active vibration damping torque, the active vibration damping start torque T2 is obtained, the limit of the active vibration damping torque T is corrected to [-T1, -T2] ∪ [T2, T1], and when the absolute value of the active vibration damping torque |T| < T2 (i.e., the active vibration damping start torque), that is, -T2 < T < T2, the active vibration damping torque is updated to 0. That is, for vibrations with a small active vibration damping requirement, vibration prevention by active vibration damping is not performed. Therefore, it is set so that it does not act when the active vibration damping torque is less than or equal to the active vibration damping start torque, and it can be guaranteed that the meshing force of the gear is not affected.

[0040] As another example, before the step of controlling the motor by the motor controller based on the active vibration damping torque, the vehicle active vibration damping control method may further include the step of updating the active vibration damping torque to 0 when an active vibration damping function off command is received.

[0041] Specifically, referring to FIG. 8, before the motor is controlled by the motor controller based on the active vibration damping torque, when the motor controller receives an active vibration damping function off command transmitted from the vehicle controller, that is, when the active vibration damping enable ActiveDampEnalbe is not 1, the active vibration damping torque is updated to 0.

[0042] From the above, in the active vibration damping control method of the vehicle, the two low-pass filters can determine the rotational speed fluctuation value based on the real-time rotational speed without requiring the frequency. Further, based on the rotational speed fluctuation value, the active vibration damping adjustment coefficient, and the active vibration damping limit torque, the active vibration damping torque is obtained, and further, based on the active vibration damping torque, the motor is controlled by the motor controller is realized. Thereby, this method has many applicable driving cycles, is easy to implement and verify, so the cost of removing vehicle vibrations is lower and the effect is higher.

[0043] The present disclosure further provides a vehicle controller.

[0044] Fig. 9 is a schematic configuration diagram of a vehicle controller according to an embodiment of the present disclosure. As shown in Fig. 9, the vehicle controller 100 includes a memory 110, a processor 120, and a computer program stored in the memory 120. When the computer program is executed by the processor 120, the vehicle controller 100 realizes the above-mentioned active vibration suppression control method.

[0045] Specifically, the vehicle controller 100 controls the operation of the active vibration damping function of the motor controller using calibration parameters (i.e., active vibration damping enable ActiveDampEnalbe, first active vibration damping adjustment coefficient CoefActiveDampOne, second active vibration damping adjustment coefficient CoefActiveDampTwo, first active vibration damping torque limit value ActiveDampLimTrqOne, second active vibration damping torque limit value ActiveDampLimTrqTwo, first active vibration damping switchover rotational speed DampSpeedOne, second active vibration damping switchover rotational speed DampSpeedTwo, a first filtering coefficient which is a filtering coefficient corresponding to the first low-pass filter, a second filtering coefficient L2 which is a filtering coefficient corresponding to the second low-pass filter, and active vibration damping start torque T2), thereby improving calculation accuracy.

[0046] As a result, when a computer program corresponding to the vehicle active vibration control method stored in a vehicle controller of an embodiment of the present disclosure is executed by a processor, the cost of eliminating vehicle vibrations is lower and the effectiveness is higher.

[0047] The present disclosure further provides a vehicle.

[0048] 10 is a schematic configuration diagram of a vehicle according to an embodiment of the present disclosure. As shown in FIG. 10, a vehicle 200 includes a motor 210, a motor controller 220, and the vehicle controller 100.

[0049] Specifically, the motor controller 220 transmits the motor rotation speed and motor torque to the vehicle controller 100 via a CAN cable, and the vehicle controller 100 receives signals of the driving mode (e.g., ECO (Ecology Conservation Optimization, Eco mode), NORMAL (standard mode), SPORT (exercise mode)) during driving of the vehicle 200, accelerator signal, brake signal, acceleration signal, vehicle speed signal, motor torque, motor rotation speed, and various operation state signals. Based on the received signals, the vehicle controller calculates a target torque according to an accelerator request (transmitted by the vehicle controller 100 to the motor controller 220), and also identifies the driving mode of the vehicle 100 to control vehicle vibration damping control parameters, and the motor controller 220 feeds back signals such as the motor rotation speed and motor torque in real time in response to the target torque of the vehicle controller 100.

[0050] As a result, the vehicle of the embodiment of the present disclosure is realized by an architecture in which the motor controller and the vehicle controller operate in combination, i.e., the motor controller obtains the rotational speed of the motor and sends it to the vehicle controller, the vehicle controller calculates the required active damping torque and sends it to the motor controller, and the motor controller further controls the motor based on the active damping torque, thereby reducing communication delay time.

[0051] It should be noted that the logic and / or steps shown in the flow charts or otherwise described in this disclosure may be considered as an ordered list of executable instructions for implementing logical functions and may be tangibly embodied in any computer readable medium for use by or in combination with an instruction execution system, device or apparatus (e.g., a computer-based system, a system including a processor, or other system capable of reading and executing instructions from an instruction execution system, device or apparatus). As used herein, a "computer readable medium" may be any device capable of storing, storing, communicating, propagating, or transmitting a program for use by or in combination with an instruction execution system, device or apparatus. More specific examples (non-exhaustive list) of computer readable media include an electrical connection having one or more wires (electronic device), a portable computer disk box (magnetic device), a random access memory (RAM), a read only memory (ROM), an erasable programmable read only memory (EPROM or flash memory), a fiber optic device, and a portable read only memory (CD-ROM). The computer readable medium may also be paper or other suitable medium on which the program may be printed so that the program may be obtained electronically and thereafter stored in computer memory, for example by optically scanning the paper or other medium and then editing, interpreting or processing in any other suitable manner as necessary.

[0052] It should be understood that each part of the present disclosure can be realized by hardware, software, firmware, or a combination thereof. In the above embodiment, a plurality of steps or methods can be realized by software or firmware stored in a memory and executed by a suitable instruction execution system. When realized by hardware, as in the other embodiments, it can be realized by any one or combination of known techniques in the art, such as a discrete logic circuit having a logic gate circuit for implementing a logic function on a data signal, an application specific integrated circuit having a suitable combinational logic gate circuit, a programmable gate array (PGA), a field programmable gate array (FPGA), etc.

[0053] In the description of this specification, a description that refers to the terms "one embodiment," "some embodiments," "examples," "particular examples," or "some examples" means that the specific features, structures, materials, or characteristics described in combination with the embodiment or example are included in at least one embodiment or example of the present disclosure. In this specification, exemplary expressions of the above terms are not necessarily limited to the same embodiment or example. In addition, the specific features, structures, materials, or characteristics described can be appropriately combined in any one or more embodiments or examples.

[0054] In the description herein, orientations or positional relationships indicated by the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "up," "down," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like, are based on the orientations or positional relationships shown in the drawings and are not to be understood as limiting the present disclosure, as they do not indicate or imply that the devices or parts shown must have a particular orientation, be configured, or operate in a particular orientation.

[0055] Additionally, the terms "first" and "second" are merely for descriptive purposes and should not be understood to indicate or suggest relative importance or to imply the number of technical features depicted. Thus, a feature qualified with "first" or "second" may explicitly or implicitly include at least one of the feature. In the description of this disclosure, "plurality" means at least two, e.g., two, three, etc., unless otherwise clearly and specifically limited.

[0056] In the description of this specification, unless otherwise specified, the terms "attached", "coupled", "connected", "fixed", etc. should be understood in a broad sense, and unless there is a clear limitation, they may be, for example, a fixed connection, a detachable connection, or an integral connection, a mechanical connection, an electrical connection, a direct connection, an indirect connection via an intermediate medium, an internal communication between two elements, or an interaction relationship between two elements. A person skilled in the art can understand the specific meaning of the above terms in the present disclosure based on the specific situation.

[0057] In this disclosure, unless expressly specified or limited, a first feature being "above" or "below" a second feature may include direct contact between the first feature and the second feature, or indirect contact between the first feature and the second feature via an intermediate medium. Furthermore, a first feature being "above," "above," or "on the upper surface" of a second feature may include the first feature being directly above and diagonally above the second feature, or may simply mean that the horizontal height of the first feature is higher than that of the second feature. A first feature being "below," "below," or "on the lower surface" of a second feature may include the first feature being directly below and diagonally below the second feature, or may simply mean that the horizontal height of the first feature is lower than that of the second feature.

[0058] Although the embodiments of the present disclosure have been shown and described above, the above embodiments are illustrative and should not be understood as limiting the present disclosure. Those skilled in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of the present disclosure.

Claims

1. 1. An active vibration damping control method for a vehicle including a motor and a motor controller, comprising: obtaining a rotational speed of the motor; filtering the rotation speed using a first low-pass filter and a second low-pass filter to obtain a first filtering rotation speed and a second filtering rotation speed, respectively, and obtaining a rotation speed fluctuation value based on the first filtering rotation speed and the second filtering rotation speed; obtaining an active vibration suppression adjustment coefficient and an active vibration suppression limit torque based on the rotation speed; acquiring an active vibration control torque based on the rotation speed fluctuation value, the active vibration control adjustment coefficient, and the active vibration control limit torque; controlling the motor with the motor controller based on the active vibration damping torque; Characterized in that it comprises A method for active vibration suppression control of a vehicle.

2. The step of obtaining an active vibration suppression adjustment coefficient and an active vibration suppression limit torque based on the rotation speed includes: When the rotation speed is smaller than a first active vibration damping switching rotation speed, a first active vibration damping adjustment coefficient is set as the active vibration damping adjustment coefficient; a step of setting a second active vibration damping adjustment coefficient as the active vibration damping adjustment coefficient when the rotation speed is greater than a second active vibration damping switching rotation speed, the step being such that the first active vibration damping switching rotation speed is smaller than the second active vibration damping switching rotation speed; when the rotation speed is equal to or greater than the first active vibration damping switching rotation speed and equal to or less than the second active vibration damping switching rotation speed, performing a linear interpolation calculation on the first active vibration damping adjustment coefficient and the second active vibration damping adjustment coefficient based on a proportional relationship between the rotation speed, the first active vibration damping switching rotation speed, and the second active vibration damping switching rotation speed to obtain the active vibration damping adjustment coefficient; Characterized in that it comprises 2. The method for active vibration suppression control of a vehicle according to claim 1.

3. The step of obtaining an active vibration suppression adjustment coefficient and an active vibration suppression limit torque based on the rotation speed includes: When the rotation speed is smaller than a first active vibration damping switching rotation speed, setting a first active vibration damping torque limit value as the active vibration damping limit torque; a step of setting a second active vibration damping torque limit value as the active vibration damping limit torque when the rotation speed is greater than a second active vibration damping switching rotation speed, the first active vibration damping switching rotation speed being smaller than the second active vibration damping switching rotation speed; when the rotation speed is equal to or greater than the first active vibration damping switching rotation speed and equal to or less than the second active vibration damping switching rotation speed, performing a linear interpolation calculation on the first active vibration damping torque limit value and the second active vibration damping torque limit value based on a proportional relationship between the rotation speed, the first active vibration damping switching rotation speed, and the second active vibration damping switching rotation speed, to obtain the active vibration damping limit torque; Characterized in that it comprises 2. The method for active vibration suppression control of a vehicle according to claim 1.

4. The step of acquiring an active vibration control torque based on the rotation speed fluctuation value, the active vibration control adjustment coefficient, and the active vibration control limit torque includes: obtaining an active vibration damping target torque based on the rotation speed fluctuation value and the active vibration damping adjustment coefficient; limiting the active vibration suppression target torque based on the active vibration suppression limit torque to obtain the active vibration suppression torque; Characterized in that it comprises 2. The method for active vibration suppression control of a vehicle according to claim 1.

5. The active vibration suppression target torque is obtained by the following formula:

5. The method for active vibration suppression control of a vehicle according to claim 4. T0=C・k2・△n (Here, T0 is the active vibration suppression target torque, C is the active vibration suppression adjustment coefficient, k2 is a predetermined parameter, and Δn is the rotational speed fluctuation value.)

6. when the active vibration suppression target torque is smaller than a minimum active vibration suppression limit torque, the minimum active vibration suppression limit torque is set as the active vibration suppression torque, where the minimum active vibration suppression limit torque is a negative value of the active vibration suppression limit torque; When the active vibration suppression target torque is greater than a maximum active vibration suppression limit torque, the maximum active vibration suppression limit torque is set as the active vibration suppression torque, where the maximum active vibration suppression limit torque is a positive value of the active vibration suppression limit torque; When the active vibration suppression target torque is equal to or greater than a minimum active vibration suppression limit torque and equal to or less than a maximum active vibration suppression limit torque, the active vibration suppression target torque is set to the active vibration suppression torque.

5. The method for active vibration suppression control of a vehicle according to claim 4.

7. The step of obtaining a rotation speed fluctuation value based on the first filtering rotation speed and the second filtering rotation speed includes: calculating a difference value between the first filtering rotation speed and the second filtering rotation speed to obtain a first difference value; obtaining a rotation speed fluctuation calculation coefficient, and calculating a product of the rotation speed fluctuation calculation coefficient and the first difference value to obtain the rotation speed fluctuation value; Characterized in that it comprises 2. The method for active vibration suppression control of a vehicle according to claim 1.

8. The rotation speed is filtered according to the following formula:

2. The method for active vibration suppression control of a vehicle according to claim 1. n_y=L・(n_x-n_y-1)+n_y-1 (where n_y is the filtered rotation speed currently output by the low-pass filter, L is the filtering coefficient of the low-pass filter, n_x is the currently input rotation speed, and n_y-1 is the previously output filtered rotation speed by the low-pass filter, The filtering coefficient corresponding to the first low-pass filter is a first filtering coefficient L1, and the filtering coefficient corresponding to the second low-pass filter is a second filtering coefficient L2, where L1≠L2.

9. prior to the step of controlling the motor with the motor controller based on the active damping torque, Obtaining an active vibration suppression start torque; updating the active vibration damping torque to 0 when the absolute value of the active vibration damping torque is smaller than the active vibration damping start torque; Further comprising:

2. The method for active vibration suppression control of a vehicle according to claim 1.

10. prior to the step of controlling the motor with the motor controller based on the active damping torque, The method further includes a step of updating the active vibration damping torque to 0 when an active vibration damping function off command is received.

2. The method for active vibration suppression control of a vehicle according to claim 1.

11. A method for controlling an active vibration of a vehicle according to any one of claims 1 to 10, comprising: a memory; a processor; and a computer program stored in the memory, the computer program being executed by the processor to realize the method for controlling an active vibration of a vehicle according to any one of claims 1 to 10. Vehicle controller.

12. A vehicle controller comprising: a motor; a motor controller; and the vehicle controller according to claim 11. vehicle.

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