Hybrid vehicle torsional vibration control method, device, medium, and apparatus

Abstract

The application provides a hybrid vehicle torsional vibration control method, device, medium and equipment, which are used for establishing a target torsional vibration controller, controlling torsional vibration generated in the mode switching process of a hybrid vehicle, and the method comprises the following steps: establishing a nonlinear clutch friction model and linearizing, and determining the torque of the clutch in the sliding process; according to the power transmission route of the hybrid vehicle, a linear time-varying model is established; a time-varying scheduling parameter is obtained through a speed sensor; based on the torque of the clutch in the sliding process, the linear time-varying model and the time-varying scheduling parameter, an augmented matrix of a linear time-varying closed-loop system is established; and based on a multi-cell LPV finite-time H ∞ robust gain control strategy, the linear time-varying closed-loop system is controlled, and the target torsional vibration controller is determined. The application can effectively suppress the torsional vibration generated in the mode switching process of the hybrid vehicle.

Description

Technical Field

[0001] This application relates to the field of torsional vibration technology, and in particular to a method, device, medium and equipment for controlling torsional vibration in hybrid electric vehicles. Background Technology

[0002] With the energy crisis and increasingly serious environmental problems caused by pollutant emissions, new energy vehicles have become an important direction for energy conservation and emission reduction in automobiles. However, at the same time, the problems brought about by the structure and new power of new energy vehicles are becoming more and more obvious.

[0003] The advantages of hybrid electric vehicles mainly rely on their complex electromechanical transmission system. Through the reasonable coordination and distribution of torque between multiple motors and the engine, they can freely switch between various driving modes, which reduces energy consumption to a certain extent. However, due to their complex structural characteristics, torsional vibration of the transmission system is inevitably generated during mode switching, which affects driving comfort. Therefore, higher requirements are placed on the NVH performance of the entire vehicle.

[0004] The earliest method was passive control, which, from a purely mechanical perspective, aimed to keep the low-frequency vibrations of the vehicle away from the resonance range of the human body. This was achieved to some extent by adjusting the stiffness and damping of the vehicle's half-shafts. However, this method required modifications to the vehicle structure and might cause vibration problems in other frequency bands. Another method was active control, which used the power source as an actuator to compensate for vibration by applying a "counter-excitation" to the transmission system through feedback control to suppress vibration. However, existing feedback control methods require calibration under specific operating conditions and cannot meet the requirements of torsional vibration caused by the half-shafts under different operating modes.

[0005] Therefore, how to suppress torsional vibration in the powertrain of hybrid vehicles by establishing models and conducting in-depth analysis is a technical problem that urgently needs to be solved in this field. Summary of the Invention

[0006] In view of this, this application provides a method, device, medium and electronic equipment for torsional vibration control of hybrid electric vehicles, with the main purpose of improving the efficiency of torsional vibration control.

[0007] According to one aspect of this application, a method for controlling torsional vibration in a hybrid electric vehicle is provided, for establishing a target torsional vibration controller to control the torsional vibration generated by the hybrid electric vehicle during mode switching, the method comprising: A nonlinear clutch friction model was established and linearized to determine the clutch torque during the slip friction process; A linear time-varying model is established based on the power transmission route of hybrid electric vehicles; Time-varying scheduling parameters are obtained through a speed sensor; Based on the clutch torque during the slippage process, the linear time-varying model, and the time-varying scheduling parameters, an augmented matrix of the linear time-varying closed-loop system is established. Based on multi-cell LPV finite time H ∞ A robust gain control strategy is used to control the linear time-varying closed-loop system and determine the target torsional vibration controller.

[0008] In one implementation, establishing and linearizing a nonlinear clutch friction model to determine the clutch torque during the slippage process includes: A nonlinear friction model of the reset integrator is established to determine the correspondence between the clutch friction model and the relative sliding speed. Taylor division of the friction coefficient in the above correspondence yields a linearized correspondence between the friction coefficient and the relative sliding speed. Based on the relationship between the linearized friction coefficient and the relative sliding speed, the torque of the clutch during the slip friction process is obtained.

[0009] In one implementation, establishing a linear time-varying model based on the power transmission route of the transmission system includes: Based on the power transmission route of the transmission system, determine the components and their interlocking relationships of multiple power sources, multiple clutches, and multiple transmission mechanisms. Analyze the working state, friction state, and engagement state of each component during mode switching; Based on the working state, friction state, and engagement state of each component, the dynamic equations of the transmission system are established, resulting in a linear time-varying model.

[0010] In one implementation, acquiring time-varying scheduling parameters via a speed sensor includes: Time-varying scheduling parameters are obtained by using the speed difference signal at both ends of the clutch measured by the speed sensor. 。

[0011] In one implementation, establishing the augmented matrix of the linear time-varying closed-loop system based on the clutch torque during the slippage process, the linear time-varying model, and the time-varying scheduling parameters includes: An augmented matrix for a linear time-varying closed-loop system is established using the tracking errors of wheel speed and torsion angle. The augmented state is introduced by the desired wheel speed and desired torsion angle. The torque expression of the current clutch in the linear time-varying model is calculated based on the torque of the clutch during the slip-friction process. Combined with time-varying scheduling parameters, the augmented matrix of the linear time-varying closed-loop system is constructed.

[0012] In one implementation, the multicell LPV finite-time H ∞A robust gain control strategy is used to control the linear time-varying closed-loop system, determining the target torsional vibration controller, including: With the goal of minimizing the tracking errors of wheel speed and torsion angle, a finite-time H-type multicell LPV is used. ∞ A robust gain feedback strategy is used to control the linear time-varying closed-loop system and determine the target torsional vibration controller.

[0013] In one implementation, the goal is to minimize the tracking errors of wheel speed and torsion angle, based on the finite-time H-squared of a multicell LPV. ∞ A robust gain feedback strategy is used to control the linear time-varying closed-loop system, determining the target torsional vibration controller, including: Determine the finite time H of the multicellular LPV ∞ The robust gain feedback strategy is as follows: under the action of input u, the wheel speed and torsion angle track the expected value; Linear time-varying closed-loop systems are described using multicellular structures; Design finite time H for each vertex of the multicell. ∞ A robust controller is one that satisfies H under finite-time conditions. ∞ performance; Solving for the vertex gain of the multicell, and obtaining the continuous global LPV finite-time H through weighted fitting, yields the solution. ∞ A robust controller, serving as the target torsional vibration controller.

[0014] In one implementation, the method further includes: The output of the target torsional vibration controller is used as an input to the motor actuator and the clutch actuator, which then act on the vehicle transmission system to suppress torsional vibration.

[0015] According to one aspect of this application, a torsional vibration control device for a hybrid electric vehicle is provided, used to establish a target torsional vibration controller to control the torsional vibration generated by the hybrid electric vehicle during mode switching. The device includes: The nonlinear clutch friction model establishment unit is used to establish and linearize the nonlinear clutch friction model and determine the torque of the clutch during the slip friction process. The linear time-varying model building unit establishes a linear time-varying model based on the power transmission route of the hybrid electric vehicle. A time-varying scheduling parameter determination unit is used to acquire time-varying scheduling parameters through a speed sensor; An augmented matrix establishment unit is used to establish an augmented matrix of the linear time-varying closed-loop system based on the torque of the clutch during the slippage process, the linear time-varying model, and the time-varying scheduling parameters. Controller design unit for use in multicell LPV finite-time H ∞ A robust gain control strategy is used to control the linear time-varying closed-loop system and determine the target torsional vibration controller.

[0016] According to one aspect of this application, a storage medium is provided that stores a computer program, wherein the computer program is configured to execute the above-described method at runtime.

[0017] According to one aspect of this application, an electronic device is provided, including a memory and a processor, wherein the memory stores a computer program and the processor is configured to run the computer program to perform the methods described above.

[0018] By utilizing the above technical solutions, this application provides a method, device, medium, and equipment for torsional vibration control of hybrid electric vehicles. This application establishes an augmented matrix for a linear time-varying closed-loop system by establishing a nonlinear clutch friction model and linearizing it, as well as a linear time-varying model, and by integrating time-varying scheduling parameters. This is based on a multi-cell LPV finite-time H... ∞ A robust gain control strategy is used to control the time-varying closed-loop system and determine the target torsional vibration controller. It is evident that this application fully considers the effects of nonlinear friction and other factors on torsional vibration during mode switching, proposes a linearized clutch friction modeling method, and establishes a linear time-varying model for hybrid vehicle mode switching. Compared with the torsional vibration model of the transmission system in traditional vehicles, this model can more accurately represent the low-frequency torsional vibration characteristics of the transmission system, improving torsional vibration modeling and suppression, and effectively enhancing the torsional vibration suppression effect. Furthermore, this application proposes a multicellular LPV (linearly variable parameter) finite-time H... ∞ The robust variable gain control active control strategy utilizes the fast response of the motor to achieve good control results. It is applicable to the torsional vibration problem of the transmission system caused by different clutch states. Furthermore, it can ensure the power performance of the vehicle while controlling the torsional vibration of the transmission system, and can optimize the NVH (noise, vibration and harshness) performance of the whole vehicle in terms of engineering technology.

[0019] The above description is only an overview of the technical solution of this application. In order to better understand the technical means of this application and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of this application more obvious and understandable, the following are specific embodiments of this application. Attached Figure Description

[0020] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings: Figure 1 A flowchart of a torsional vibration control method for a hybrid electric vehicle provided in an embodiment of this application is shown; Figure 2 This application provides a schematic diagram of the power transmission route of a hybrid electric vehicle powertrain system according to an embodiment of the present application. Figure 3 This paper presents an example flowchart of a torsional vibration control method for a hybrid electric vehicle according to an embodiment of this application. Figure 4 A schematic diagram of the multi-cell structure of the linear time-varying closed-loop system provided in the embodiments of this application is shown; Figure 5 This illustration shows an application scenario diagram of a torsional vibration control method for hybrid electric vehicles provided in an embodiment of this application; Figure 6 A schematic diagram of the structure of a torsional vibration control device for a hybrid electric vehicle provided in an embodiment of this application is shown. Detailed Implementation

[0021] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present application, and not all of them. Based on the embodiments of the present application, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present application. It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of the present application can be combined with each other.

[0022] During the research process, the authors of this application discovered that existing torsional vibration control schemes neglect the effects of factors such as nonlinear friction of different clutches, and cannot accurately characterize the dynamic model of self-excited torsional vibration coupling behavior during the mode switching process of power-split hybrid electric vehicles. The dynamic model has strong nonlinearity and time-varying characteristics, which have certain limitations. Various studies have been carried out on torsional vibration control of hybrid power transmission systems. However, in order to facilitate robust analysis and synthesis of the controller, most torsional vibration control of hybrid electric vehicles is based on simplified linear models, which cannot guarantee the global stability of mode switching and has a certain degree of conservatism.

[0023] Therefore, this application provides a torsional vibration control method for hybrid electric vehicles, which aims to improve upon the method in the following aspects: 1. A modeling method for linearized clutch friction model is proposed, and a linear time-varying model for mode switching of hybrid electric vehicles is established. Compared with the torsional vibration model of the transmission system of traditional automobiles, it can more accurately represent the low-frequency torsional vibration characteristics of the transmission system, and improve the efficiency and feasibility of torsional vibration modeling and torsional vibration suppression analysis. 2. Based on the linear time-varying model established above, a multi-cell LPV (linear parameter varying) finite-time H-parameter model is proposed. ∞ The robust variable gain control active control strategy utilizes the fast response of the motor to achieve good control results. It is applicable to the torsional vibration problem of the transmission system caused by different clutch states. Furthermore, it can ensure the power performance of the vehicle while controlling the torsional vibration of the transmission system, and can optimize the NVH performance of the whole vehicle in terms of engineering technology.

[0024] See Figure 1 This is a schematic diagram of a torsional vibration control method for a hybrid electric vehicle provided in an embodiment of this application. This method is used to establish a target torsional vibration controller to control the torsional vibration generated by the hybrid electric vehicle during mode switching.

[0025] S101: Establish and linearize a nonlinear clutch friction model to determine the clutch torque during the slip friction process.

[0026] To account for the effect of nonlinear friction on torsional vibration during mode switching, a nonlinear clutch friction model is established in this embodiment. Since the clutch friction characteristics provide a certain damping effect for the vehicle transmission system, a reset integrator nonlinear friction model can be established. Specifically, a reset integrator nonlinear friction model can be established to determine the correspondence between the clutch friction model and the relative sliding speed. The friction coefficient in the correspondence is then Taylor-derived to obtain the linearized friction coefficient versus the relative sliding speed. Based on the linearized friction coefficient versus the relative sliding speed, the clutch torque during the slippage process is obtained. Specific calculation methods are described below.

[0027] S102: Establish a linear time-varying model based on the power transmission route of hybrid electric vehicles.

[0028] In the power system of a hybrid electric vehicle, there are generally multiple components, including multiple power sources (such as electric motors and engines), clutches, and transmission mechanisms (such as planetary gear transmission mechanisms). In the power system, the power transmission route involves the working state (whether it is working), friction state (whether it is in a slipping state), and engagement state between components during the mode switching process, which is the key to establishing a linear time-varying model.

[0029] like Figure 2For example, a hybrid electric vehicle is shown to have three power sources: motor MG1, motor MG2, and engine. It is equipped with four clutches and two planetary gear transmission mechanisms. During the switching from pure electric drive mode to hybrid drive mode, the power transmission route is that motors MG1 and MG2 work simultaneously, and motor MG1 drives the engine to start. Clutches CR1 and CR3 slip simultaneously, with clutch CR3 in the engaged state and clutch CR4 in the fully disengaged state.

[0030] In one implementation, the specific process of establishing a linear time-varying model based on the power transmission route of the transmission system may include: determining the components and their interrelationships of multiple power sources, multiple clutches, and multiple transmission mechanisms based on the power transmission route of the transmission system; analyzing the working state, friction state, and engagement state of each component during mode switching; and establishing the dynamic equations of the transmission system based on the working state, friction state, and engagement state of each component to obtain the linear time-varying model. Specific examples and formulas are described below.

[0031] S103: Obtain time-varying scheduling parameters through a speed sensor.

[0032] Specifically, time-varying scheduling parameters can be obtained by using the speed difference signal at both ends of the clutch measured by the speed sensor.

[0033] S104: Based on the torque of the clutch during the slippage process, the linear time-varying model, and the time-varying scheduling parameters, establish the augmented matrix of the linear time-varying closed-loop system.

[0034] In one implementation, the augmented matrix of the linear time-varying closed-loop system can be established using the tracking errors of wheel speed and torsional angle. This involves introducing augmented states with the desired wheel speed and desired torsional angle, and calculating the torque expression of the current clutch in the linear time-varying model based on the clutch torque during the slippage process. Combined with time-varying scheduling parameters, the augmented matrix of the linear time-varying closed-loop system is then constructed. Specific formulas and examples are described below. The linear time-varying closed-loop system can be understood as a virtual model, serving as the control object of the target torsional vibration controller.

[0035] S105: Finite-time H-based multicell LPV ∞ A robust gain control strategy is used to control a linear time-varying closed-loop system and determine the target torsional vibration controller.

[0036] Specifically, the goal is to minimize the tracking errors of wheel speed and torsion angle, based on the finite-time H-axis of a multicell LPV. ∞ A robust gain feedback strategy is used to control the linear time-varying closed-loop system to determine the target torsional vibration controller. For example, firstly, the finite-time H of the multicell LPV is determined. ∞The robust gain feedback strategy is as follows: under the action of input u, the wheel speed and torsion angle track the desired value; then, the linear time-varying closed-loop system is described using a polytope; next, finite-time H is designed for each vertex of the polytope. ∞ A robust controller is one that satisfies H under finite-time conditions. ∞ Performance; finally, the vertex gain of the multicell is solved, and the continuous global LPV finite-time H is obtained through weighted fitting. ∞ A robust controller serves as the target torsional vibration controller. See the example description below for details.

[0037] The following is an exemplary description of a torsional vibration control method for a hybrid electric vehicle provided in an embodiment of this application. Figure 3 As shown, this example specifically includes the following steps 1-6.

[0038] Step 1: Establish a nonlinear clutch friction model and linearize it.

[0039] The clutch friction characteristics play a certain damping role in the vehicle transmission system. A nonlinear friction model with a reset integrator is established. The relationship between the clutch friction model and the relative sliding speed is as follows: (1) In the formula, Indicates relative sliding speed. Coulomb coefficient of kinetic friction Indicates the static friction coefficient. This represents the Stribeck constant.

[0040] By increasing the coefficient of friction Performing a Taylor expansion at the given point, ignoring higher-order terms, yields the linearized relationship between the friction coefficient and the relative sliding velocity: (2) The torque of the clutch during the slippage process can be expressed as: (3) In the formula n Indicates the number of friction pairs. R Indicates the effective radius of action. F This indicates the clutch pressure.

[0041] Step 2: Establish a linear time-varying torsional vibration model through the power transmission route of the transmission system.

[0042] like Figure 2As shown, the hybrid electric vehicle has three power sources: motor MG1, motor MG2, and engine. It is equipped with four clutches and two planetary gear transmission mechanisms. During the transition from pure electric drive mode to hybrid drive mode, the power transmission route involves motors MG1 and MG2 operating simultaneously, with motor MG1 driving the engine to start. Clutches CR1 and CR3 simultaneously slip, with clutch CR3 engaged and clutch CR4 fully disengaged. Based on the power transmission route during mode switching, the dynamic equations of the transmission system are established as follows: (4) In the formula, W e , W R1 、W S1 、W C1 、W R2 、W S2 、W C2 、W W These represent the engine speed, ring gear 1, sun gear 1, planet carrier 1, ring gear 2, sun gear 2, planet carrier 2, and wheel speed, respectively. θ e θ R1 θ C2 θ W These represent the engine, ring gear 1, planetary carrier 2, and wheel torsion angle, respectively. I E , I R1 、I S1 、I S2 、I h These represent the rotational inertia of the engine, gear ring 1, motor 1, motor 2, and output shaft, respectively. T mg1 , T mg2 , T e , T CR1 , T CR2 , T 2. T C2 These represent Motor 1, Motor 2, Engine, and Clutch, respectively. CR 1. Clutch CR2. Torque at end 1 of the sun gear and end 2 of the ring gear. T V , T roll , T air , T grad These represent the load torque, rolling resistance torque, air resistance torque, and slope resistance torque, respectively. k 1. k 2 indicates the stiffness of the engine shaft and output shaft. c 1. c 2 indicates the stiffness of the engine shaft and output shaft. K 1. K 2 represents the characteristic parameters of the preceding and following planetary frames. m Indicates vehicle body mass. R Indicates the radius of the wheel.

[0043] Step 3: Obtain time-varying scheduling parameters through the speed sensor.

[0044] Time-varying scheduling parameters are obtained by using the speed difference signal at both ends of clutch CR1 and CR2 measured by the speed sensor. ρ 1 and ρ 2, ρ 1 and ρ 2 represents the speed difference of clutch CR1. W 1 and the speed difference between clutch CR2 W 2， and , .

[0045] Step 4: With the goal of minimizing the tracking error by taking the wheel speed and power source speed as the objective, establish the augmented matrix of the linear time-varying closed-loop system.

[0046] The torsional vibration level of the transmission system can be reflected by the good tracking performance of wheel speed and torsion angle. Therefore, the model augmentation matrix is ​​established based on the tracking error of wheel speed and torsion angle.

[0047] Introducing new augmented states: (5) In the formula, W W_ref , θ _ref These represent the desired wheel speed and the desired torsion angle, respectively. e 1. e 2 represents the tracking error of rotational speed and rotational angle, respectively.

[0048] Based on the linearized friction coefficient and substituted into the clutch friction torque equation (3), the torque expressions for clutches CR1 and CR2 are obtained, and the time-varying augmented matrix of the system linear parameters is constructed: (6) In the formula, A , B , D These are the state matrix, input matrix, and disturbance matrix of the transmission system, respectively. x For state variables, u For input quantity, w This is the disturbance input.

[0049]

[0050]

[0051]

[0052] Step 5: Design a multi-cell LPV finite-time H ∞ Robust feedback controller to suppress torsional vibration.

[0053] With the goal of minimizing the tracking errors of wheel speed and torsion angle, a finite-time H-type multicell LPV-based system is established. ∞ Robust feedback controllers are used to suppress torsional vibration in transmission systems.

[0054] Multicellular LPV Finite Time H ∞ The control objective of a robust controller is to ensure that the input... u Under the influence of [the system], the wheel speed and torsion angle can track the desired values ​​and meet the control requirements under external disturbances. The augmented model of the controlled object-linear time-varying closed-loop system can be described as: (7) In the formula, y For measurable output, z The controlled output.

[0055] like Figure 4 As shown, the linear time-varying closed-loop system described by the equation can be described by a polytope: (8) in: This represents each vertex of the multicellular organism. These vertices are determined by time-varying parameters. ρ 1. ρ The upper and lower boundaries of 2 are represented as: (9) Multicellular Coordinates of a point inside It can be described as: (10) in,

[0056] Design finite time H for each of the four vertices of the multicell. ∞ Robust controller The controller is required to satisfy H under finite time conditions. ∞ performance: (11) In the formula S 0、 S T Given a symmetric matrix, λ This indicates the level of interference suppression.

[0057] Finite time H ∞ A robust controller can be obtained by solving the following inequalities to obtain a symmetric matrix function. With matrix functions .

[0058] (12) (13) (14) (15) in,

[0059] Then H under finite time conditions ∞ The control problem can be solved by the following formula, namely: (16) Using the LMI toolbox to solve matrix inequalities (12)-(15), the gains of the four polycell vertices are calculated. K 1. K 2. K 3. K 4. By selecting an appropriate weighting function, the vertex controller of the multicell is fitted, thereby obtaining the continuous global LPV finite-time H. ∞ Robust controller: (17) like Figure 5 As shown, based on the difference between the expected value of the rotational speed and angle and the actual value of the rotational speed and angle signal, and by obtaining an augmented model of the linear time-varying closed-loop system through linearization of the clutch friction coefficient, a multicellular linear parameter finite-time H... ∞The robust controller design utilizes the uncertainty and boundedness of the friction coefficients in clutches CR1 and CR2 to obtain the range of the four vertices of the augmented model. The controller gain is then calculated based on these four vertices, and finally, a linear weighted fit is performed on the controller gain to obtain the global controller gain. The control input is then obtained by combining this global gain with the controller output. T mg1 , T mg2 , F CR1 , F CR2 The motor and clutch actuator act on the vehicle's transmission system to suppress torsional vibration.

[0060] In summary, the torsional vibration control method for hybrid electric vehicles provided in this application establishes and linearizes a nonlinear clutch friction model and a linear time-varying model, and integrates time-varying scheduling parameters to establish an augmented matrix for the linear time-varying closed-loop system, and is based on a multi-cell LPV finite-time H... ∞ A robust gain control strategy is used to control the time-varying closed-loop system and determine the target torsional vibration controller. It is evident that this application fully considers the effects of nonlinear friction and other factors on torsional vibration during mode switching, proposes a linearized clutch friction modeling method, and establishes a linear time-varying model for hybrid electric vehicle mode switching. Compared with the torsional vibration model of the transmission system in traditional vehicles, this model can more accurately represent the low-frequency torsional vibration characteristics of the transmission system, improving torsional vibration modeling and suppression, and effectively enhancing the torsional vibration suppression effect. Furthermore, this application proposes a multicell LPV finite-time H... ∞ The robust variable gain control active control strategy utilizes the fast response of the motor to achieve good control results. It is applicable to the torsional vibration problem of the transmission system caused by different clutch states. Furthermore, it can ensure the power performance of the vehicle while controlling the torsional vibration of the transmission system, and can optimize the NVH performance of the whole vehicle in terms of engineering technology.

[0061] Corresponding to the above method, this application also provides a hybrid electric vehicle torsional vibration control device for establishing a target torsional vibration controller to control the torsional vibration generated by the hybrid electric vehicle during mode switching. See [link to relevant documentation]. Figure 6 The device includes: The nonlinear clutch friction model establishment unit 601 is used to establish and linearize the nonlinear clutch friction model and determine the torque of the clutch during the slip friction process. Linear time-varying model building unit 602 builds a linear time-varying model based on the power transmission route of the hybrid electric vehicle; The time-varying scheduling parameter determination unit 603 is used to obtain time-varying scheduling parameters through the speed sensor; Augmented matrix establishment unit 604 is used to establish an augmented matrix of the linear time-varying closed-loop system based on the torque of the clutch during the slippage process, the linear time-varying model, and the time-varying scheduling parameters. Controller design unit 605, for use in multicell LPV finite-time H ∞ A robust gain control strategy is used to control the linear time-varying closed-loop system and determine the target torsional vibration controller.

[0062] In one implementation, the nonlinear clutch friction model establishment unit 601 is specifically used for: A nonlinear friction model of the reset integrator is established to determine the correspondence between the clutch friction model and the relative sliding speed. Taylor division of the friction coefficient in the above correspondence yields a linearized correspondence between the friction coefficient and the relative sliding speed. Based on the relationship between the linearized friction coefficient and the relative sliding speed, the torque of the clutch during the slip friction process is obtained.

[0063] In one implementation, the linear time-varying model building unit 602 is specifically used for: Based on the power transmission route of the transmission system, determine the components and their interlocking relationships of multiple power sources, multiple clutches, and multiple transmission mechanisms. Analyze the working state, friction state, and engagement state of each component during mode switching; Based on the working state, friction state, and engagement state of each component, the dynamic equations of the transmission system are established, resulting in a linear time-varying model.

[0064] In one implementation, the time-varying scheduling parameter determination unit 603 is specifically used for: Time-varying scheduling parameters are obtained by using the speed difference signal at both ends of the clutch measured by the speed sensor. 。

[0065] In one implementation, the augmented matrix building unit 604 is specifically used for: An augmented matrix for a linear time-varying closed-loop system is established using the tracking errors of wheel speed and torsion angle. The augmented state is introduced by the desired wheel speed and desired torsion angle. The torque expression of the current clutch in the linear time-varying model is calculated based on the torque of the clutch during the slip-friction process. Combined with time-varying scheduling parameters, the augmented matrix of the linear time-varying closed-loop system is constructed.

[0066] In one implementation, the controller design unit 605 is specifically used for: With the goal of minimizing the tracking errors of wheel speed and torsion angle, a finite-time H-type multicell LPV is used. ∞A robust gain feedback strategy is used to control the linear time-varying closed-loop system and determine the target torsional vibration controller.

[0067] In one implementation, the controller design unit 605 is specifically used for: Determine the finite time H of the multicellular LPV ∞ The robust gain feedback strategy is as follows: under the action of input u, the wheel speed and torsion angle track the expected value; Linear time-varying closed-loop systems are described using multicellular structures; Design finite time H for each vertex of the multicell. ∞ A robust controller is one that satisfies H under finite-time conditions. ∞ performance; Solving for the vertex gain of the multicell, and obtaining the continuous global LPV finite-time H through weighted fitting, yields the solution. ∞ A robust controller, serving as the target torsional vibration controller.

[0068] In one implementation, the controller design unit 605 is further configured to, The output of the target torsional vibration controller is used as an input to the motor actuator and the clutch actuator, which then act on the vehicle transmission system to suppress torsional vibration.

[0069] Embodiments of this application also provide a storage medium storing a computer program, wherein the computer program is configured to execute the steps in any of the above method embodiments when running.

[0070] Optionally, in this embodiment, the storage medium may be configured to store a computer program for performing the following steps: A nonlinear clutch friction model was established and linearized to determine the clutch torque during the slip friction process; A linear time-varying model is established based on the power transmission route of hybrid electric vehicles; Time-varying scheduling parameters are obtained through a speed sensor; Based on the clutch torque during the slippage process, the linear time-varying model, and the time-varying scheduling parameters, an augmented matrix of the linear time-varying closed-loop system is established. Based on multi-cell LPV finite time H ∞ A robust gain control strategy is used to control the linear time-varying closed-loop system and determine the target torsional vibration controller.

[0071] Optionally, in this embodiment, the storage medium may include, but is not limited to, various media capable of storing computer programs, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0072] Embodiments of this application also provide an electronic device, including a memory and a processor, wherein the memory stores a computer program and the processor is configured to run the computer program to perform the steps in any of the above method embodiments.

[0073] Optionally, the electronic device may further include a transmission device and an input / output device, wherein the transmission device is connected to the processor and the input / output device is connected to the processor.

[0074] Optionally, in this embodiment, the processor can be configured to perform the following steps via a computer program: A nonlinear clutch friction model was established and linearized to determine the clutch torque during the slip friction process; A linear time-varying model is established based on the power transmission route of hybrid electric vehicles; Time-varying scheduling parameters are obtained through a speed sensor; Based on the clutch torque during the slippage process, the linear time-varying model, and the time-varying scheduling parameters, an augmented matrix of the linear time-varying closed-loop system is established. Based on multi-cell LPV finite time H ∞ A robust gain control strategy is used to control the linear time-varying closed-loop system and determine the target torsional vibration controller.

[0075] Optionally, specific examples in this embodiment can refer to the examples described in the above embodiments and optional implementations, and will not be repeated here.

[0076] The sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0077] In the above embodiments of this application, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0078] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0079] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0080] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0081] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as a USB flash drive, read-only memory (ROM), random access memory (RAM), portable hard drive, magnetic disk, or optical disk.

[0082] The above description is only a preferred embodiment of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A method for controlling torsional vibration in a hybrid electric vehicle, characterized in that, The method for establishing a target torsional vibration controller to control the torsional vibration generated by a hybrid vehicle during mode switching includes: A nonlinear clutch friction model was established and linearized to determine the clutch torque during the slip friction process; A linear time-varying model is established based on the power transmission route of hybrid electric vehicles; Time-varying scheduling parameters are obtained through a speed sensor; Based on the clutch torque during the slippage process, the linear time-varying model, and the time-varying scheduling parameters, an augmented matrix of the linear time-varying closed-loop system is established. Based on multi-cell LPV finite time H ∞ A robust gain control strategy is used to control the linear time-varying closed-loop system and determine the target torsional vibration controller.

2. The method according to claim 1, characterized in that, The process of establishing and linearizing a nonlinear clutch friction model to determine the clutch torque during the slippage process includes: A nonlinear friction model of the reset integrator is established to determine the correspondence between the clutch friction model and the relative sliding speed. Taylor division of the friction coefficient in the above correspondence yields a linearized correspondence between the friction coefficient and the relative sliding speed. Based on the relationship between the linearized friction coefficient and the relative sliding speed, the torque of the clutch during the slip friction process is obtained.

3. The method according to claim 1, characterized in that, Based on the power transmission route of hybrid electric vehicles, a linear time-varying model is established, including: Based on the power transmission route of the transmission system, determine the components and their interlocking relationships of multiple power sources, multiple clutches, and multiple transmission mechanisms. Analyze the working state, friction state, and engagement state of each component during mode switching; Based on the working state, friction state, and engagement state of each component, the dynamic equations of the transmission system are established, resulting in a linear time-varying model.

4. The method according to claim 1, characterized in that, The acquisition of time-varying scheduling parameters via a speed sensor includes: Time-varying scheduling parameters are obtained by using the speed difference signal at both ends of the clutch measured by the speed sensor. 。 5. The method according to claim 1, characterized in that, The process of establishing the augmented matrix of the linear time-varying closed-loop system based on the clutch torque during the slippage process, the linear time-varying model, and the time-varying scheduling parameters includes: An augmented matrix for a linear time-varying closed-loop system is established using the tracking errors of wheel speed and torsion angle. The augmented state is introduced by the desired wheel speed and desired torsion angle. The torque expression of the current clutch in the linear time-varying model is calculated based on the torque of the clutch during the slip-friction process. Combined with time-varying scheduling parameters, the augmented matrix of the linear time-varying closed-loop system is constructed.

6. The method according to claim 1, characterized in that, The multi-cell LPV finite time H ∞ A robust gain control strategy is used to control the linear time-varying closed-loop system, determining the target torsional vibration controller, including: With the goal of minimizing the tracking errors of wheel speed and torsion angle, a finite-time H-type multicell LPV is used. ∞ A robust gain feedback strategy is used to control the linear time-varying closed-loop system and determine the target torsional vibration controller.

7. The method according to claim 6, characterized in that, The goal is to minimize the tracking errors of wheel speed and torsion angle, based on the finite-time H-cell multicell LPV. ∞ A robust gain feedback strategy is used to control the linear time-varying closed-loop system, determining the target torsional vibration controller, including: Determine the finite time H of the multicellular LPV ∞ The robust gain feedback strategy is as follows: under the action of input u, the wheel speed and torsion angle track the expected value; Linear time-varying closed-loop systems are described using multicellular structures; Design finite time H for each vertex of the multicell. ∞ A robust controller is one that satisfies H under finite-time conditions. ∞ performance; Solving for the vertex gain of the multicell, and obtaining the continuous global LPV finite-time H through weighted fitting, yields the solution. ∞ A robust controller, serving as the target torsional vibration controller.

8. The method according to any one of claims 1-7, characterized in that, The method further includes: The output of the target torsional vibration controller is used as an input to the motor actuator and the clutch actuator, which then act on the vehicle transmission system to suppress torsional vibration.

9. A torsional vibration control device for a hybrid electric vehicle, characterized in that, The device for establishing a target torsional vibration controller to control the torsional vibration generated by a hybrid vehicle during mode switching includes: The nonlinear clutch friction model establishment unit is used to establish and linearize the nonlinear clutch friction model and determine the torque of the clutch during the slip friction process. The linear time-varying model building unit establishes a linear time-varying model based on the power transmission route of the hybrid electric vehicle. A time-varying scheduling parameter determination unit is used to acquire time-varying scheduling parameters through a speed sensor; An augmented matrix establishment unit is used to establish an augmented matrix of the linear time-varying closed-loop system based on the torque of the clutch during the slippage process, the linear time-varying model, and the time-varying scheduling parameters. Controller design unit for use in multicell LPV finite-time H ∞ A robust gain control strategy is used to control the linear time-varying closed-loop system and determine the target torsional vibration controller.

10. A storage medium, characterized in that, The storage medium stores a computer program, wherein the computer program is configured to execute the method described in any one of claims 1 to 8 when it is run.

11. An electronic device comprising a memory and a processor, characterized in that, The memory stores a computer program, and the processor is configured to run the computer program to perform the method as described in any one of claims 1 to 8.

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