A resonance avoidance method, a resonance avoidance device, a storage medium, a controller and a vehicle

Abstract

The embodiment of the application discloses a resonance avoidance method, a vibration avoidance device, a storage medium, a controller and a vehicle; the root cause of a fault is distinguished by identifying abnormal speed fluctuation and combining misfire signals and oxygen sensor signals; when potential resonance or resonance has occurred, speed or torque adjustment is adopted to realize resonance avoidance, and thus the vibration noise comprehensive index NVH (Noise Vibration Harshness) of the system is improved; in addition, the method and product embodiments of the application give optional solutions for misfire and resonance avoidance, which are beneficial to upgrading of system functions in combination with an existing vehicle control unit VCU (Vehicle Control Unit), an engine management system EMS (Engine Management System), a motor controller, a misfire controller and the like, and the avoidance of resonance and the improvement of management efficiency are realized on the basis of original hardware.

Description

Technical Field

[0001] This invention belongs to the field of intelligent vehicle technology, and particularly relates to a resonance avoidance method, vibration damping device, storage medium, controller and vehicle. Background Technology

[0002] Extended-range hybrid vehicles (ERHVs) are becoming increasingly popular; for example... Figure 1 As shown, the most common topology is the direct connection between the engine output shaft and the generator. This design requires a very strong engine output shaft and necessitates the use of a torsional damper to cushion the impact and reduce noise and vibration.

[0003] like Figure 2 As shown, a torsional damper uses its spring structure to reduce the torsional stiffness at the beginning of the transmission system, thereby reducing a certain natural frequency of the transmission system's torsional system and changing the system's natural mode shape, enabling it to avoid vibrations caused by the excitation of the engine's main torque harmonic. However, in practice, due to the need to consider the durability of the output shaft, the resonance region cannot always be optimized to a non-standard speed range, such as 300~500 rpm.

[0004] For systems where the resonance speed is in the low-speed range of the engine (such as 1500~2000rpm), if the engine operating in this range experiences occasional torque fluctuations, it will cause the entire transmission system to resonate, which in turn will cause the engine speed to fluctuate significantly. The amplitude may exceed ±150rpm, resulting in a deterioration of the vehicle's overall vibration and noise (NVH) index.

[0005] At the same time, such as Figure 3 As shown, due to fluctuations in engine speed, the engine misfire signal Lutsk also increases accordingly, which may lead to a risk of misfire misjudgment. Summary of the Invention

[0006] This invention discloses a resonance avoidance method, including a first identification step, a second discrimination step, and a third avoidance step; wherein, the first identification step acquires a first misfire signal of the engine, which is used to indirectly characterize the fluctuation of the engine speed n; if the first misfire signal is greater than a preset first roughness threshold in N consecutive combustions of the engine, then proceed to the second discrimination step, where N is a positive integer.

[0007] Further, the second discrimination step obtains a second air-fuel ratio signal λ, which is obtained based on the oxygen sensor signal. If the second air-fuel ratio signal λ is greater than a preset second misfire air-fuel ratio threshold, then the third avoidance step is initiated.

[0008] Specifically, the third avoidance step can be achieved by adjusting the target engine speed to move the engine away from the current speed n or the speed range, thereby avoiding mechanical resonance.

[0009] Furthermore, the first identification step can improve the distinguishability of the identification process by obtaining the first operational roughness Luts(k) by modifying the first misfire signal; and use the first operational roughness Luts(k) to replace the first misfire signal to adjust the execution of avoidance measures; if the first operational roughness Luts(k) is greater than the preset second roughness threshold in N consecutive combustions of the engine, then proceed to the second discrimination step; the first operational roughness Luts(k) can be obtained by a preset processing procedure or laboratory calibration.

[0010] Specifically, its first operational roughness Luts(k) can be expressed by the following formula: [t*s(k+1)-t*s(k)-Tromp(k)] / [t*s(k)*s(k)*s(k)] yields the result. Tromp(k) is a dynamic compensation term; this dynamic compensation term deducts the contribution of the segmented time variation in the dynamic process to the misfire signal; since the engine speed n is proportional to the reciprocal of the segmented time (1 / t*s), the reciprocal square difference of the segmented time is used to characterize the roughness of the engine operation.

[0011] Furthermore, the second discrimination step can correct the second air-fuel ratio signal λ to obtain the second discrimination parameter lambda, such that: lambda = λ + fuel correction compensation - target air-fuel ratio.

[0012] Further, the second discrimination parameter lambda is filtered to obtain the third discrimination parameter lambdafil; the third discrimination parameter lambdafil is used to replace the second air-fuel ratio signal λ; if the third discrimination parameter lambdafil is less than or equal to the third misfire air-fuel ratio threshold, then the third avoidance step is entered.

[0013] Specifically, the third avoidance step can be achieved by increasing the engine speed n or bringing it to a preset third avoidance speed, thereby causing the engine to leave the current speed n or speed range; wherein, the third misfire air-fuel ratio threshold can be selected as 1.08.

[0014] Furthermore, the method of the present invention may also include a fourth auxiliary step; wherein, if the third discrimination parameter lambdafil is greater than the third misfire air-fuel ratio threshold, the misfire count value of the engine is updated; furthermore, the fourth auxiliary step compares the misfire count value with a preset fourth misfire fault count threshold, and if the misfire count value is equal to or greater than the fourth misfire fault count threshold, misfire fault information or fault code is reported or output.

[0015] Furthermore, the method of the present invention may also include a fifth optimization step; and replace the third avoidance step with the fifth optimization step, adopting different avoidance actions to avoid the occurrence of resonance or reduce the harm of resonance; the fifth optimization step improves the engine's noise vibration and acoustic roughness index NVH by adjusting the engine's target torque.

[0016] Specifically, the engine can operate in a first speed operating range; the engine has a resonant speed in this first speed operating range; when the engine is operating at the resonant speed, the torsional damper resonates or occasionally resonates.

[0017] Furthermore, this embodiment of the invention also discloses a vibration damping device, including a first identification unit, a second discrimination unit, and a third avoidance unit; wherein, the first identification unit acquires a first misfire signal of the engine, the first misfire signal is used to indirectly characterize the fluctuation of the engine speed n, and if the first misfire signal is greater than a preset first roughness threshold in N consecutive combustions of the engine, the execution or operation of the second discrimination unit is initiated or triggered.

[0018] Furthermore, the second discrimination unit acquires a second air-fuel ratio signal λ, which is obtained based on the oxygen sensor signal. If the second air-fuel ratio signal λ is greater than a preset second misfire air-fuel ratio threshold, the execution or operation of the third avoidance unit is initiated or triggered.

[0019] Specifically, the third avoidance unit can adjust the engine's target speed to make the engine move away from the current speed n or speed range, thus avoiding mechanical resonance.

[0020] Furthermore, the first identification unit can obtain a first operational roughness Luts(k) by modifying the first misfire signal; and use the first operational roughness Luts(k) to replace the first misfire signal to adjust the execution of avoidance measures; if the first operational roughness Luts(k) is greater than a preset second roughness threshold in N consecutive combustions of the engine, the execution or operation of the second discrimination unit is started or triggered; the first operational roughness Luts(k) can be obtained by a preset processing procedure or laboratory calibration.

[0021] Specifically, the first operational roughness Luts(k) can be obtained by the formula: [t*s(k+1)-t*s(k)-Tromp(k)] / [t* s(k)*s(k)], where Tromp(k) is a dynamic compensation term; this dynamic compensation term deducts the contribution of the segmented time variation in the dynamic process to the misfire signal; since the engine speed n is proportional to the reciprocal of the segmented time (1 / t*s), the reciprocal square difference of the segmented time can be used to characterize the roughness of engine operation.

[0022] Furthermore, the second discrimination unit can correct the second air-fuel ratio signal λ to obtain the second discrimination parameter lambda, such that: lambda = λ + fuel correction compensation - target air-fuel ratio.

[0023] Specifically, the second discrimination parameter lambda can be filtered to obtain the third discrimination parameter lambdafil; and the third discrimination parameter lambdafil can replace the second air-fuel ratio signal λ; if the third discrimination parameter lambdafil is less than or equal to the third misfire air-fuel ratio threshold, the execution or operation of the third avoidance unit is initiated or triggered.

[0024] Specifically, the third avoidance unit can make the engine leave the current speed n or speed range by increasing the engine speed n or reaching a preset third avoidance speed; wherein, the third misfire air-fuel ratio threshold can be selected as 1.08.

[0025] Furthermore, the vibration damping device of the present invention may also include a fourth auxiliary unit; wherein, if the third discrimination parameter lambdafil is greater than the third misfire air-fuel ratio threshold, the misfire count value of the engine is updated; the fourth auxiliary unit compares the misfire count value with a preset fourth misfire fault number threshold, and if the misfire count value is equal to or greater than the fourth misfire fault number threshold, it reports or outputs misfire fault information or fault code.

[0026] Furthermore, the vibration damping device of the present invention may also include a fifth optimization unit; the fifth optimization unit may replace the third avoidance unit and perform the corresponding avoidance action.

[0027] Specifically, the fifth optimization unit can adjust the engine's target torque to improve the engine's noise, vibration, and harshness (NVH) index.

[0028] Here, if the engine is operating in the first speed range, and the engine has a resonant speed in this first speed range, when the engine is operating at the resonant speed, the torsional damper resonates or occasionally resonates. The vibration damping device disclosed in this invention can avoid the occurrence of the corresponding harmful process by performing the above-mentioned operation.

[0029] Furthermore, embodiments of the present invention also disclose a computer storage medium, including a storage medium body for storing a computer program; when the computer program is executed by a microprocessor, it can implement any of the resonance avoidance methods disclosed above.

[0030] Furthermore, embodiments of the present invention also disclose a controller, including any of the vibration damping devices described above; and / or the storage medium described above; and / or implementing any of the resonance avoidance methods described above.

[0031] Similarly, embodiments of the present invention also disclose a vehicle, including any of the above-mentioned shock absorption devices; and / or the above-mentioned storage medium; and / or the above-mentioned controller; wherein the above-mentioned controller may be at least one of the following: vehicle control unit (VCU), engine management system (EMS), motor controller, and misfire controller.

[0032] The method and product of this invention can promptly identify occasional resonances and change the engine's target speed via the VCU to avoid the resonance frequency point. After a certain period, the speed is then adjusted back to normal. For range-extended vehicles, the change in engine speed does not affect vehicle operation, thus successfully solving the NVH problems caused by resonance and the problem of misfire.

[0033] The first identification step is mainly used to identify speed fluctuations. It utilizes the existing misfire signal Lutsk in the system. Its working principle is as follows: when a misfire occurs, the engine torque suddenly drops, causing a change in the engine angular acceleration. The change in angular acceleration is proportional to the square difference of the speed: [n(k)]* [n(k)]-[n(k+1)]* [n(k+1)]. Therefore, the square difference of the speed can be used to represent the roughness level of the engine operation.

[0034] Since the engine speed n is proportional to the reciprocal of the time interval 1 / ts, the roughness Lutsk of the engine operation can be represented by the difference of the squares of the reciprocals of the time intervals. After deformation, Lutsk can be expressed as: [t*s(k+1)-t*s(k)-Tromp(k)] / [t* s(k)* s(k)*s(k)]; Tromp(k) is a dynamic compensation, which deducts the contribution of the segmented time changes in a dynamic process (such as smooth acceleration or deceleration) to Lutsk. The value of Lutsk represents the roughness of the engine. When the engine burns several times in a row and the value is greater than the threshold, the system considers that the engine speed has fluctuated greatly, which may be due to resonance or misfire.

[0035] Furthermore, the second discrimination step distinguishes whether it is a real misfire; if the speed fluctuation is caused by misfire, relevant regulations require the system to report a misfire fault. Therefore, when the Lutsk signal exceeds the threshold, it must first be confirmed whether the speed fluctuation is caused by engine misfire.

[0036] Specifically, when a real misfire occurs, due to incomplete combustion, the air-fuel ratio signal obtained from the oxygen sensor will inevitably be lean, so the system can use this to determine whether it is a real misfire. Since the EMS system itself has fuel correction, the actual air-fuel ratio signal λ obtained from the oxygen sensor cannot directly represent whether the system is lean. At the same time, special operating conditions where the target air-fuel ratio is not equal to 1 must be considered (such as the enrichment protection condition of components, etc.). Therefore, λ needs to be processed before it can be used to determine whether it is lean.

[0037] The air-fuel ratio signal lambda is defined as follows: lambda = λ + fuel correction compensation - target air-fuel ratio; Subsequently, the air-fuel ratio signal lambda needs to be filtered to obtain lambdafil.

[0038] Furthermore, the third avoidance step is used to identify resonance and adjust the target rotational speed.

[0039] Since the existing EMS system can obtain the above two signals with only minor modifications, when the engine is running in the resonance speed range (different ranges can be set according to different system requirements), the misfire signal Lutsk is used to determine whether there is a speed fluctuation. If the misfire signal increases and continuously exceeds the threshold, it indicates that there is a large speed fluctuation.

[0040] Meanwhile, the system determines whether a misfire is real by checking whether the air-fuel ratio signal lambdafil is lean. If lambdafil is greater than a threshold (e.g., 1.08), it is considered a real misfire, which is unrelated to resonance, and the system continues to operate under normal conditions. Here, the invention introduces a fourth auxiliary step and a fifth optimization step to improve the system's functionality.

[0041] Specifically, if lambdafil is less than the threshold, it can be determined that the engine combustion is normal and the speed fluctuation is caused by resonance. At this time, the VCU or related controller can increase the target speed of the engine so that the engine does not operate in the resonance range, thereby avoiding such occasional resonance during engine operation, improving vehicle NVH, and avoiding false misfire faults.

[0042] The products disclosed in the embodiments of this invention include vibration damping devices, controllers, and vehicles; the principles of their resonance identification, discrimination, and avoidance processes are similar; therefore, they will not be described in detail here.

[0043] In summary, the solution disclosed in this embodiment of the invention utilizes the existing misfire signal and oxygen sensor signal of the system to solve the resonance problem of the vehicle's torsional damper, thereby improving the vehicle's NVH performance; at the same time, it also avoids the system from falsely reporting engine misfire; specifically, it includes the following beneficial effects: on the one hand, the method of this invention can be implemented on the basis of existing hardware through software upgrades, which is more efficient.

[0044] On the other hand, the implementation of the method of the present invention does not require verification of the stiffness of the torsional damper, thus taking into account both system durability and reliability.

[0045] For example, when optimizing the stiffness of a torsional damping structure, related technologies need to adjust the resonance speed to a non-standard operating range to avoid resonance. However, after modifying the stiffness of the torsional damper, it takes a long time to verify the durability of the engine output shaft. The test results may not be able to simultaneously meet the requirements of durability and resonance indicators.

[0046] Thirdly, the method of the present invention requires minimal modification to the engine operation and has high accuracy in identifying resonance conditions; moreover, the speed is adjusted only when resonance actually occurs, resulting in less disturbance to the vehicle's fuel consumption, emissions, and other indicators.

[0047] It should be noted that the terms "first," "second," and similar terms used in this article are merely for describing the constituent elements of the technical solution and do not constitute a limitation on the technical solution, nor should they be interpreted as an indication or implication of the importance of the corresponding elements; elements with terms such as "first," "second," or similar terms indicate that at least one of the elements is included in the corresponding technical solution. Attached Figure Description

[0048] To more clearly illustrate the technical solution of the present invention and facilitate a further understanding of its technical effects, features, and objectives, the present invention will be described in detail below with reference to the accompanying drawings. The drawings constitute an essential part of the specification and are used together with Embodiment 1 of the present invention to illustrate the technical solution of the present invention, but do not constitute a limitation on the present invention.

[0049] The same reference numerals in the attached diagrams represent the same parts, specifically: Figure 1 This is a schematic diagram of a direct connection between an engine and a generator.

[0050] Figure 2 This is a schematic diagram of the structure of a torsional vibration damper.

[0051] Figure 3 Examples are given for the resonance characteristics of engine speed, air-fuel ratio, and misfire signal.

[0052] Figure 4 This is a schematic diagram of the process for implementing the method and product of the present invention. Figure 1.

[0053] Figure 5 This is a schematic diagram of the process for implementing the method and product of the present invention. Figure 2 .

[0054] Figure 6 This is a schematic diagram of the product composition structure of the present invention. Figure 1 .

[0055] Figure 7 This is a schematic diagram of the product composition structure of the present invention. Figure 2 .

[0056] Figure 8 This is a schematic diagram of the product composition structure of the present invention. Figure 3 .

[0057] Figure 9 This is a schematic diagram of the product composition structure of the present invention. Figure 4 .

[0058] in: 100 - First identification step; 102 - Second roughness threshold; 111 - First fire signal; 200 - Second discrimination step; 202 - Second misfire air-fuel ratio threshold; 203 - Third misfire air-fuel ratio threshold; 222 - Second air-fuel ratio signal λ; 234 - Second discriminant parameter lambda; 300 - Third evasion step; 333 - Target speed; 400 - Fourth auxiliary step; 404 - Threshold for the number of fourth fire faults; 444 - Fire count value; 500 - Fifth optimization step; 555 - Target torque; 701 - First Identification Unit 702 - Second Discriminant Unit; 703 - Third Evasion Unit; 704 - Fourth Auxiliary Unit; 705 - Fifth Optimization Unit; 801 - First speed operating condition region (888) first boundary; 802 - Second boundary of the first speed operating condition region (888); 810 - (Engine) speed n; 811 - Rotational speed at resonance; 820 - Third discriminant parameter lambdafil; The third discriminant parameter, lambdafil, at 821-resonance; 830 - First operational roughness Luts(k); 831 - The misfire signal at resonance or the first operating roughness Luts(k) at resonance; 888 - First speed operating range (888); 900 - Vehicles; 901 - Controller; 903 - Storage Media; 907 - Vibration damping device; 910 - Transmission System; 911-engine; 912 - Torsional vibration damper; 913 - Clutch; 914 - Generator; 915 - Drive motor; 916 - Differential; 922 - Vibration damping spring. Detailed Implementation

[0059] The present invention will be further described in detail below with reference to the accompanying drawings and embodiments. Of course, the specific embodiments described below are merely illustrative of the technical solutions of the present invention, and not intended to limit the invention. Furthermore, the parts described in the embodiments or drawings are merely illustrative examples of relevant parts of the present invention, and not the entirety of the invention.

[0060] like Figure 1 , Figure 4 , Figure 5 The resonance avoidance method shown includes a first identification step 100, a second discrimination step 200, and a third avoidance step 300; wherein, the first identification step 100 acquires a first misfire signal 111 of the engine 911, the first misfire signal 111 being used to indirectly characterize the engine speed n of the engine 911, i.e. Figure 3 If the first misfire signal 111 is greater than the preset first roughness threshold 101 in N consecutive combustions of engine 911, then proceed to the second discrimination step 200, where N is a positive integer.

[0061] Further, in the second discrimination step 200, a second air-fuel ratio signal λ222 is obtained. The second air-fuel ratio signal λ222 is obtained based on the oxygen sensor signal. If the second air-fuel ratio signal λ222 is greater than the preset second misfire air-fuel ratio threshold 202, then the third avoidance step 300 is entered.

[0062] Specifically, the third avoidance step 300 adjusts the target speed 333 of engine 911, causing engine 911 to move away from the current speed n, i.e. Figure 3 The speed range is 811 or 888, as shown, to avoid mechanical resonance.

[0063] Furthermore, the first identification step 100 can correct the first misfire signal 111 to obtain the first operational roughness Luts(k), that is, as follows: Figure 3 As shown in Figure 830; and the first misfire signal 111 is replaced by the first operational roughness Luts(k) to adjust the execution of avoidance measures.

[0064] If the first operational roughness Luts(k) is greater than the preset second roughness threshold 102 in N consecutive combustion cycles of engine 911, then proceed to the second discrimination step 200; the first operational roughness Luts(k) can be obtained by a preset processing procedure or laboratory calibration.

[0065] Specifically, the first operational roughness Luts(k) can be expressed by the following formula: [t*s(k+1)-t*s(k)-Tromp(k)] / [t*s(k)*s(k)*s(k)] yields the result. Tromp(k) is a dynamic compensation term; this dynamic compensation term deducts the contribution of the segmented time variation in the dynamic process to the misfire signal; since the speed n of engine 911 is proportional to the reciprocal of the segmented time (1 / t*s), the reciprocal square difference of the segmented time can be used to characterize the roughness of engine 911 operation. Specifically, Luts(k) can be obtained by the following process: 1) When the engine is running normally: M = W + I × dw / dt (where: M: driving torque, W: resistance torque, I: moment of inertia, dw / dt: angular acceleration); 2) When the engine is running stably, M=W, and the angular acceleration is zero. When a misfire occurs, the driving torque M disappears instantaneously, causing the engine speed to drop instantly, resulting in a negative angular acceleration: dw / dt=-(W / θ); 3) Therefore, we envision using angular acceleration to distinguish between stable engine operation and misfire, and make further derivations: Since the angular velocity w is proportional to the rotational speed n: dw / dt is proportional to dn / dt, and the time interval dt is proportional to dα / n (dα is the angle rotated in the time interval dt), substituting dt from the latter equation into the former equation, we can obtain: dw / dt is proportional to dn / (dα / n) and proportional to d(n^2) / dα; 4) Therefore, as long as the angle through which the engine rotates is divided into several "equal angle regions" dα (e.g., the engine rotates 720° of crankshaft angle in one working cycle, then dα = (720 / 4) degrees = 180 degrees for a 4-cylinder engine), then within a defined dα region, the angular acceleration dw / dt is proportional to the square difference of the rotational speed d(n^2). We call the dα region a "segmented window," and the time required to rotate through the dα region is called the "segmented time" ts, from which we can obtain n, which is proportional to 1 / (ts). Thus, the relationship between angular acceleration dw / dt and segmented time ts is established: dw / dt is proportional to n(k)*n(k)-n(k+1)*n(k+1), which is proportional to 1 / (ts(k)*ts(k))-1 / (ts(k+1)*ts(k+1)); approximately equal to (ts(k+1)-ts(k)) / (ts(k)*ts(k)*ts(k)). 5) Based on the above formula, we define the characteristic quantity "luts" of engine operating roughness using piecewise time: dw / dt is proportional to luts(k)=(ts(k+1)-ts(k)-tkomp(k)) / ( (ts(k)* ts(k)* ts(k)); 6) In the formula, tkomp(k) is the dynamic compensation for segmented time when the engine is accelerating (or decelerating) stably.

[0066] Specifically, the second discrimination step 200 corrects the second air-fuel ratio signal λ222 to obtain the second discrimination parameter lambda, which is parameter number 234; Wherein, lambda = λ + fuel correction compensation - target air-fuel ratio; both the fuel correction compensation and the target air-fuel ratio can be obtained from engine calibration or design parameters.

[0067] The second discrimination parameter lambda is filtered to obtain the third discrimination parameter lambdafil; then the third discrimination parameter lambdafil is used to replace the second air-fuel ratio signal λ222; if the third discrimination parameter lambdafil is less than or equal to the third misfire air-fuel ratio threshold 203, then the third avoidance step 300 is entered.

[0068] Specifically, the third avoidance step 300 can be achieved by increasing the engine speed n or reaching the preset third avoidance speed 303, so that the engine 911 can leave the current speed n or speed range 888; wherein, the third misfire air-fuel ratio threshold 203 can be selected as 1.08.

[0069] like Figure 5The resonance avoidance method disclosed in this embodiment further includes a fourth auxiliary step 400; wherein, if the third discrimination parameter lambdafil is greater than the third misfire air-fuel ratio threshold 203, the misfire count value 444 of the engine 911 is updated; Figure 3 As shown, in the fourth auxiliary step 400, the fire count value 444 is compared with the preset fourth fire fault count threshold 404. If the fire count value 444 is equal to or greater than the fourth fire fault count threshold 404, then the fire fault information or fault code is reported or output.

[0070] Furthermore, such as Figure 5 The resonance avoidance method also includes a fifth optimization step 500; the fifth optimization step 500 eliminates resonance by replacing the third avoidance step 300 with other avoidance actions.

[0071] Specifically, the fifth optimization step 500 improves the noise, vibration and harshness (NVH) index of the engine 911 by adjusting the target torque 555 of the engine 911.

[0072] Among them, such as Figure 3 As shown, when engine 911 operates in the first speed operating range 888, the first speed operating range 888 contains the resonant speed of engine 911; when engine 911 operates at the resonant speed, as... Figure 2 The torsional damper 912 shown may resonate or experience occasional resonance.

[0073] Furthermore, such as Figure 1 , Figure 6 The vibration damping device 907 shown includes a first identification unit 701, a second discrimination unit 702, and a third avoidance unit 703. The first identification unit 701 acquires a first misfire signal 111 of the engine 911. The first misfire signal 111 is used to indirectly characterize the fluctuation of the engine speed n of the engine 911. If the first misfire signal 111 is greater than a preset first roughness threshold 101 in N consecutive combustions of the engine 911, the execution or operation of the second discrimination unit 702 is initiated or triggered.

[0074] Furthermore, the second discrimination unit 702 acquires the second air-fuel ratio signal λ222, which is obtained based on the oxygen sensor signal. If the second air-fuel ratio signal λ222 is greater than the preset second misfire air-fuel ratio threshold 202, the execution or operation of the third avoidance unit 703 is initiated or triggered.

[0075] Specifically, the third avoidance unit 703 adjusts the target speed 333 of the engine 911 to make the engine 911 leave the current speed n or speed range, thus avoiding the occurrence of mechanical resonance.

[0076] Furthermore, its first identification unit 701 can modify the first misfire signal 111 to obtain the first operational roughness Luts(k); and replace the first misfire signal 111 with the first operational roughness Luts(k) to adjust the execution of avoidance measures.

[0077] If the first operational roughness Luts(k) is greater than the preset second roughness threshold 102 in all N consecutive combustions of the engine 911, then the execution or operation of the second discrimination unit 702 is initiated or triggered; wherein, the first operational roughness Luts(k) can be obtained by a preset processing procedure or laboratory calibration.

[0078] Specifically, the first operational roughness Luts(k) can be expressed by the following formula: The result is obtained by [t*s(k+1)-t*s(k)-Tromp(k)] / [t* s(k)*s(k)], where Tromp(k) is the dynamic compensation term.

[0079] Specifically, the dynamic compensation term deducts the contribution of the segmented time variation in the dynamic process to the misfire signal; since the rotational speed n of engine 911 is proportional to the reciprocal of the segmented time (1 / t*s), the roughness of engine 911 operation can be characterized by the reciprocal square difference of the segmented time.

[0080] Furthermore, the second discrimination unit 702 can correct the second air-fuel ratio signal λ222 to obtain the second discrimination parameter lambda, such that lambda = λ + fuel correction compensation - target air-fuel ratio.

[0081] Furthermore, the second discrimination parameter lambda can be filtered to obtain the third discrimination parameter lambdafil; and the third discrimination parameter lambdafil can replace the second air-fuel ratio signal λ222; if the third discrimination parameter lambdafil is less than or equal to the third misfire air-fuel ratio threshold 203, then the execution or operation of the third avoidance unit 703 is initiated or triggered.

[0082] Specifically, the third avoidance unit 703 can increase the engine speed n or reach the preset third avoidance speed 303 to make the engine 911 leave the current speed n or speed range 888; wherein, the third misfire air-fuel ratio threshold 203 can be selected as 1.08.

[0083] Furthermore, such as Figure 6The vibration damping device 907 shown may also include a fourth auxiliary unit 704; wherein, if the third discrimination parameter lambdafil is greater than the third misfire air-fuel ratio threshold 203, the misfire count value 444 of the engine 911 is updated; the fourth auxiliary unit 704 compares the misfire count value 444 with a preset fourth misfire fault count threshold 404, and if the misfire count value 444 is equal to or greater than the fourth misfire fault count threshold 404, the misfire fault information or fault code is reported or output.

[0084] Furthermore, such as Figure 6 The vibration damping device 907 shown may also include a fifth optimization unit 705; wherein the fifth optimization unit 705 replaces the third avoidance unit 703 and performs the corresponding avoidance action.

[0085] Specifically, the fifth optimization unit 705 adjusts the target torque 555 of the engine 911 to improve the noise, vibration and harshness (NVH) index of the engine 911; wherein the engine 911 can operate in the first speed operating range 888; the first speed operating range 888 has the resonant speed of the engine 911; when the engine 911 operates at the resonant speed, the torsional damper 912 may resonate or generate occasional resonance.

[0086] like Figure 7 , Figure 8 , Figure 9 The computer storage medium 903 includes a storage medium body for storing a computer program; wherein, when the computer program is executed by a microprocessor, it can implement any of the resonance avoidance methods described above.

[0087] Furthermore, such as Figure 7 , Figure 8 , Figure 9 The controller 901 may include any of the vibration damping devices 907 described above; and / or the storage medium 903 described above; and / or implement any of the resonance avoidance methods described above.

[0088] Furthermore, such as Figure 7 , Figure 8 , Figure 9 The vehicle 900 may include any of the above-mentioned shock absorbers 907; and / or the above-mentioned storage medium 903; and / or the above-mentioned controller 901; the controller 901 may be at least one of the following: vehicle control unit (VCU), engine control system (EMS), motor controller, and misfire controller.

[0089] The resonance avoidance method, vibration damping device, storage medium, controller, and vehicle disclosed in the above embodiments identify abnormal speed fluctuations and determine the root cause of the fault by combining misfire signals and oxygen sensor signals. When potential resonance or resonance has already occurred, resonance avoidance is achieved by adjusting the speed or torque, thereby improving the overall vibration and noise performance (NVH) of the system. In addition, the misfire and resonance avoidance methods provide optional solutions, which are conducive to upgrading the system functions by combining with existing vehicle control unit (VCU), engine management system (EMS), motor controller, misfire controller, etc., and achieving resonance avoidance and management efficiency improvement on the basis of existing hardware.

[0090] It should be noted that the above embodiments are only for more clearly illustrating the technical solution of the present invention. Those skilled in the art will understand that the implementation of the present invention is not limited to the above content. Any obvious changes, substitutions or replacements made based on the above content do not exceed the scope of the technical solution of the present invention. Other implementations will also fall within the scope of the present invention without departing from the concept of the present invention.

Claims

1. A resonance avoidance method, characterized in that, include: The steps are: first identification step (100), second discrimination step (200), and third avoidance step (300); wherein... The first identification step (100) acquires the first misfire signal (111) of the engine (911). The first misfire signal (111) is used to indirectly characterize the fluctuation of the engine (911) speed n (810). If the first misfire signal (111) is greater than the preset first roughness threshold (101) in N consecutive combustions of the engine (911), then proceed to the second discrimination step (200), where N is a positive integer. The first identification step (100) corrects the first misfire signal (111) to obtain the first operating roughness Luts(k) (830). The first operating roughness Luts(k) (830) is used to replace the first misfire signal (111) to adjust the execution of avoidance measures. The first operating roughness Luts(k) (830) is given by the formula: (ts(k+1)-ts(k)-tkomp(k)) / ( (ts(k)* ts(k)* ts(k) is obtained, where tromp(k) is the dynamic compensation term; and ts is the piecewise time. The second discrimination step (200) obtains the second air-fuel ratio signal λ (222), which is obtained based on the oxygen sensor signal. If the second air-fuel ratio signal λ (222) is greater than the preset second misfire air-fuel ratio threshold (202), then the third avoidance step (300) is entered. The third avoidance step (300) adjusts the target speed (333) of the engine (911) so that the engine (911) is removed from the current speed n (810) or speed range, thus avoiding the occurrence of mechanical resonance.

2. The resonance avoidance method as described in claim 1, wherein: If the first operational roughness Luts(k) (830) is greater than the preset second roughness threshold (102) in all N consecutive combustions of the engine (911), then proceed to the second discrimination step (200).

3. The resonance avoidance method as described in claim 2, wherein: The dynamic compensation term deducts the contribution of the segmented time variation in the dynamic process to the fire signal; the rotational speed n (810) of the engine (911) is proportional to the reciprocal of the segmented time (1 / ts), and the square difference of the reciprocal of the segmented time is used to characterize the roughness of the engine (911) operation; the angular acceleration dw / dt and the segmented time ts satisfy: dw / dt is proportional to n(k)* n(k)-n(k+1)* n(k+1), and proportional to 1 / (ts(k)*ts(k))-1 / (ts(k+1)* ts(k+1)).

4. The resonance avoidance method as described in any one of claims 1, 2, or 3, wherein: The second discrimination step (200) corrects the second air-fuel ratio signal λ (222) to obtain the second discrimination parameter lambda (234); such that: lambda = λ + fuel correction compensation - target air-fuel ratio; the second discrimination parameter lambda (234) is filtered to obtain the third discrimination parameter lambdafil (820); the second air-fuel ratio signal λ (222) is replaced by the third discrimination parameter lambdafil (820); if the third discrimination parameter lambdafil (820) is less than or equal to the third misfire air-fuel ratio threshold (203), then the third avoidance step (300) is entered.

5. The resonance avoidance method as described in claim 4, wherein: The third avoidance step (300) increases the speed n (810) of the engine (911) or reaches the preset third avoidance speed (303) so that the engine (911) is removed from the current speed n (810) or speed range; the third misfire air-fuel ratio threshold (203) is 1.

08.

6. The resonance avoidance method as described in claim 4, further comprising a fourth auxiliary step (400); wherein: If the third discrimination parameter lambdafil (820) is greater than the third misfire air-fuel ratio threshold (203), then the misfire count value (444) of the engine (911) is updated. The fourth auxiliary step (400) compares the fire count value (444) with the preset fourth fire fault count threshold (404). If the fire count value (444) is equal to or greater than the fourth fire fault count threshold (404), then the fire fault information or fault code is reported or output.

7. The resonance avoidance method as described in any one of claims 1, 2, 3, 5 or 6, further comprising a fifth optimization step (500). The fifth optimization step (500) replaces the avoidance action of the third avoidance step (300), and the fifth optimization step (500) adjusts the target torque (555) of the engine (911) to improve the noise, vibration and acoustic roughness index (NVH) of the engine (911).

8. The resonance avoidance method as described in any one of claims 1, 2, 3, 5, or 6, wherein: The engine (911) operates in a first speed operating range (888); the first speed operating range (888) contains the resonant speed of the engine (911); when the engine (911) operates at the resonant speed, the torsional damper (912) resonates or occasionally resonates.

9. A vibration damping device (907), comprising a first identification unit (701), a second discrimination unit (702), and a third avoidance unit (703); wherein, The first identification unit (701) acquires the first misfire signal (111) of the engine (911). The first misfire signal (111) is used to indirectly characterize the fluctuation of the engine speed n (810). If the first misfire signal (111) is greater than the preset first roughness threshold (101) in N consecutive combustions of the engine (911), the execution or operation of the second discrimination unit (702) is initiated or triggered. The first identification unit (701) corrects the first misfire signal (111) to obtain the first operating roughness Luts(k) (830). The first operating roughness Luts(k) (830) is used to replace the first misfire signal (111) to adjust the execution of the avoidance measures. The first operating roughness Luts(k) (830) is given by the formula: (ts(k+1)-ts(k)-tkomp(k)) / ( (ts(k)* ts(k)* ts(k) is obtained, and tromp(k) is the dynamic compensation term; where ts is the segmented time; the second discrimination unit (702) obtains the second air-fuel ratio signal λ (222), which is obtained based on the oxygen sensor signal. If the second air-fuel ratio signal λ (222) is greater than the preset second misfire air-fuel ratio threshold (202), then the execution or operation of the third avoidance unit (703) is started or triggered; The third avoidance unit (703) adjusts the target speed (333) of the engine (911) so that the engine (911) is removed from the current speed n (810) or speed range, thus avoiding the occurrence of mechanical resonance.

10. The vibration damping device (907) as claimed in claim 9, wherein: If the first operational roughness Luts(k) (830) is greater than the preset second roughness threshold (102) in all N consecutive combustions of the engine (911), then the execution or operation of the second discrimination unit (702) is initiated or triggered; the first operational roughness Luts(k) (830) is obtained by a preset processing procedure or laboratory calibration.

11. The vibration damping device (907) as claimed in claim 10, wherein: The dynamic compensation term deducts the contribution of the segmented time variation in the dynamic process to the misfire signal; the rotational speed n (810) of the engine (911) is proportional to the reciprocal (1 / ts) of the segmented time, and the square difference of the reciprocal of the segmented time is used to characterize the roughness of the engine (911) operation.

12. The vibration damping device (907) as described in any one of claims 9, 10, or 11, wherein: The second discrimination unit (702) corrects the second air-fuel ratio signal λ (222) to obtain the second discrimination parameter lambda (234); such that: lambda = λ + fuel correction compensation - target air-fuel ratio; Filtering the second discrimination parameter lambda (234) yields the third discrimination parameter lambdafil (820); The third discrimination parameter lambdafil (820) replaces the second air-fuel ratio signal λ (222); if the third discrimination parameter lambdafil (820) is less than or equal to the third misfire air-fuel ratio threshold (203), the execution or operation of the third avoidance unit (703) is initiated or triggered.

13. The vibration damping device (907) as claimed in claim 12, wherein: The third avoidance unit (703) increases the speed n (810) of the engine (911) or reaches the preset third avoidance speed (303) so that the engine (911) is removed from the current speed n (810) or speed range; the third misfire air-fuel ratio threshold (203) is 1.

08.

14. The vibration damping device (907) as claimed in claim 12 further includes a fourth auxiliary unit (704); wherein: If the third discrimination parameter lambdafil (820) is greater than the third misfire air-fuel ratio threshold (203), then the misfire count value (444) of the engine (911) is updated. The fourth auxiliary unit (704) compares the fire count value (444) with the preset fourth fire fault count threshold (404). If the fire count value (444) is equal to or greater than the fourth fire fault count threshold (404), then it reports or outputs fire fault information or fault code.

15. The vibration damping device (907) as described in any of claims 9, 10, 11, 13 or 14 further includes a fifth optimization unit (705). The fifth optimization unit (705) replaces the third avoidance unit (703) and performs the corresponding avoidance action. The fifth optimization unit (705) adjusts the target torque (555) of the engine (911) to improve the noise, vibration and acoustic roughness index (NVH) of the engine (911).

16. The vibration damping device (907) as described in any one of claims 9, 10, 11, 13 or 14, wherein: The engine (911) operates in a first speed operating range (888); the first speed operating range (888) contains the resonant speed of the engine (911); when the engine (911) operates at the resonant speed, the torsional damper (912) resonates or occasionally resonates.

17. A computer storage medium (903), comprising: A storage medium for storing a computer program; the computer program, when executed by a microprocessor, implements the resonance avoidance method as described in any of claims 1, 2, 3, 5, or 6.

18. A controller (901), comprising: The vibration damping device (907) as described in any of claims 9, 10, 11, 13 or 14; and / or the storage medium (903) as described in claim 17; and / or the resonance avoidance method as described in any of claims 1, 2, 3, 5 or 6.

19. A vehicle (900), comprising: The vibration damping device (907) as described in any of claims 9, 10, 11, 13 or 14; and / or the storage medium (903) as described in claim 17; and / or the controller (901) as described in claim 18; wherein the controller (901) includes at least one of the vehicle control unit (VCU), engine control unit (EMS), motor controller, and misfire controller.

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