Engine suspension system control method, device and equipment and storage medium

Abstract

The invention relates to the technical field of automobile engine suspension systems, in particular to an engine suspension system control method, device and equipment and a computer storage medium. According to the engine suspension system control method, through a rubber-air bag composite structure and multi-air-chamber independent control, wide-frequency-band vibration isolation (low-frequency large-amplitude and high-frequency noise) and multi-direction rigidity accurate adjustment are achieved, and the vibration isolation effect and the driving comfort are improved; meanwhile, the adaptability of the system to different working conditions (idling, acceleration, braking and the like) is enhanced through an active control strategy, and the problems that temperature sensitivity and limiting capacity of a traditional suspension are insufficient are solved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of automobile engine suspension systems, in particular to an engine suspension system control method, device, equipment and computer storage medium. BACKGROUND

[0002] In the traditional automobile engine suspension system, the vibration frequency is low and the amplitude is large when the engine is idling or at low speed, the damping force of the traditional hydraulic suspension is insufficient, which leads to obvious body shaking; in the high frequency area (>100Hz) of the engine high speed or the road excitation, the dynamic stiffness of the suspension is too high, which transmits the engine and road noise to the vehicle cabin, affecting the NVH (noise, vibration, and sound roughness); when accelerating, braking or driving through a ditch, the engine displacement is too large, the existing suspension limiting structure is easy to produce rigid impact, the comfort is poor and the suspension may be damaged; the viscosity of hydraulic oil changes significantly with temperature, which leads to unstable suspension damping characteristics and affects the consistency of vibration isolation and limiting performance under different working conditions.

[0003] In summary, the existing technology has the problems of insufficient low-frequency large-amplitude vibration isolation, high-frequency dynamic stiffness too high leading to noise transmission, limited large displacement impact limiting capacity, and performance instability caused by temperature sensitivity, which affects the vehicle comfort and NVH performance. SUMMARY

[0004] Therefore, the technical problem to be solved by the present application is to overcome the problems of insufficient low-frequency large-amplitude vibration isolation, high-frequency dynamic stiffness too high leading to noise transmission, limited large displacement impact limiting capacity, and performance instability caused by temperature sensitivity, which affect the vehicle comfort and NVH performance in the prior art.

[0005] To solve the above technical problems, the present application provides an engine suspension system control method, comprising:

[0006] Obtaining the rubber material parameters, air chamber geometric parameters, air chamber pre-charge parameters and gas parameters of the engine suspension system, the engine suspension system comprising a rubber layer wrapping the engine, an air bag layer containing multiple independent air chambers wrapping the rubber layer, wherein each independent air chamber is connected through an electromagnetic valve and a gas storage device;

[0007] Based on the rubber material parameters, a rubber stiffness model is constructed in combination with the actual vibration frequency;

[0008] Based on the air chamber pre-charge parameters and gas parameters and the actual volume of each air chamber, the actual volume pressure of each air chamber is determined according to the gas state equation, and in combination with the air chamber geometric parameters, an output force / torque model of each air chamber is constructed;

[0009] Based on the output force / torque model of each air chamber and the volume change-displacement / rotation angle relationship of each air chamber, a stiffness model of each air chamber is determined, and a multi-degree-of-freedom total stiffness model is determined in combination with the rubber stiffness model.

[0010] Based on the multi-degree-of-freedom total stiffness model, the target volume of each air chamber is determined according to the multi-degree-of-freedom required stiffness, and the control instruction of each electromagnetic valve is output based on the target volume of each air chamber.

[0011] Preferably, the engine mounting system comprises:

[0012] A rubber layer wrapped outside the engine edge;

[0013] An air bag layer comprising a plurality of independent air chambers, wrapped outside the rubber layer;

[0014] An outer shell wrapped outside the air bag layer;

[0015] A plurality of outer gas exchange electromagnetic valves arranged in each independent air chamber;

[0016] A gas storage device comprising a gas pump and a gas storage tank, connected to each independent air chamber through each outer gas exchange electromagnetic valve;

[0017] A plurality of inner gas exchange electromagnetic valves arranged between adjacent independent air chambers.

[0018] Preferably, the rubber stiffness model is constructed based on the rubber material parameters and the actual vibration frequency, comprising:

[0019] Based on the rubber material parameters including the rubber stiffness at the reference vibration frequency and the rubber stiffness frequency variation coefficient, and the actual vibration frequency, a rubber stiffness model is constructed.

[0020] Preferably, the actual volume pressure of each air chamber is determined according to the gas state equation based on the air chamber pre-charging parameters and the gas parameters and the actual volume of each air chamber, and the air chamber output force / torque model is constructed based on the air chamber geometric parameters, comprising:

[0021] Based on the air chamber pre-charging parameters including the air chamber pre-charging air pressure and the air chamber pre-charging volume and the gas parameters including the adiabatic index and the actual volume of each air chamber, the actual volume pressure of each air chamber is determined according to the gas state equation;

[0022] Based on the air chamber geometric parameters including the effective projected area of each air chamber and the length of the force arm of the rotational degree of freedom, the effective area of each air chamber is determined;

[0023] Based on the actual volume pressure of each air chamber and the effective area of each air chamber, the air chamber output force / torque model is constructed.

[0024] Preferably, the air chamber stiffness model is determined based on the air chamber output force / torque model and the volume change-displacement / rotation angle relationship of each air chamber, and the multi-degree-of-freedom total stiffness model is determined in combination with the rubber stiffness model, comprising:

[0025] determine a relationship model of each gas chamber displacement / rotation angle and each gas chamber volume change and each gas chamber effective area;

[0026] determine a gas chamber stiffness model based on the gas chamber output force / torque model and the relationship model, and add the gas chamber stiffness model to a rubber stiffness model to determine a multi-degree-of-freedom total stiffness model.

[0027] Preferably, the method further comprises the following steps after determining the target volume of each gas chamber based on the multi-degree-of-freedom total stiffness model and the multi-degree-of-freedom required stiffness:

[0028] determining whether the target volume of each gas chamber meets a preset constraint condition;

[0029] if the target volume of any gas chamber is less than the minimum value in the preset constraint condition, determining the minimum value as the target volume of the gas chamber;

[0030] if the target volume of any gas chamber is greater than the maximum value in the preset constraint condition, determining the maximum value as the target volume of the gas chamber.

[0031] Preferably, the multi-degree-of-freedom includes three translational degrees of freedom in the vertical, lateral and longitudinal directions and three rotational degrees of freedom in the pitch, roll and yaw directions, each corresponding to an independent gas chamber.

[0032] The application also provides an engine suspension system control device, comprising:

[0033] a system parameter acquisition module for acquiring rubber material parameters, gas chamber geometric parameters, gas chamber pre-charge parameters and gas parameters of an engine suspension system, the engine suspension system comprising a rubber layer wrapping an engine, a gas bag layer wrapping the rubber layer and comprising a plurality of independent gas chambers, wherein each independent gas chamber is connected through an electromagnetic valve and a gas storage device;

[0034] a rubber stiffness model construction module for constructing a rubber stiffness model based on the rubber material parameters and in combination with an actual vibration frequency;

[0035] an output force / torque model construction module for determining actual volume pressure of each gas chamber according to a gas state equation based on the gas chamber pre-charge parameters and the gas parameters and the actual volume of each gas chamber, and constructing an output force / torque model of each gas chamber in combination with the gas chamber geometric parameters;

[0036] a total stiffness model construction module for determining a gas chamber stiffness model based on the output force / torque model of each gas chamber and the volume change-displacement / rotation angle relationship of each gas chamber, and determining a multi-degree-of-freedom total stiffness model in combination with the rubber stiffness model;

[0037] a control instruction output module for determining a target volume of each gas chamber based on the multi-degree-of-freedom total stiffness model and the multi-degree-of-freedom required stiffness, and outputting a control instruction of each electromagnetic valve based on the target volume of each gas chamber.

[0038] The application further provides an engine suspension system control device, comprising:

[0039] a memory for storing a computer program;

[0040] a processor for implementing the steps of the engine suspension system control method when executing the computer program.

[0041] The application further provides a computer readable storage medium, which stores a computer program, and the computer program implements the steps of the engine suspension system control method when executed by a processor.

[0042] The above technical solution of the application has the following advantages compared with the prior art:

[0043] The engine suspension system control method provided by the application realizes wide-band vibration isolation (low-frequency large amplitude and high-frequency noise), precise adjustment of multi-directional stiffness, and improves the vibration isolation effect and driving comfort by using a rubber-airbag composite structure and independent control of multiple air chambers; meanwhile, the active control strategy enhances the adaptability of the system to different working conditions (idling, acceleration, braking, etc.), and solves the problems of temperature sensitivity and insufficient limiting capacity of the traditional suspension. BRIEF DESCRIPTION OF DRAWINGS

[0044] In order to make the content of the application more easily understood, the application will be further described in detail below according to specific embodiments of the application and in conjunction with the drawings, in which:

[0045] Figure 1 is an implementation flowchart of the engine suspension system control method provided by the application;

[0046] Figure 2 is a structural schematic diagram of an engine suspension system;

[0047] Figure 3 is a structural block diagram of an engine suspension system control device provided by an embodiment of the application. DETAILED DESCRIPTION

[0048] The core of the application is to provide an engine suspension system control method, device, equipment and computer storage medium, which effectively solves the problem that the low-frequency large-amplitude vibration isolation is insufficient, the high-frequency dynamic stiffness is too high, the noise transmission is caused, the large-displacement impact limiting capacity is limited, and the temperature sensitivity causes the performance instability, thereby affecting the vehicle comfort and NVH performance.

[0049] For those skilled in this technical field, the present application is further described in detail below in combination with the drawings and specific embodiments. Obviously, the described embodiments are only a part of the embodiments of the present application, not all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor are within the scope of protection of the present application.

[0050] Please refer to Figure 1 , Figure 1 The implementation flow chart of the engine suspension system control method provided by the present application is as follows:

[0051] S101: Obtain the rubber material parameters, air chamber geometric parameters, air chamber pre-charge parameters and gas parameters of the engine suspension system, the engine suspension system comprising a rubber layer wrapping the engine, an air bag layer wrapping the rubber layer and comprising a plurality of independent air chambers, wherein each independent air chamber is connected through an electromagnetic valve and a gas storage device;

[0052] S102: Based on the rubber material parameters, a rubber stiffness model is constructed in combination with the actual vibration frequency;

[0053] S103: Based on the air chamber pre-charge parameters and the gas parameters and the actual volume of each air chamber, the actual volume pressure of each air chamber is determined according to the gas state equation, and in combination with the air chamber geometric parameters, an output force / torque model of each air chamber is constructed;

[0054] S104: Based on the output force / torque model of each air chamber and the volume change-displacement / angle relationship of each air chamber, a stiffness model of each air chamber is determined, and in combination with the rubber stiffness model, a multi-degree-of-freedom total stiffness model is determined;

[0055] S105: Based on the multi-degree-of-freedom total stiffness model, according to the multi-degree-of-freedom required stiffness, the target volume of each air chamber is determined, and based on the target volume of each air chamber, the control instruction of each electromagnetic valve is output.

[0056] The present application designs a new engine suspension system, which uses rubber and air bag cooperation suspension to prevent engine vibration from being transmitted to the vehicle body, and the implementation method is as follows: the outer edge is surrounded by rubber shock absorption, and the rubber is below the air bag. The air bag controls the gas in and out through the electromagnetic valve, a plurality of independent air chambers are arranged, the pre-charge gas volume of each air chamber is Vi (i=1, 2, 3…n), when the sensor receives the vibration signal from the engine, the sensor collects the rigid body vibration, force and torque signal of the engine suspension, and transmits the collected signal to the engine suspension system control device. After processing the signal, the instruction is transmitted to the total controller, the total controller controls the opening and closing and direction of the electromagnetic valve to make the air bag charge and discharge. The stiffness of each zone of the air bag is adjusted correspondingly.

[0057] Based on the above embodiments, step S101 is described in detail:

[0058] As Figure 2 In some embodiments, the engine suspension system comprises:

[0059] a rubber layer wrapped around the outer edge of the engine;

[0060] an airbag layer comprising a plurality of independent air chambers wrapped around the outer edge of the rubber layer;

[0061] an outer shell wrapped around the outer edge of the airbag layer;

[0062] a plurality of outer gas exchange solenoid valves arranged in each independent air chamber;

[0063] a gas storage device comprising a gas pump and a gas storage tank connected to each independent air chamber through each outer gas exchange solenoid valve;

[0064] a plurality of inner gas exchange solenoid valves (optional) arranged between adjacent independent air chambers.

[0065] This embodiment combines passive high-frequency vibration isolation rubber layer and active low-frequency stiffness-adjustable airbag array in a compact suspension structure. Both work together to cover a wider frequency range. Through active air pressure adjustment, the isolation effect of high-frequency vibration and low-frequency large-amplitude vibration (such as idle shake, acceleration shock, and bump shock) is optimized. Active control can "soften" the stiffness in the corresponding direction to absorb energy, or "harden" the stiffness to limit displacement.

[0066] In one embodiment, the multiple degrees of freedom include three translational degrees of freedom in the vertical, lateral, and longitudinal directions, and three rotational degrees of freedom in the pitch, roll, and yaw directions, so the embodiment is provided with six independent air chambers corresponding to the six degrees of freedom respectively.

[0067] In some embodiments, the six-degree-of-freedom vibration signals of the engine are collected by acceleration sensors and torque sensors:

[0068] Translational degrees of freedom: displacement x1, x2, x3 (vertical / lateral / longitudinal)

[0069] Rotational degrees of freedom: angle y4, y5, y6 (pitch / roll / yaw)

[0070] This embodiment designs the airbag layer as "six independent controllable air chambers". This is the physical basis for realizing multi-degree-of-freedom decoupling, independence, and precise stiffness control. Each air chamber optimizes control for a specific load direction or degree of freedom. The six independent air chambers allow the system to independently and accurately adjust the dynamic stiffness of different rotational degrees of freedom (pitch, roll, yaw). For example, the stiffness against engine pitch can be increased without affecting vertical comfort. This cannot be achieved by traditional monolithic suspensions or single airbags.

[0071] Based on the above embodiments, this embodiment describes step S102 in detail:

[0072] In some embodiments, the rubber material parameters include the rubber stiffness k r0,i and the rubber stiffness frequency variation coefficient a i , combined with the actual vibration frequency f, to construct a rubber stiffness model

[0073] Based on the above embodiments, this embodiment describes step S103 in detail:

[0074] In some embodiments, the air chamber pre-charge parameters include the air chamber pre-charge air pressure P0 and the air chamber pre-charge volume V0, and the gas parameters include the adiabatic index g, based on the air chamber pre-charge parameters and the gas parameters and the actual volume V i of each air chamber, the actual volume pressure P i V i of each air chamber is determined according to the gas state equation P γ V γ = P0V0 i i

[0075] In some embodiments, the air chamber geometry parameters include the effective projected area A i of each air chamber and the rotational degree of freedom force arm length d i , based on the air chamber geometry parameters, the effective area of each air chamber is determined:

[0076] The effective area of the air chamber corresponding to the translational degree of freedom is

[0077] The effective area of the air chamber corresponding to the rotational degree of freedom is

[0078] Based on the actual volume pressure of each air chamber and the effective area of each air chamber, the output force / torque model of each air chamber is constructed:

[0079] The output force model of the air chamber corresponding to the translational degree of freedom is

[0080] The output torque model of the air chamber corresponding to the rotational degree of freedom is

[0081] Based on the above embodiments, this embodiment describes step S104 in detail:

[0082] In some embodiments, based on the output force / torque model of each air chamber and the volume change-displacement / rotation angle relationship of each air chamber, the stiffness model of each air chamber is determined, and the multi-degree-of-freedom total stiffness model is determined in combination with the rubber stiffness model, including:

[0083] Determine the relationship model of each gas chamber displacement and each gas chamber volume change and each gas chamber effective area:

[0084]

[0085] Determine the relationship model of each gas chamber rotation angle and each gas chamber volume change and each gas chamber effective area:

[0086]

[0087] Based on the output force / torque model of each gas chamber and the relationship model, determine the stiffness model of each gas chamber, and add the rubber stiffness model respectively to determine the multi-degree-of-freedom total stiffness model:

[0088] Since the stiffness is the derivative of force / torque to displacement / rotation angle, therefore:

[0089] The stiffness model of the gas chamber corresponding to the translational degree of freedom is:

[0090]

[0091] The stiffness model of the gas chamber corresponding to the rotational degree of freedom is:

[0092]

[0093] The multi-degree-of-freedom total stiffness model is: k i (V i ,f)=K+k i

[0094] The embodiment not only collects engine vibration, but also directly measures the force transmitted to the vehicle body and the air pressure of the key gas chamber. Through sensor fusion, the vibration state (excitation source, transmission path, system response) and the current suspension characteristics can be more comprehensively and accurately evaluated.

[0095] Based on the above embodiment, the step S105 is described in detail:

[0096] Based on the multi-degree-of-freedom total stiffness model, the multi-degree-of-freedom required stiffness After determining the target volume of each gas chamber, it further includes:

[0097] Determine whether the target volume of each gas chamber meets the preset constraint condition, which is: V i ∈[0.7V0,1.3V0];

[0098] If the target volume of any gas chamber is less than the minimum value in the preset constraint condition, the minimum value is determined as the target volume of the gas chamber;

[0099] If the target volume of any gas chamber is greater than the maximum value in the preset constraint condition, the maximum value is determined as the target volume of the gas chamber.

[0100] In some embodiments, outputting each solenoid control instruction based on each air chamber target volume comprises:

[0101] Outputting joint control instructions of the outer gas exchange solenoid and the inner gas exchange solenoid based on each air chamber target volume, and then inputting each solenoid control instruction output by the engine suspension system control device into the total controller to control the opening and closing and direction of each solenoid so as to inflate and deflate the air bag, thereby adjusting the stiffness of each zone of the air bag.

[0102] The embodiment independently calculates and outputs precise inflation and deflation instructions for each of the six air chambers according to the fusion information, and the stiffness of each air bag can be continuously and quickly adjusted within its design range through inflation and deflation, so as to adapt to different isolation requirements of various engine operating conditions (idle, acceleration, cruising, braking, start-stop), and the control target is to directly optimize the transmission force or vehicle body vibration.

[0103] Please refer to Figure 3 , Figure 3 A structural block diagram of an engine suspension system control device provided by the embodiment of the present application; the specific device can comprise:

[0104] A system parameter acquisition module 100 is configured to acquire rubber material parameters, air chamber geometric parameters, air chamber pre-charge parameters, and gas parameters of an engine suspension system, the engine suspension system comprising a rubber layer wrapping an engine, an air bag layer wrapping the rubber layer and comprising a plurality of independent air chambers, wherein each independent air chamber is connected to a solenoid valve and a gas storage device;

[0105] A rubber stiffness model construction module 200 is configured to construct a rubber stiffness model based on the rubber material parameters and in combination with an actual vibration frequency;

[0106] An output force / torque model construction module 300 is configured to determine actual volume pressure of each air chamber according to a gas state equation based on the air chamber pre-charge parameters and the gas parameters and the actual volume of each air chamber, and construct an output force / torque model of each air chamber in combination with the air chamber geometric parameters;

[0107] A total stiffness model construction module 400 is configured to determine an air chamber stiffness model based on the output force / torque model of each air chamber and the volume change-displacement / rotation angle relationship of each air chamber, and determine a multi-degree-of-freedom total stiffness model in combination with the rubber stiffness model;

[0108] A control instruction output module 500 is configured to determine a target volume of each air chamber based on the multi-degree-of-freedom total stiffness model and a multi-degree-of-freedom required stiffness, and output each solenoid control instruction based on the target volume of each air chamber.

[0109] The engine mount system control device of this embodiment is used to implement the aforementioned engine mount system control method. Therefore, the specific implementation methods of the engine mount system control device can be found in the embodiment section of the aforementioned engine mount system control method. For example, the system parameter acquisition module 100, the rubber stiffness model construction module 200, the output force / torque model construction module 300, the total stiffness model construction module 400, and the control instruction output module 500 are respectively used to implement steps S101, S102, S103, S104, and S105 in the aforementioned engine mount system control method. Therefore, its specific implementation methods can refer to the descriptions of the corresponding embodiments and will not be repeated here.

[0110] A specific embodiment of the present invention further provides an engine mount system control device, comprising: a memory for storing a computer program; and a processor for implementing the steps of the above-mentioned engine mount system control method when executing the computer program.

[0111] A specific embodiment of the present invention further provides a computer-readable storage medium, wherein a computer program is stored on the computer-readable storage medium. When the computer program is executed by a processor, the steps of the above-mentioned engine mount system control method are implemented.

[0112] Those skilled in the art will appreciate that the embodiments of the present application can be provided as methods, systems, or computer program products. Therefore, the present application can adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment in combination with software and hardware. Moreover, the present application can adopt the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to magnetic disk storage, CD-ROM, optical storage, etc.) that contain computer-usable program code.

[0113] The present application is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to the embodiments of the present application. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of the processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the steps in the process. Figure 1 a process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0114] These computer program instructions can also be stored in a computer readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer readable memory produce an article of manufacture including instructions which implement the Figure 1 function specified in the flow or flows and / or blocks Figure 1 of the block or blocks.

[0115] The computer program instructions can also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions that are executed on the computer or other programmable apparatus provide steps for implementing the Figure 1 function specified in the flow or flows and / or blocks Figure 1 of the block or blocks.

[0116] Obviously, the above-described embodiments are only examples and are not intended to limit the present application. Based on the above description, one of ordinary skill in the art can make other various changes or modifications to the present application. Here, it is not necessary or possible to enumerate all the embodiments. The obvious changes or modifications derived from the present application are still within the scope of the present application.

Claims

1. A method for controlling an engine mount system, characterized in that: include: Obtaining rubber material parameters, air chamber geometry parameters, air chamber pre-charge parameters, and gas parameters of an engine mount system, wherein the engine mount system includes a rubber layer wrapping the engine and an airbag layer wrapping the rubber layer and including a plurality of independent air chambers, wherein each independent air chamber is connected to an air storage device via a solenoid valve; Based on the rubber material parameters and the actual vibration frequency, a rubber stiffness model is constructed; Based on the chamber pre-fill parameters, gas parameters and the actual volume of each chamber, the actual volume pressure of each chamber is determined according to the gas state equation, and combined with the chamber geometric parameters, the output force / torque model of each chamber is constructed; The stiffness model of each air chamber is determined based on the output force / torque model of each air chamber and the volume change-displacement / rotation relationship of each air chamber, and the multi-degree-of-freedom total stiffness model is determined in combination with the rubber stiffness model; Based on the multi-degree-of-freedom total stiffness model and the multi-degree-of-freedom required stiffness, the target volume of each air chamber is determined, and the control instructions of each solenoid valve are output based on the target volume of each air chamber.

2. The engine mount system control method according to claim 1, characterized in that: The engine mounting system comprises: A rubber layer wrapped around the outer edge of the engine; The airbag layer includes multiple independent air chambers and is wrapped around the outer edge of the rubber layer; The outer shell is wrapped around the outer edge of the airbag layer; Multiple external gas exchange solenoid valves are set in each independent gas chamber; The gas storage device includes an air pump and a gas storage tank, which are connected to each independent gas chamber through each external gas exchange solenoid valve; A plurality of internal gas exchange solenoid valves are arranged between adjacent independent gas chambers.

3. The engine mount system control method according to claim 1, characterized in that: The rubber stiffness model is constructed based on the rubber material parameters and in combination with the actual vibration frequency, including: A rubber stiffness model is constructed based on rubber material parameters including the rubber stiffness at a reference vibration frequency and the frequency-varying coefficient of the rubber stiffness in combination with the actual vibration frequency.

4. The engine mount system control method according to claim 1, characterized in that: The method of determining the actual volume pressure of each gas chamber based on the gas state equation based on the gas chamber pre-fill parameters, gas parameters and the actual volume of each gas chamber, and constructing the output force / torque model of each gas chamber in combination with the gas chamber geometric parameters includes: Determining the actual volume pressure of each gas chamber according to a gas state equation based on gas chamber pre-charge parameters including the gas chamber pre-charge pressure and the gas chamber pre-charge volume, gas parameters including the adiabatic index, and the actual volume of each gas chamber; Determining the effective area of ​​each air chamber based on the air chamber geometric parameters including the effective projected area of ​​each air chamber and the length of the rotational freedom arm; Based on the actual volume pressure and effective area of ​​each air chamber, the output force / torque model of each air chamber is constructed.

5. The engine mount system control method according to claim 1, characterized in that: The method of determining the stiffness model of each air chamber based on the output force / torque model of each air chamber and the volume change-displacement / rotation angle relationship of each air chamber, and determining the multi-degree-of-freedom total stiffness model in combination with the rubber stiffness model includes: Determine the relationship model between the displacement / rotation angle of each air chamber and the volume change of each air chamber and the effective area of ​​each air chamber; Based on the output force / torque model of each air chamber and the relationship model, the stiffness model of each air chamber is determined, and is added to the rubber stiffness model to determine the multi-degree-of-freedom total stiffness model.

6. The engine mount system control method according to claim 1, characterized in that: The method further includes: determining the target volume of each air chamber based on the multi-degree-of-freedom total stiffness model and the multi-degree-of-freedom required stiffness; Determine whether the target volume of each air chamber meets the preset constraints; If the target volume of any air chamber is smaller than the minimum value in the preset constraint conditions, the minimum value is determined as the target volume of the air chamber; If the target volume of any air chamber is greater than a maximum value in the preset constraint conditions, the maximum value is determined as the target volume of the air chamber.

7. The engine mount system control method according to claim 1, characterized in that: The multiple degrees of freedom include three translational degrees of freedom, namely vertical, lateral and longitudinal, and three rotational degrees of freedom, namely pitch, roll and yaw, each corresponding to an independent air chamber.

8. An engine mount system control device, characterized in that: include: a system parameter acquisition module, configured to acquire rubber material parameters, air chamber geometry parameters, air chamber pre-charge parameters, and gas parameters of an engine mount system, wherein the engine mount system includes a rubber layer wrapping the engine and an airbag layer wrapping the rubber layer and including a plurality of independent air chambers, wherein each independent air chamber is connected to an air storage device via a solenoid valve; A rubber stiffness model building module is used to build a rubber stiffness model based on rubber material parameters and actual vibration frequency; An output force / torque model construction module is used to determine the actual volume pressure of each gas chamber based on the gas chamber pre-charge parameters, gas parameters and actual volume of each gas chamber according to the gas state equation, and to construct the output force / torque model of each gas chamber in combination with the gas chamber geometric parameters; The total stiffness model construction module is used to determine the stiffness model of each air chamber based on the output force / torque model of each air chamber and the volume change-displacement / rotation relationship of each air chamber, and to determine the multi-degree-of-freedom total stiffness model in combination with the rubber stiffness model; The control instruction output module is used to determine the target volume of each air chamber based on the multi-degree-of-freedom total stiffness model and the multi-degree-of-freedom required stiffness, and output the control instructions of each solenoid valve based on the target volume of each air chamber.

9. An engine mount system control device, characterized in that: include: memory for storing computer programs; A processor is configured to implement the steps of the engine mount system control method according to any one of claims 1 to 7 when executing the computer program.

10. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps of the engine mount system control method according to any one of claims 1 to 7 are implemented.

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