Vibration control suspension system for a hybrid vehicle and method of controlling the same

Abstract

The application provides a vibration control suspension system of a hybrid vehicle and a control method thereof, and relates to the technical field of vehicle control, and comprises a signal detection module, a control target calculation module, a signal transmission module, a vibration and energy recovery calculation module, a main and passive vibration isolation control module and an energy recovery module; the signal detection module is used for detecting an engine operation state signal; the signal transmission module is used for transmitting control signals between modules; the control target calculation module is used for judging the operation condition of the engine and determining the size of the control target; the vibration and energy recovery calculation module is used for calculating the size of the current required for vibration control and an energy recovery control signal; the main and passive vibration isolation control module is used for controlling the vibration state of the engine according to the size of the force generated by the actuator adjusted according to the target current; and the energy recovery module is used for recovering and utilizing energy according to the energy recovery control signal.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, and in particular to a vibration control suspension system and control method for a hybrid vehicle. Background Technology

[0002] With the continuous development of the automotive industry, people have higher requirements for the comfort and energy efficiency of automobiles. The powertrain is the main source of vibration and noise in a vehicle. Powertrain vibration is mainly caused by combustion in the engine cylinders and the reciprocating motion of the pistons, and is transmitted to the passenger compartment through the suspension and chassis. Controlling the powertrain can effectively alleviate engine vibration and noise problems.

[0003] Active engine vibration control technology, also known as active control technology, has significant performance in reducing broadband vibrations and can solve low-frequency vibration problems that are difficult to address with traditional mounting systems. It is an important solution for achieving high-level vibration control. However, active control technology suffers from high energy consumption, which limits its application in engineering. Summary of the Invention

[0004] To address the problem that existing active control technologies suffer from high energy consumption, which severely limits their application in engineering, this invention provides a vibration control suspension system and control method for hybrid vehicles.

[0005] The technical solutions provided by the embodiments of the present invention are as follows:

[0006] A first aspect of the present invention provides a vibration control suspension system for a hybrid vehicle, comprising: a signal detection module, a control target calculation module, a signal transmission module, a vibration and energy recovery calculation module, an active and passive vibration isolation control module, and an energy recovery module;

[0007] The signal detection module is used to detect engine operating status signals;

[0008] The signal transmission module is used for the transmission of control signals between modules;

[0009] The control target calculation module is used to determine the engine's operating conditions and the magnitude of the current control target.

[0010] The vibration and energy recovery calculation module is used to calculate the current required for vibration control and the energy recovery control signal.

[0011] The active and passive vibration isolation control module is used to control the engine vibration state by adjusting the magnitude of the force generated by the actuator according to the target current.

[0012] The energy recovery module is used to recover and utilize energy according to the energy recovery control signal.

[0013] A second aspect of this invention provides a control method applied to the vibration control suspension system of a hybrid vehicle as described in the first aspect, the control method specifically including:

[0014] Acquire and store engine information;

[0015] Based on the current engine status, obtain the current engine operating frequency and the engine's operating condition;

[0016] Acquire control target parameters and operating modes;

[0017] The target current magnitude is obtained through calculation;

[0018] Vibration energy recovery signal calculation;

[0019] Engine vibration is controlled and energy is recovered based on the target current magnitude;

[0020] Acquire engine-related force and vibration signals;

[0021] Actual transfer rate calculation;

[0022] Determine whether the vibration reduction effect has achieved the control target;

[0023] The control objective for the next cycle is adjusted based on the force transmission rate.

[0024] The beneficial effects of the technical solutions provided in the embodiments of the present invention include at least the following:

[0025] In this invention, a combined active and passive energy recovery technology is used to achieve real-time control of engine vibration performance and recovery of vibration energy under different operating conditions, resulting in lower energy consumption. While ensuring stability and energy recovery, the forces transmitted from the engine to the vehicle body and its own vibration are reduced, thereby lowering the vehicle's vibration level and improving the applicability of the technology. Attached Figure Description

[0026] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0027] Figure 1 This is a schematic diagram of the structure of a vibration control suspension system for a hybrid vehicle provided in an embodiment of the present invention;

[0028] Figure 2 A schematic diagram of the structure of another vibration control suspension system for a hybrid vehicle provided in an embodiment of the present invention;

[0029] Figure 3 A flowchart of a control target calculation module is provided in an embodiment of the present invention;

[0030] Figure 4 This is a calculation block diagram of an adaptive control algorithm provided in an embodiment of the present invention;

[0031] Figure 5 An equivalent circuit diagram of an electromagnetic actuator provided in an embodiment of the present invention;

[0032] Figure 6 Another equivalent circuit diagram of an electromagnetic actuator provided in an embodiment of the present invention;

[0033] Figure 7 Another equivalent circuit diagram of an electromagnetic actuator provided in the embodiments of the present invention;

[0034] Figure 8 A flowchart of an engine adaptive vibration active control algorithm provided in an embodiment of the present invention. Detailed Implementation

[0035] The technical solution of the present invention will now be described with reference to the accompanying drawings.

[0036] In embodiments of the present invention, words such as "exemplarily," "for example," etc., are used to indicate that something is an example, illustration, or description. Any embodiment or design described as "exemplary" in the present invention should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of the word "exemplary" is intended to present the concept in a concrete manner. Furthermore, in embodiments of the present invention, the meaning expressed by "and / or" can be both, or either one.

[0037] In the embodiments of this invention, the terms "image" and "picture" may sometimes be used interchangeably. It should be noted that, without emphasizing the distinction between them, they convey the same meaning. Similarly, the terms "of," "corresponding (relevant)," and "corresponding" may sometimes be used interchangeably. It should be noted that, without emphasizing the distinction between them, they convey the same meaning.

[0038] In this embodiment of the invention, sometimes a subscript such as W1 may be mistakenly written as a non-subscript form such as W1. When the difference is not emphasized, the meaning they express is the same.

[0039] To make the technical problems, technical solutions and advantages of the present invention clearer, a detailed description will be given below in conjunction with the accompanying drawings and specific embodiments.

[0040] Reference manual attached Figure 1 The diagram shows a structural schematic of a vibration control suspension system for a hybrid vehicle provided in an embodiment of the present invention.

[0041] Reference manual attached Figure 2 The diagram shows a structural schematic of another vibration control suspension system for a hybrid vehicle provided in an embodiment of the present invention.

[0042] This invention provides a vibration control suspension system for a hybrid vehicle, comprising: a signal detection module 11, a control target calculation module 12, a signal transmission module 13, a vibration and energy recovery calculation module 14, an active and passive vibration isolation control module 15, and an energy recovery module 16.

[0043] The signal detection module 11 is used to detect engine operating status signals.

[0044] Optionally, the engine operating status signals include: engine vibration signals, engine piston movement signals, engine ignition signals, engine transmitted force signals, and battery charging and discharging signals.

[0045] Furthermore, the engine vibration signal includes: engine vibration magnitude and vibration frequency. The engine transmitted force signal includes: the magnitude of the force transmitted from the engine to the suspension and the magnitude of the force transmitted from the suspension to the chassis.

[0046] The signal transmission module 13 is used for the transmission of control signals between modules.

[0047] The control target calculation module 12 is used to determine the engine's operating conditions and the size of the control target.

[0048] Optionally, the engine's operating conditions include one or more combinations of idling, starting, acceleration, deceleration, and disturbance conditions.

[0049] The vibration and energy recovery calculation module 14 is used to calculate the current required for vibration control and the energy recovery control signal.

[0050] The active and passive vibration isolation control module 15 is used to control the engine vibration state by adjusting the magnitude of the force generated by the actuator according to the target current.

[0051] Optionally, the active and passive vibration isolation control module 15 includes a rubber mount and an electromagnetic actuator. The electromagnetic actuator serves as both an actuator and an energy recovery device, and is connected to the battery via a circuit.

[0052] The energy recovery module 16 is used to recover and utilize energy according to the energy recovery control signal.

[0053] In this invention, the engine operating frequency is confirmed by comparing signals such as ignition signals and piston movement signals. By comparing the engine operating frequency with the passive suspension damping frequency band, the force transmission rate of the vibration isolation system can be obtained. Furthermore, the vibration damping range of the engine at the current moment can be determined, thus obtaining the current control target. The control target is then corrected based on the force transmission rate at the previous moment and the calculated force transmission rate of the vibration isolation system. Then, the target current magnitude and energy recovery control signal are obtained based on the engine operating status signal and the control target. The actuator output force is adjusted based on the target current magnitude and energy recovery signal, thereby achieving balance in engine vibration and energy recovery. This system not only controls the overall engine vibration but also recovers vibration energy, reducing the energy consumption of the active control suspension system.

[0054] Furthermore, the adaptive vibration active control algorithm provided in this invention, compared to existing adaptive vibration active control algorithms, no longer has a pre-defined control target. Instead, the control target is continuously updated based on the engine's operating conditions, and different control modes are selected based on the control target, thus making it applicable to the entire operating condition of the engine. The control step size is no longer a pre-defined value, but is modified based on the proximity of the filter coefficients to the optimal solution, thereby further mitigating the impact of errors on the step size. The signal dynamic range no longer changes, but is normalized based on the signal range, thus avoiding instability caused by a large signal dynamic range.

[0055] The beneficial effects of this invention are:

[0056] (1) The present invention controls the vibration intensity of the engine through the actuator and the energy recovery device, and simultaneously recovers the vibration energy, which is beneficial to improving the energy utilization rate and expanding the applicability of active control technology. At the same time, the actuator and the energy recovery device share the same electromagnetic actuator system, so it will not increase the cost too much or the complexity of the hardware.

[0057] (2) The control method used in this invention takes into account various operating conditions of the engine and applies different control strategies for different engine operating conditions. By introducing a target transfer rate control filter, it is possible to achieve active control of the variable control target under different operating conditions. This makes the algorithm more in line with actual engineering applications, and at the same time has a faster convergence speed, stronger stability and smaller error.

[0058] (3) The control method of the present invention is not only applicable to conventional engines, but also adaptable to various reciprocating engines and hybrid engines.

[0059] Refer to the instruction manual appendix Figure 3 The diagram shows a calculation flowchart of a control target calculation module 12 provided in an embodiment of the present invention.

[0060] In one possible implementation, the control target calculation module 12 is specifically used for:

[0061] It obtains engine vibration signals, piston movement signals, and ignition signals.

[0062] The engine operating frequency is confirmed by comparing the ignition signal and the piston movement signal.

[0063] By comparing the engine operating frequency, the optimal vibration isolation range of the passive vibration isolation system, and the engine vibration signal, the current transmission rate of the vibration isolation system is obtained, and the actuator control target and operating mode are determined.

[0064] Based on the transmissivity requirements of the vibration isolation system, determine the coefficients of the target filter and the target control signal after the control algorithm converges.

[0065] in, Indicates the target control signal. Indicates the reference signal. These represent the coefficients that control the target filter. This represents the system's transfer rate control target. Indicates the error signal. This indicates the ideal transmission rate of the engine.

[0066] Refer to the instruction manual appendix Figure 4 The diagram shows a calculation block diagram of an adaptive control algorithm provided by an embodiment of the present invention.

[0067] Based on the target control signal, historical signals, and filtering parameters, determine the filter output signal and the pseudo-filter output signal:

[0068] in, This represents the filter output signal. Indicates the filter parameters. This represents the transpose of the filter parameters. Indicates historical signals, This represents the output signal of the pseudo-filter.

[0069] An online identification algorithm is used for the secondary channel to determine the secondary channel identification signal:

[0070] in, This represents the impulse response function of the secondary channel. This represents the identification signal for the secondary channel impulse response function. This represents the parameters of the secondary channel filter. This represents the transpose of the secondary channel filter parameters. This indicates the secondary channel identification signal. Indicates the reference signal. This represents the output signal of the pseudo-filter. Secondary channel filter output signal Identify filter error signals.

[0071] Determine the filter update coefficients for the next time step:

[0072] in, This indicates the parameters of the secondary channel filter at the next time step. This indicates the update step size.

[0073] Calculate the pseudo-error signal of the control filter:

[0074] in, This represents the pseudo-error signal of the control filter.

[0075] Calculate the control algorithm step size based on the filter's step size value from the previous time step:

[0076] in, This indicates the step size of the control algorithm at the next moment. This indicates the current step size of the control algorithm. This indicates that the first step is to update the parameters. This indicates that the parameters are updated in the second step.

[0077] To ensure the control system meets the convergence condition, the initial value of the step size is set to . ,when Time to take ,when Time to take .

[0078] Calculate the filter parameters for the next time step:

[0079] in, Indicates the filter parameters for the next time step. Indicates the filter step size. This represents the filter reference signal.

[0080] Calculate the force required by the actuator:

[0081] in, This indicates the amount of force required by the actuator. This represents the filter output signal. Indicates the filter parameters. This represents the transpose of the filter parameters. Indicates historical signals.

[0082] Calculate the actuator current signal:

[0083] in, This indicates the actuator current signal. This represents the current gain coefficient.

[0084] The electromagnetic actuator is judged based on the calculated current magnitude, and corresponding actuator and energy recovery behaviors are performed.

[0085] In this invention, by acquiring and analyzing engine vibration signals, piston motion signals, and ignition signals, the engine's operating frequency and state can be accurately determined. Based on this information, the system can dynamically adjust the control target and filter parameters, thereby achieving precise vibration control while maximizing vibration energy recovery and improving energy utilization efficiency. The control target calculation module 12 employs an adaptive algorithm to update the control target and filter parameters according to real-time operating conditions. This dynamic adjustment capability enables the system to adapt to different engine operating conditions (such as idling, starting, acceleration, deceleration, etc.), ensuring the system's stability and control effectiveness under various operating conditions.

[0086] In one possible implementation, the electromagnetic actuator modes include: resonance zone vibration reduction mode, vibration isolation zone vibration reduction mode, vibration reduction priority energy feeding mode, and full energy feeding mode.

[0087] Refer to the instruction manual appendix Figure 5 This diagram illustrates an equivalent circuit diagram of an electromagnetic actuator provided by an embodiment of the present invention. In one possible implementation, when the electromagnetic actuator is in the resonance zone vibration reduction mode, the vibration isolation system is in the resonance zone, the passive suspension system cannot reduce vibration, and the control target... The output active electromagnetic control force is specifically as follows:

[0088] in This indicates the amount of force required by the actuator. Indicates the electromagnetic thrust coefficient. This indicates the actuator current signal. Represents back electromotive force. Indicates the battery voltage. This indicates the internal resistance of the electromagnetic actuator. Indicates the internal resistance of the circuit. Indicates an adjustable resistor. This represents the transpose of the filter parameters. Indicates historical signals.

[0089] It should be noted that when the system is in the resonance zone, the passive suspension system cannot effectively reduce vibration. At this time, additional damping force is provided through active electromagnetic control to significantly reduce the vibration amplitude and improve the vehicle's comfort and stability.

[0090] Refer to the instruction manual appendix Figure 5 This diagram illustrates an equivalent circuit diagram of an electromagnetic actuator provided by an embodiment of the present invention. When the electromagnetic actuator is in vibration isolation zone damping mode, the vibration isolation system is in the damping zone, the passive suspension system cannot effectively isolate vibration, the electromagnetic active control unit is in electric mode, and the control objective is to reduce vibration. .

[0091] It should be noted that while the passive suspension system provides some vibration reduction when the system is in the vibration isolation zone, it is insufficient to meet actual needs. The electromagnetic actuator's electric mode further reduces vibration, achieving a better vibration reduction effect.

[0092] Refer to the instruction manual appendix Figure 6 This diagram illustrates an equivalent circuit diagram of another electromagnetic actuator provided by an embodiment of the present invention. When the electromagnetic actuator is in the vibration reduction priority energy feeding mode, the vibration isolation system is in the vibration reduction zone, the passive suspension system basically meets the vibration reduction effect, and the electromagnetic active control unit can amplify the current and recover energy. The specific magnitude of the recovered current is as follows:

[0093] in, Indicates the recovery current. This indicates the vibration velocity of the engine in one direction. This represents the back electromotive force coefficient of the coil.

[0094] It should be noted that, while meeting basic vibration reduction requirements, the electromagnetic active control unit can recover some vibration energy. This mode balances vibration reduction needs with energy recovery, improving energy utilization efficiency.

[0095] Refer to the instruction manual appendix Figure 7 This diagram illustrates an equivalent circuit diagram of an electromagnetic actuator provided by an embodiment of the present invention. When the electromagnetic actuator is in full-power mode, the vibration isolation system is in the vibration isolation zone, the passive suspension system achieves full vibration reduction, and the electromagnetic active control unit is in full power generation mode. The specific magnitude of the recovered current is as follows:

[0096]

[0097] It should be noted that when the system fully meets the vibration reduction requirements, the electromagnetic actuator switches to power generation mode to recover vibration energy to the maximum extent and further improve energy utilization.

[0098] In this invention, by dynamically switching between different modes, the system can adjust the control strategy in real time according to the actual operating conditions, ensuring optimal vibration control and energy recovery under various conditions. This dynamic adjustment capability gives the system strong adaptability, enabling it to cope with complex and ever-changing operating environments.

[0099] In one possible implementation, the vibration control suspension system of the hybrid vehicle further includes a battery load.

[0100] Battery loads are used for vibration energy recovery.

[0101] The beneficial effects of the technical solutions provided in the embodiments of the present invention include at least the following:

[0102] In this invention, a combined active and passive energy recovery technology is used to achieve real-time control of engine vibration performance and recovery of vibration energy under different operating conditions, resulting in lower energy consumption. While ensuring stability and energy recovery, the forces transmitted from the engine to the vehicle body and its own vibration are reduced, thereby lowering the vehicle's vibration level and improving the applicability of the technology.

[0103] Refer to the instruction manual appendix Figure 8 The diagram shows a flowchart of an engine adaptive vibration active control algorithm provided by an embodiment of the present invention.

[0104] The present invention provides a control method applied to the vibration control suspension system of the aforementioned hybrid vehicle. The control method specifically includes:

[0105] Acquire and store engine information;

[0106] Based on the current engine status, obtain the current engine operating frequency and the engine's operating condition;

[0107] Acquire control target parameters and operating modes;

[0108] The target current magnitude is obtained through calculation;

[0109] Vibration energy recovery signal calculation;

[0110] Engine vibration is controlled and energy is recovered based on the target current magnitude;

[0111] Acquire engine-related force and vibration signals;

[0112] Actual transfer rate calculation;

[0113] Determine whether the vibration reduction effect has achieved the control target;

[0114] The control objective for the next cycle is adjusted based on the force transmission rate.

[0115] In this invention, the control method enables precise control of engine vibration and efficient energy recovery, significantly improving the system's energy utilization efficiency and reducing energy consumption and operating costs. Simultaneously, this closed-loop control system possesses high adaptability and stability, maintaining optimal performance under various operating conditions, and has significant practical application value and economic benefits.

[0116] The beneficial effects of the technical solutions provided in the embodiments of the present invention include at least the following:

[0117] In this invention, a combined active and passive energy recovery technology is used to achieve real-time control of engine vibration performance and recovery of vibration energy under different operating conditions, resulting in lower energy consumption. While ensuring stability and energy recovery, the forces transmitted from the engine to the vehicle body and its own vibration are reduced, thereby lowering the vehicle's vibration level and improving the applicability of the technology.

[0118] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

[0119] The following points need to be explained:

[0120] (1) The accompanying drawings of the embodiments of the present invention only involve the structures involved in the embodiments of the present invention. Other structures can refer to the general design.

[0121] (2) For clarity, the thickness of layers or regions is enlarged or reduced in the drawings used to describe embodiments of the invention, i.e., these drawings are not drawn to scale. It is understood that when an element such as a layer, film, region or substrate is referred to as being “above” or “below” another element, the element may be “directly” located “above” or “below” the other element or there may be intermediate elements.

[0122] (3) Where there is no conflict, the embodiments of the present invention and the features in the embodiments can be combined with each other to obtain new embodiments.

[0123] The above are merely specific embodiments of the present invention, but the scope of protection of the present invention is not limited thereto. The scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A vibration control suspension system for a hybrid vehicle, characterized in that, include: The system includes a signal detection module, a control target calculation module, a signal transmission module, a vibration and energy recovery calculation module, an active and passive vibration isolation control module, and an energy recovery module. The signal detection module is used to detect engine operating status signals; The signal transmission module is used for the transmission of control signals between modules; The control target calculation module is used to determine the engine's operating conditions and the magnitude of the current control target. The vibration and energy recovery calculation module is used to calculate the current required for vibration control and the energy recovery control signal. The active and passive vibration isolation control module is used to control the engine vibration state by adjusting the magnitude of the force generated by the actuator according to the target current. The energy recovery module is used to recover and utilize energy according to the energy recovery control signal; Specifically, the control target calculation module is used for: Obtain engine vibration signals, piston movement signals, and ignition signals; The engine operating frequency is confirmed by comparing the ignition signal and the piston movement signal; By comparing the engine operating frequency, the optimal vibration isolation range of the passive vibration isolation system, and the engine vibration signal, the current transmission rate of the vibration isolation system is obtained, and the actuator control target and operating mode are determined. Based on the transmissivity requirements of the vibration isolation system, determine the coefficients of the target filter and the target control signal after the control algorithm converges. in, Indicates the target control signal. Indicates the reference signal. These represent the coefficients that control the target filter. This represents the system's transfer rate control target. Indicates the error signal. Indicates the ideal transmission rate of the engine; Based on the target control signal, historical signals, and filtering parameters, determine the filter output signal and the pseudo-filter output signal: in, This represents the filter output signal. Indicates the filter parameters. This represents the transpose of the filter parameters. Indicates historical signals, This represents the output signal of the pseudo-filter; An online identification algorithm is used for the secondary channel to determine the secondary channel identification signal: in, This represents the impulse response function of the secondary channel. This represents the identification signal for the secondary channel impulse response function. This represents the parameters of the secondary channel filter. This represents the transpose of the secondary channel filter parameters. This indicates the secondary channel identification signal. Indicates the reference signal. This represents the output signal of the pseudo-filter. Secondary channel filter output signal Identify filter error signals; Determine the filter update coefficients for the next time step: in, This indicates the parameters of the secondary channel filter at the next time step. Indicates the update step size; Calculate the pseudo-error signal of the control filter: in, This indicates the pseudo-error signal of the control filter; Calculate the control algorithm step size based on the filter's step size value from the previous time step: in, This indicates the step size of the control algorithm at the next moment. This indicates the current step size of the control algorithm. This indicates that the first step is to update the parameters. This indicates that the parameters are updated in the second step. Calculate the filter parameters for the next time step: in, Indicates the filter parameters for the next time step. Indicates the filter step size. Indicates the filter reference signal; Calculate the force required by the actuator: in, This indicates the amount of force required by the actuator. This represents the filter output signal. Indicates the filter parameters. This represents the transpose of the filter parameters. Indicates historical signals; Calculate the actuator current signal: in, This indicates the actuator current signal. Indicates the current gain coefficient; The electromagnetic actuator is judged based on the calculated current magnitude, and corresponding actuator and energy recovery behaviors are performed.

2. The vibration control suspension system for a hybrid vehicle according to claim 1, characterized in that, The engine operating status signals include: engine vibration signal, engine piston movement signal, engine ignition signal, engine transmitted force signal, and battery charging and discharging signal.

3. The vibration control suspension system for a hybrid vehicle according to claim 2, characterized in that, The engine vibration signal includes: engine vibration magnitude and vibration frequency; The force signal transmitted by the engine includes the magnitude of the force transmitted by the engine to the suspension and the magnitude of the force transmitted by the suspension to the chassis.

4. The vibration control suspension system for a hybrid vehicle according to claim 1, characterized in that, The engine's operating conditions include one or more combinations of idling, starting, acceleration, deceleration, and disturbance conditions.

5. The vibration control suspension system for a hybrid vehicle according to claim 1, characterized in that, The active and passive vibration isolation control module includes a rubber mount and an electromagnetic actuator; the electromagnetic actuator also serves as an actuator and an energy recovery device, and is connected to the battery via a circuit.

6. The vibration control suspension system for a hybrid vehicle according to claim 1, characterized in that, The electromagnetic actuator has the following modes: resonance zone vibration reduction mode, vibration isolation zone vibration reduction mode, vibration reduction priority energy feeding mode, and full energy feeding mode.

7. The vibration control suspension system for a hybrid vehicle according to claim 6, characterized in that, When the electromagnetic actuator is in the resonance zone vibration reduction mode, the vibration isolation system is in the resonance zone, the passive suspension system cannot reduce vibration, and the control target... The output active electromagnetic control force is specifically as follows: in, This indicates the amount of force required by the actuator. Indicates the electromagnetic thrust coefficient. This indicates the actuator current signal. Represents back electromotive force. Indicates the battery voltage. This indicates the internal resistance of the electromagnetic actuator. Indicates the internal resistance of the circuit. Indicates an adjustable resistor. This represents the transpose of the filter parameters. Indicates historical signals; When the electromagnetic actuator is in vibration isolation and damping mode, the vibration isolation system is in the damping zone, the passive suspension system cannot effectively isolate vibration, and the electromagnetic active control unit is in electric mode, with the control objective being to reduce vibration. ; When the electromagnetic actuator is in the vibration reduction priority energy feeding mode, the vibration isolation system is in the vibration reduction zone, the passive suspension system meets the vibration reduction effect, and the electromagnetic active control unit amplifies the current and recovers energy. The specific magnitude of the recovered current is as follows: in, Indicates the recovery current. This indicates the vibration velocity of the engine in one direction. Indicates the back electromotive force coefficient of the coil; When the electromagnetic actuator is in full power supply mode, the vibration isolation system is in the vibration isolation zone, the passive suspension system achieves full vibration reduction, and the electromagnetic active control unit is in full power generation mode. The specific magnitude of the recovered current is as follows:

8. The vibration control suspension system for a hybrid vehicle according to claim 1, characterized in that, Also includes: Battery load; The battery load is used for vibration energy recovery.

9. A control method, characterized in that, The vibration control suspension system applied to the hybrid vehicle according to any one of claims 1 to 8, wherein the control method specifically includes: Acquire and store engine information; Based on the current engine status, obtain the current engine operating frequency and the engine's operating condition; Acquire control target parameters and operating modes; The target current magnitude is obtained through calculation; Vibration energy recovery signal calculation; Engine vibration is controlled and energy is recovered based on the target current magnitude; Acquire engine-related force and vibration signals; Actual transfer rate calculation; Determine whether the vibration reduction effect has achieved the control target; The control objective for the next cycle is adjusted based on the force transmission rate.

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