A method, system, device, and medium for motor torque regulation of vehicle vibrations

Abstract

The application discloses a motor torque adjusting vehicle vibration method, system, device and medium, the method comprises the following steps: acquiring component parameters in a power assembly, and constructing a power assembly dynamics model according to the component parameters; based on the power assembly dynamics model, acquiring a resonance rotating speed and determining optimal design parameters of the power assembly; performing real vehicle verification on the whole vehicle, acquiring a system resonance rotating speed interval, and performing motor torque testing and vibration testing in the system resonance rotating speed interval. The application deliberately and quickly controls the sound quality of the hybrid power assembly in the transient state of engine stall, and can be popularized to the range extending system and the hybrid system with different architectures. Compared with the traditional method of determining the generator output torque and output time by using the whole vehicle response sweep point, the application saves the workload and working time by controlling the torque corresponding to the rotating speed of different ISG motors in a segmented and refined manner, improves the adjusting efficiency, has universality, and has wide engineering value and significance.

Description

Technical Field

[0001] This invention relates to the field of sensorless intervention development of hybrid powertrain engines, specifically to a method, system, device, and medium for regulating vehicle vibration using motor torque. Background Technology

[0002] Hybrid electric vehicles (HEVs) offer significantly lower fuel consumption and emissions compared to traditional internal combustion engine vehicles, while also boasting a longer driving range, making them the mainstream electrification method for drive systems. However, unlike traditional internal combustion engine vehicles, HEVs involve frequent starting and stopping, and the engine is typically connected to a torsional vibration damper and, via splines and gears, to a P1 generator (or even a neutral gear). This makes it easy for torque fluctuations to be transmitted throughout the transmission system, leading to issues with spline clearance, gear clearance knocking, and vibration noise.

[0003] Currently, some automakers are using the current generator speed of the target vehicle to control the noise and vibration of the generator when it is turned off by reducing the torque output time of the target generator or increasing the output torque of the target generator. This avoids the generator vibration and noise that occur when the generator is turned off in existing hybrid vehicles.

[0004] However, using whole-vehicle response scanning to determine the generator output torque and output time involves a huge amount of testing work, is inaccurate in positioning, has low efficiency, and is not suitable for the early stages of project development. Summary of the Invention

[0005] Based on this, the purpose of this invention is to provide a method, system, device and medium for regulating vehicle vibration by motor torque, which aims to solve the problems of the current method of using whole vehicle response scanning to determine generator output torque and output time, which involves a huge amount of experimental work, inaccurate positioning, low efficiency and is not suitable for early-stage project development.

[0006] To achieve the above objectives, the present invention proposes a method for regulating vehicle vibration using motor torque, the method comprising:

[0007] Obtain the component parameters in the powertrain, and construct a powertrain dynamics model based on the component parameters;

[0008] Based on the powertrain dynamics model, the resonant speed is obtained and the optimal design parameters of the powertrain are determined.

[0009] The entire vehicle was verified on a real vehicle to obtain the system resonance speed range, and motor torque and vibration tests were performed within the system resonance speed range.

[0010] According to one aspect of the above technical solution, the step of obtaining component parameters in the powertrain and constructing a powertrain dynamics model based on the component parameters includes:

[0011] At least the key structural parameters such as mass, inertia, stiffness and damping of engine, dual-mass flywheel, torsional vibration damper, spline, gear and motor components should be collected, and a powertrain dynamics model should be constructed.

[0012] According to one aspect of the above technical solution, the steps of obtaining the resonance speed and determining the optimal design parameters of the powertrain based on the powertrain dynamics model include:

[0013] Run the powertrain dynamics model and perform powertrain torsional modal frequency analysis. Calculate the powertrain torsional modal frequency based on component parameters and calculate the resonant speed based on the powertrain torsional modal frequency.

[0014] After obtaining the resonant speed, the impact energy of spline clearance and gear clearance is simulated and calculated. The component parameters in the powertrain dynamics model are modified to optimize the impact energy.

[0015] According to one aspect of the above technical solution, the step of conducting real-vehicle verification of the entire vehicle, obtaining the system resonance speed range, and performing motor torque testing and vibration testing within the system resonance speed range includes:

[0016] Control the ISG motor to drive the engine to different stable speeds, and conduct fluctuation tests based on the different stable speeds to obtain the fluctuation amplitude corresponding to the stable speed;

[0017] The maximum fluctuation amplitude among several fluctuation amplitude values ​​is selected, and the system resonance speed range is determined based on the maximum fluctuation amplitude and the corresponding stable speed.

[0018] According to one aspect of the above technical solution, the steps following the determination of the system resonant speed range include:

[0019] The vehicle is shut down and the engine torque is reset to zero. The ISG motor is loaded with negative torque based on the preset value of the system resonance speed range interval, and the powertrain is controlled to pass through the system resonance speed range.

[0020] Simultaneously, vibration peak test and engine reverse speed test are performed. When the vibration peak is at its minimum, the optimal ISG motor negative torque is obtained.

[0021] According to one aspect of the above technical solution, the steps following obtaining the optimal negative torque of the ISG motor include:

[0022] When the engine speed is lower than the system resonance speed range, the negative torque of the ISG motor is unloaded. Through PID control, when the ISG motor speed approaches 0, the current negative torque of the ISG motor is maintained, and the shutdown torque strategy curve is determined.

[0023] The present invention also proposes a motor torque regulation vehicle vibration system, which is used to implement the above-mentioned motor torque regulation vehicle vibration method, the system comprising:

[0024] A construction module is used to obtain component parameters in the powertrain and construct a powertrain dynamics model based on the component parameters;

[0025] The resonance module is used to obtain the resonance speed and determine the optimal design parameters of the powertrain based on the powertrain dynamics model.

[0026] The testing module is used to perform real-vehicle verification, obtain the system resonance speed range, and conduct motor torque and vibration tests within the system resonance speed range.

[0027] The present invention also proposes a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the above-described method for regulating vehicle vibration by adjusting motor torque.

[0028] The present invention also proposes an electronic device, including a memory, a processor, and a computer program stored in the memory and running on the processor, wherein the processor executes the computer program to implement the above-described method for regulating vehicle vibration by adjusting motor torque.

[0029] In summary, the present invention proposes a method for regulating vehicle vibration using motor torque. This method obtains component parameters from the powertrain and constructs a powertrain dynamics model based on these parameters. Based on the powertrain dynamics model, the resonant speed is obtained, and the optimal design parameters of the powertrain are determined. Real-vehicle verification is performed to obtain the system resonant speed range, and motor torque and vibration tests are conducted within this range. The method for precise control of the sound quality of the hybrid powertrain during engine shutdown within the system resonant speed range involves determining the critical speed through powertrain torsional modal simulation analysis during the early conceptual design phase, and determining the optimal component parameters through impact energy simulation analysis during free engine shutdown. During the prototype stage, combined with speed fluctuation tests, the resonant speed of the hybrid powertrain is quickly and accurately located. By segmented and refined control of the torque corresponding to different ISG motor speeds, the sound quality within the resonant speed range is precisely controlled.

[0030] This invention aims to rapidly and precisely control the noise quality of a hybrid powertrain during engine shutdown transients. It can also be extended to range extenders and hybrid systems with different architectures. Compared to the traditional method of determining the generator output torque and output time by scanning the entire vehicle response, this application saves workload and time and improves adjustment efficiency by segmenting and finely controlling the torque corresponding to different ISG motor speeds. It has universality and broad engineering value and significance.

[0031] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0032] Figure 1 This is a flowchart of the method for adjusting vehicle vibration by motor torque in Embodiment 1 of the present invention;

[0033] Figure 2 This is a schematic diagram of the speed fluctuation test results in Embodiment 1 of the present invention;

[0034] Figure 3 This is a diagram illustrating the optimized sound quality of the range-extended powertrain under engine shutdown conditions in Embodiment 1 of the present invention.

[0035] Figure 4 This is a schematic diagram of the motor torque regulating vehicle vibration system in Embodiment 2 of the present invention;

[0036] Figure 5 This is a structural block diagram of the electronic device in Embodiment 4 of the present invention. Detailed Implementation

[0037] To facilitate understanding of the present invention, a more complete description will be given below with reference to the accompanying drawings. Several embodiments of the invention are illustrated in the drawings. However, the invention can be implemented in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete.

[0038] It should be noted that when a component is said to be "fixed to" another component, it can be directly on the other component or there may be an intervening component. When a component is said to be "connected to" another component, it can be directly connected to the other component or there may be an intervening component. The terms "vertical," "horizontal," "left," "right," and similar expressions used in this document are for illustrative purposes only.

[0039] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used herein in the description of the invention is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0040] Example 1

[0041] like Figure 1The diagram shows a flowchart of a method for regulating vehicle vibration using motor torque according to Embodiment 1 of the present invention. The method includes the following steps S01-S03, wherein:

[0042] S01. Obtain the component parameters in the powertrain and construct a powertrain dynamics model based on the component parameters.

[0043] Key structural parameters such as mass, inertia, stiffness, and damping of components such as engine, dual-mass flywheel, torsional vibration damper, spline, gear, and motor are collected to construct a dynamic model of the hybrid powertrain, including engine, dual-mass flywheel, torsional vibration damper, and multi-functional electric drive.

[0044] S02. Based on the powertrain dynamics model, obtain the resonance speed and determine the optimal design parameters of the powertrain.

[0045] Run the powertrain dynamics model and perform powertrain torsional modal frequency analysis. Calculate the powertrain torsional modal frequency f1 based on component parameters, and calculate the powertrain critical speed Q1 = f1 * 30 based on the powertrain torsional modal frequency. This powertrain critical speed is the resonance speed in this embodiment.

[0046] After obtaining the resonant speed, the impact energy of spline clearance and gear clearance is simulated and calculated. Taking the impact energy as the optimization target, the clearance of the optimal gear set and spline set in the powertrain system, as well as the design parameters such as stiffness, damping, and inertia of the dual-mass flywheel and torsional vibration damper are modified to minimize the impact energy and noise. Based on this, subsequent real vehicle verification is carried out.

[0047] S03. Conduct real-vehicle verification to obtain the system resonance speed range, and perform motor torque and vibration tests within the system resonance speed range.

[0048] Real-vehicle verification was conducted, controlling the ISG motor to drive the engine to different stable speeds. Fluctuation tests were then performed based on these stable speeds, and the fluctuation amplitude corresponding to each stable speed was obtained. The engine speed corresponding to the maximum fluctuation amplitude was determined as the system's resonant speed range. The speed fluctuation test results are illustrated below. Figure 2 As shown.

[0049] The graph contains seven speed fluctuation test curves, numbered Y1, Y2, Y3, Y4, Y5, Y6, and Y7 in sequence. The graph clearly shows that when the engine speed is stabilized at 400 rpm, 450 rpm, 480 rpm, 500 rpm, 620 rpm, 670 rpm, and 720 rpm, the speed fluctuations are 160 rpm, 40 rpm, 30 rpm, 30 rpm, 4 rpm, 4 rpm, and 2 rpm, respectively.

[0050] The maximum fluctuation amplitude among several fluctuation amplitude values ​​is selected, and the system resonance speed range is determined based on the maximum fluctuation amplitude and the corresponding stable speed. When the engine speed is stable at 400 rpm, the speed fluctuation is the largest, with a fluctuation amplitude of 160 rpm. Therefore, the system resonance speed range can be calculated as [240 rpm, 560 rpm].

[0051] After determining the system's resonant speed range, the negative torque of the ISG motor at different speeds is controlled in a segmented and refined manner.

[0052] The vehicle is shut down and the engine torque is reset to zero. After the powertrain system completes the engine torque reset, the ISG motor negative torque is rapidly applied. This negative torque is applied within the system's resonant speed range, allowing the system to quickly traverse that range. Specifically, in this embodiment, the ISG motor negative torque is applied based on a preset interval of 10 Nm between the system's resonant speed ranges to control the powertrain through these ranges. The ISG motor negative torque is applied at 10 Nm intervals, and vibration peak tests and engine reversal speed tests are performed simultaneously until noise, vibration, and engine reversal speed are all within acceptable limits, confirming the ISG motor negative torque as ISG Torque 1. (See Table 1.)

[0053] Table 1

[0054] Peak vibration (g) 11 5 1.5 0.3 0.9 1.3 Engine reverse rotation speed (Rpm) -20 -50 -70 -80 -150 -210

[0055] When the ISG motor negative torque ISG Torque 1 is applied at intervals of 10Nm, the vibration peak value is 0.3 when the ISG motor negative torque is -30Nm. At this point, the impact energy and impact sound are the least. The optimal ISG motor negative torque is recorded as -30Nm.

[0056] When the engine speed is below the system resonance speed range, the negative torque of the ISG motor is unloaded. Through PID control, a small negative torque is maintained when the motor speed approaches 0 RPM, and the shutdown torque strategy curve is determined. See Table 2 for details.

[0057] Table 2

[0058]

[0059] Based on the above-mentioned refined control methods, the final output is as follows: Figure 3 The diagram shows the effect of improved noise quality in the off-state condition of the range-extended powertrain architecture.

[0060] In summary, the present invention proposes a method for regulating vehicle vibration using motor torque. This method obtains component parameters from the powertrain and constructs a powertrain dynamics model based on these parameters. Based on the powertrain dynamics model, the resonant speed is obtained, and the optimal design parameters of the powertrain are determined. Real-vehicle verification is performed to obtain the system resonant speed range, and motor torque and vibration tests are conducted within this range. The method for precise control of the sound quality of the hybrid powertrain during engine shutdown within the system resonant speed range involves determining the critical speed through powertrain torsional modal simulation analysis during the early conceptual design phase, and determining the optimal component parameters through impact energy simulation analysis during free engine shutdown. During the prototype stage, combined with speed fluctuation tests, the resonant speed of the hybrid powertrain is quickly and accurately located. By segmented and refined control of the torque corresponding to different ISG motor speeds, the sound quality within the resonant speed range is precisely controlled.

[0061] This invention aims to rapidly and precisely control the noise quality of a hybrid powertrain during engine shutdown transients. It can also be extended to range extenders and hybrid systems with different architectures. Compared to the traditional method of determining the generator output torque and output time by scanning the entire vehicle response, this application saves workload and time and improves adjustment efficiency by segmenting and finely controlling the torque corresponding to different ISG motor speeds. It has universality and broad engineering value and significance.

[0062] Example 2

[0063] In another aspect, the present invention also provides a motor torque regulation vehicle vibration system, please refer to [link / reference needed]. Figure 4 The diagram shown is a structural schematic of the motor torque regulating vehicle vibration system in Embodiment 2 of the present invention. The motor torque regulating vehicle vibration system includes:

[0064] Module 11 is used to obtain component parameters in the powertrain and construct a powertrain dynamics model based on the component parameters;

[0065] The resonance module 12 is used to obtain the resonance speed and determine the optimal design parameters of the powertrain based on the powertrain dynamics model.

[0066] Test module 13 is used to perform real-vehicle verification, obtain the system resonance speed range, and perform motor torque test and vibration test within the system resonance speed range.

[0067] Key structural parameters such as mass, inertia, stiffness, and damping of components such as engine, dual-mass flywheel, torsional vibration damper, spline, gear, and motor are collected to construct a dynamic model of the hybrid powertrain, including engine, dual-mass flywheel, torsional vibration damper, and multi-functional electric drive.

[0068] Run the powertrain dynamics model and perform powertrain torsional modal frequency analysis. Calculate the powertrain torsional modal frequency f1 based on component parameters, and calculate the powertrain critical speed Q1 = f1 * 30 based on the powertrain torsional modal frequency. This powertrain critical speed is the resonance speed in this embodiment.

[0069] After obtaining the resonant speed, the impact energy of spline clearance and gear clearance is simulated and calculated. Taking the impact energy as the optimization target, the clearance of the optimal gear set and spline set in the powertrain system, as well as the design parameters such as stiffness, damping, and inertia of the dual-mass flywheel and torsional vibration damper are modified to minimize the impact energy and noise. Based on this, subsequent real vehicle verification is carried out.

[0070] Real-vehicle verification was conducted, controlling the ISG motor to drive the engine to different stable speeds. Fluctuation tests were then performed based on these stable speeds, and the fluctuation amplitude corresponding to each stable speed was obtained. The engine speed corresponding to the maximum fluctuation amplitude was determined as the system's resonant speed range. The speed fluctuation test results are illustrated below. Figure 2 As shown.

[0071] The graph contains seven speed fluctuation test curves, numbered Y1, Y2, Y3, Y4, Y5, Y6, and Y7 in sequence. The graph clearly shows that when the engine speed is stabilized at 400 rpm, 450 rpm, 480 rpm, 500 rpm, 620 rpm, 670 rpm, and 720 rpm, the speed fluctuations are 160 rpm, 40 rpm, 30 rpm, 30 rpm, 4 rpm, 4 rpm, and 2 rpm, respectively.

[0072] The maximum fluctuation amplitude among several fluctuation amplitude values ​​is selected, and the system resonance speed range is determined based on the maximum fluctuation amplitude and the corresponding stable speed. When the engine speed is stable at 400 rpm, the speed fluctuation is the largest, with a fluctuation amplitude of 160 rpm. Therefore, the system resonance speed range can be calculated as [240 rpm, 560 rpm].

[0073] After determining the system's resonant speed range, the negative torque of the ISG motor at different speeds is controlled in a segmented and refined manner.

[0074] The vehicle is shut down and the engine torque is reset to zero. After the powertrain system completes the engine torque reset, the ISG motor negative torque is rapidly applied. This negative torque is applied within the system's resonant speed range, allowing the system to quickly traverse that range. Specifically, in this embodiment, the ISG motor negative torque is applied based on a preset interval of 10 Nm between the system's resonant speed ranges to control the powertrain through these ranges. The ISG motor negative torque is applied at 10 Nm intervals, and vibration peak tests and engine reversal speed tests are performed simultaneously until noise, vibration, and engine reversal speed are all within acceptable limits, confirming the ISG motor negative torque as ISG Torque 1. (See Table 1.)

[0075] Table 1

[0076] Peak vibration (g) 11 5 1.5 0.3 0.9 1.3 Engine reverse rotation speed (Rpm) -20 -50 -70 -80 -150 -210

[0077] When the ISG motor negative torque ISG Torque 1 is applied at intervals of 10Nm, the vibration peak value is 0.3 when the ISG motor negative torque is -30Nm. At this point, the impact energy and impact sound are the least. The optimal ISG motor negative torque is recorded as -30Nm.

[0078] When the engine speed is below the system resonance speed range, the negative torque of the ISG motor is unloaded. Through PID control, a small negative torque is maintained when the motor speed approaches 0 RPM, and the shutdown torque strategy curve is determined. See Table 2 for details.

[0079] Table 2

[0080]

[0081] Based on the above-mentioned refined control methods, the final output is as follows: Figure 3 The diagram shows the effect of improved noise quality in the off-state condition of the range-extended powertrain architecture.

[0082] In summary, the present invention proposes a motor torque regulation vehicle vibration system. This system acquires component parameters from the powertrain and constructs a powertrain dynamics model based on these parameters. Based on the powertrain dynamics model, it acquires the resonant speed and determines the optimal design parameters of the powertrain. Real-vehicle verification is performed to obtain the system's resonant speed range, and motor torque and vibration tests are conducted within this range. The method for precise sound quality control of the hybrid powertrain under engine shutdown conditions within the system's resonant speed range involves determining the critical speed through powertrain torsional modal simulation analysis during the early conceptual design phase, and determining the optimal component parameters through impact energy simulation analysis during the free-shutdown process. In the prototype stage, combined with speed fluctuation tests, the resonant speed of the hybrid powertrain is quickly and accurately located. By segmented and refined control of the torque corresponding to different ISG motor speeds, the sound quality within the resonant speed range is precisely controlled.

[0083] This invention aims to rapidly and precisely control the noise quality of a hybrid powertrain during engine shutdown transients. It can also be extended to range extenders and hybrid systems with different architectures. Compared to the traditional method of determining the generator output torque and output time by scanning the entire vehicle response, this application saves workload and time and improves adjustment efficiency by segmenting and finely controlling the torque corresponding to different ISG motor speeds. It has universality and broad engineering value and significance.

[0084] Example 3

[0085] In another aspect, the present invention also proposes a computer-readable storage medium having stored thereon one or more computer programs that, when executed by a processor, implement the above-described method for regulating vehicle vibration by adjusting motor torque.

[0086] Those skilled in the art will understand that the logic or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable storage medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable storage medium" can mean any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device.

[0087] More specific examples (a non-exhaustive list) of computer-readable storage media include: electrical connections (electronic devices) having one or more wires, portable computer disk drives (magnetic devices), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Furthermore, computer-readable storage media can even be paper or other suitable media on which the program can be printed, since the program can be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in computer memory.

[0088] Example 4

[0089] Figure 5 This is a structural block diagram of an electronic device provided in Embodiment 4. The electronic device includes a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the program, it implements the motor torque regulation method for vehicle vibration described in the above embodiments. Figure 5 The electronic device 30 shown is merely an example and should not impose any limitation on the functionality and scope of use of the embodiments of the present invention.

[0090] like Figure 5 As shown, the electronic device 30 can be manifested as a general-purpose computing device, such as a server device. The components of the electronic device 30 may include, but are not limited to: at least one processor 31, at least one memory 32, and a bus 33 connecting different system components (including memory 32 and processor 31).

[0091] Bus 33 includes a data bus, an address bus, and a control bus.

[0092] The memory 32 may include volatile memory, such as RAM 321 (random access memory), and / or cache memory 322, and may further include ROM 323 (read-only memory).

[0093] The memory 32 may also include a program tool 325 having a set (at least one) of program modules 324, including but not limited to: an operating system, one or more application programs, other program modules, and program data, each or some combination of these examples may include an implementation of a network environment.

[0094] The processor 31 executes various functional applications and data processing by running computer programs stored in the memory 32, such as the motor torque regulation vehicle vibration method of the present invention as described above.

[0095] Electronic device 30 can also communicate with one or more external devices 34 (e.g., keyboard, pointing device, etc.). This communication can be performed via I / O interface 35 (input / output interface). Furthermore, the model-generated electronic device 30 can also communicate with one or more networks (e.g., local area network (LAN), wide area network (WAN), and / or public networks, such as the Internet) via network adapter 36. Figure 5 As shown, network adapter 36 communicates with other modules of the model-generated electronic device 30 via bus 33. It should be understood that, although not shown in the figure, other hardware and / or software modules can be used in conjunction with the model-generated electronic device 30, including but not limited to: microcode, device drivers, redundant processors, disk drive arrays, RAID (disk array) systems, tape drives, and data backup storage systems.

[0096] It should be noted that although several units / modules or sub-units / modules of the electronic device have been mentioned in the detailed description above, this division is merely exemplary and not mandatory. In fact, according to embodiments of the present invention, the features and functions of two or more units / modules described above can be embodied in one unit / module. Conversely, the features and functions of one unit / module described above can be further divided and embodied by multiple units / modules.

[0097] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0098] The embodiments described above are merely illustrative of several implementations of the present invention, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of the present invention. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these modifications and improvements all fall within the scope of protection of the present invention. Therefore, the scope of protection of this patent should be determined by the appended claims.

Claims

1. A method for regulating vehicle vibration using motor torque, characterized in that, The method for regulating vehicle vibration using motor torque includes: Obtain the component parameters in the powertrain, and construct a powertrain dynamics model based on the component parameters; Based on the powertrain dynamics model, the resonant speed is obtained and the optimal design parameters of the powertrain are determined. The powertrain dynamics model is run and the torsional modal frequency analysis of the powertrain is performed. The torsional modal frequency of the powertrain is calculated based on the component parameters, and the resonant speed is calculated based on the torsional modal frequency of the powertrain. After obtaining the resonant speed, the impact energy simulation calculation of spline clearance and gear clearance is performed. The component parameters in the powertrain dynamics model are modified to optimize the impact energy. A real-vehicle verification was conducted to obtain the system resonance speed range. Motor torque and vibration tests were performed within this range. The ISG motor was controlled to drive the engine to different stable speeds, and fluctuation tests were performed based on these stable speeds. The fluctuation amplitude corresponding to each stable speed was obtained, and the maximum fluctuation amplitude was selected. The system resonance speed range was determined based on the maximum fluctuation amplitude and the corresponding stable speed. The vehicle was then shut down, and the engine torque was reset to zero. A negative torque was applied to the ISG motor based on a preset interval within the system resonance speed range. The powertrain was controlled to traverse the system resonance speed range, and vibration peak tests and engine reversal speed tests were performed simultaneously. When the vibration peak was minimized, the optimal ISG motor negative torque was obtained. When the engine speed was below the system resonance speed range, the ISG motor negative torque was unloaded. Through PID control, when the ISG motor speed approached zero, the current ISG motor negative torque was maintained, and a shutdown torque strategy curve was determined.

2. The method for regulating vehicle vibration by motor torque according to claim 1, characterized in that, The steps of obtaining component parameters in the powertrain and constructing a powertrain dynamics model based on the component parameters include: At least the key structural parameters of mass, inertia, stiffness and damping of engine, dual-mass flywheel, torsional vibration damper, spline, gear and motor components should be collected, and a powertrain dynamic model should be constructed.

3. A motor torque regulation system for vehicle vibration, characterized in that, The motor torque regulating vehicle vibration system is used to implement the motor torque regulating vehicle vibration method according to any one of claims 1-2, the system comprising: A construction module is used to obtain component parameters in the powertrain and construct a powertrain dynamics model based on the component parameters; The resonance module is used to obtain the resonance speed and determine the optimal design parameters of the powertrain based on the powertrain dynamics model, run the powertrain dynamics model, perform powertrain torsional modal frequency analysis, calculate the powertrain torsional modal frequency based on component parameters, calculate the resonance speed based on the powertrain torsional modal frequency, obtain the resonance speed, perform spline clearance and gear clearance impact energy simulation calculation, and modify the component parameters in the powertrain dynamics model to optimize the impact energy. The testing module is used for real-vehicle verification, obtaining the system resonance speed range, and performing motor torque and vibration tests within the system resonance speed range. It controls the ISG motor to drive the engine to different stable speeds, performs fluctuation tests based on these stable speeds, and obtains the fluctuation amplitude corresponding to each stable speed. It then selects the maximum fluctuation amplitude from several fluctuation amplitudes and determines the system resonance speed range based on the maximum fluctuation amplitude and the corresponding stable speed. The module then shuts down the vehicle and resets the engine torque to zero. Based on a preset interval value within the system resonance speed range, it loads negative torque onto the ISG motor, controls the powertrain to traverse the system resonance speed range, and simultaneously performs vibration peak tests and engine reversal speed tests. When the vibration peak is at its minimum, the optimal ISG motor negative torque is obtained. When the engine speed is below the system resonance speed range, the ISG motor negative torque is unloaded. Through PID control, when the ISG motor speed approaches 0, the current ISG motor negative torque is maintained, and a shutdown torque strategy curve is determined.

4. A computer-readable storage medium having a computer program stored thereon, characterized in that, When executed by the processor, the program implements the method for regulating vehicle vibration by motor torque as described in any one of claims 1-2.

5. An electronic device comprising a memory, a processor, and a computer program stored in the memory and running on the processor, characterized in that, When the processor executes a computer program, it implements the method for adjusting vehicle vibration by motor torque as described in any one of claims 1-2.

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