Starting noise control method and system of hybrid electric vehicle and hybrid electric vehicle

Abstract

The invention discloses a starting noise control method and system of a hybrid electric vehicle and the hybrid electric vehicle, and relates to the technical field of vehicles. The method comprises the steps that relevant structure parameters of a hybrid engine are collected, and a thermodynamic simulation model of the hybrid engine is established and calibrated; different initial phase angles of the crankshaft are adjusted as input boundaries, and an engine cylinder pressure curve and torque fluctuation data are calculated; the method comprises the following steps: collecting parameter information of a hybrid engine, a dual mass flywheel and an all-in-one transmission, constructing a hybrid assembly dynamic model, and performing transient dynamic analysis and calibration to obtain a hybrid assembly transient dynamic model; adjusting the initial phase angle of the crankshaft, calculating the fluctuation of the output torque of the engine and the surface vibration amplitude of the junction surface of the gearbox to obtain the optimal initial phase angle, and calibrating and controlling the crankshaft to stop at the optimal initial phase angle when the hybrid engine flames out. The technical problem that in the prior art, when a hybrid engine is started, the abnormal sound phenomenon exists can be solved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and in particular to a method and system for controlling starting noise of a hybrid electric vehicle and the hybrid electric vehicle. Background Art

[0002] Hybrid powertrain engine NVH (Non-Vibration Harshness) development technology is a key technology for improving overall vehicle quality and a key barrier to competitive differentiation for hybrid vehicles. Its core approach is to achieve seamless switching between the hybrid engine and electric motor through electronic control system optimization, coordinated power source control, and NVH management. This transforms complex technical logic into a user-perceived "Non-Vibration Harshness" experience, enhancing driving smoothness, quietness, and comfort.

[0003] Due to the high efficiency requirements of hybrid engines, the engine compression ratio is relatively high. During the motor-driven engine startup process, the engine cylinder pressure is high and the torque fluctuation is large. The transient impact of the powertrain output shaft causes double-sided impact in the meshing of the transmission gear pairs, resulting in jitter and abnormal noise. At the same time, the coupling of the powertrain's rigid body modes (such as pitch and torsional modes) with the system's excitation frequency also generates structure-borne noise, which leads to the presence of abnormal noise when the hybrid engine starts. Summary of the Invention

[0004] In view of the deficiencies in the prior art, the present invention aims to provide a method and system for controlling the starting noise of a hybrid vehicle, and a hybrid vehicle, aiming to solve the technical problem in the prior art of abnormal noise when the hybrid engine is started.

[0005] A first aspect of the present invention is to provide a method for controlling startup noise of a hybrid electric vehicle, the method comprising:

[0006] Collect relevant structural parameters of the hybrid engine, establish a hybrid engine thermodynamic simulation model, test various performances of the hybrid engine under preset operating conditions, and calibrate the hybrid engine thermodynamic simulation model;

[0007] Based on the hybrid engine thermodynamic simulation model, different initial crankshaft phase angles are adjusted as input boundaries to calculate the engine cylinder pressure curve and torque fluctuation data during the hybrid engine startup process;

[0008] Collecting parameter information of a hybrid engine, a dual-mass flywheel, and an all-in-one transmission to construct a hybrid assembly dynamics model, performing transient dynamics analysis and calibration on the hybrid assembly dynamics model using the engine cylinder pressure curve as an input boundary, and obtaining a hybrid assembly transient dynamics model;

[0009] gradually adjusting the initial phase angle of the crankshaft, and calculating the engine output torque fluctuation and the transmission interface surface vibration amplitude based on the hybrid engine thermodynamic simulation model and the hybrid assembly transient dynamics model;

[0010] The optimal initial phase angle is derived based on the engine output torque fluctuation and the vibration amplitude of the transmission interface. When the hybrid engine is shut down, the crankshaft is calibrated and controlled to stop at the optimal initial phase angle to reduce starting noise.

[0011] Compared with the prior art, the beneficial effects of the present invention are as follows: through the hybrid vehicle starting noise control method provided by the present invention, the cylinder pressure during hybrid engine starting is analyzed based on the hybrid engine thermodynamic simulation model, and combined with the hybrid assembly transient dynamic model simulation, the influence law of the initial positions of different crankshafts on the cylinder pressure fluctuation and the hybrid assembly surface vibration amplitude during the hybrid engine starting process is proposed, the initial phase angle of the crankshaft during hybrid engine starting is accurately determined, and closed-loop control is performed when the engine is turned off through the calibration means of the motor control unit and the hybrid vehicle controller, so that the crankshaft stops at the optimal initial phase angle, reducing the noise during the next start, thereby solving the technical problem of abnormal noise when the hybrid engine is started in the prior art.

[0012] According to one aspect of the above technical solution, the steps of collecting relevant structural parameters of a hybrid engine, establishing a hybrid engine thermodynamic simulation model, testing various performances of the hybrid engine under preset operating conditions, and calibrating the hybrid engine thermodynamic simulation model specifically include:

[0013] Collect relevant structural parameters of the hybrid engine, including cylinder diameter, stroke, connecting rod length, compression ratio, valve timing, and intake and exhaust port dimensions, and establish a hybrid engine thermodynamic simulation model for the hybrid engine using a one-dimensional thermodynamic model;

[0014] And under the preset working conditions, various performances of the hybrid engine are tested, and the thermodynamic simulation model of the hybrid engine is calibrated.

[0015] According to one aspect of the above technical solution, the steps of testing various performances of a hybrid engine under preset operating conditions and calibrating the hybrid engine thermodynamic simulation model specifically include:

[0016] Under preset operating conditions, including a reverse drag steady-state operating condition and an idle combustion steady-state operating condition, the in-cylinder pressure of the hybrid engine is tested and calibrated and compared with the hybrid engine thermodynamic simulation model to determine whether the calibration comparison results are consistent;

[0017] If yes, proceed to the next step;

[0018] If not, relevant parameters of the hybrid engine thermodynamic simulation model are adjusted until the calibration comparison results are consistent, wherein the relevant boundary parameters include intake pressure, temperature, exhaust back pressure, combustion model parameters, and heat transfer coefficient.

[0019] According to one aspect of the above technical solution, the steps of collecting parameter information of a hybrid engine, a dual-mass flywheel, and an all-in-one transmission, constructing a hybrid assembly dynamics model, performing transient dynamics analysis and calibration on the hybrid assembly dynamics model using the engine cylinder pressure curve as an input boundary, and obtaining the hybrid assembly transient dynamics model specifically include:

[0020] Collecting parameter information of the hybrid engine, dual-mass flywheel, and all-in-one transmission, including engine structural parameters, gear structural parameters, all-in-one transmission structural parameters, system mass, inertia, stiffness, and damping, to construct a hybrid assembly dynamics model;

[0021] The engine cylinder pressure curve is used as an input boundary, and a transient dynamic analysis and calibration is performed on the hybrid powertrain dynamic model to obtain a hybrid powertrain transient dynamic model.

[0022] According to one aspect of the above technical solution, the steps of performing transient dynamic analysis and calibration on the hybrid powertrain dynamics model using the engine cylinder pressure curve as an input boundary to obtain the hybrid powertrain transient dynamics model specifically include:

[0023] Using the engine cylinder pressure curve as the input boundary, a transient dynamic analysis is performed on the hybrid powertrain dynamics model to calculate engine output torque fluctuation, powertrain mount active end vibration, assembly surface structure vibration, and gear and spline knocking force. The data is then calibrated and compared with actual test data to determine whether the calibration comparison structure is consistent.

[0024] If so, the transient dynamics model of the hybrid system is obtained;

[0025] If not, adjust the parameter information until the calibration comparison results are consistent.

[0026] According to one aspect of the above technical solution, the step of gradually adjusting the initial phase angle of the crankshaft and calculating the engine output torque fluctuation and the transmission interface surface vibration amplitude based on the hybrid engine thermodynamic simulation model and the hybrid assembly transient dynamic model specifically includes:

[0027] Starting from an initial crankshaft phase angle of 0°, a preset progressive angle is used to calculate the engine output torque fluctuation and the transmission interface surface vibration amplitude based on the hybrid engine thermodynamic simulation model and the hybrid assembly transient dynamic model. The preset progressive angle is 8° to 12°.

[0028] According to one aspect of the above technical solution, the optimal initial phase angle is obtained based on the engine output torque fluctuation and the transmission interface surface vibration amplitude. When the hybrid engine is turned off, the crankshaft is calibrated and controlled to stop at the optimal initial phase angle to reduce the starting noise. The steps specifically include:

[0029] The optimal initial phase angle is obtained based on the engine output torque fluctuation and the gearbox interface surface vibration amplitude;

[0030] When the hybrid engine is turned off, the engine management system obtains the real-time position of the crankshaft through the crankshaft position sensor and sends it to the hybrid vehicle controller;

[0031] The hybrid vehicle controller obtains the target position of the crankshaft based on the optimal initial phase angle and the real-time position of the crankshaft, adjusts the motor torque, and performs closed-loop control on the crankshaft angle. When the target position is approaching, the torque is adjusted to zero to control the crankshaft stop position to reduce the noise at the next startup.

[0032] According to one aspect of the above technical solution, the method further includes:

[0033] Starting from an initial crankshaft phase angle of 0°, the angle is gradually increased from 8° to 12° to test the actual engine output torque fluctuation, the actual transmission interface surface vibration amplitude, and the near-field noise on the hybrid vehicle.

[0034] According to the engine output torque fluctuation and the gearbox joint surface vibration amplitude, the optimal area of ​​the initial phase angle is obtained;

[0035] Based on the actual engine output torque fluctuation, the actual transmission interface surface vibration amplitude and near-field noise, the optimal area is fine-tuned to obtain the optimal initial phase angle and determine the parameters for calibration control.

[0036] A second aspect of the present invention is to provide a hybrid vehicle starting noise control system, the hybrid vehicle starting noise control system being used to implement the hybrid vehicle starting noise control method described above, the system comprising:

[0037] A thermodynamic model building module is used to collect relevant structural parameters of the hybrid engine, establish a hybrid engine thermodynamic simulation model, test various performances of the hybrid engine under preset operating conditions, and calibrate the hybrid engine thermodynamic simulation model;

[0038] a thermodynamic model calibration module for adjusting different initial crankshaft phase angles as input boundaries based on the hybrid engine thermodynamic simulation model to calculate an engine cylinder pressure curve and torque fluctuation data during the hybrid engine startup process;

[0039] a dynamic model building module, configured to collect parameter information of a hybrid engine, a dual-mass flywheel, and an all-in-one transmission, build a hybrid assembly dynamic model, perform transient dynamic analysis and calibration on the hybrid assembly dynamic model using the engine cylinder pressure curve as an input boundary, and obtain a hybrid assembly transient dynamic model;

[0040] a vibration calculation module, configured to gradually adjust the initial phase angle of the crankshaft and calculate the engine output torque fluctuation and the transmission interface surface vibration amplitude based on the hybrid engine thermodynamic simulation model and the hybrid assembly transient dynamics model;

[0041] The phase adjustment module is used to obtain the optimal initial phase angle based on the engine output torque fluctuation and the vibration amplitude of the transmission interface surface. When the hybrid engine is turned off, the crankshaft is calibrated and controlled to stop at the optimal initial phase angle to reduce starting noise.

[0042] A third aspect of the present invention is to provide a hybrid vehicle, comprising the above-mentioned hybrid vehicle starting noise control system. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the following description of the embodiments with reference to the accompanying drawings, in which:

[0044] Figure 1 This is a flow chart of a method for controlling startup noise of a hybrid vehicle according to a first embodiment of the present invention;

[0045] Figure 2 This is a structural block diagram of a hybrid vehicle startup noise control system in a second embodiment of the present invention;

[0046] Component symbol description in the attached figure:

[0047] Thermodynamic model building module 100, thermodynamic model calibration module 200, dynamic model building module 300, vibration calculation module 400, phase adjustment module 500;

[0048] The following specific embodiments will further illustrate the present invention in conjunction with the above-mentioned drawings. DETAILED DESCRIPTION

[0049] To make the objectives, features, and advantages of the present invention more readily apparent, the following detailed description of specific embodiments of the present invention is provided in conjunction with the accompanying drawings. The accompanying drawings illustrate several embodiments of the present invention. However, the present invention may be implemented in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided to provide a more thorough and comprehensive understanding of the present invention.

[0050] Example 1

[0051] See also Figure 1 , which shows a method for controlling startup noise of a hybrid vehicle provided by a first embodiment of the present invention, the method comprises steps S10 to S14:

[0052] Step S10, collecting relevant structural parameters of the hybrid engine, establishing a hybrid engine thermodynamic simulation model, testing various performances of the hybrid engine under preset operating conditions, and calibrating the hybrid engine thermodynamic simulation model;

[0053] Specifically, relevant structural parameters of the hybrid engine are collected, including cylinder diameter, stroke, connecting rod length, compression ratio, valve timing, and intake and exhaust port dimensions, and a hybrid engine thermodynamic simulation model is established for the hybrid engine using a one-dimensional thermodynamic model;

[0054] Under preset operating conditions, including a reverse drag steady-state operating condition and an idle combustion steady-state operating condition, the in-cylinder pressure of the hybrid engine is tested and calibrated and compared with the hybrid engine thermodynamic simulation model to determine whether the calibration comparison results are consistent;

[0055] If yes, proceed to the next step;

[0056] If not, relevant parameters of the hybrid engine thermodynamic simulation model are adjusted until the calibration comparison results are consistent, wherein the relevant boundary parameters include intake pressure, temperature, exhaust back pressure, combustion model parameters, and heat transfer coefficient.

[0057] Step S11, based on the hybrid engine thermodynamic simulation model, adjusting different initial phase angles of the crankshaft as input boundaries, and calculating the engine cylinder pressure curve and torque fluctuation data of the hybrid engine during the startup process;

[0058] Step S12: collecting parameter information of the hybrid engine, the dual-mass flywheel, and the all-in-one transmission, constructing a hybrid assembly dynamics model, and performing transient dynamics analysis and calibration on the hybrid assembly dynamics model using the engine cylinder pressure curve as an input boundary to obtain a hybrid assembly transient dynamics model;

[0059] Specifically, parameter information of the hybrid engine, dual-mass flywheel, and all-in-one transmission is collected, including engine structural parameters, gear structural parameters, all-in-one transmission structural parameters, system mass, inertia, stiffness, and damping, to construct a hybrid assembly dynamics model;

[0060] Using the engine cylinder pressure curve as the input boundary, a transient dynamic analysis is performed on the hybrid powertrain dynamics model to calculate engine output torque fluctuation, powertrain mount active end vibration, assembly surface structure vibration, and gear and spline knocking force. The data is then calibrated and compared with actual test data to determine whether the calibration comparison structure is consistent.

[0061] If so, the transient dynamics model of the hybrid system is obtained;

[0062] If not, adjust the parameter information until the calibration comparison results are consistent.

[0063] Step S13, gradually and progressively adjusting the initial phase angle of the crankshaft, and calculating the engine output torque fluctuation and the gearbox interface surface vibration amplitude based on the hybrid engine thermodynamic simulation model and the hybrid assembly transient dynamics model;

[0064] Specifically, starting from an initial crankshaft phase angle of 0°, a preset progressive angle is used to calculate the engine output torque fluctuation and the transmission interface surface vibration amplitude based on the hybrid engine thermodynamic simulation model and the hybrid assembly transient dynamic model. The preset progressive angle is 8° to 12°.

[0065] In step S14, the optimal initial phase angle is obtained based on the engine output torque fluctuation and the transmission interface surface vibration amplitude. When the hybrid engine is turned off, the crankshaft is calibrated and controlled to stop at the optimal initial phase angle to reduce startup noise.

[0066] The optimal initial phase angle is obtained based on the engine output torque fluctuation and the gearbox interface surface vibration amplitude;

[0067] When the hybrid engine is turned off, the engine management system obtains the real-time position of the crankshaft through the crankshaft position sensor and sends it to the hybrid vehicle controller;

[0068] The hybrid vehicle controller obtains the target position of the crankshaft based on the optimal initial phase angle and the real-time position of the crankshaft, adjusts the motor torque, and performs closed-loop control on the crankshaft angle. When the target position is approaching, the torque is adjusted to zero to control the crankshaft stop position to reduce the noise at the next startup.

[0069] Among them, the hybrid vehicle controller adjusts the motor torque and performs closed-loop control of the crankshaft angle. When it is close to the target position, the torque is adjusted to zero, thereby accurately controlling the stopping position of the crankshaft, preparing for the optimal phase for the next start, and reducing problems such as starting vibration.

[0070] The method further comprises:

[0071] Starting from an initial crankshaft phase angle of 0°, the angle is gradually increased from 8° to 12° to test the actual engine output torque fluctuation, the actual transmission interface surface vibration amplitude, and the near-field noise on the hybrid vehicle.

[0072] According to the engine output torque fluctuation and the gearbox joint surface vibration amplitude, the optimal area of ​​the initial phase angle is obtained;

[0073] Based on actual engine output torque fluctuations, actual transmission interface surface vibration amplitudes, and near-field noise, the optimal region is fine-tuned to determine the optimal initial phase angle and the parameters used for calibration control. This ensures that the engine's vibration, noise, and other performance characteristics are optimized during actual operation.

[0074] It is important to note that by analyzing cylinder pressure during hybrid engine startup and combining it with a transient dynamics model simulation of the hybrid powertrain, we have proposed a method for determining the influence of different crankshaft initial positions on cylinder pressure fluctuations and hybrid powertrain surface vibration amplitude during hybrid engine startup. This method accurately determines the initial crankshaft position during hybrid engine startup. Furthermore, by calibrating the motor control unit and hybrid vehicle controller, closed-loop control is implemented during engine shutdown, ensuring that the hybrid engine crankshaft position is fixed and stopped at the optimal position. This method is universally applicable and does not increase costs.

[0075] Compared with the prior art, the hybrid vehicle starting noise control method shown in this embodiment analyzes the cylinder pressure during hybrid engine startup based on a hybrid engine thermodynamic simulation model, combined with a hybrid assembly transient dynamic model simulation. The method proposes the influence of different crankshaft initial positions on cylinder pressure fluctuations and hybrid assembly surface vibration amplitude during the hybrid engine startup process. The method accurately determines the initial crankshaft phase angle during hybrid engine startup, and through calibration of the motor control unit and hybrid vehicle controller, implements closed-loop control during engine shutdown to stop the crankshaft at the optimal initial phase angle, reducing noise during the next startup. This solves the technical problem of abnormal noise during hybrid engine startup in the prior art.

[0076] Example 2

[0077] See also Figure 2 , which shows a hybrid vehicle starting noise control system provided by a second embodiment of the present invention, the system includes:

[0078] Thermodynamic model building module 100 is used to collect relevant structural parameters of the hybrid engine, establish a hybrid engine thermodynamic simulation model, test various performances of the hybrid engine under preset operating conditions, and calibrate the hybrid engine thermodynamic simulation model;

[0079] a thermodynamic model calibration module 200 for adjusting different initial crankshaft phase angles as input boundaries based on the hybrid engine thermodynamic simulation model to calculate the engine cylinder pressure curve and torque fluctuation data during the hybrid engine startup process;

[0080] a dynamic model building module 300 for collecting parameter information of the hybrid engine, the dual-mass flywheel, and the all-in-one transmission, building a hybrid assembly dynamic model, and performing transient dynamic analysis and calibration on the hybrid assembly dynamic model using the engine cylinder pressure curve as an input boundary to obtain a hybrid assembly transient dynamic model;

[0081] a vibration calculation module 400 for gradually and progressively adjusting the initial phase angle of the crankshaft and calculating the engine output torque fluctuation and the transmission interface surface vibration amplitude based on the hybrid engine thermodynamic simulation model and the hybrid assembly transient dynamics model;

[0082] The phase adjustment module 500 is used to obtain the optimal initial phase angle based on the engine output torque fluctuation and the transmission interface surface vibration amplitude. When the hybrid engine is turned off, the crankshaft is calibrated and controlled to stop at the optimal initial phase angle to reduce startup noise.

[0083] Compared with the prior art, the hybrid vehicle starting noise control system shown in this embodiment analyzes cylinder pressure during hybrid engine startup based on a thermodynamic model construction and thermodynamic model calibration module, combined with hybrid assembly transient dynamic model simulation using a dynamic model construction module. The system proposes how different crankshaft initial positions influence cylinder pressure fluctuations and hybrid assembly surface vibration amplitude during hybrid engine startup. The system accurately determines the initial crankshaft phase angle during hybrid engine startup, and uses the motor control unit of the phase adjustment module and hybrid vehicle controller calibration methods to implement closed-loop control during engine shutdown, stopping the crankshaft at the optimal initial phase angle and reducing noise during the next startup.

[0084] Example 3

[0085] A third embodiment of the present invention provides a hybrid vehicle, comprising the hybrid vehicle starting noise control system according to the above embodiment.

[0086] The technical features of the above embodiments can be combined arbitrarily. In order to make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0087] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "examples," "specific examples," or "some examples" means that a specific feature, structure, material, or characteristic described in conjunction with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0088] The above-described embodiments merely illustrate several implementations of the present invention. While the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the present invention. It should be noted that a person skilled in the art would be able to make numerous modifications and improvements without departing from the spirit of the present invention, all of which fall within the scope of protection of the present invention. Therefore, the scope of protection of the present invention shall be determined by the appended claims.

Claims

1. A method for controlling startup noise of a hybrid electric vehicle, characterized in that: The method comprises: Collect relevant structural parameters of the hybrid engine, establish a hybrid engine thermodynamic simulation model, test various performances of the hybrid engine under preset operating conditions, and calibrate the hybrid engine thermodynamic simulation model; Based on the hybrid engine thermodynamic simulation model, different initial crankshaft phase angles are adjusted as input boundaries to calculate the engine cylinder pressure curve and torque fluctuation data during the hybrid engine startup process; Collecting parameter information of a hybrid engine, a dual-mass flywheel, and an all-in-one transmission to construct a hybrid assembly dynamics model, performing transient dynamics analysis and calibration on the hybrid assembly dynamics model using the engine cylinder pressure curve as an input boundary, and obtaining a hybrid assembly transient dynamics model; gradually adjusting the initial phase angle of the crankshaft, and calculating the engine output torque fluctuation and the transmission interface surface vibration amplitude based on the hybrid engine thermodynamic simulation model and the hybrid assembly transient dynamics model; The optimal initial phase angle is derived based on the engine output torque fluctuation and the vibration amplitude of the transmission interface. When the hybrid engine is shut down, the crankshaft is calibrated and controlled to stop at the optimal initial phase angle to reduce starting noise.

2. The method for controlling the startup noise of a hybrid vehicle according to claim 1, wherein: The steps of collecting relevant structural parameters of the hybrid engine, establishing a hybrid engine thermodynamic simulation model, testing various performances of the hybrid engine under preset operating conditions, and calibrating the hybrid engine thermodynamic simulation model specifically include: Collect relevant structural parameters of the hybrid engine, including cylinder diameter, stroke, connecting rod length, compression ratio, valve timing, and intake and exhaust port dimensions, and establish a hybrid engine thermodynamic simulation model for the hybrid engine using a one-dimensional thermodynamic model; And under the preset working conditions, various performances of the hybrid engine are tested, and the thermodynamic simulation model of the hybrid engine is calibrated.

3. The method for controlling the startup noise of a hybrid vehicle according to claim 2, wherein: The steps of testing various performances of the hybrid engine under preset operating conditions and calibrating the hybrid engine thermodynamic simulation model specifically include: Under preset operating conditions, including a reverse drag steady-state operating condition and an idle combustion steady-state operating condition, the in-cylinder pressure of the hybrid engine is tested and calibrated and compared with the hybrid engine thermodynamic simulation model to determine whether the calibration comparison results are consistent; If yes, proceed to the next step; If not, relevant parameters of the hybrid engine thermodynamic simulation model are adjusted until the calibration comparison results are consistent, wherein the relevant boundary parameters include intake pressure, temperature, exhaust back pressure, combustion model parameters, and heat transfer coefficient.

4. The method for controlling startup noise of a hybrid vehicle according to claim 1, wherein: The steps of collecting parameter information of a hybrid engine, a dual-mass flywheel, and an all-in-one transmission, constructing a hybrid assembly dynamic model, performing transient dynamic analysis and calibration on the hybrid assembly dynamic model using the engine cylinder pressure curve as an input boundary, and obtaining the hybrid assembly transient dynamic model specifically include: Collecting parameter information of the hybrid engine, dual-mass flywheel, and all-in-one transmission, including engine structural parameters, gear structural parameters, all-in-one transmission structural parameters, system mass, inertia, stiffness, and damping, to construct a hybrid assembly dynamics model; The engine cylinder pressure curve is used as an input boundary, and a transient dynamic analysis and calibration is performed on the hybrid powertrain dynamic model to obtain a hybrid powertrain transient dynamic model.

5. The method for controlling the startup noise of a hybrid vehicle according to claim 4, characterized in that: The step of performing transient dynamic analysis and calibration on the hybrid powertrain dynamic model using the engine cylinder pressure curve as an input boundary to obtain the hybrid powertrain transient dynamic model specifically includes: Using the engine cylinder pressure curve as the input boundary, a transient dynamic analysis is performed on the hybrid powertrain dynamics model to calculate engine output torque fluctuation, powertrain mount active end vibration, assembly surface structure vibration, and gear and spline knocking force. The data is then calibrated and compared with actual test data to determine whether the calibration comparison structure is consistent. If so, the transient dynamics model of the hybrid system is obtained; If not, adjust the parameter information until the calibration comparison results are consistent.

6. The method for controlling startup noise of a hybrid vehicle according to claim 1, wherein: The step of gradually adjusting the initial phase angle of the crankshaft and calculating the engine output torque fluctuation and the transmission interface surface vibration amplitude based on the hybrid engine thermodynamic simulation model and the hybrid assembly transient dynamic model specifically includes: Starting from an initial crankshaft phase angle of 0°, a preset progressive angle is used to calculate the engine output torque fluctuation and the transmission interface surface vibration amplitude based on the hybrid engine thermodynamic simulation model and the hybrid assembly transient dynamic model. The preset progressive angle is 8° to 12°.

7. The method for controlling startup noise of a hybrid vehicle according to claim 5, characterized in that: Based on the engine output torque fluctuation and the transmission interface surface vibration amplitude, the optimal initial phase angle is obtained. When the hybrid engine is turned off, the crankshaft is calibrated and controlled to stop at the optimal initial phase angle to reduce startup noise. The specific steps include: The optimal initial phase angle is obtained based on the engine output torque fluctuation and the gearbox interface surface vibration amplitude; When the hybrid engine is turned off, the engine management system obtains the real-time position of the crankshaft through the crankshaft position sensor and sends it to the hybrid vehicle controller; The hybrid vehicle controller obtains the target position of the crankshaft based on the optimal initial phase angle and the real-time position of the crankshaft, adjusts the motor torque, and performs closed-loop control on the crankshaft angle. When the target position is approaching, the torque is adjusted to zero to control the crankshaft stop position to reduce the noise at the next startup.

8. The method for controlling startup noise of a hybrid vehicle according to claim 7, wherein: The method further comprises: Starting from an initial crankshaft phase angle of 0°, the angle is gradually increased from 8° to 12° to test the actual engine output torque fluctuation, the actual transmission interface surface vibration amplitude, and the near-field noise on the hybrid vehicle. According to the engine output torque fluctuation and the gearbox joint surface vibration amplitude, the optimal area of ​​the initial phase angle is obtained; Based on the actual engine output torque fluctuation, the actual transmission interface surface vibration amplitude and near-field noise, the optimal area is fine-tuned to obtain the optimal initial phase angle and determine the parameters for calibration control.

9. A hybrid vehicle starting noise control system, characterized in that: The system is used to implement the hybrid vehicle startup noise control method according to any one of claims 1 to 8, and the system comprises: A thermodynamic model building module is used to collect relevant structural parameters of the hybrid engine, establish a hybrid engine thermodynamic simulation model, test various performances of the hybrid engine under preset operating conditions, and calibrate the hybrid engine thermodynamic simulation model; a thermodynamic model calibration module for adjusting different initial crankshaft phase angles as input boundaries based on the hybrid engine thermodynamic simulation model to calculate an engine cylinder pressure curve and torque fluctuation data during the hybrid engine startup process; a dynamic model building module, configured to collect parameter information of a hybrid engine, a dual-mass flywheel, and an all-in-one transmission, build a hybrid assembly dynamic model, perform transient dynamic analysis and calibration on the hybrid assembly dynamic model using the engine cylinder pressure curve as an input boundary, and obtain a hybrid assembly transient dynamic model; a vibration calculation module, configured to gradually adjust the initial phase angle of the crankshaft and calculate the engine output torque fluctuation and the transmission interface surface vibration amplitude based on the hybrid engine thermodynamic simulation model and the hybrid assembly transient dynamics model; The phase adjustment module is used to obtain the optimal initial phase angle based on the engine output torque fluctuation and the vibration amplitude of the transmission interface surface. When the hybrid engine is turned off, the crankshaft is calibrated and controlled to stop at the optimal initial phase angle to reduce starting noise.

10. A hybrid vehicle, characterized in that: The hybrid vehicle includes the hybrid vehicle starting noise control system according to claim 9 .

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