Vibration processing method, device and equipment of hybrid electric vehicle and medium

Abstract

The invention discloses a vibration processing method, device and equipment of a hybrid electric vehicle and a medium, and aims to solve the problem that a whole vehicle jitter analysis mode of a traditional vehicle type cannot be used for evaluating jitter analysis of the hybrid electric vehicle. The method partially comprises the steps that according to a motion equation of a first vibration transmission path, stress of a suspension point is obtained, and the stress of the suspension point is obtained; the first vibration transmission path represents that an engine and a transmission are used as a power assembly to transmit vibration to a whole vehicle through suspension; according to the motion equation of a second vibration transmission path, the whole vehicle counter torque is obtained, and the second vibration transmission path represents that vibration of the engine is transmitted to the whole vehicle through the transmission, the driving motor and the driving shaft; and obtaining the vibration quantity of the whole vehicle according to the stress of the suspension point, the counter torque of the whole vehicle and the differential equation of the motion of the whole vehicle.

Description

Technical Field

[0001] The present application relates to the technical field of automobiles, and particularly to a vibration processing method, device, equipment and medium for a hybrid vehicle. Background Art

[0002] The inventor found that in the start-stop condition of traditional vehicles, the drive shaft is in a disengaged state. Therefore, the vehicle body shake analysis mainly considers the path from the engine - power assembly - vehicle body. However, due to structural differences in hybrid vehicles, the drive shaft transmits a certain torque during the start-stop condition, which has an important impact on the vehicle body shake. It is no longer feasible to use the control method of traditional vehicles. This method of vehicle body shake analysis for traditional vehicles cannot be used to evaluate the shake analysis of hybrid vehicles. Summary of the Invention

[0003] The present application provides a vibration processing method, device, equipment and medium for a hybrid vehicle, which is applicable to evaluate the shake analysis of hybrid vehicles and solves the problem that the method of vehicle body shake analysis for traditional vehicles cannot be used to evaluate the shake analysis of hybrid vehicles.

[0004] In a first aspect, a vibration processing method for a hybrid vehicle is provided, including:

[0005] Obtaining the force on the mounting point according to the motion equation of the first vibration transmission path, where the first vibration transmission path represents that the engine and the transmission, as a power assembly as a whole, transmit vibration to the whole vehicle through the mounts;

[0006] Obtaining the vehicle counter torque according to the motion equation of the second vibration transmission path, where the second vibration transmission path represents that the vibration of the engine is transmitted to the whole vehicle through the transmission, the drive motor, and the drive shaft;

[0007] Obtaining the vehicle vibration quantity according to the force on the mounting point, the vehicle counter torque, and the vehicle motion differential equation.

[0008] Further, after obtaining the vehicle vibration quantity according to the force on the mounting point, the vehicle counter torque, and the vehicle motion differential equation, it further includes:

[0009] When the vehicle vibration quantity does not meet the preset target, adjusting the target parameters until the vehicle vibration quantity meets the preset target, where the target parameters include at least one or more of the following parameters: engine cylinder pressure, torsional vibration between the engine and the transmission, mount parameters, and drive shaft torsional vibration.

[0010] Further, the adjusting the target parameters includes:

[0011] Adjust the engine torque according to the kinematic differential equation of the engine to control the amplitude of the engine angular displacement, and / or adjust the amplitude of the transmission angular displacement according to the kinematic differential equation of the transmission until the engine excitation frequency is avoided.

[0012] Further, the adjusted target parameters further include:

[0013] Match the stiffness and / or damping of the torsional vibration damper until the engine excitation frequency is avoided.

[0014] Further, the adjusted target parameters include:

[0015] Adjust the stiffness and / or position of the mount to reduce the vibration of the passive end of the mount.

[0016] Further, the adjusted target parameters include:

[0017] Adjust the vibration amplitude of the drive motor according to the force equation of the drive shaft until the torsional vibration of the drive shaft meets the preset torsional vibration of the drive shaft.

[0018] Further, the adjusted target parameters include:

[0019] Adjust the operating parameters of the engine according to the cylinder pressure control equation of the engine until the peak cylinder pressure of the engine at the vehicle start-up moment is less than the preset peak cylinder pressure.

[0020] Further, the operating parameters of the engine include one or more of the following parameters: the ignition angle, intake air volume, and fuel injection volume of the engine.

[0021] In a second aspect, a vibration processing device for a hybrid vehicle is provided, including:

[0022] A first acquisition module for acquiring the force on the mount point according to the kinematic equation of the first vibration transmission path, where the first vibration transmission path represents that the engine and the transmission, as a power assembly as a whole, transmit vibration to the whole vehicle through the mount;

[0023] A second acquisition module for acquiring the reaction torque of the whole vehicle according to the kinematic equation of the second vibration transmission path, where the second vibration transmission path represents that the vibration of the engine is transmitted to the whole vehicle through the transmission, the drive motor, and the drive shaft;

[0024] A calculation module for obtaining the vibration quantity of the whole vehicle according to the force on the mount point, the reaction torque of the whole vehicle, and the kinematic differential equation of the whole vehicle.

[0025] Further, the vibration processing device further includes an adjustment module;

[0026] The adjustment module is configured to adjust target parameters until the vehicle vibration amount meets the preset target when the vehicle vibration amount does not meet the preset target. The target parameters include at least one or more of the following parameters: engine cylinder pressure, torsional vibration between the engine and the transmission, mount parameters, and drive shaft torsional vibration.

[0027] In a third aspect, a computer device is provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the steps of the vibration processing method of the hybrid vehicle as described in any one of the foregoing are implemented.

[0028] In a fourth aspect, a computer-readable storage medium is provided. The computer-readable storage medium stores a computer program, and is characterized in that when the computer program is executed by a processor, the steps of the vibration processing method of the hybrid vehicle as described in any one of the foregoing are implemented.

[0029] In one of the above-provided solutions, according to the motion equation of the first vibration transmission path, the force on the mount point is obtained. The first vibration transmission path represents that the engine and the transmission, as a power assembly as a whole, transmit vibration to the vehicle through the mounts. According to the motion equation of the second vibration transmission path, the vehicle reaction torque is obtained. The second vibration transmission path represents that the vibration of the engine is transmitted to the vehicle through the transmission, the drive motor, and the drive shaft. According to the force on the mount point, the vehicle reaction torque, and the vehicle motion differential equation, the vehicle vibration is obtained. It can be seen that the influence of the drive shaft transmitting a certain torque during the start-stop condition on the vehicle jitter is considered, the vibration situation is considered in the vibration transmission path between the power assembly and the drive shaft, and the structural characteristics of the hybrid vehicle are considered more comprehensively. It is applicable to evaluate the jitter analysis of hybrid vehicles, solves the problem that the traditional vehicle jitter analysis method cannot be used to evaluate the jitter analysis of hybrid vehicles, and makes the vehicle jitter analysis more accurate. Description of the Drawings

[0030] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for the description of the embodiments of the present application will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the present application. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0031] Figure 1 is a flowchart of a vibration processing method for a hybrid vehicle in an embodiment of the present application;

[0032] Figure 2 is a schematic diagram of the cylinder pressure curve at an ignition moment of a certain hybrid vehicle;

[0033] Figure 3It is a schematic diagram of the forces acting on the crank - connecting rod mechanism of an engine in a hybrid vehicle;

[0034] Figure 4 It is a schematic diagram of the forces acting on an engine during start - stop operation in a hybrid vehicle;

[0035] Figure 5 It is a schematic diagram of the six - direction forces acting on the powertrain of an engine in a hybrid vehicle;

[0036] Figure 6 It is another process schematic diagram of a vibration processing method for a hybrid vehicle in an embodiment of the present application;

[0037] Figure 7 It is a schematic diagram of the structure of a computing technical device in an embodiment of the present application. Detailed implementation manners

[0038] Next, the technical solutions in the embodiments of the present application will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, rather than all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without making creative efforts belong to the scope of protection of the present application.

[0039] The embodiments of the present application mainly provide a vibration processing method for a hybrid vehicle, which is applied to various hybrid vehicles and is used for optimizing and analyzing the start - stop jitter of the engine of the hybrid vehicle. The inventor's research found that in the start - stop operation of traditional models, the drive shaft is in a disengaged state. Therefore, the control optimization mainly considers the transmission path from the engine - powertrain - vehicle body. However, due to the structural differences in hybrid vehicles, the drive shaft transmits a certain torque during the start - stop operation, which has an important impact on the vehicle jitter. Using traditional analysis methods is no longer feasible, and it is impossible to accurately or specifically analyze the start - stop jitter of the engine of the hybrid vehicle. Therefore, in the embodiments of the present application, according to the motion equation of the first vibration transmission path, the force on the mount point is obtained, and the first vibration transmission path represents that the engine and the transmission, as a whole powertrain, transmit vibrations to the whole vehicle through the mounts; according to the motion equation of the second vibration transmission path, the vehicle reaction torque is obtained, and the second vibration transmission path represents that the vibrations of the engine are transmitted to the whole vehicle through the transmission, the drive motor, and the drive shaft; according to the force on the mount point, the vehicle reaction torque, and the vehicle motion differential equation, the vehicle vibration is obtained. It can be seen that considering the impact of the torque transmitted by the drive shaft during the start - stop operation on the vehicle jitter, considering the vibration transmission path of the powertrain and the drive shaft and the vibration situation, and considering the structural characteristics of the hybrid vehicle more comprehensively, making the vehicle jitter analysis more accurate, so as to accurately control the vehicle jitter. Next, through each embodiment, the vibration processing method for the hybrid vehicle provided by the present application will be described in detail.

[0040] In one embodiment, as Figure 1 shown, a vibration processing method for a hybrid vehicle is provided, including:

[0041] S10: Obtain the force on the mounting point according to the motion equation of the first vibration transmission path, where the first vibration transmission path represents that the engine and the transmission, as a power assembly as a whole, transmit vibrations to the whole vehicle through the mounts.

[0042] S20: Obtain the counter torque of the whole vehicle according to the motion equation of the second vibration transmission path, where the second vibration transmission path represents that the vibration of the engine is transmitted to the whole vehicle through the transmission, the drive motor, and the drive shaft.

[0043] S30: Obtain the vehicle vibration amount according to the force on the mounting point, the counter torque of the whole vehicle, and the vehicle motion differential equation.

[0044] In this embodiment, considering the structural differences between hybrid vehicles and traditional models, that is, a certain torque is transmitted by the drive shaft under the start-stop condition, which has an important impact on the vehicle jitter. Therefore, a method of mathematical modeling is proposed to comprehensively consider the influence of the vibration transmission paths of the power assembly and the drive shaft on different aspects of engine start-stop, perform kinematic modeling, and obtain the vehicle vibration amount according to the motion equation of the first vibration transmission path, the motion equation of the second vibration transmission path, and the vehicle motion differential equation. Among them, the first vibration transmission path represents that the engine and the transmission, as a power assembly as a whole, transmit vibrations to the whole vehicle through the mounts, and the second vibration transmission path represents that the vibration of the engine is transmitted to the whole vehicle through the transmission, the drive motor, and the drive shaft.

[0045] It can be seen that considering the influence of a certain torque transmitted by the drive shaft on the vehicle jitter under the start-stop condition, considering the vibration situation of the vibration transmission paths of the power assembly and the drive shaft is applicable to the jitter analysis of hybrid vehicles, solves the problem that the vehicle jitter analysis method of traditional models cannot be used for the jitter analysis of hybrid vehicles, and considers the structural characteristics of hybrid vehicles more comprehensively, making the vehicle jitter analysis more accurate.

[0046] In one embodiment, after obtaining the vehicle vibration amount according to the force on the mounting point, the counter torque of the whole vehicle, and the vehicle motion differential equation, it further includes: when the vehicle vibration amount does not meet the preset target, adjusting the target parameters until the vehicle vibration amount meets the preset target, where the target parameters include at least one or more of the following parameters: engine cylinder pressure, torsional vibration between the engine and the transmission, mount parameters, and drive shaft torsional vibration.

[0047] In this embodiment, considering the structural differences between hybrid vehicles and traditional models, that is, the drive shaft transmits a certain torque under start-stop conditions, which has an important impact on the vehicle vibration. Therefore, a method of mathematical modeling is proposed to comprehensively consider the influence of the vibration transmission paths of the powertrain and the drive shaft on different aspects of engine start-stop, conduct kinematic modeling, and construct mathematical models of multiple target systems and corresponding optimization objectives for each target system, for subsequent optimization control of different multiple target systems. Among them, the target system refers to the relevant vehicle subsystems in the vibration transmission path of the powertrain and the drive shaft, including the engine, transmission, and mounts, etc.

[0048] After constructing the mathematical models of multiple target systems and the corresponding optimization objectives for each target system, according to the mathematical models of each target system, the parameters of each target system are adjusted respectively until each target system meets the corresponding optimization objective. That is to say, for each target system, an optimization objective is set, and then the parameters are continuously adjusted through mathematical model simulation until the set optimization objective is met. Among them, the target parameters include at least one or more of the following parameters: engine cylinder pressure, torsional vibration between the engine and the transmission, mount parameters, and drive shaft torsional vibration.

[0049] After adjusting the parameters of each target system respectively according to the mathematical models of each target system until each target system meets the corresponding optimization objective, the vehicle vibration is calculated, and it is judged whether the vehicle vibration meets the set preset objective. When the vehicle vibration does not meet the preset objective, the parameters of any one or more target systems in the multiple target systems are readjusted until the vehicle vibration meets the preset objective.

[0050] It can be seen that in this embodiment, a vibration processing method for hybrid vehicles is provided. Mathematical models of multiple target systems and corresponding optimization objectives for each target system are constructed, and then according to the mathematical models of each target system, the parameters of each target system are adjusted respectively until each target system meets the corresponding optimization objective; after each target system meets the corresponding optimization objective, the parameters of any one or more target systems in the multiple target systems are adjusted until the vehicle vibration meets the preset objective. That is to say, considering the vibration situation of the vibration transmission path of the powertrain and the drive shaft, and considering the structural characteristics of hybrid vehicles more comprehensively, the problem analysis accuracy is improved, the target is accurately controlled, and the engine start-stop jitter control is more accurate; in addition, the vehicle vibration can be optimized by using mathematical equations, and the corresponding system control optimization parameters can be determined, which can also make the problem-solving simpler and more convenient, and avoid the cumbersome manual expenditure of repeated tuning. Moreover, first, the optimization objectives of each subsystem are controlled distributively, and then the final vehicle vibration is optimized and controlled, which is beneficial to quickly optimizing the required control parameters.

[0051] It should be noted that in the above embodiments, mathematical models of multiple target systems and optimization objectives corresponding to each target system are constructed, where the target system refers to the relevant vehicle subsystems in the vibration transmission path of the powertrain and the drive shaft. Specifically, in one embodiment, the multiple target systems include at least the engine, the powertrain, and the drive shaft; among them, the corresponding optimization objectives include: engine cylinder pressure, torsional vibration between the engine and the transmission, powertrain mode, and drive shaft torsional vibration.

[0052] That is to say, in the way of using the mathematical model, the motion equations of the engine cylinder pressure, the torsional vibration between the engine and the transmission, the powertrain mode, the drive shaft torsional vibration, etc. are constructed, and then the optimization objective control is carried out on them respectively. By adopting the distributed control method, the above-mentioned various optimization objectives are achieved.

[0053] In this embodiment, the content of the target system to be optimized is clarified, including at least the engine, the powertrain, and the drive shaft. The corresponding optimization objectives include: engine cylinder pressure, torsional vibration between the engine and the transmission, powertrain mode, and drive shaft torsional vibration. The consideration is more comprehensive. From the perspective of the vehicle structure design and calibration matching design, the systems such as the engine, the powertrain, and the drive shaft are comprehensively analyzed to control the vehicle vibration, and the consideration is more comprehensive and accurate; both the optimization control strategy for the overall vehicle vibration is formulated, and the specific target of each target system is controlled, so that complex problems are simplified and the problem-solving process is optimized.

[0054] It should also be noted that in addition, in other embodiments, the multiple target systems can also be the powertrain and the drive shaft; among them, the corresponding optimization objectives can be: torsional vibration between the engine and the transmission, powertrain mode, drive shaft torsional vibration, etc. For another example, the corresponding optimization objectives can be powertrain mode and drive shaft torsional vibration, etc. Specifically, there are no restrictions. In the above embodiments, the influence of the transmission of the drive shaft and the powertrain on the start-stop jitter is considered, and the more optimization objectives are considered, the more accurate it is.

[0055] It should be noted that in one of the above embodiments, it is proposed that the optimization objectives include engine cylinder pressure, torsional vibration between the engine and the transmission, powertrain mode, and drive shaft torsional vibration. Next, the specific optimization methods and processes of these optimization objectives will be described.

[0056] I. Optimization control of engine cylinder pressure

[0057] In one embodiment, the engine cylinder pressure is optimized as follows:

[0058] S101: Construct the cylinder pressure control equation of the engine;

[0059] S102: Adjust any one or more of the ignition angle, intake air volume, and fuel injection volume of the engine through the cylinder pressure control equation until the peak cylinder pressure of the engine at the vehicle startup moment is less than the preset peak cylinder pressure.

[0060] In this embodiment, it should be understood that the cylinder pressure P of the engine is related to the engine compression ratio ε, engine ignition angle θ, intake air volume υ, and fuel injection volume q. In the embodiments of the present application, combining the above parameters and engine combustion theory, a cylinder pressure control equation P of the engine is constructed as follows:

[0061] P = {ε, θ, υ, q} (Equation 1)

[0062] Then, through the cylinder pressure control equation, simulate and adjust any one or more of the ignition angle, intake air volume, and fuel injection volume of the engine until the peak cylinder pressure of the engine at the vehicle startup moment is less than the preset peak cylinder pressure. Exemplarily, for example, adjust the engine ignition angle θ, or adjust the intake air volume υ, or adjust the fuel injection volume q, or adjust all of the above parameters until the peak cylinder pressure of the engine at the vehicle startup moment is less than the preset peak cylinder pressure.

[0063] As Figure 2 shown, Figure 2 is the cylinder pressure curve at the ignition moment of a certain hybrid vehicle. In this embodiment, mainly through the method of mathematical equations, simulate and control the peak cylinder pressure of the engine at this startup moment. Generally speaking, the smaller the peak cylinder pressure, the more beneficial it is for the jitter. Therefore, optimizing the cylinder pressure of the engine can reduce the impact on the engine start-stop jitter.

[0064] In this embodiment, the target system includes an engine, and the parameters include any one or more of the ignition angle, intake air volume, and fuel injection volume. Specific optimization objectives and methods for the engine system are proposed, which is the process of optimizing the control of the engine cylinder pressure. First, construct the cylinder pressure control equation of the engine; through the cylinder pressure control equation, adjust any one or more of the ignition angle, intake air volume, and fuel injection volume of the engine until the peak cylinder pressure of the engine at the vehicle startup moment is less than the preset peak cylinder pressure. It should be understood that referring to the cylinder pressure curve of the engine at the ignition moment, the smaller the peak cylinder pressure of the engine, the more beneficial it is for the start-stop jitter. In this embodiment, mainly control the peak cylinder pressure of the engine at this start-stop moment so that the start-stop jitter is smaller under this engine cylinder pressure.

[0065] It should be noted that the above cylinder pressure control equation of the engine is for one of the embodiments. When facing other engines, the cylinder pressure control equation may be other situations. Then, construct the corresponding cylinder pressure control equation to control the peak cylinder pressure of the engine, and specific details are not limited.

[0066] II. Optimization Control of Engine-Transmission Torsional Vibration

[0067] In one embodiment, the torsional vibration between the engine and the transmission is optimized as follows:

[0068] S201: Establish the kinematic differential equation of the engine and the kinematic differential equation of the transmission;

[0069] S202: Adjust the engine torque according to the kinematic differential equation of the engine and the kinematic differential equation of the transmission to control the amplitudes of the engine angular displacement and the transmission angular displacement until the engine excitation frequency is avoided.

[0070] Taking a four-cylinder engine as an example, as Figure 3 shown Figure 3 is a schematic diagram of the forces on the engine crankshaft connecting rod mechanism. Among them, let A be the piston area of the engine, r be the radius of the curved edge, ω be the engine speed, l be the length of the connecting rod, and m s be the mass including the piston, piston ring, piston pin and 1 / 4 to 1 / 3 of the connecting rod mass, and λ p = r / l is set as the radius of the engine crankshaft connecting rod is r. At this time, the engine torque is T e , which can be expressed as:

[0071]

[0072] Again, such as Figure 4 , Figure 4 is a schematic diagram of the forces on the engine during start-stop conditions. Let θ1 and θ2 be the angular displacements of the engine and the transmission respectively, j1 and j2 be the inertias of the engine and the transmission respectively, k1 and c1 be the stiffness and damping of the torsional vibration damper, and T q , T s are the starting torque and the braking torque of the brake respectively. According to the vibration transfer relationship shown in Figure 4 , the engine-transmission torsional vibration is directly or indirectly transmitted to the whole vehicle through multiple paths of the powertrain and the drive shaft. Therefore, the better the engine-transmission torsional vibration, the easier it is to control the vehicle body shake. Through the vibration transfer relationship shown in Figure 4 , the present application can establish the kinematic differential equations of the engine and the transmission as shown below respectively:

[0073]

[0074] Among them T s is related to the system operating state. It can be seen from Equations 2 and 3 that by controlling T e the amplitudes of θ1 and θ2 can be controlled, and the engine excitation frequency can be avoided, so as to avoid resonance amplification of θ1 and θ2. Therefore, in this embodiment,

[0075] In this embodiment, specific optimization objectives and methods between the engine and the transmission are proposed, which is an optimization process of torsional vibration between the engine and the transmission. First, the kinematic differential equation of the engine is constructed, and the kinematic differential equation of the transmission is constructed; then, according to the kinematic differential equation of the engine and the constructed kinematic differential equation of the transmission, the engine torque is adjusted to control the amplitudes of the engine angular displacement θ1 and the transmission angular displacement θ2 until the engine excitation frequency is avoided, so that the engine angular displacement θ2 and the transmission angular displacement θ2 avoid resonance amplification, thereby avoiding the engine excitation frequency and reducing the impact on the vehicle vibration.

[0076] Further, in the embodiment, in step S202, that is, adjusting the engine torque to control the amplitudes of the engine angular displacement and the transmission angular displacement until the engine excitation frequency is avoided, includes: adjusting the engine torque to control the amplitudes of the engine angular displacement and the transmission angular displacement, and matching the stiffness and / or damping of the torsional vibration damper until the engine excitation frequency is avoided.

[0077] Further, in this embodiment, during the process of controlling the torsional vibration between the engine and the transmission, the amplitudes of the engine angular displacement θ1 and the transmission angular displacement θ2 can also be controlled, and the stiffness k1 and / or damping c1 of the torsional vibration damper are matched until the engine excitation frequency is avoided. It should be noted that the stiffness of the torsional vibration damper affects resonance, and the damping affects vibration isolation. By adjusting multiple parameters, the optimization control process can be accelerated and the optimization objective can be obtained quickly.

[0078] It should be understood that the engine-transmission torsional vibration is directly or indirectly transmitted to the whole vehicle through multiple paths of the powertrain and the drive shaft. The better the torsional vibration between the engine and the transmission, the easier it is to control the vehicle jitter.

[0079] After testing, the torsional vibration between the engine and the drive shaft is optimized by optimizing the starting motor torque. After optimization, the vehicle vibration will be reduced by about 50%.

[0080] It should be noted that in the above embodiment, a four-cylinder engine is used as an example to illustrate the construction and control process of the mathematical model. For other engine types, the corresponding kinematic differential equations can be changed accordingly, as long as the torsional vibration between the engine and the drive shaft can be controlled to control the overall vibration, which will not be elaborated one by one.

[0081] III. Powertrain Modal Optimization Control

[0082] In one embodiment, the powertrain mode is optimized as follows:

[0083] S301: Construct the motion equation of the powertrain, where the motion equation is used to solve the vibration of the powertrain center of mass;

[0084] S302: Adjust the stiffness and / or position of the mounts in the powertrain according to the motion equation of the powertrain until the vibration of the powertrain center of mass obtained by solving meets the preset vibration of the powertrain center of mass.

[0085] In this embodiment, specific optimization objectives and methods for the powertrain are proposed, which is an optimization process of the powertrain mode. First, the motion equation of the powertrain is constructed, where the motion equation is used to solve the vibration of the powertrain center of mass; then, according to the motion equation of the powertrain, the stiffness and / or position of the mounts in the powertrain are adjusted until the vibration of the powertrain center of mass obtained by solving meets the preset vibration of the powertrain center of mass. It should be understood that the vibration of the powertrain center of mass includes vibration quantities such as vibration displacement and acceleration. By optimizing the vibration of the powertrain center of mass and optimizing the stiffness and / or position of the mounts in the powertrain, the optimization objective of the vehicle start-stop jitter can be effectively improved.

[0086] Specifically, in one embodiment, constructing the motion equation of the powertrain includes:

[0087] Construct the system kinetic energy equation and the system dissipation energy equation of the powertrain, and construct the system potential energy equation according to the mount point position and the mount stiffness parameters;

[0088] According to the system kinetic energy equation, the system dissipation energy equation and the system potential energy equation, construct the Lagrangian motion equation of the powertrain as the motion equation of the powertrain.

[0089] It should be understood that in the process of optimizing and controlling the powertrain mode, it is also related to the engine type. For the convenience of description, here, a cylinder engine is also used as an example to illustrate the corresponding mathematical model construction process and the optimization and control process.

[0090] As Figure 5 shown, assuming that the eccentricity between the crankshaft center and the powertrain center of mass is a, without considering the offset of the mount direction, the six-direction force F of the powertrain can be obtained and expressed as:

[0091]

[0092] Assume that the mass of the powertrain is m, and the inertia matrix is j xx 、j yy 、j zz are the moments of inertia of the powertrain system with respect to the coordinate axes, and j xy 、j yz 、j xz are the products of inertia of the system with respect to the coordinate system axes. Then, the powertrain mass matrix can be expressed as:

[0093]

[0094] Assume that the displacement Q of the center of mass of the powertrain in six directions is Q = [q1 q2 q3 q4 q5 q6] T , then the velocity of the center of mass of the powertrain The system kinetic energy E is obtained t :

[0095]

[0096] Let the coordinates of the i-th mounting point among n mounting points be (x i , y i , z i ), the three-direction stiffness of the mount The three-direction damping is Then the position transfer matrix of each mount is Then the stiffness matrix of the system is The damping matrix is The corresponding potential energy E v and the dissipated energy E D are:

[0097]

[0098]

[0099] Finally, according to the Lagrange method, the Lagrangian equation of motion of the system is obtained:

[0100]

[0101] From Equation 9, the vibration of the center of mass of the powertrain can be obtained, and thus the powertrain mode can be obtained. It should be noted that, as can be seen from the above calculations, the forces on each mount point (F xi , F yi , F zi ) can also be obtained by the method of geometric reduction and participate in the subsequent vehicle vibration calculation to facilitate the solution of vehicle vibration. For details, see the subsequent vehicle vibration calculation process.

[0102] In this embodiment, when constructing the equation of motion of the powertrain, the position of the mount point and the mount stiffness parameters are considered, and the specific method of constructing the system potential energy equation according to the position of the mount point and the mount stiffness parameters is provided. When constructing the equation of motion of the powertrain, the position of the mount point and the mount stiffness parameters are considered, and the Lagrangian equation of motion is used to construct the equation of motion of the powertrain, which can accurately describe the motion of the powertrain system, so as to accurately optimize the position of the mount point and the mount stiffness parameters and improve the accuracy of the scheme. It should be noted that in addition to constructing the equation of motion of the powertrain according to the Lagrangian equation of motion, other methods can also be used to construct the differential equation of motion, which is not specifically limited in this application.

[0103] As can be seen from the above calculations, when the mass and inertia parameters of the powertrain are known, the position and / or stiffness of the mounts can be matched and designed in combination with the engine torsional vibration, so as to reasonably design the vibration of the dynamic center of mass of the powertrain, that is, optimize the powertrain mode, thereby avoiding the resonance amplification vibration of the powertrain and achieving the effect of vibration reduction and avoidance again.

[0104] IV. Optimization Control of Drive Shaft Torsional Vibration

[0105] In one embodiment, the drive shaft torsional vibration is optimized as follows:

[0106] S401: Construct the force equation of the drive shaft;

[0107] S402: According to the force equation of the drive shaft, adjust the drive motor torque until the drive shaft torsional vibration meets the preset drive shaft torsional vibration.

[0108] Please refer to Figure 4 As shown, the engine torsional vibration transmits the vibration to the whole vehicle through another path, the drive shaft. Let the braking torque of the drive motor transmission be T s , the drive shaft is subject to the counter torque T of the whole vehicle P , the drive motor torque is T d , the drive motor inertia is j4, the inertia of the drive shaft and the tire is j3, the drive shaft stiffness is k3, the damping is c3, and the force equation of the drive shaft can be expressed as:

[0109]

[0110] As can be seen from the above formula, since the drive motor torque T d is related to the drive shaft torsional vibration moment, and its amplitude can be adjusted in real time by the motor, therefore, in this embodiment, a feedback between the drive shaft torsional vibration - drive motor torque can be established, and then by adjusting the drive motor torque, the torsional vibration amplitude of the drive shaft can be feedback - regulated, so as to reduce the drive shaft torsional vibration magnitude.

[0111] In this embodiment, specific optimization objectives and methods for drive shaft torsional vibration are proposed. It is the optimization process of drive shaft torsional vibration. First, the force equation of the drive shaft is constructed; according to the force equation of the drive shaft, the drive motor torque is adjusted until the drive shaft torsional vibration meets the preset drive shaft torsional vibration. It should be understood that the drive shaft is in a disengaged state during the start - stop condition of traditional vehicles. Therefore, the control optimization is mainly considered from the path of engine - powertrain - body. For hybrid vehicles, due to structural differences, the drive shaft transmits a certain torque during the start - stop condition, which has an important impact on the vehicle jitter. Using the control method of traditional vehicles is no longer feasible for the drive shaft torque of hybrid vehicles. Therefore, in this embodiment, in order to simulate and optimize a suitable drive shaft, using its force equation, the drive motor torque is adjusted until the drive shaft torsional vibration meets the preset drive shaft torsional vibration, so as to reduce the impact on start - stop jitter.

[0112] In the above embodiments, it can be seen that, as Figure 6 , in an embodiment of the present application, through the optimization target control of the above four aspects, when the required optimization target is reached, it is then determined whether the vehicle vibration meets the requirements, and the parameters are continuously adjusted until the vehicle vibration meets the requirements. Additionally, by way of example, since the powertrain modal optimization control and the drive shaft torsional vibration optimization control can be carried out simultaneously, no specific limitation is made.

[0113] In an embodiment, calculating the vehicle vibration includes:

[0114] S501: Obtain the vehicle mass matrix and construct the vehicle motion differential equation based on the vehicle mass matrix;

[0115] S502: Calculate the vehicle vibration through the vehicle motion differential equation.

[0116] In this embodiment, when calculating the vehicle vibration, the construction and calculation are still carried out by using the mathematical model method, so that the optimization of each target system and the overall optimization process are both optimized and controlled based on the mathematical model method, further improving the efficiency of the optimization process and reducing the optimization complexity.

[0117] Let the vehicle center of mass coordinates be (x, y, z), and the drive shaft center of mass be (x qj , y qj , z qj )(j is the number of drive shafts). Assuming the vehicle body is a rigid body, the force on the vehicle center of mass can be:

[0118]

[0119] Among them, F' x , F' y , F' z are the forces on the vehicle center of mass along the x, y, and z directions of the vehicle respectively, M' x , M' y , M' z are the torques of the vehicle center of mass around the x, y, and z directions of the vehicle respectively, and R is the vehicle axle load distribution ratio.

[0120] Let the vehicle position be s = (x, y, z, θ x , θ y , θ z ), the vehicle mass be m', and the inertia matrix be Then the vehicle mass matrix is:

[0121]

[0122] The obtained vehicle motion differential equation is:

[0123]

[0124] By solving the above equations, the vibration of the whole vehicle can be obtained.

[0125] In one embodiment, after the vibration of the whole vehicle meets the preset target, the method further includes:

[0126] Generate an adjustment plan report based on the parameters of the adjusted target system.

[0127] In this embodiment, the parameters adjusted by the mathematical model are used to output an adjustment plan report, which can be used in the subsequent development and design of the actual vehicle to facilitate the actual vehicle design and verification.

[0128] In summary of the above embodiments, it can be seen that in the embodiments of the present application, a vibration processing method for a hybrid vehicle is provided. On the one hand, for the first time, a mathematical modeling method is used to comprehensively analyze target systems such as the engine, powertrain, and drive shaft from the perspective of the whole vehicle structure design and the calibration and matching design of each subsystem, so as to control the vibration of the whole vehicle with more comprehensive and accurate considerations; on the other hand, each system target is controlled to simplify complex problems and optimize the process of solving problems; furthermore, the mathematical modeling method can be used to demonstrate the feasibility of the control target of the whole vehicle vibration in the simulation stage, which can avoid a large amount of design and adjustment in the later stage, save a lot of manpower and material resources, and is extremely efficient.

[0129] It should be understood that the size of the serial numbers of the steps in the above embodiments does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0130] The above describes a vibration processing method for a hybrid vehicle provided in an embodiment of the present application. Hereinafter, a vibration processing method device for a hybrid vehicle is also provided, which is described in detail below.

[0131] In one embodiment, a vibration processing method for a hybrid vehicle is provided, and the engine start-stop vibration control device of the hybrid vehicle corresponds to the engine start-stop vibration control method of the hybrid vehicle in the above embodiment. The vehicle actuator control device includes a construction module, an adjustment module and a calculation module. The functional modules are described in detail as follows:

[0132] A first obtaining module is used to obtain the force of the suspension point according to the motion equation of the first vibration transmission path, wherein the first vibration transmission path represents that the engine and the transmission as a powertrain as a whole transmit vibration to the whole vehicle through the suspension;

[0133] A second obtaining module is used to obtain a vehicle reaction torque according to a motion equation of a second vibration transmission path, wherein the second vibration transmission path represents that the vibration of the engine is transmitted to the vehicle through a transmission, a drive motor, and a drive shaft;

[0134] A calculation module for obtaining the vehicle vibration quantity according to the forces on the mounting points, the vehicle reaction moment, and the vehicle motion differential equation.

[0135] In one embodiment, the multiple target systems include at least the engine, the powertrain, and the drive shaft. The corresponding optimization targets include: engine cylinder pressure, torsional vibration between the engine and the transmission, powertrain mode, and drive shaft torsional vibration.

[0136] In one embodiment, after obtaining the vehicle vibration quantity according to the forces on the mounting points, the vehicle reaction moment, and the vehicle motion differential equation, it further includes:

[0137] When the vehicle vibration quantity does not meet the preset target, adjusting the target parameters until the vehicle vibration quantity meets the preset target. The target parameters include at least one or more of the following parameters: engine cylinder pressure, torsional vibration between the engine and the transmission, mounting parameters, and drive shaft torsional vibration.

[0138] In one embodiment, the adjusting of the target parameters includes:

[0139] Adjusting the engine torque according to the motion differential equation of the engine to control the amplitude of the engine angular displacement, and / or adjusting the amplitude of the transmission angular displacement according to the motion differential equation of the transmission until the engine excitation frequency is avoided.

[0140] In one embodiment, the adjusting of the target parameters further includes:

[0141] Matching the stiffness and / or damping of the torsional vibration damper until the engine excitation frequency is avoided.

[0142] In one embodiment, the adjusting of the target parameters includes:

[0143] Adjusting the stiffness and / or position of the mount to reduce the vibration of the passive end of the mount.

[0144] In one embodiment, the adjusting of the target parameters includes:

[0145] Adjusting the vibration amplitude of the drive motor according to the force equation of the drive shaft until the drive shaft torsional vibration meets the preset drive shaft torsional vibration.

[0146] In one embodiment, the adjusting of the target parameters includes:

[0147] Adjusting the operating parameters of the engine according to the cylinder pressure control equation of the engine until the peak value of the engine cylinder pressure at the vehicle start-up moment is less than the preset cylinder pressure peak value.

[0148] In one embodiment, the operating parameters of the engine include one or more of the following parameters: the ignition angle, the intake air volume, and the fuel injection volume of the engine.

[0149] In summary of the above embodiments, it can be seen that in the embodiments of the present application, a vibration processing device for a hybrid vehicle is provided. On the one hand, for the first time, from the perspectives of the overall vehicle structure design and the calibration and matching design of each subsystem, the target systems such as the engine, the powertrain, and the drive shaft are comprehensively analyzed through mathematical modeling to control the vibration of the whole vehicle, with more comprehensive and accurate consideration. On the other hand, by controlling each system target, complex problems are simplified and the problem-solving process is optimized. Moreover, through the mathematical modeling method, the feasibility of the control target for the vehicle jitter can be demonstrated in the simulation stage, which can avoid a large number of design and tuning in the later stage, save a lot of manpower and material resources, and has extremely high efficiency.

[0150] For the specific limitations of the vibration processing device for a hybrid vehicle, reference can be made to the limitations on the vibration processing method for a hybrid vehicle in the above text, which will not be elaborated here. Each module in the above vibration processing device for a hybrid vehicle can be implemented in whole or in part by software, hardware, and their combination. The above modules can be embedded in the processor in the computer device in hardware form or be independent of it, or can be stored in the memory in the computer device in software form, so as to facilitate the processor to call and execute the operations corresponding to the above respective modules.

[0151] In one embodiment, a computer device is provided, and its internal structure diagram can be as Figure 7 shown. The computer device includes a processor, a memory, and a network interface connected through a system bus. Among them, the processor of the controller is used to provide computing and control capabilities. The memory of the controller includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system and a computer program. The internal memory provides an environment for the operation of the operating system and the computer program in the non-volatile storage medium. When the computer program is executed by the processor, it realizes a method for controlling the start-stop jitter of a hybrid engine.

[0152] In one embodiment, a computer device is provided, including a memory, a processor, and a computer program stored on the memory and executable on the processor. When the processor executes the computer program, the following steps are implemented:

[0153] According to the motion equation of the first vibration transmission path, the force on the mounting point is obtained, and the first vibration transmission path represents that the engine and the transmission, as a whole powertrain, transmit vibration to the whole vehicle through the mounts;

[0154] According to the motion equation of the second vibration transmission path, the reaction torque of the whole vehicle is obtained, and the second vibration transmission path represents that the vibration of the engine is transmitted to the whole vehicle through the transmission, the drive motor, and the drive shaft;

[0155] According to the forces on the mounting points, the overall vehicle reaction moment, and the overall vehicle motion differential equation, the overall vehicle vibration quantity is obtained.

[0156] This application also provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the vehicle actuator control method mentioned in any of the above embodiments is implemented.

[0157] In one embodiment, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the following steps are implemented:

[0158] According to the motion equation of the first vibration transmission path, the forces on the mounting points are obtained. The first vibration transmission path represents that the engine and the transmission, as a power assembly as a whole, transmit vibrations to the overall vehicle through the mounts.

[0159] According to the motion equation of the second vibration transmission path, the overall vehicle reaction moment is obtained. The second vibration transmission path represents that the vibrations of the engine are transmitted to the overall vehicle through the transmission, the drive motor, and the drive shaft.

[0160] According to the forces on the mounting points, the overall vehicle reaction moment, and the overall vehicle motion differential equation, the overall vehicle vibration quantity is obtained.

[0161] Those of ordinary skill in the art can understand that all or part of the processes in the methods of the above embodiments can be completed by instructing relevant hardware through a computer program. The computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above methods. Among them, any reference to a memory, storage, database, or other medium used in the various embodiments provided in this application can include non-volatile and / or volatile memories. Non-volatile memories can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), or flash memory. Volatile memories can include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in various forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDR SDRAM), enhanced SDRAM (ESDRAM), synchronous link (Synchlink) DRAM (SLDRAM), Rambus direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and Rambus dynamic RAM (RDRAM), etc.

[0162] Those skilled in the art can clearly understand that, for the convenience and conciseness of description, only the above division of each functional unit and module is used as an example. In actual applications, the above functions can be allocated to different functional units and modules according to needs, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above.

[0163] The above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them; although the present application has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that they can still modify the technical solutions described in the foregoing embodiments, or perform equivalent replacements on some of the technical features; and these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present application, and should all be included in the protection scope of the present application.

Claims

1. A vibration treatment method for a hybrid vehicle, characterized in that, Including: Obtaining the force on the mounting point according to the motion equation of the first vibration transmission path, where the first vibration transmission path represents that the engine and the transmission, as a power assembly as a whole, transmit vibration to the whole vehicle through the mounts; Obtaining the counter torque of the whole vehicle according to the motion equation of the second vibration transmission path, where the second vibration transmission path represents that the vibration of the engine is transmitted to the whole vehicle through the transmission, the drive motor, and the drive shaft; Obtaining the vibration quantity of the whole vehicle according to the force on the mounting point, the counter torque of the whole vehicle, and the differential equation of the motion of the whole vehicle.

2. The vibration processing method of the hybrid vehicle according to claim 1, wherein After obtaining the vibration quantity of the whole vehicle according to the force on the mounting point, the counter torque of the whole vehicle, and the differential equation of the motion of the whole vehicle, it further includes: When the vibration quantity of the whole vehicle does not meet the preset target, adjusting the target parameters until the vibration quantity of the whole vehicle meets the preset target, where the target parameters at least include one or more of the following parameters: engine cylinder pressure, torsional vibration between the engine and the transmission, mount parameters, and drive shaft torsional vibration.

3. The vibration processing method of the hybrid vehicle according to claim 2, characterized in that, Adjusting the target parameters includes: Adjusting the engine torque according to the motion differential equation of the engine to control the amplitude of the engine angular displacement, and / or adjusting the amplitude of the transmission angular displacement according to the motion differential equation of the transmission until avoiding the engine excitation frequency.

4. The vibration processing method of the hybrid vehicle according to claim 3, characterized in that, Adjusting the target parameters further includes: Matching the stiffness and / or damping of the torsional vibration damper until avoiding the engine excitation frequency.

5. The vibration processing method of the hybrid vehicle according to claim 2, wherein Adjusting the target parameters includes: Adjusting the stiffness and / or position of the mount to reduce the vibration of the passive end of the mount.

6. The vibration processing method of the hybrid vehicle according to claim 2, characterized in that, Adjusting the target parameters includes: Adjusting the vibration amplitude of the drive motor according to the force equation of the drive shaft until the drive shaft torsional vibration meets the preset drive shaft torsional vibration.

7. The vibration processing method of the hybrid vehicle according to claim 2, wherein, Adjusting the target parameters includes: Adjusting the operating parameters of the engine according to the cylinder pressure control equation of the engine until the peak value of the engine cylinder pressure at the vehicle startup moment is less than the preset cylinder pressure peak value.

8. The vibration processing method of the hybrid vehicle according to claim 7, characterized in that, The operating parameters of the engine include one or more of the following parameters: the ignition angle, the intake air volume, and the fuel injection volume of the engine.

9. A vibration processing device for a hybrid vehicle, characterized in that, Including: A first obtaining module, configured to obtain the force on the mounting point according to the motion equation of the first vibration transmission path, where the first vibration transmission path represents that the engine and the transmission, as a power assembly as a whole, transmit vibration to the whole vehicle through the mounts; A second obtaining module, configured to obtain the counter torque of the whole vehicle according to the motion equation of the second vibration transmission path, where the second vibration transmission path represents that the vibration of the engine is transmitted to the whole vehicle through the transmission, the drive motor, and the drive shaft; A calculation module, configured to obtain the vibration quantity of the whole vehicle according to the force on the mounting point, the counter torque of the whole vehicle, and the differential equation of the motion of the whole vehicle.

10. The vibration processing device for a hybrid vehicle according to claim 9, wherein, The vibration processing device further includes an adjustment module; The adjustment module is configured to, when the vibration quantity of the whole vehicle does not meet the preset target, adjust the target parameters until the vibration quantity of the whole vehicle meets the preset target, where the target parameters at least include one or more of the following parameters: engine cylinder pressure, torsional vibration between the engine and the transmission, mount parameters, and drive shaft torsional vibration.

11. An electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the steps of the vibration processing method of the hybrid vehicle according to any one of claims 1 to 8.

12. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by a processor, the steps of the vibration processing method for the hybrid vehicle according to any one of claims 1 to 8 are implemented.

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