WO2026016288A1 - 空套齿噪音控制方法、装置、设备及存储介质 - Google Patents

空套齿噪音控制方法、装置、设备及存储介质

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Publication number
WO2026016288A1
WO2026016288A1 PCT/CN2024/119811 CN2024119811W WO2026016288A1 WO 2026016288 A1 WO2026016288 A1 WO 2026016288A1 CN 2024119811 W CN2024119811 W CN 2024119811W WO 2026016288 A1 WO2026016288 A1 WO 2026016288A1
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WO
WIPO (PCT)
Prior art keywords
torque
noise
motor
current
gear
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
PCT/CN2024/119811
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English (en)
French (fr)
Inventor
贾江涛
王鹏
曾昕
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Dongfeng Motor Group Co Ltd
Original Assignee
Dongfeng Motor Group Co Ltd
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Filing date
Publication date
Application filed by Dongfeng Motor Group Co Ltd filed Critical Dongfeng Motor Group Co Ltd
Publication of WO2026016288A1 publication Critical patent/WO2026016288A1/zh
Pending legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/028—Gearboxes; Mounting gearing therein characterised by means for reducing vibration or noise
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • This application relates to the field of vehicle control technology, and in particular to a method, device, equipment and storage medium for controlling noise in a gear toothed system.
  • hybrid vehicles due to the structural characteristics of the multi-gearbox, when a certain gear is engaged, the gears in other gears are non-load-bearing gears.
  • hybrid vehicles have multiple power sources; in addition to the engine, there are generators and drive motors that can provide power. With these power sources coupled, the torque distribution between them exacerbates gear transmission clearance and knocking, as well as knocking of non-load-bearing gears. For example, in power-split mode and parallel direct drive mode, when the engine and wheel end are coupled, if the P3 drive motor passes near zero torque and the engine torque exceeds a certain limit, it can easily cause knocking noise from loose gears, leading to customer complaints.
  • the main objective of this application is to provide a method, apparatus, device, and storage medium for controlling the noise of empty toothed parts, aiming to solve the technical problem of how to effectively suppress the noise of empty toothed parts.
  • this application proposes a method for controlling noise in a toothed sleeve, the method comprising:
  • obtaining the current requested torque of the engine, the current requested torque of the electric motor, and the target torque region includes:
  • the current requested torque of the engine and the current requested torque of the motor are determined based on the driving power demand and the charging and discharging power.
  • the target torque range was obtained by conducting real-vehicle tests.
  • the step of conducting a real-vehicle test to obtain the target torque region includes:
  • the vehicle is controlled to travel at different speeds, and when a rattling noise occurs, the requested torque of the motor is collected to obtain multiple sets of requested torque of the motor.
  • the target torque range is determined based on the requested torque of the multiple sets of motors.
  • determining whether the gear noise suppression function needs to be activated based on the engine's current requested torque, the motor's current requested torque, and the target torque region includes:
  • the decision on whether to activate the idling noise suppression function is based on the torque boundary of the idling gear abnormal noise, the current requested torque of the motor, and the target torque region.
  • determining whether the idling noise suppression function needs to be activated based on the idling gear abnormal noise torque boundary, the motor's current requested torque, and the target torque region includes:
  • the current actual torque of the engine is obtained, and the current actual torque of the engine is compared with the torque boundary of the abnormal noise of the empty sleeve gear to obtain a first comparison result;
  • the current requested torque of the motor is compared with the target torque range to obtain a second comparison result
  • determining whether the empty tooth noise suppression function needs to be activated based on the first comparison result and the second comparison result includes:
  • the noise suppression function of the empty tooth needs to be activated.
  • the idling gear noise suppression function does not need to be activated.
  • the method before obtaining the current actual torque of the engine and comparing the current actual torque of the engine with the torque boundary of the abnormal noise of the empty gear, and obtaining a first comparison result, the method further includes:
  • the step of obtaining the current actual engine torque and comparing the current actual engine torque with the torque boundary of the abnormal noise of the empty gear is performed to obtain the first comparison result.
  • adjusting the current actual torque of the motor to achieve noise control of the idling gear when the idling gear noise suppression function is activated includes:
  • the actual torque of the motor is adjusted according to the torque bandwidth of the motor to achieve noise control of the idle gear.
  • obtaining the motor torque bandwidth when the empty gear noise suppression function is activated includes:
  • the positive and negative torque boundaries of the motor are determined based on the current vehicle speed.
  • the torque bandwidth of the motor is determined based on the positive torque boundary and the negative torque boundary.
  • this application also proposes a noise control device for empty tooth fittings, the noise control device comprising:
  • the acquisition module is used to acquire the current requested torque of the engine and the current requested torque of the motor, as well as the target torque region;
  • the determination module is used to determine whether the empty gear noise suppression function needs to be activated based on the current requested torque of the engine, the current requested torque of the motor, and the target torque region.
  • the control module is used to adjust the current actual torque of the motor when the empty tooth noise suppression function is activated, so as to achieve empty tooth noise control.
  • this application also proposes a toothed noise control device, the device comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the toothed noise control method described above.
  • this application also proposes a storage medium, which is a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, it implements the steps of the empty tooth noise control method described above.
  • this application also provides a computer program product, which includes a computer program that, when executed by a processor, implements the steps of the empty tooth noise control method described above.
  • This application provides a method for controlling toothed gear noise.
  • the method first obtains the current requested torque of the engine, the current requested torque of the motor, and the target torque range. Based on the current requested torque of the engine, the current requested torque of the motor, and the target torque range, it determines whether a toothed gear noise suppression function needs to be activated, thus accurately determining whether toothed gear noise suppression is required. When the toothed gear noise suppression function is activated, the actual current torque of the motor is adjusted to achieve toothed gear noise control, effectively suppressing toothed gear noise.
  • this application determines whether the tooth-sleeving noise suppression function needs to be activated based on the current requested torque of the engine, the current requested torque of the motor, and the target torque range.
  • tooth-sleeving noise suppression function is activated, tooth-sleeving noise is controlled by adjusting the current actual torque of the motor.
  • Figure 1 is a flowchart of the first embodiment of the noise control method for empty tooth sleeves in this application
  • FIG. 2 is a flowchart of the second embodiment of the noise control method for empty tooth sleeves in this application;
  • Figure 3 is a schematic diagram of the torque boundary of abnormal noise of the empty tooth provided in the second embodiment of the noise control method of the empty tooth in this application;
  • Figure 4 is a flowchart of the third embodiment of the noise control method for empty tooth sleeves in this application.
  • Figure 5 is a schematic diagram of the zero-torque dead zone bandwidth of the P3 drive motor provided in the third embodiment of the noise control method for empty gears in this application.
  • Figure 6 is a schematic diagram of the zero-crossing torque dead zone torque control of the P3 drive motor provided in the third embodiment of the noise control method for empty gears in this application;
  • Figure 7 is a schematic diagram of the module structure of the empty sleeve tooth noise control device according to an embodiment of this application.
  • Figure 8 is a schematic diagram of the equipment structure of the hardware operating environment involved in the empty tooth noise control method of this application embodiment.
  • the main solution of this application embodiment is: to obtain the current requested torque of the engine and the current requested torque of the motor, as well as the target torque range; to determine whether the toothed gear noise suppression function needs to be activated based on the current requested torque of the engine, the current requested torque of the motor, and the target torque range; and when the toothed gear noise suppression function is activated, to adjust the current actual torque of the motor to achieve toothed gear noise control.
  • hybrid vehicles due to the structural characteristics of the multi-gearbox, when a certain gear is engaged, the gears in other gears are non-load-bearing gears.
  • hybrid vehicles have multiple power sources; in addition to the engine, there are generators and drive motors that can provide power. With these power sources coupled, the torque distribution between them exacerbates gear transmission clearance and knocking, as well as knocking of non-load-bearing gears. For example, in power-split mode and parallel direct drive mode, when the engine and wheel end are coupled, if the P3 drive motor passes near zero torque and the engine torque exceeds a certain limit, it can easily cause knocking noise from loose gears, leading to customer complaints.
  • This application determines whether the tooth-sleeving noise suppression function needs to be activated based on the current requested torque of the engine, the current requested torque of the motor, and the target torque range.
  • tooth-sleeving noise suppression function is activated, tooth-sleeving noise is controlled by adjusting the current actual torque of the motor. This overcomes the technical defect that it is impossible to avoid tooth-sleeving knocking noise by reducing the engine torque for a long time in terms of torque distribution, and can effectively suppress tooth-sleeving noise.
  • the executing entity in this embodiment can be a computing service device with data processing, network communication, and program execution functions, such as a tablet computer, personal computer, or mobile phone, or an electronic device or a gear noise control device capable of performing the above functions.
  • a gear noise control device as an example to illustrate this embodiment and the subsequent embodiments.
  • this application provides a method for controlling the noise of empty tooth fittings.
  • Figure 1 is a flowchart of the first embodiment of the method for controlling the noise of empty tooth fittings in this application.
  • the noise control method for the empty sleeve tooth includes steps S10 ⁇ S30:
  • Step S10 Obtain the current requested torque of the engine and the current requested torque of the motor, as well as the target torque region.
  • the engine's current requested torque refers to the torque value requested by the engine based on current operating conditions (such as speed and load), which is calculated by the engine control system based on factors such as driving demands and vehicle status.
  • the electric motor's current requested torque refers to the torque value requested by the electric motor based on current operating conditions and driving demands; it is also calculated by the electric motor control system.
  • the target torque region corresponding to the zero torque dead zone, refers to the torque range that needs special control to avoid the generation of idle gear noise when the electric motor torque is close to or near zero torque.
  • the motor can be a P3 drive motor, which is installed after the output end of the gearbox and is usually directly connected to the drive shaft. It is located between the gearbox (which can be an automatic gearbox or a dual-clutch gearbox, etc.) and the main reducer (or final drive). As the last link in power output, its torque precision control is crucial for suppressing the noise of the gear teeth.
  • step S10 may include: acquiring the vehicle's driving power demand and charging/discharging power; determining the engine's current requested torque and the motor's current requested torque based on the driving power demand and the charging/discharging power; and conducting a real-vehicle test to obtain the target torque range.
  • the driving power requirement of a vehicle refers to the power output needed by the vehicle, determined by the driver's actions (such as accelerator pedal depth and brake pedal status) and the vehicle's current state (such as vehicle speed and load).
  • Charging and discharging power refers to the power output of the vehicle's battery system during charging or discharging, which affects the motor's torque output.
  • Determining the current requested torque of the engine and the current requested torque of the motor based on the driving power demand and discharge power can be achieved through a power allocation algorithm. That is, based on the total power demand of the vehicle and the charging and discharging state of the battery system, the torque output of the engine and the motor is reasonably allocated to meet driving needs and maintain the health of the battery system. This can ensure that the engine and the motor operate within their respective optimal operating ranges, improve overall efficiency and reduce energy consumption.
  • Real-world testing of the vehicle reveals the target torque range through noise testing and analysis during actual driving. Under real-world driving conditions, the vehicle is tested under various operating conditions, and the generation of idle gear noise is recorded and analyzed. By continuously adjusting the torque output of the engine and electric motor, changes in idle gear noise are observed to determine the torque range corresponding to the zero-torque dead zone, i.e., the target torque range. This process requires comprehensive consideration of multiple factors, including vehicle power, fuel economy, and noise comfort, to ensure that the final torque range setting effectively suppresses idle gear noise while guaranteeing normal vehicle operation and a superior driving experience.
  • the energy management control allocates engine torque and P3 original requested torque according to the driving demand power and charging/discharging power, with driving economy as the primary consideration.
  • the step of conducting a real-vehicle test to obtain the target torque region includes: controlling the vehicle to travel at different speeds, and collecting the motor request torque when a gear-locking noise occurs, thereby obtaining multiple sets of motor request torques; and determining the target torque region based on the multiple sets of motor request torques.
  • different vehicle speeds can be set to simulate the vehicle's operating conditions under various circumstances.
  • the generation of abnormal noise from the gear teeth is monitored as the vehicle travels at different speeds. Once the abnormal noise occurs, the requested torque of the motor at that time is immediately collected, obtaining multiple sets of motor requested torque data related to the abnormal noise from the gear teeth.
  • a target torque region is determined through data analysis and processing methods, such as cluster analysis and regression analysis. This torque region should be able to cover most of the motor requested torque values that cause the abnormal noise of the toothed gear, but it should not be too broad, so as not to affect the normal driving and performance of the vehicle.
  • the vehicle in this embodiment is a hybrid vehicle.
  • a hybrid vehicle there are multiple power sources.
  • the vehicle will coordinate and distribute the torque of each power source according to road conditions, power driving needs, driving mode, etc. to meet the torque requirements at the wheel ends.
  • Step S20 Determine whether the empty gear noise suppression function needs to be activated based on the current requested torque of the engine, the current requested torque of the motor, and the target torque region.
  • the activation of the tooth-knocking noise suppression function is based on three main factors: whether the engine's current requested torque exceeds the tooth-knocking noise threshold (i.e., excessive engine torque can easily cause tooth-knocking noise); whether the motor's current requested torque is close to or near zero torque, i.e., the target torque range (because when the motor torque crosses near zero torque, coupling with the engine torque can easily cause tooth-knocking noise); and whether the current vehicle speed is within the preset speed range.
  • the tooth-knocking noise suppression function will only be activated when all three conditions are met simultaneously.
  • other vehicle state parameters such as ambient temperature, battery status, and vehicle load
  • This embodiment does not impose specific limitations on these parameters. Although these parameters do not directly participate in the main logic of the activation determination, their changes may have a certain impact on the generation and suppression of toothed noise. Therefore, during the activation determination process, these parameters can be monitored and evaluated to more accurately determine whether the toothed noise suppression function needs to be activated.
  • Step S30 When the empty gear noise suppression function is activated, adjust the current actual torque of the motor to achieve empty gear noise control.
  • Loose gear noise refers to the noise generated in gear transmission systems, especially manual transmissions, when one of a pair of gears is in a free-spinning state rather than fully engaged. This noise not only affects driving comfort but can also damage the vehicle's transmission system. Therefore, after activating the loose gear noise suppression function, it is necessary to precisely adjust the current actual torque of the motor to control the noise.
  • a torque adjustment strategy can be employed to adjust the motor's current actual torque. This is achieved by monitoring the engine and motor status, as well as the vehicle's speed, in real time. When the conditions for activating the gear noise suppression function are met, the adjustment procedure is immediately initiated. The core of this adjustment procedure lies in determining a suitable motor torque adjustment value. This value is not fixed but dynamically calculated based on multiple factors, including the engine and motor's real-time requested torque, vehicle speed, vehicle load, and ambient temperature. This embodiment does not impose specific limitations on this value. In this way, it can be ensured that gear noise is suppressed without affecting the vehicle's power and fuel economy.
  • This embodiment provides a method for controlling toothed gear noise.
  • This embodiment first obtains the current requested torque of the engine, the current requested torque of the motor, and the target torque range. Based on the current requested torque of the engine, the current requested torque of the motor, and the target torque range, it determines whether the toothed gear noise suppression function needs to be activated, thus accurately determining whether toothed gear noise suppression is required. When the toothed gear noise suppression function is activated, the actual current torque of the motor is adjusted to achieve toothed gear noise control, effectively suppressing toothed gear noise.
  • this embodiment determines whether the tooth-sleeving noise suppression function needs to be activated based on the current requested torque of the engine, the current requested torque of the motor, and the target torque region.
  • tooth-sleeving noise suppression function is activated, tooth-sleeving noise is controlled by adjusting the current actual torque of the motor.
  • step S20 further includes steps S201-S202:
  • Step S201 Determine the torque boundary of the idling gear abnormal noise based on the current requested torque of the engine.
  • the torque boundary for gear toothing noise refers to the maximum requested torque value of the engine at a specific speed that will not cause gear toothing noise.
  • the torque boundary for gear toothing noise increases with vehicle speed.
  • Table 1 shows the correspondence between engine torque boundaries and vehicle speeds. The table includes different vehicle speeds and their corresponding engine torque boundaries; for example, the engine torque boundary corresponding to vehicle speed V1 is Tice-1.
  • Determining the torque boundary for the idling noise based on the engine's current requested torque can be achieved by consulting a preset table of the correspondence between engine torque boundaries and vehicle speed. This table is based on extensive experimental data and accumulated experience, and can accurately reflect the maximum requested torque value at different vehicle speeds that will not cause idling noise. When the engine's current requested torque exceeds the idling noise torque boundary at the corresponding vehicle speed, there is a risk of idling noise occurring.
  • Figure 3 is a schematic diagram of the torque boundary of tooth knocking noise.
  • the engine torque boundary of P3 passing through zero torque and causing tooth knocking noise varies with the vehicle speed. The lower the vehicle speed, the lower the required engine torque.
  • Step S202 Determine whether the noise suppression function for the empty gear needs to be activated based on the torque boundary of the abnormal noise of the empty gear, the current requested torque of the motor, and the target torque region.
  • the activation of the gear-mounted noise suppression function is determined based on three conditions: the torque boundary of the gear-mounted noise, the current requested torque of the motor, and the target torque range. If the current requested torque of the motor is within the target torque range, and the current actual torque of the engine exceeds the torque boundary of the gear-mounted noise at the corresponding vehicle speed, the gear-mounted noise suppression function needs to be activated to avoid potential gear-mounted noise.
  • step S202 may include: obtaining the current actual torque of the engine and comparing the current actual torque of the engine with the torque boundary of the toothed gear noise to obtain a first comparison result; comparing the current requested torque of the motor with the target torque region to obtain a second comparison result; and determining whether the toothed gear noise suppression function needs to be activated based on the first comparison result and the second comparison result.
  • the engine's current actual torque refers to the actual torque value that the engine is currently outputting. This value may fluctuate due to various factors (such as engine load, speed, and temperature). Comparing the engine's current actual torque with the torque boundary for the gearbox noise is to determine whether the current actual torque exceeds the torque boundary that may cause gearbox noise. If the first comparison result shows that the engine's current actual torque does not exceed the gearbox noise torque boundary, it indicates that the current engine torque is within a safe range and will not produce gearbox noise, thus there is no need to activate the gearbox noise suppression function. However, if the first comparison result shows that the engine's current actual torque exceeds the gearbox noise torque boundary, further judgment is needed based on the motor's currently requested torque.
  • the motor's current requested torque refers to the torque value requested by the motor at the current moment. This value may vary depending on the driver's needs or the vehicle's driving conditions. Comparing the motor's current requested torque with the target torque range is to determine whether the motor is within the torque range that may cause a rattling or grinding noise. If the second comparison result shows that the motor's current requested torque is within the target torque range, then the motor is currently in a relatively sensitive torque range. That is, once the engine torque exceeds a certain boundary, it is very likely to cause a rattling or grinding noise.
  • determining whether the toothed gear noise suppression function needs to be activated based on the first comparison result and the second comparison result includes: determining that the toothed gear noise suppression function needs to be activated when the first comparison result is that the current actual torque of the engine is greater than the toothed gear abnormal noise torque boundary and the second comparison result is that the current requested torque of the motor is within the target torque region; and determining that the toothed gear noise suppression function does not need to be activated when the first comparison result is that the current actual torque of the engine is less than or equal to the toothed gear abnormal noise torque boundary or the second comparison result is that the current requested torque of the motor is outside the target torque region.
  • the system determines that there is a high risk of generating gear-sleeving noise because both conditions are met simultaneously. To avoid this risk, the system decides to activate the gear-sleeving noise suppression function. After activating this function, the system will take a series of measures to reduce or eliminate gear-sleeving noise, ensuring driving comfort and safety.
  • the system When the engine's current actual torque is less than or equal to the torque boundary for the toothed gear noise, or when the motor's current requested torque is outside the target torque range, the system considers there to be no risk or a low risk of toothed gear noise, and therefore there is no need to activate the toothed gear noise suppression function. This not only saves system resources but also avoids unnecessary intervention that could interfere with normal vehicle operation.
  • the method before obtaining the current actual engine torque and comparing it with the torque boundary of the abnormal noise of the gear teeth to obtain a first comparison result, the method further includes: obtaining the current vehicle speed; and when the current vehicle speed is within a preset speed range, performing the step of obtaining the current actual engine torque and comparing it with the torque boundary of the abnormal noise of the gear teeth to obtain a first comparison result.
  • the preset speed range refers to the speed range corresponding to medium-to-high-speed driving, such as 60-120 km/h. This embodiment does not impose specific limitations on this range.
  • the vehicle's current speed can be obtained in real time through onboard sensors, ensuring the accuracy and timeliness of the data.
  • the noise suppression function of the empty tooth can be quickly and accurately determined based on the torque boundary and target torque region of the empty tooth, which can effectively improve the control efficiency and effect of the empty tooth noise.
  • step S30 further includes steps S301-S302:
  • Step S301 When the empty gear noise suppression function is activated, the torque bandwidth of the motor is obtained.
  • Torque bandwidth refers to the torque bandwidth of the P3 drive motor's zero-torque dead zone.
  • the region near the zero-torque range of the P3 drive motor is defined as the dead zone torque, within a certain positive and negative torque range.
  • Control systems aim to avoid the P3 motor from operating in this region as much as possible, thereby reducing the risk of torque fluctuations and abnormal noise from the gear teeth.
  • the torque bandwidth can be determined based on the positive and negative torque range.
  • step S301 may include: when the empty gear noise suppression function is activated, acquiring the current vehicle speed; determining the positive torque boundary and negative torque boundary of the motor based on the current vehicle speed; and determining the torque bandwidth of the motor based on the positive torque boundary and the negative torque boundary.
  • the torque bandwidth also known as the P3 zero-torque dead-zone bandwidth, refers to the torque bandwidth of the P3 drive motor during its zero-torque dead zone.
  • the torque bandwidth is the difference between the positive torque boundary P3pos and the negative torque boundary P3neg at different vehicle speeds. As the vehicle speed increases, the bandwidth boundary gradually decreases, as shown in Figure 5, which is a schematic diagram of the P3 drive motor's zero-torque dead-zone bandwidth.
  • Determining the motor's torque bandwidth based on the vehicle's current speed is a dynamic adjustment method. This allows for optimization of the motor's torque output based on real-time driving conditions, further reducing the risk of rattling noise from the motor's gears. At lower speeds, because the vehicle's torque response and stability requirements are relatively lower, the torque bandwidth can be appropriately widened to provide a broader torque output range. Conversely, at higher speeds, to ensure driving smoothness and safety, the torque bandwidth needs to be narrowed, allowing the motor to operate within a more precise torque range.
  • the positive and negative torque boundaries of the motor under the current driving conditions are determined based on the vehicle's current speed.
  • the difference between the positive and negative torque boundaries is then used as the motor's torque bandwidth.
  • the motor's torque bandwidth can be dynamically adjusted according to the real-time vehicle speed, thereby reducing the risk of rattling noise while ensuring driving comfort and safety.
  • Step S302 Adjust the current actual torque of the motor according to the torque bandwidth of the motor to achieve noise control of the idle gear.
  • the P3 drive motor When the engine torque is above the torque boundary of the gear toothing noise, the P3 drive motor is prompted to distribute torque as far away from the zero torque dead zone bandwidth as possible, thereby avoiding gear toothing noise caused by torque fluctuations.
  • Figure 6 which is a schematic diagram of the P3 drive motor's zero torque dead zone torque control
  • the minimum positive torque of P3 is P3pos, avoiding the positive torque of P3 being between 0 and P3pos.
  • the minimum negative torque of P3 is P3neg, avoiding the positive torque of P3 being between 0 and P3neg. If torque reversal is necessary, it should quickly cross the zero torque dead zone bandwidth region to avoid being near zero torque for a long time.
  • the vehicle's current speed is acquired, and the positive and negative torque boundaries of the motor are determined based on this speed, thereby determining the motor's torque bandwidth. Then, the motor's current actual torque is adjusted according to the determined torque bandwidth. If the motor's actual torque is within the zero torque dead zone bandwidth range, i.e., close to zero torque, the control system will intervene to prevent the motor from operating in this region for extended periods, thus reducing the risk of gear noise. This adjustment can be achieved by increasing or decreasing the motor's torque output, depending on the relationship between the motor's current actual torque and the zero torque dead zone bandwidth.
  • the control system monitors the motor's torque changes and quickly traverses the zero-torque dead zone bandwidth when necessary. This rapid traversal strategy reduces torque fluctuations, thereby lowering the risk of rattling noise.
  • the torque adjustment in this embodiment is performed under the premise of ensuring normal vehicle operation. That is, although the control system will try to avoid the motor from working in the zero torque dead zone bandwidth, this does not mean that the driving performance and stability of the vehicle will be sacrificed.
  • the noise control device for empty gear teeth includes:
  • the acquisition module 10 is used to acquire the current requested torque of the engine, the current requested torque of the motor, and the target torque region;
  • the determination module 20 is used to determine whether the empty gear noise suppression function needs to be activated based on the current requested torque of the engine, the current requested torque of the motor, and the target torque region.
  • the control module 30 is used to adjust the current actual torque of the motor when the empty tooth noise suppression function is activated, so as to achieve empty tooth noise control.
  • This embodiment provides a toothed gear noise control device.
  • This embodiment first obtains the current requested torque of the engine, the current requested torque of the motor, and the target torque range; based on the current requested torque of the engine, the current requested torque of the motor, and the target torque range, it determines whether the toothed gear noise suppression function needs to be activated, thus accurately determining whether toothed gear noise suppression is required; when the toothed gear noise suppression function is activated, the actual current torque of the motor is adjusted to achieve toothed gear noise control, effectively suppressing toothed gear noise.
  • this embodiment determines whether the tooth-sleeving noise suppression function needs to be activated based on the current requested torque of the engine, the current requested torque of the motor, and the target torque region.
  • tooth-sleeving noise suppression function is activated, tooth-sleeving noise is controlled by adjusting the current actual torque of the motor.
  • the acquisition module 10 is further configured to acquire the driving power demand and charging/discharging power of the vehicle; determine the current requested torque of the engine and the current requested torque of the motor based on the driving power demand and the charging/discharging power; and conduct a real-vehicle test to obtain the target torque range.
  • the acquisition module 10 is further configured to control the vehicle to travel at different speeds, and when a toothed noise occurs, to collect the motor requested torque to obtain multiple sets of motor requested torque; and to determine the target torque region based on the multiple sets of motor requested torque.
  • the determining module 20 is further configured to determine the torque boundary of the idling gear abnormal noise based on the current requested torque of the engine; and determine whether the idling gear noise suppression function needs to be activated based on the idling gear abnormal noise torque boundary, the current requested torque of the motor, and the target torque region.
  • the determining module 20 is further configured to acquire the current actual torque of the engine, compare the current actual torque of the engine with the torque boundary of the toothed gear noise, and obtain a first comparison result; compare the current requested torque of the motor with the target torque region, and obtain a second comparison result; and determine whether the toothed gear noise suppression function needs to be activated based on the first comparison result and the second comparison result.
  • the determining module 20 is further configured to determine that the empty gear noise suppression function needs to be activated when the first comparison result is that the current actual torque of the engine is greater than the torque boundary of the empty gear abnormal noise and the second comparison result is that the current requested torque of the motor is within the target torque region; and to determine that the empty gear noise suppression function does not need to be activated when the first comparison result is that the current actual torque of the engine is less than or equal to the torque boundary of the empty gear abnormal noise or the second comparison result is that the current requested torque of the motor is outside the target torque region.
  • the determining module 20 is further configured to acquire the current vehicle speed; when the current vehicle speed is within a preset speed range, the step of acquiring the current actual engine torque and comparing the current actual engine torque with the torque boundary of the abnormal noise of the empty gear is executed to obtain a first comparison result.
  • control module 30 is further configured to acquire the torque bandwidth of the motor when the empty tooth noise suppression function is activated; and adjust the current actual torque of the motor according to the torque bandwidth of the motor to achieve empty tooth noise control.
  • control module 30 is further configured to: acquire the current vehicle speed when the empty gear noise suppression function is activated; determine the positive torque boundary and negative torque boundary of the motor based on the current vehicle speed; and determine the torque bandwidth of the motor based on the positive torque boundary and the negative torque boundary.
  • the empty tooth noise control device provided in this application employing the empty tooth noise control method in the above embodiments, can solve the technical problem of how to effectively suppress empty tooth noise.
  • the beneficial effects of the empty tooth noise control device provided in this application are the same as those of the empty tooth noise control method provided in the above embodiments, and other technical features in the empty tooth noise control device are the same as those disclosed in the methods of the above embodiments, and will not be repeated here.
  • This application provides a toothed gear noise control device, which includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to perform the toothed gear noise control method in the above embodiment 1.
  • the toothed noise control device in this application embodiment may include, but is not limited to, mobile terminals such as mobile phones, laptops, digital broadcast receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Description), PMPs (Portable Media Players), in-vehicle terminals (e.g., in-vehicle navigation terminals), and fixed terminals such as digital TVs and desktop computers.
  • mobile terminals such as mobile phones, laptops, digital broadcast receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Description), PMPs (Portable Media Players), in-vehicle terminals (e.g., in-vehicle navigation terminals), and fixed terminals such as digital TVs and desktop computers.
  • PDAs Personal Digital Assistants
  • PADs Portable Application Description
  • PMPs Portable Media Players
  • in-vehicle terminals e.g., in-vehicle navigation terminals
  • fixed terminals such as digital TVs and desktop computers.
  • the tooth-sleeving noise control device may include a processing unit 1001 (e.g., a central processing unit, a graphics processor, etc.), which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 1002 or a program loaded from a storage device 1003 into a random access memory (RAM) 1004.
  • the RAM 1004 also stores various programs and data required for the operation of the tooth-sleeving noise control device.
  • the processing unit 1001, ROM 1002, and RAM 1004 are interconnected via a bus 1005.
  • An input/output (I/O) interface 1006 is also connected to the bus.
  • I/O interface 1006 input devices 1007 including, for example, touchscreens, touchpads, keyboards, mice, image sensors, microphones, accelerometers, gyroscopes, etc.; output devices 1008 including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; storage devices 1003 including, for example, magnetic tapes, hard disks, etc.; and communication devices 1009.
  • Communication device 1009 allows the air-tooth noise control device to communicate wirelessly or wiredly with other devices to exchange data.
  • embodiments disclosed in this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts.
  • the computer program can be downloaded and installed from a network via a communication device, or installed from storage device 1003, or installed from ROM 1002.
  • processing device 1001 it performs the functions defined in the methods of the embodiments disclosed in this application.
  • the empty tooth noise control device provided in this application employing the empty tooth noise control method in the above embodiments, can solve the technical problem of how to effectively suppress empty tooth noise.
  • the beneficial effects of the empty tooth noise control device provided in this application are the same as those of the empty tooth noise control method provided in the above embodiments, and other technical features in this empty tooth noise control device are the same as those disclosed in the previous embodiment method, and will not be repeated here.
  • This application provides a computer-readable storage medium having computer-readable program instructions (i.e., a computer program) stored thereon, the computer-readable program instructions being used to execute the empty tooth noise control method in the above embodiments.
  • computer-readable program instructions i.e., a computer program
  • the computer-readable storage medium provided in this application may be, for example, a USB flash drive, but is not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections having one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.
  • the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, system, or device.
  • the program code contained on the computer-readable storage medium may be transmitted using any suitable medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination thereof.
  • the aforementioned computer-readable storage medium may be included in the empty gear noise control device; or it may exist independently and not assembled into the empty gear noise control device.
  • the aforementioned computer-readable storage medium carries one or more programs that, when executed by the gear noise control device, cause the gear noise control device to: acquire the current requested torque of the engine and the current requested torque of the motor, as well as the target torque range; determine whether the gear noise suppression function needs to be activated based on the current requested torque of the engine, the current requested torque of the motor, and the target torque range; and, when the gear noise suppression function is activated, adjust the current actual torque of the motor to achieve gear noise control.
  • Computer program code for performing the operations of this application can be written in one or more programming languages or a combination thereof, including object-oriented programming languages such as Java, Smalltalk, and C++, and conventional procedural programming languages such as the "C" language or similar programming languages.
  • the program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server.
  • the remote computer can be connected to the user's computer via any type of network—including a Local Area Network (LAN) or a Wide Area Network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).
  • LAN Local Area Network
  • WAN Wide Area Network
  • each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function.
  • the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved.
  • each block in the block diagrams and/or flowcharts, and combinations of blocks in the block diagrams and/or flowcharts can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.
  • the modules described in the embodiments of this application can be implemented in software or hardware.
  • the names of the modules do not necessarily limit the functionality of the unit itself.
  • the readable storage medium provided in this application is a computer-readable storage medium that stores computer-readable program instructions (i.e., a computer program) for executing the above-described empty tooth noise control method, thereby solving the technical problem of how to effectively suppress empty tooth noise.
  • computer-readable program instructions i.e., a computer program
  • the beneficial effects of the computer-readable storage medium provided in this application are the same as those of the empty tooth noise control method provided in the above embodiments, and will not be repeated here.
  • This application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the above-described method for controlling noise in the toothed slot.
  • the computer program product provided in this application can solve the technical problem of how to effectively suppress the noise of the toothed gear. Compared with the prior art, the beneficial effects of the computer program product provided in this application are the same as the beneficial effects of the toothed gear noise control method provided in the above embodiments, and will not be repeated here.

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  • Hybrid Electric Vehicles (AREA)

Abstract

一种空套齿噪音控制方法、装置、设备及存储介质，该方法包括：获取发动机当前请求扭矩和电机当前请求扭矩以及目标扭矩区域；根据发动机当前请求扭矩、电机当前请求扭矩以及目标扭矩区域确定空套齿噪音抑制功能是否需要激活；在空套齿噪音抑制功能激活时，调整电机当前实际扭矩，以实现空套齿噪音控制。

Description

空套齿噪音控制方法、装置、设备及存储介质
相关申请
本申请要求于2024年7月16号申请的、申请号为202410951397.6的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本申请涉及车辆控制技术领域，尤其涉及空套齿噪音控制方法、装置、设备及存储介质。
 背景技术
在多档箱混合动力车型中，由于多档箱结构特点，当处于某一档位时，其他档位的齿轮是非承载齿轮；同时，在混合动力汽车上，存在多个动力源，除发动机外，还有发电机和驱动电机均可以提供动力源，在各动力源耦合的情况下，相互之间的扭矩分配会加剧齿轮传递间隙敲齿，以及非承载齿轮敲齿现象存在。如功率分流模式及并联直驱模式下，发动机与轮端耦合状态下，P3驱动电机穿越零扭矩附近时，若发动机扭矩超出一定扭矩，则很容易带来空套齿敲齿噪音，引起客户抱怨。无论是功率分流模式还是直驱模式，均存在P3扭矩在零扭矩时，发动机扭矩超出空套齿扭矩边界而导致异响，特别是P3扭矩长时处于零扭矩附近带来长时异响噪音。在中高速情况下，驾驶需求功率逐步增大，无法在扭矩分配上长时通过降低发动机扭矩来避免空套齿敲齿噪音，否则会容易出现SOC迅速走低现象，且不利于客户使用经济性。
因此，如何有效抑制空套齿噪音是目前亟需解决的一个问题。
上述内容仅用于辅助理解本申请的技术方案，并不代表承认上述内容是现有技术。
 发明内容
本申请的主要目的在于提供一种空套齿噪音控制方法、装置、设备及存储介质，旨在解决如何有效抑制空套齿噪音的技术问题。
为实现上述目的，本申请提出一种空套齿噪音控制方法，所述方法包括：
获取发动机当前请求扭矩和电机当前请求扭矩以及目标扭矩区域；
根据所述发动机当前请求扭矩、所述电机当前请求扭矩以及所述目标扭矩区域确定空套齿噪音抑制功能是否需要激活；
在所述空套齿噪音抑制功能激活时，调整电机当前实际扭矩，以实现空套齿噪音控制。
在一实施例中，所述获取发动机当前请求扭矩和电机当前请求扭矩以及目标扭矩区域，包括：
获取车辆的驾驶需求功率和充放电功率；
根据所述驾驶需求功率和所述充放电功率确定发动机当前请求扭矩和电机当前请求扭矩；
对车辆进行实车测试，得到目标扭矩区域。
在一实施例中，所述对车辆进行实车测试，得到目标扭矩区域，包括：
控制车辆在不同车速下行驶，并在产生空套齿异响时，对电机请求扭矩进行采集，得到多组电机请求扭矩；
根据多组所述电机请求扭矩确定目标扭矩区域。
在一实施例中，所述根据所述发动机当前请求扭矩、所述电机当前请求扭矩以及所述目标扭矩区域确定空套齿噪音抑制功能是否需要激活，包括：
根据所述发动机当前请求扭矩确定空套齿异响扭矩边界；
根据所述空套齿异响扭矩边界、所述电机当前请求扭矩以及所述目标扭矩区域确定空套齿噪音抑制功能是否需要激活。
在一实施例中，所述根据所述空套齿异响扭矩边界、所述电机当前请求扭矩以及所述目标扭矩区域确定空套齿噪音抑制功能是否需要激活，包括：
获取发动机当前实际扭矩，并将所述发动机当前实际扭矩与所述空套齿异响扭矩边界进行比较，得到第一比较结果；
将所述电机当前请求扭矩与所述目标扭矩区域进行比较，得到第二比较结果；
根据所述第一比较结果和所述第二比较结果确定空套齿噪音抑制功能是否需要激活。
在一实施例中，所述根据所述第一比较结果和所述第二比较结果确定空套齿噪音抑制功能是否需要激活，包括：
在所述第一比较结果为发动机当前实际扭矩大于所述空套齿异响扭矩边界且所述第二比较结果为电机当前请求扭矩位于所述目标扭矩区域内时，确定空套齿噪音抑制功能需要激活；
在所述第一比较结果为发动机当前实际扭矩小于等于所述空套齿异响扭矩边界或所述第二比较结果为电机当前请求扭矩位于所述目标扭矩区域外时，确定空套齿噪音抑制功能不需要激活。
在一实施例中，所述获取发动机当前实际扭矩，并将所述发动机当前实际扭矩与所述空套齿异响扭矩边界进行比较，得到第一比较结果之前，所述方法还包括：
获取车辆当前车速；
在所述当前车速处于预设车速范围内时，执行所述获取发动机当前实际扭矩，并将所述发动机当前实际扭矩与所述空套齿异响扭矩边界进行比较，得到第一比较结果的步骤。
在一实施例中，所述在所述空套齿噪音抑制功能激活时，调整电机当前实际扭矩，以实现空套齿噪音控制，包括：
在所述空套齿噪音抑制功能激活时，获取电机的扭矩带宽；
根据所述电机的扭矩带宽调整电机当前实际扭矩，以实现空套齿噪音控制。
在一实施例中，所述在所述空套齿噪音抑制功能激活时，获取电机的扭矩带宽，包括：
在所述空套齿噪音抑制功能激活时，获取车辆当前车速；
根据所述车辆当前车速确定电机的正扭矩边界和负扭矩边界；
根据所述正扭矩边界和所述负扭矩边界确定电机的扭矩带宽。
此外，为实现上述目的，本申请还提出一种空套齿噪音控制装置，所述空套齿噪音控制装置包括：
获取模块，用于获取发动机当前请求扭矩和电机当前请求扭矩以及目标扭矩区域；
确定模块，用于根据所述发动机当前请求扭矩、所述电机当前请求扭矩以及所述目标扭矩区域确定空套齿噪音抑制功能是否需要激活；
控制模块，用于在所述空套齿噪音抑制功能激活时，调整电机当前实际扭矩，以实现空套齿噪音控制。
此外，为实现上述目的，本申请还提出一种空套齿噪音控制设备，所述设备包括：存储器、处理器及存储在所述存储器上并可在所述处理器上运行的计算机程序，所述计算机程序配置为实现如上文所述的空套齿噪音控制方法的步骤。
此外，为实现上述目的，本申请还提出一种存储介质，所述存储介质为计算机可读存储介质，所述存储介质上存储有计算机程序，所述计算机程序被处理器执行时实现如上文所述的空套齿噪音控制方法的步骤。
此外，为实现上述目的，本申请还提供一种计算机程序产品，所述计算机程序产品包括计算机程序，所述计算机程序被处理器执行时实现如上文所述的空套齿噪音控制方法的步骤。
本申请提供了一种空套齿噪音控制方法，本申请通过首先获取发动机当前请求扭矩和电机当前请求扭矩以及目标扭矩区域；根据所述发动机当前请求扭矩、所述电机当前请求扭矩以及所述目标扭矩区域确定空套齿噪音抑制功能是否需要激活，能够准确判断是否需要进行空套齿噪音抑制；在所述空套齿噪音抑制功能激活时，调整电机当前实际扭矩，以实现空套齿噪音控制，能够有效抑制空套齿噪音。
综上可知，本申请通过根据发动机当前请求扭矩、电机当前请求扭矩以及目标扭矩区域确定空套齿噪音抑制功能是否需要激活，在空套齿噪音抑制功能激活时，通过调整电机当前实际扭矩实现空套齿噪音控制，克服了无法在扭矩分配上长时通过降低发动机扭矩来避免空套齿敲齿噪音的技术缺陷，能够有效抑制空套齿噪音。
 附图说明
此处的附图被并入说明书中并构成本说明书的一部分，示出了符合本申请的实施例，并与说明书一起用于解释本申请的原理。
为了更清楚地说明本申请实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍，显而易见地，对于本领域普通技术人员而言，在不付出创造性劳动性的前提下，还可以根据这些附图获得其他的附图。
图1为本申请空套齿噪音控制方法第一实施例提供的流程示意图；
图2为本申请空套齿噪音控制方法第二实施例提供的流程示意图；
图3为本申请空套齿噪音控制方法第二实施例提供的空套齿异响扭矩边界示意图；
图4为本申请空套齿噪音控制方法第三实施例提供的流程示意图；
图5为本申请空套齿噪音控制方法第三实施例提供的P3驱动电机零扭矩死区带宽示意图；
图6为本申请空套齿噪音控制方法第三实施例提供的P3驱动电机过零扭矩死区扭矩控制示意图；
图7为本申请实施例空套齿噪音控制装置的模块结构示意图；
图8为本申请实施例空套齿噪音控制方法涉及的硬件运行环境的设备结构示意图。
本申请目的实现、功能特点及优点将结合实施例，参照附图做进一步说明。
 本发明的实施方式
应当理解，此处所描述的具体实施例仅仅用以解释本申请的技术方案，并不用于限定本申请。
为了更好的理解本申请的技术方案，下面将结合说明书附图以及具体的实施方式进行详细的说明。
本申请实施例的主要解决方案是：获取发动机当前请求扭矩和电机当前请求扭矩以及目标扭矩区域；根据所述发动机当前请求扭矩、所述电机当前请求扭矩以及所述目标扭矩区域确定空套齿噪音抑制功能是否需要激活；在所述空套齿噪音抑制功能激活时，调整电机当前实际扭矩，以实现空套齿噪音控制。
在多档箱混合动力车型中，由于多档箱结构特点，当处于某一档位时，其他档位的齿轮是非承载齿轮；同时，在混合动力汽车上，存在多个动力源，除发动机外，还有发电机和驱动电机均可以提供动力源，在各动力源耦合的情况下，相互之间的扭矩分配会加剧齿轮传递间隙敲齿，以及非承载齿轮敲齿现象存在。如功率分流模式及并联直驱模式下，发动机与轮端耦合状态下，P3驱动电机穿越零扭矩附近时，若发动机扭矩超出一定扭矩，则很容易带来空套齿敲齿噪音，引起客户抱怨。无论是功率分流模式还是直驱模式，均存在P3扭矩在零扭矩时，发动机扭矩超出空套齿扭矩边界而导致异响，特别是P3扭矩长时处于零扭矩附近带来长时异响噪音。在中高速情况下，驾驶需求功率逐步增大，无法在扭矩分配上长时通过降低发动机扭矩来避免空套齿敲齿噪音，否则会容易出现SOC迅速走低现象，且不利于客户使用经济性。因此，如何有效抑制空套齿噪音是目前亟需解决的一个问题。
本申请通过根据发动机当前请求扭矩、电机当前请求扭矩以及目标扭矩区域确定空套齿噪音抑制功能是否需要激活，在空套齿噪音抑制功能激活时，通过调整电机当前实际扭矩实现空套齿噪音控制，克服了无法在扭矩分配上长时通过降低发动机扭矩来避免空套齿敲齿噪音的技术缺陷，能够有效抑制空套齿噪音。
本实施例的执行主体可以是一种具有数据处理、网络通信以及程序运行功能的计算服务设备，例如平板电脑、个人电脑、手机等，或者是一种能够实现上述功能的电子设备、空套齿噪音控制设备等。以下以空套齿噪音控制设备为例，对本实施例及下述各实施例进行说明。
基于此，本申请实施例提供了一种空套齿噪音控制方法，参照图1，图1为本申请空套齿噪音控制方法第一实施例的流程示意图。
本实施例中，所述空套齿噪音控制方法包括步骤S10~S30：
步骤S10，获取发动机当前请求扭矩和电机当前请求扭矩以及目标扭矩区域。
需要说明的是，发动机当前请求扭矩是指发动机根据当前工况（如转速、负载等）所请求的扭矩值，它是发动机控制系统根据驾驶需求、车辆状态等因素计算得出的。电机当前请求扭矩则是指电机根据当前工况和驾驶需求所请求的扭矩值，它同样是由电机控制系统计算得出的。目标扭矩区域即零扭矩死区对应的扭矩区域，是指当电机扭矩接近或处于零扭矩附近时，为了避免空套齿噪音的产生，需要特别控制的扭矩范围。
本实施例中的电机可以为P3驱动电机，被安装在变速箱输出端之后，通常是直接连接到传动轴上，位于变速箱（可以是自动变速箱或双离合变速箱等）和主减速器（或终传）之间，作为动力输出的最后一个环节，其扭矩的精确控制对于抑制空套齿噪音至关重要。
在一实施方式中，步骤S10，可以包括：获取车辆的驾驶需求功率和充放电功率；根据所述驾驶需求功率和所述充放电功率确定发动机当前请求扭矩和电机当前请求扭矩；对车辆进行实车测试，得到目标扭矩区域。
车辆的驾驶需求功率是指根据驾驶者的操作（如油门踏板深度、刹车踏板状态等）和车辆当前状态（如车速、负载等）所确定的车辆需要的动力功率。而充放电功率则是指车辆电池系统当前正在进行的充电或放电的功率，这会影响到电机的扭矩输出。
根据驾驶需求功率和放电功率确定发动机当前请求扭矩和电机当前请求扭矩可以通过功率分配算法来实现，即根据车辆的总需求功率和电池系统的充放电状态，合理分配发动机和电机的扭矩输出，以满足驾驶需求并维持电池系统的健康状态，可以确保发动机和电机在各自的最佳工作区间内运行，提高整体效率并减少能耗。
对车辆进行实车测试，得到目标扭矩区域可以通过实际驾驶过程中的噪音测试和分析来完成。在实际驾驶环境下，对车辆进行不同工况下的测试，记录并分析空套齿噪音的产生情况。通过不断调整发动机和电机的扭矩输出，观察空套齿噪音的变化，从而确定零扭矩死区对应的扭矩区域，即目标扭矩区域，这个过程需要综合考虑车辆的动力性、经济性以及噪音舒适性等多个因素，确保最终的扭矩区域设定既能有效抑制空套齿噪音，又能保证车辆的正常运行和驾驶体验。
在具体实现中，根据客户驾驶需求，能量管理控制根据驾驶需求功率，充放电功率，以驾驶经济性为主，分配发动机扭矩和P3原始请求扭矩。
在一实施方式中，所述对车辆进行实车测试，得到目标扭矩区域，包括：控制车辆在不同车速下行驶，并在产生空套齿异响时，对电机请求扭矩进行采集，得到多组电机请求扭矩；根据多组所述电机请求扭矩确定目标扭矩区域。
在实际测试过程中，可以通过设定不同的车速，模拟车辆在不同工况下的运行状态。当车辆在不同车速下行驶时，监测空套齿异响的产生情况。一旦异响出现，立即对当时的电机请求扭矩进行采集，得到多组与空套齿异响相关的电机请求扭矩数据。
根据多组与空套齿异响相关的电机请求扭矩数据，通过数据分析和处理方法，如聚类分析、回归分析等，确定目标扭矩区域，该扭矩区域应当能够覆盖大部分导致空套齿异响的电机请求扭矩值，同时又不应过于宽泛，以免影响到车辆的正常驾驶和性能表现。
本实施例中的车辆为混合动力车辆，在混合动力车辆中，存在多动力来源，车辆会根据路况、动力驾驶需求、驾驶模式等，自行协调分配各个动力来源扭矩来满足轮端扭矩需求。
步骤S20，根据所述发动机当前请求扭矩、所述电机当前请求扭矩以及所述目标扭矩区域确定空套齿噪音抑制功能是否需要激活。
空套齿噪音抑制功能的激活判断主要基于三个因素：发动机当前请求扭矩是否超过空套齿异响扭矩边界（即发动机扭矩过大时，容易引发空套齿敲齿噪音）；电机当前请求扭矩是否接近或处于零扭矩附近，即目标扭矩区域（因为电机扭矩在零扭矩附近穿越时，与发动机扭矩的耦合容易引发空套齿噪音）；以及当前车辆的车速是否处于预设车速范围内。只有当这三个条件同时满足时，空套齿噪音抑制功能才会被激活。
在本实施例中，对于空套齿噪音抑制功能的激活判断，还可以考虑到车辆的其他状态参数，如环境温度、电池状态、车辆负载等，本实施例对此不作具体限制。这些参数虽然不直接参与激活判断的主要逻辑，但它们的变化可能会对空套齿噪音的产生和抑制产生一定影响。因此，在激活判断过程中，可以对这些参数进行监测和评估，以更准确地判断是否需要激活空套齿噪音抑制功能。
步骤S30，在所述空套齿噪音抑制功能激活时，调整电机当前实际扭矩，以实现空套齿噪音控制。
空套齿噪音是指在齿轮传动系统中，尤其是手动变速器内部，当一对齿轮中的一方处于空转状态而非完全啮合时产生的噪声。这种噪音不仅影响驾驶的舒适性，还可能对车辆传动系统造成损害。因此，在激活空套齿噪音抑制功能后，需要精确调整电机的当前实际扭矩来控制噪音。
可以采取扭矩调整策略调整电机当前实际扭矩。通过实时监测发动机和电机的状态以及车辆的车速。当检测到满足空套齿噪音抑制功能激活的条件时，立即启动调整程序。调整程序的核心在于确定一个合适的电机扭矩调整值。这个值不是固定的，而是根据发动机和电机的实时请求扭矩、车速、车辆负载以及环境温度等多个因素动态计算得出的，本实施例对此不作具体限制。通过这种方式，可以确保在抑制空套齿噪音的同时，不影响车辆的动力性和经济性。
本实施例提供了一种空套齿噪音控制方法，本实施例通过首先获取发动机当前请求扭矩和电机当前请求扭矩以及目标扭矩区域；根据所述发动机当前请求扭矩、所述电机当前请求扭矩以及所述目标扭矩区域确定空套齿噪音抑制功能是否需要激活，能够准确判断是否需要进行空套齿噪音抑制；在所述空套齿噪音抑制功能激活时，调整电机当前实际扭矩，以实现空套齿噪音控制，能够有效抑制空套齿噪音。
综上可知，本实施例通过根据发动机当前请求扭矩、电机当前请求扭矩以及目标扭矩区域确定空套齿噪音抑制功能是否需要激活，在空套齿噪音抑制功能激活时，通过调整电机当前实际扭矩实现空套齿噪音控制，克服了无法在扭矩分配上长时通过降低发动机扭矩来避免空套齿敲齿噪音的技术缺陷，能够有效抑制空套齿噪音。
基于本申请第一实施例，在本申请第二实施例中，与上述实施例一相同或相似的内容，可以参考上文介绍，后续不再赘述。在此基础上，请参照图2，所述步骤S20还包括步骤S201-S202：
步骤S201，根据所述发动机当前请求扭矩确定空套齿异响扭矩边界。
空套齿异响扭矩边界是指发动机在特定转速下，不引起空套齿异响的发动机最大请求扭矩值，也即空套齿异响扭矩边界。空套齿异响扭矩边界随车速越高，扭矩边界越高。如表1所示，表1为发动机扭矩边界和车速的对应关系表，表中包括不同车速和对应的发动机扭矩边界，例如车速V1对应的发动机扭矩边界为Tice-1。
表1
V1 V2 V3 V4 V5
Tice-1 Tice-2 Tice-3 Tice-4 Tice-5
根据发动机当前请求扭矩确定空套齿异响扭矩边界可以通过查询预设的发动机扭矩边界和车速的对应关系表来实现。这个对应关系表是基于大量的实验数据和经验积累得出的，能够较为准确地反映不同车速下发动机不引起空套齿异响的最大请求扭矩值。当发动机当前请求扭矩超过对应车速下的空套齿异响扭矩边界时，就存在产生空套齿异响的风险。
在功率分流模式及并联直驱模式下，发动机与轮端耦合状态下，P3驱动电机穿越零扭矩附近时，若发动机扭矩超出一定扭矩，则很容易带来空套齿敲齿噪音，如图3所示，图3为空套齿异响扭矩边界示意图，P3穿越零扭矩带来空套齿噪音的发动机扭矩边界随车速而不同，车速越小，要求发动机扭矩越小。
步骤S202，根据所述空套齿异响扭矩边界、所述电机当前请求扭矩以及所述目标扭矩区域确定空套齿噪音抑制功能是否需要激活。
根据空套齿异响扭矩边界、电机当前请求扭矩以及目标扭矩区域三个条件共同判断空套齿噪音抑制功能是否需要激活。如果电机当前请求扭矩处于目标扭矩区域内，且发动机当前实际扭矩超过对应车速下的空套齿异响扭矩边界，就需要激活空套齿噪音抑制功能，以避免可能产生的空套齿噪音。
在一实施方式中，步骤S202，可以包括：获取发动机当前实际扭矩，并将所述发动机当前实际扭矩与所述空套齿异响扭矩边界进行比较，得到第一比较结果；将所述电机当前请求扭矩与所述目标扭矩区域进行比较，得到第二比较结果；根据所述第一比较结果和所述第二比较结果确定空套齿噪音抑制功能是否需要激活。
发动机当前实际扭矩是指发动机当前时刻正在输出的实际扭矩值，这个值可能由于各种因素（如发动机负载、转速、温度等）而有所波动。将发动机当前实际扭矩与空套齿异响扭矩边界进行比较的目的是判断发动机当前的实际扭矩是否超过了可能产生空套齿异响的扭矩边界。若第一比较结果显示发动机当前实际扭矩未超过空套齿异响扭矩边界，则说明当前发动机扭矩在安全范围内，不会产生空套齿异响，无需激活空套齿噪音抑制功能。然而，若第一比较结果显示发动机当前实际扭矩超过了空套齿异响扭矩边界，则需要进一步结合电机当前请求扭矩进行判断。
电机当前请求扭矩是指电机当前时刻请求的扭矩值，这个值可能根据驾驶者的需求或车辆的行驶状态而有所不同。将电机当前请求扭矩与目标扭矩区域进行比较，是为了判断电机是否处于可能产生空套齿异响的扭矩范围内。若第二比较结果显示电机当前请求扭矩处于目标扭矩区域内，那么电机此时正处于一个较为敏感的扭矩范围，即一旦发动机扭矩超过特定边界，就很有可能引发空套齿异响。
在一实施方式中，所述根据所述第一比较结果和所述第二比较结果确定空套齿噪音抑制功能是否需要激活，包括：在所述第一比较结果为发动机当前实际扭矩大于所述空套齿异响扭矩边界且所述第二比较结果为电机当前请求扭矩位于所述目标扭矩区域内时，确定空套齿噪音抑制功能需要激活；在所述第一比较结果为发动机当前实际扭矩小于等于所述空套齿异响扭矩边界或所述第二比较结果为电机当前请求扭矩位于所述目标扭矩区域外时，确定空套齿噪音抑制功能不需要激活。
在发动机当前实际扭矩大于所述空套齿异响扭矩边界且电机当前请求扭矩位于所述目标扭矩区域内时，由于这两个条件同时满足，系统判断此时存在产生空套齿异响的高风险。为了避免这种风险，系统决定激活空套齿噪音抑制功能。激活该功能后，系统将采取一系列措施来降低或消除空套齿异响，确保驾驶的舒适性和安全性。
发动机当前实际扭矩小于等于空套齿异响扭矩边界或电机当前请求扭矩位于所述目标扭矩区域外时，系统认为当前不存在产生空套齿异响的风险或风险较低，因此无需激活空套齿噪音抑制功能。这不仅可以节省系统资源，还能避免不必要的干预对车辆正常行驶造成干扰。
在一实施方式中，所述获取发动机当前实际扭矩，并将所述发动机当前实际扭矩与所述空套齿异响扭矩边界进行比较，得到第一比较结果之前，还包括：获取车辆当前车速；在所述当前车速处于预设车速范围内时，执行所述获取发动机当前实际扭矩，并将所述发动机当前实际扭矩与所述空套齿异响扭矩边界进行比较，得到第一比较结果的步骤。
在本申请中，针对中高速驾驶场景的空套齿噪声抑制，因此，只有当车辆当前车速处于预设车速范围内时，才需要关注空套齿异响的问题，并进行相应的处理。预设车速范围即中高速驾驶对应的车速范围，如60-120km/h，本实施例对此不作具体限制。
获取车辆当前车速，可以通过车载传感器实时获取，确保数据的准确性和实时性。
本实施例中，根据空套齿异响扭矩边界和目标扭矩区域快速准确地确定空套齿噪音抑制功能是否需要激活，能够有效提高空套齿噪音的控制效率和效果。
上述示例仅用于理解本申请，并不构成对本申请空套齿噪音控制方法的限定，基于此技术构思进行更多形式的简单变换，均在本申请的保护范围内。
基于本申请第一实施例，在本申请第三实施例中，与上述实施例一相同或相似的内容，可以参考上文介绍，后续不再赘述。在此基础上，请参照图4，所述步骤S30还包括步骤S301-S302：
步骤S301，在所述空套齿噪音抑制功能激活时，获取电机的扭矩带宽。
扭矩带宽是指P3驱动电机零扭矩死区的扭矩带宽，设定P3驱动电机零扭矩附近区域，在一定正负扭矩范围内为死区扭矩，控制上避免P3请求扭矩尽量不在此区域工作，以减小扭矩波动和空套齿异响的风险。根据正负扭矩范围即可确定扭矩带宽。
在一实施方式中，步骤S301，可以包括：在所述空套齿噪音抑制功能激活时，获取车辆当前车速；根据所述车辆当前车速确定电机的正扭矩边界和负扭矩边界；根据所述正扭矩边界和所述负扭矩边界确定电机的扭矩带宽。
扭矩带宽即P3零扭矩死区带宽，是指P3驱动电机零扭矩死区的扭矩带宽。扭矩带宽为不同车速下P3正扭矩边界P3pos与负扭矩边界P3neg之差，随车速越高，带宽边界逐步缩小，如图5所示，图5为P3驱动电机零扭矩死区带宽示意图。
根据车辆当前车速确定电机的扭矩带宽是一种动态调整的方式，可以根据实时的驾驶情况优化电机的扭矩输出，从而进一步降低空套齿异响的风险。当车速较低时，由于车辆对扭矩的响应和稳定性要求相对较低，可以适当放宽扭矩带宽，以提供更宽泛的扭矩输出范围；而当车速较高时，为了保障驾驶的平稳性和安全性，需要缩小扭矩带宽，使电机在更精确的扭矩范围内工作。
在具体实现中，根据车辆当前车速确定当前驾驶工况下的电机的正扭矩边界和负扭矩边界，然后将正扭矩边界和负扭矩边界之间的差值作为电机的扭矩带宽，可以根据实时的车速动态调整电机的扭矩带宽，从而在保证驾驶的舒适性和安全性的同时，降低空套齿异响的风险。
步骤S302，根据所述电机的扭矩带宽调整电机当前实际扭矩，以实现空套齿噪音控制。
当发动机扭矩在空套齿异响扭矩边界之上，促使P3驱动电机分配扭矩尽量远离零扭矩死区带宽范围，从而避免扭矩波动导致的空套齿异响。如图6所示，图6为P3驱动电机过零扭矩死区扭矩控制示意图，P3正向扭矩最小值为P3pos，避免P3正向扭矩处于0至P3pos之间，同理，P3负向扭矩最小值为P3neg，避免P3正向扭矩处于0至P3neg之间，若不得不进行扭矩换向时，则快速穿越零扭矩死区带宽区域，避免长时处于零扭矩附近。
在具体实现中，当空套齿噪音抑制功能被激活时，获取车辆当前的车速，并根据车速确定电机的正扭矩边界和负扭矩边界，进而确定电机的扭矩带宽，然后，根据确定的扭矩带宽调整电机的当前实际扭矩。如果电机的实际扭矩处于零扭矩死区带宽范围内，即接近零扭矩的区域，控制系统将进行干预，以避免电机长时间在此区域工作，从而降低空套齿异响的风险。这种调整可以是通过增加或减少电机的扭矩输出量来实现，具体取决于电机当前的实际扭矩与零扭矩死区带宽的关系。
为了更精确地控制电机的扭矩输出，防止在扭矩换向时长时间处于零扭矩附近，控制系统会监控电机的扭矩变化，并在需要时快速穿越零扭矩死区带宽区域，这种快速穿越的策略可以减小扭矩波动，从而降低空套齿异响的风险。
本实施例中的扭矩调整是在保证车辆正常行驶的前提下进行的，即虽然控制系统会尽量避免电机在零扭矩死区带宽范围内工作，但这并不意味着会牺牲车辆的驾驶性能和稳定性。
本实施例中，通过动态调整电机的扭矩带宽并根据扭矩带宽调整电机当前实际扭矩，进一步提高了空套齿噪音控制的精确性和有效性。
上述示例仅用于理解本申请，并不构成对本申请空套齿噪音控制方法的限定，基于此技术构思进行更多形式的简单变换，均在本申请的保护范围内。
本申请还提供一种空套齿噪音控制装置，请参照图7，所述空套齿噪音控制装置包括：
获取模块10，用于获取发动机当前请求扭矩和电机当前请求扭矩以及目标扭矩区域；
确定模块20，用于根据所述发动机当前请求扭矩、所述电机当前请求扭矩以及所述目标扭矩区域确定空套齿噪音抑制功能是否需要激活；
控制模块30，用于在所述空套齿噪音抑制功能激活时，调整电机当前实际扭矩，以实现空套齿噪音控制。
本实施例提供了一种空套齿噪音控制装置，本实施例通过首先获取发动机当前请求扭矩和电机当前请求扭矩以及目标扭矩区域；根据所述发动机当前请求扭矩、所述电机当前请求扭矩以及所述目标扭矩区域确定空套齿噪音抑制功能是否需要激活，能够准确判断是否需要进行空套齿噪音抑制；在所述空套齿噪音抑制功能激活时，调整电机当前实际扭矩，以实现空套齿噪音控制，能够有效抑制空套齿噪音。
综上可知，本实施例通过根据发动机当前请求扭矩、电机当前请求扭矩以及目标扭矩区域确定空套齿噪音抑制功能是否需要激活，在空套齿噪音抑制功能激活时，通过调整电机当前实际扭矩实现空套齿噪音控制，克服了无法在扭矩分配上长时通过降低发动机扭矩来避免空套齿敲齿噪音的技术缺陷，能够有效抑制空套齿噪音。
在一实施例中，所述获取模块10，还用于获取车辆的驾驶需求功率和充放电功率；根据所述驾驶需求功率和所述充放电功率确定发动机当前请求扭矩和电机当前请求扭矩；对车辆进行实车测试，得到目标扭矩区域。
在一实施例中，所述获取模块10，还用于控制车辆在不同车速下行驶，并在产生空套齿异响时，对电机请求扭矩进行采集，得到多组电机请求扭矩；根据多组所述电机请求扭矩确定目标扭矩区域。
在一实施例中，所述确定模块20，还用于根据所述发动机当前请求扭矩确定空套齿异响扭矩边界；根据所述空套齿异响扭矩边界、所述电机当前请求扭矩以及所述目标扭矩区域确定空套齿噪音抑制功能是否需要激活。
在一实施例中，所述确定模块20，还用于获取发动机当前实际扭矩，并将所述发动机当前实际扭矩与所述空套齿异响扭矩边界进行比较，得到第一比较结果；将所述电机当前请求扭矩与所述目标扭矩区域进行比较，得到第二比较结果；根据所述第一比较结果和所述第二比较结果确定空套齿噪音抑制功能是否需要激活。
在一实施例中，所述确定模块20，还用于在所述第一比较结果为发动机当前实际扭矩大于所述空套齿异响扭矩边界且所述第二比较结果为电机当前请求扭矩位于所述目标扭矩区域内时，确定空套齿噪音抑制功能需要激活；在所述第一比较结果为发动机当前实际扭矩小于等于所述空套齿异响扭矩边界或所述第二比较结果为电机当前请求扭矩位于所述目标扭矩区域外时，确定空套齿噪音抑制功能不需要激活。
在一实施例中，所述确定模块20，还用于获取车辆当前车速；在所述当前车速处于预设车速范围内时，执行所述获取发动机当前实际扭矩，并将所述发动机当前实际扭矩与所述空套齿异响扭矩边界进行比较，得到第一比较结果的步骤。
在一实施例中，所述控制模块30，还用于在所述空套齿噪音抑制功能激活时，获取电机的扭矩带宽；根据所述电机的扭矩带宽调整电机当前实际扭矩，以实现空套齿噪音控制。
在一实施例中，所述控制模块30，还用于在所述空套齿噪音抑制功能激活时，获取车辆当前车速；根据所述车辆当前车速确定电机的正扭矩边界和负扭矩边界；根据所述正扭矩边界和所述负扭矩边界确定电机的扭矩带宽。
本申请提供的空套齿噪音控制装置，采用上述实施例中的空套齿噪音控制方法，能够解决如何有效抑制空套齿噪音的技术问题。与现有技术相比，本申请提供的空套齿噪音控制装置的有益效果与上述实施例提供的空套齿噪音控制方法的有益效果相同，且所述空套齿噪音控制装置中的其他技术特征与上述实施例方法公开的特征相同，在此不做赘述。
本申请提供一种空套齿噪音控制设备，空套齿噪音控制设备包括：至少一个处理器；以及，与至少一个处理器通信连接的存储器；其中，存储器存储有可被至少一个处理器执行的指令，指令被至少一个处理器执行，以使至少一个处理器能够执行上述实施例一中的空套齿噪音控制方法。
下面参考图8，其示出了适于用来实现本申请实施例的空套齿噪音控制设备的结构示意图。本申请实施例中的空套齿噪音控制设备可以包括但不限于诸如移动电话、笔记本电脑、数字广播接收器、PDA（Personal Digital Assistant：个人数字助理）、PAD（Portable Application Description：平板电脑）、PMP（Portable Media Player：便携式多媒体播放器）、车载终端（例如车载导航终端）等等的移动终端以及诸如数字TV、台式计算机等等的固定终端。图8示出的空套齿噪音控制设备仅仅是一个示例，不应对本申请实施例的功能和使用范围带来任何限制。
如图8所示，空套齿噪音控制设备可以包括处理装置1001（例如中央处理器、图形处理器等），其可以根据存储在只读存储器（ROM：Read Only Memory）1002中的程序或者从存储装置1003加载到随机访问存储器（RAM：Random Access Memory）1004中的程序而执行各种适当的动作和处理。在RAM1004中，还存储有空套齿噪音控制设备操作所需的各种程序和数据。处理装置1001、ROM1002以及RAM1004通过总线1005彼此相连。输入/输出（I/O）接口1006也连接至总线。通常，以下系统可以连接至I/O接口1006：包括例如触摸屏、触摸板、键盘、鼠标、图像传感器、麦克风、加速度计、陀螺仪等的输入装置1007；包括例如液晶显示器（LCD：Liquid Crystal Display）、扬声器、振动器等的输出装置1008；包括例如磁带、硬盘等的存储装置1003；以及通信装置1009。通信装置1009可以允许空套齿噪音控制设备与其他设备进行无线或有线通信以交换数据。虽然图中示出了具有各种系统的空套齿噪音控制设备，但是应理解的是，并不要求实施或具备所有示出的系统。可以替代地实施或具备更多或更少的系统。
根据本申请公开的实施例，上文参考流程图描述的过程可以被实现为计算机软件程序。例如，本申请公开的实施例包括一种计算机程序产品，其包括承载在计算机可读介质上的计算机程序，该计算机程序包含用于执行流程图所示的方法的程序代码。在这样的实施例中，该计算机程序可以通过通信装置从网络上被下载和安装，或者从存储装置1003被安装，或者从ROM1002被安装。在该计算机程序被处理装置1001执行时，执行本申请公开实施例的方法中限定的上述功能。
本申请提供的空套齿噪音控制设备，采用上述实施例中的空套齿噪音控制方法，能解决如何有效抑制空套齿噪音的技术问题。与现有技术相比，本申请提供的空套齿噪音控制设备的有益效果与上述实施例提供的空套齿噪音控制方法的有益效果相同，且该空套齿噪音控制设备中的其他技术特征与上一实施例方法公开的特征相同，在此不做赘述。
本申请公开的各部分可以用硬件、软件、固件或它们的组合来实现。在上述实施方式的描述中，具体特征、结构、材料或者特点可以在任何的一个或多个实施例或示例中以合适的方式结合。
以上所述，仅为本申请的具体实施方式，但本申请的保护范围并不局限于此，任何熟悉本技术领域的技术人员在本申请揭露的技术范围内，可轻易想到变化或替换，都应涵盖在本申请的保护范围之内。因此，本申请的保护范围应以所述权利要求的保护范围为准。
本申请提供一种计算机可读存储介质，具有存储在其上的计算机可读程序指令（即计算机程序），计算机可读程序指令用于执行上述实施例中的空套齿噪音控制方法。
本申请提供的计算机可读存储介质例如可以是U盘，但不限于电、磁、光、电磁、红外线、或半导体的系统、系统或器件，或者任意以上的组合。计算机可读存储介质的更具体地例子可以包括但不限于：具有一个或多个导线的电连接、便携式计算机磁盘、硬盘、随机访问存储器（RAM：Random Access Memory）、只读存储器（ROM：Read Only Memory）、可擦式可编程只读存储器（EPROM：Erasable Programmable Read Only Memory或闪存）、光纤、便携式紧凑磁盘只读存储器（CD-ROM：CD-Read Only Memory）、光存储器件、磁存储器件、或者上述的任意合适的组合。在本实施例中，计算机可读存储介质可以是任何包含或存储程序的有形介质，该程序可以被指令执行系统、系统或者器件使用或者与其结合使用。计算机可读存储介质上包含的程序代码可以用任何适当的介质传输，包括但不限于：电线、光缆、RF（Radio Frequency：射频）等等，或者上述的任意合适的组合。
上述计算机可读存储介质可以是空套齿噪音控制设备中所包含的；也可以是单独存在，而未装配入空套齿噪音控制设备中。
上述计算机可读存储介质承载有一个或者多个程序，当上述一个或者多个程序被空套齿噪音控制设备执行时，使得空套齿噪音控制设备：获取发动机当前请求扭矩和电机当前请求扭矩以及目标扭矩区域；根据所述发动机当前请求扭矩、所述电机当前请求扭矩以及所述目标扭矩区域确定空套齿噪音抑制功能是否需要激活；在所述空套齿噪音抑制功能激活时，调整电机当前实际扭矩，以实现空套齿噪音控制。
可以以一种或多种程序设计语言或其组合来编写用于执行本申请的操作的计算机程序代码，上述程序设计语言包括面向对象的程序设计语言—诸如Java、Smalltalk、C++，还包括常规的过程式程序设计语言—诸如“C”语言或类似的程序设计语言。程序代码可以完全地在用户计算机上执行、部分地在用户计算机上执行、作为一个独立的软件包执行、部分在用户计算机上部分在远程计算机上执行、或者完全在远程计算机或服务器上执行。在涉及远程计算机的情形中，远程计算机可以通过任意种类的网络——包括局域网（LAN：Local Area Network）或广域网（WAN：Wide Area Network）—连接到用户计算机，或者，可以连接到外部计算机（例如利用因特网服务提供商来通过因特网连接）。
附图中的流程图和框图，图示了按照本申请各种实施例的系统、方法和计算机程序产品的可能实现的体系架构、功能和操作。在这点上，流程图或框图中的每个方框可以代表一个模块、程序段、或代码的一部分，该模块、程序段、或代码的一部分包含一个或多个用于实现规定的逻辑功能的可执行指令。也应当注意，在有些作为替换的实现中，方框中所标注的功能也可以以不同于附图中所标注的顺序发生。例如，两个接连地表示的方框实际上可以基本并行地执行，它们有时也可以按相反的顺序执行，这依所涉及的功能而定。也要注意的是，框图和/或流程图中的每个方框、以及框图和/或流程图中的方框的组合，可以用执行规定的功能或操作的专用的基于硬件的系统来实现，或者可以用专用硬件与计算机指令的组合来实现。
描述于本申请实施例中所涉及到的模块可以通过软件的方式实现，也可以通过硬件的方式来实现。其中，模块的名称在某种情况下并不构成对该单元本身的限定。
本申请提供的可读存储介质为计算机可读存储介质，所述计算机可读存储介质存储有用于执行上述空套齿噪音控制方法的计算机可读程序指令（即计算机程序），能够解决如何有效抑制空套齿噪音的技术问题。与现有技术相比，本申请提供的计算机可读存储介质的有益效果与上述实施例提供的空套齿噪音控制方法的有益效果相同，在此不做赘述。
本申请还提供一种计算机程序产品，包括计算机程序，所述计算机程序被处理器执行时实现如上述的空套齿噪音控制方法的步骤。
本申请提供的计算机程序产品能够解决如何有效抑制空套齿噪音的技术问题。与现有技术相比，本申请提供的计算机程序产品的有益效果与上述实施例提供的空套齿噪音控制方法的有益效果相同，在此不做赘述。
以上所述仅为本申请的部分实施例，并非因此限制本申请的专利范围，凡是在本申请的技术构思下，利用本申请说明书及附图内容所作的等效结构变换，或直接/间接运用在其他相关的技术领域均包括在本申请的专利保护范围内。

Claims (12)

  1. 一种空套齿噪音控制方法，其中，所述方法包括：
    获取发动机当前请求扭矩和电机当前请求扭矩以及目标扭矩区域；
    根据所述发动机当前请求扭矩、所述电机当前请求扭矩以及所述目标扭矩区域确定空套齿噪音抑制功能是否需要激活；
    在所述空套齿噪音抑制功能激活时，调整电机当前实际扭矩，以实现空套齿噪音控制。
  2. 如权利要求1所述的方法，其中，所述获取发动机当前请求扭矩和电机当前请求扭矩以及目标扭矩区域，包括：
    获取车辆的驾驶需求功率和充放电功率；
    根据所述驾驶需求功率和所述充放电功率确定发动机当前请求扭矩和电机当前请求扭矩；
    对车辆进行实车测试，得到目标扭矩区域。
  3. 如权利要求2所述的方法，其中，所述对车辆进行实车测试，得到目标扭矩区域，包括：
    控制车辆在不同车速下行驶，并在产生空套齿异响时，对电机请求扭矩进行采集，得到多组电机请求扭矩；
    根据多组所述电机请求扭矩确定目标扭矩区域。
  4. 如权利要求1所述的方法，其中，所述根据所述发动机当前请求扭矩、所述电机当前请求扭矩以及所述目标扭矩区域确定空套齿噪音抑制功能是否需要激活，包括：
    根据所述发动机当前请求扭矩确定空套齿异响扭矩边界；
    根据所述空套齿异响扭矩边界、所述电机当前请求扭矩以及所述目标扭矩区域确定空套齿噪音抑制功能是否需要激活。
  5. 如权利要求3所述的方法，其中，所述根据所述空套齿异响扭矩边界、所述电机当前请求扭矩以及所述目标扭矩区域确定空套齿噪音抑制功能是否需要激活，包括：
    获取发动机当前实际扭矩，并将所述发动机当前实际扭矩与所述空套齿异响扭矩边界进行比较，得到第一比较结果；
    将所述电机当前请求扭矩与所述目标扭矩区域进行比较，得到第二比较结果；
    根据所述第一比较结果和所述第二比较结果确定空套齿噪音抑制功能是否需要激活。
  6. 如权利要求5所述的方法，其中，所述根据所述第一比较结果和所述第二比较结果确定空套齿噪音抑制功能是否需要激活，包括：
    在所述第一比较结果为发动机当前实际扭矩大于所述空套齿异响扭矩边界且所述第二比较结果为电机当前请求扭矩位于所述目标扭矩区域内时，确定空套齿噪音抑制功能需要激活；
    在所述第一比较结果为发动机当前实际扭矩小于等于所述空套齿异响扭矩边界或所述第二比较结果为电机当前请求扭矩位于所述目标扭矩区域外时，确定空套齿噪音抑制功能不需要激活。
  7. 如权利要求5所述的方法，其中，所述获取发动机当前实际扭矩，并将所述发动机当前实际扭矩与所述空套齿异响扭矩边界进行比较，得到第一比较结果之前，所述方法还包括：
    获取车辆当前车速；
    在所述当前车速处于预设车速范围内时，执行所述获取发动机当前实际扭矩，并将所述发动机当前实际扭矩与所述空套齿异响扭矩边界进行比较，得到第一比较结果的步骤。
  8. 如权利要求1所述的方法，其中，所述在所述空套齿噪音抑制功能激活时，调整电机当前实际扭矩，以实现空套齿噪音控制，包括：
    在所述空套齿噪音抑制功能激活时，获取电机的扭矩带宽；
    根据所述电机的扭矩带宽调整电机当前实际扭矩，以实现空套齿噪音控制。
  9. 如权利要求8所述的方法，其中，所述在所述空套齿噪音抑制功能激活时，获取电机的扭矩带宽，包括：
    在所述空套齿噪音抑制功能激活时，获取车辆当前车速；
    根据所述车辆当前车速确定电机的正扭矩边界和负扭矩边界；
    根据所述正扭矩边界和所述负扭矩边界确定电机的扭矩带宽。
  10. 一种空套齿噪音控制装置，其中，所述空套齿噪音控制装置包括：
    获取模块，用于获取发动机当前请求扭矩和电机当前请求扭矩以及目标扭矩区域；
    确定模块，用于根据所述发动机当前请求扭矩、所述电机当前请求扭矩以及所述目标扭矩区域确定空套齿噪音抑制功能是否需要激活；
    控制模块，用于在所述空套齿噪音抑制功能激活时，调整电机当前实际扭矩，以实现空套齿噪音控制。
  11. 一种空套齿噪音控制设备，其中，所述空套齿噪音控制设备包括：存储器、处理器及存储在所述存储器上并可在所述处理器上运行的空套齿噪音控制程序，所述空套齿噪音控制程序被配置为实现如权利要求1至9中任一项所述的空套齿噪音控制方法。
  12. 一种存储介质，其中，所述存储介质上存储有空套齿噪音控制程序，所述空套齿噪音控制程序被处理器执行时实现如权利要求1至9中任一项所述的空套齿噪音控制方法。
PCT/CN2024/119811 2024-07-16 2024-09-19 空套齿噪音控制方法、装置、设备及存储介质 Pending WO2026016288A1 (zh)

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