Engine rotation fluctuation suppression method and device, electronic equipment and storage medium

Abstract

The application relates to the technical field of vehicles and discloses a method and device for suppressing engine speed fluctuation, electronic equipment and a storage medium, the method comprising the following steps: collecting an instantaneous torque signal of engine output torque at each working condition point in each section of engine working condition, performing Fourier decomposition on the instantaneous torque signal, and extracting a torque excitation component of a key order from the Fourier decomposition result; obtaining a to-be-calibrated amplitude and a to-be-calibrated phase of each key order torque excitation component; calibrating the to-be-calibrated phase based on the difference between the ignition angle used by the engine in a bench calibration environment and the ignition angle used by the engine in a vehicle running environment to obtain a phase compensation parameter; calibrating the to-be-calibrated amplitude based on the phase compensation parameter to obtain an amplitude compensation parameter; and determining a compensation torque of the generator according to the phase compensation parameter and the amplitude compensation parameter. Thus, the active suppression effect is stable, and the vehicle can be applied to different driving environments.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a method for suppressing engine speed fluctuations, a device for suppressing engine speed fluctuations, an electronic device, and a computer-readable storage medium. Background Technology

[0002] The dual-mass flywheel in an engine, through two sets of flywheels and an intermediate spring-damping system, effectively absorbs torsional vibrations, significantly reduces transmission system shock, suppresses engine idling vibration, and reduces noise generated by transmission system resonance. However, due to the high manufacturing cost and maintenance complexity of the dual-mass flywheel, it has been eliminated from engine design. Without the dual-mass flywheel, engine speed fluctuations become larger, easily causing severe NVH (Noise, Vibration, and Harshness) problems, affecting the user's driving experience. Currently, by actively suppressing these fluctuations in engine speed, the NVH problems resulting from the elimination of the dual-mass flywheel structure can be significantly reduced, thus resolving the issues.

[0003] In related technologies, the main approach is to suppress engine speed fluctuations by having a generator output torque that is out of phase with the engine. However, this method has a single optimization objective and cannot solve the problem of reduced speed fluctuations but increased vibrations. Furthermore, calibration via CAN (Controller Area Network) signals results in low accuracy, poor parameter robustness, and a lack of adaptability to different driving environments. Summary of the Invention

[0004] This invention aims to at least partially solve one of the technical problems in related technologies. Therefore, the first objective of this invention is to propose a method for suppressing engine speed fluctuations. By obtaining the generator's compensation torque based on phase compensation parameters and amplitude compensation parameters, this method can solve the NVH problems caused by eliminating the dual-mass flywheel structure in the engine, reduce engine speed fluctuations, achieve a predictable suppression effect, thereby stabilizing the active suppression effect, making the vehicle compatible with different driving environments, and improving the user's driving experience.

[0005] The second objective of this invention is to provide an engine speed fluctuation suppression device.

[0006] The third objective of this invention is to provide an electronic device.

[0007] The fourth objective of this invention is to provide a computer-readable storage medium.

[0008] To achieve the above objectives, a first aspect of the present invention proposes a method for suppressing engine speed fluctuations, comprising: acquiring all operating conditions of the engine; dividing the engine operating conditions into multiple segments according to preset speed intervals and preset torque intervals; for each operating point in each segment of engine operating conditions, acquiring the instantaneous torque signal of the engine output torque at the operating point; performing Fourier decomposition on the instantaneous torque signal; extracting the torque excitation components of key orders from the Fourier decomposition results; acquiring the amplitude and phase to be calibrated for each key order torque excitation component; calibrating the phase to be calibrated based on the difference between the ignition angle used by the engine in a bench calibration environment and the ignition angle used in a vehicle operating environment, obtaining phase compensation parameters; calibrating the amplitude to be calibrated based on the phase compensation parameters, obtaining amplitude compensation parameters; and determining the compensation torque of the generator according to the phase compensation parameters and the amplitude compensation parameters; wherein, the compensation torque is used to suppress engine speed fluctuations.

[0009] In addition, the engine speed fluctuation suppression method according to the above embodiments of the present invention may also have the following additional technical features:

[0010] According to some embodiments of the present invention, before obtaining all operating conditions of the engine, the above method further includes aligning the crankshaft angle of the engine with the resolver angle of the generator.

[0011] According to some embodiments of the present invention, the phase to be calibrated is determined based on the difference between the ignition angle used by the engine in a bench calibration environment and the ignition angle used in a vehicle operating environment, to obtain phase compensation parameters. This includes: obtaining the difference between the crankshaft angle of the engine and the resolver angle of the generator as a first compensation parameter; obtaining the engine torque phase in a bench calibration environment as a second compensation parameter; obtaining the difference between the ignition angle used by the engine in a bench calibration environment and the ignition angle used in a vehicle operating environment as a third compensation parameter; obtaining the engine crankshaft phase difference caused by the dynamic transmission delay between the generator software calculating the compensation torque and the actual effect of the compensation torque on the engine crankshaft as a fourth compensation parameter; and obtaining the phase compensation parameters based on the first, second, third, and fourth compensation parameters.

[0012] According to some embodiments of the present invention, phase compensation parameters are obtained based on a first compensation parameter, a second compensation parameter, a third compensation parameter, and a fourth compensation parameter, including:

[0013] θ = θ1 + θ2 + θ3 + θ4

[0014] Where θ1 is the first compensation parameter, θ2 is the second compensation parameter, θ3 is the third compensation parameter, θ4 is the fourth compensation parameter, and θ is the phase compensation parameter.

[0015] According to some embodiments of the present invention, the amplitude to be calibrated is obtained based on the phase compensation parameters, including: for each operating point in each engine operating condition, determining the optimal phase at the operating point according to the phase compensation parameters; scanning the percentage of the compensation torque amplitude at each key order relative to the engine excitation amplitude at that order under the optimal phase, and determining the optimal percentage; and determining the amplitude compensation parameters based on the optimal percentage.

[0016] According to some embodiments of the present invention, scanning the percentage of the compensation torque amplitude at each key order under the optimal phase relative to the excitation torque amplitude at that order, and determining the optimal percentage from the scanning results, includes: during the scanning process, determining the amplitude point where the engine speed fluctuation is less than a preset fluctuation threshold, and determining the percentage corresponding to the amplitude point as the optimal percentage.

[0017] According to some embodiments of the present invention, determining the amplitude compensation parameter based on the optimal percentage includes: determining whether the amplitude of the engine obtained under the amplitude compensation parameter exceeds the maximum torque capability of the generator; in response to the engine amplitude exceeding the maximum torque capability of the generator, compressing the amplitude compensation parameter according to a preset compression ratio to obtain the optimized amplitude compensation parameter; and determining the compensation torque of the generator based on the phase compensation parameter and the optimized amplitude compensation parameter.

[0018] An engine speed fluctuation suppression method according to an embodiment of the present invention includes: acquiring all operating conditions of the engine; dividing all operating conditions of the engine into multiple engine operating conditions according to a preset speed interval and a preset torque interval; for each operating point in each engine operating condition segment, acquiring the instantaneous torque signal of the engine output torque at the operating point; performing Fourier decomposition on the instantaneous torque signal; extracting the torque excitation component of key order from the Fourier decomposition result; acquiring the amplitude to be calibrated and the phase to be calibrated of each key order torque excitation component; calibrating the phase to be calibrated based on the difference between the ignition angle used by the engine in the bench calibration environment and the ignition angle used in the vehicle operation environment, to obtain phase compensation parameters; calibrating the amplitude to be calibrated based on the phase compensation parameters, to obtain amplitude compensation parameters; and determining the compensation torque of the generator according to the phase compensation parameters and the amplitude compensation parameters; wherein, the compensation torque is used to suppress engine speed fluctuations. Therefore, this method can solve the NVH problem caused by the elimination of the dual-mass flywheel structure in the engine by obtaining the generator's compensation torque based on the phase compensation parameters and amplitude compensation parameters, reduce engine speed fluctuations, and achieve a predictable suppression effect. This makes the active suppression effect stable, compatible with vehicles applied to different driving environments, and improves the user's driving experience.

[0019] The second objective of this invention is to propose an engine speed fluctuation suppression device. By obtaining the generator's compensation torque based on phase compensation parameters and amplitude compensation parameters, it can solve the NVH problem caused by the elimination of the dual-mass flywheel structure in the engine, reduce engine speed fluctuation, and achieve a predictable suppression effect. This makes the active suppression effect stable, compatible with vehicles applied to different driving environments, and improves the user's driving experience.

[0020] To achieve the above objectives, a second aspect of the present invention provides an engine speed fluctuation suppression device, comprising: a working condition division module configured to acquire all engine working conditions, divide the engine working conditions into multiple engine working condition segments according to a preset speed interval and a preset torque interval; a decomposition module configured to, for each working condition point in each engine working condition segment, acquire the instantaneous torque signal of the engine output torque at the working condition point, perform Fourier decomposition on the instantaneous torque signal, and extract the torque excitation components of key orders from the Fourier decomposition results; and an acquisition module configured to... To obtain the amplitude and phase to be calibrated of the torque excitation component at each key order, a phase calibration module is configured to calibrate the phase to be calibrated based on the difference between the ignition angle used by the engine in the bench calibration environment and the ignition angle used in the vehicle operation environment, thereby obtaining phase compensation parameters; an amplitude calibration module is configured to calibrate the amplitude to be calibrated based on the phase compensation parameters, thereby obtaining amplitude compensation parameters; and a compensation module is configured to determine the compensation torque of the generator based on the phase compensation parameters and the amplitude compensation parameters; wherein, the compensation torque is used to suppress engine speed fluctuations.

[0021] An engine speed fluctuation suppression device according to an embodiment of the present invention includes: a working condition division module configured to acquire all working conditions of the engine, divide the all working conditions of the engine into multiple engine working conditions according to a preset speed interval and a preset torque interval; a decomposition module configured to acquire the instantaneous torque signal of the engine output torque at each working point in each engine working condition segment, perform Fourier decomposition on the instantaneous torque signal, and extract the torque excitation component of key order from the Fourier decomposition result; an acquisition module configured to acquire the amplitude to be calibrated and the phase to be calibrated of each key order torque excitation component; a phase calibration module configured to calibrate the phase to be calibrated based on the difference between the ignition angle used by the engine in the bench calibration environment and the ignition angle used in the vehicle operation environment, and obtain phase compensation parameters; an amplitude calibration module configured to calibrate the amplitude to be calibrated based on the phase compensation parameters, and obtain amplitude compensation parameters; and a compensation module configured to determine the compensation torque of the generator according to the phase compensation parameters and the amplitude compensation parameters; wherein the compensation torque is used to suppress engine speed fluctuations. Therefore, by obtaining the generator's compensation torque based on the phase compensation parameters and amplitude compensation parameters, this device can solve the NVH problems caused by the elimination of the dual-mass flywheel structure in the engine, reduce engine speed fluctuations, and achieve a predictable suppression effect. This makes the active suppression effect stable, compatible with vehicles applied to different driving environments, and improves the user's driving experience.

[0022] To achieve the above objectives, a third aspect of the present invention provides an electronic device, comprising: a processor and a memory, wherein the memory stores a program or instructions executable on the processor, and the program or instructions, when executed by the processor, implement the steps of the above-described method for suppressing engine speed fluctuations.

[0023] According to the electronic device of the present invention, by executing the above-described engine speed fluctuation suppression method, the NVH problem caused by the elimination of the dual-mass flywheel structure in the engine can be solved, the engine speed fluctuation can be reduced, and a predictable suppression effect can be obtained, thereby stabilizing the active suppression effect, making the vehicle compatible with different driving environments, and improving the user's driving experience.

[0024] To achieve the above objectives, a fourth aspect of the present invention provides a computer-readable storage medium storing a program or instructions that, when executed by a processor, implement the steps of the above-described method for suppressing engine speed fluctuations.

[0025] According to the computer-readable storage medium of the present invention, by executing the above-described engine speed fluctuation suppression method, the NVH problem caused by the elimination of the dual-mass flywheel structure in the engine can be solved, the engine speed fluctuation can be reduced, and a predictable suppression effect can be obtained, thereby stabilizing the active suppression effect, making the vehicle compatible with different driving environments, and improving the user's driving experience.

[0026] 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

[0027] Figure 1 This is a flowchart of an engine speed fluctuation suppression method according to some embodiments of the present invention;

[0028] Figure 2 This is a flowchart of an engine speed fluctuation suppression method according to other embodiments of the present invention;

[0029] Figure 3 This is a schematic diagram of an engine speed fluctuation suppression device according to some embodiments of the present invention;

[0030] Figure 4 This is a block diagram of an electronic device according to some embodiments of the present invention. Detailed Implementation

[0031] To make the objectives, technical solutions, and advantages of the present invention clearer, the present invention will be further described in detail below with reference to specific embodiments and accompanying drawings.

[0032] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this invention should have the ordinary meaning understood by those skilled in the art. The terms "first," "second," and similar terms used in the embodiments of this invention do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word covers the element or object listed after the word and its equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are only used to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0033] As described in the background section, the dual-mass flywheel in an engine, through two sets of flywheels and an intermediate spring damping system, can effectively absorb torsional vibrations, significantly reduce transmission system impact, suppress engine idling vibration, and reduce noise generated by transmission system resonance. However, due to the high manufacturing cost and maintenance complexity of the dual-mass flywheel, it has been eliminated from engine design. After the elimination of the dual-mass flywheel, the engine speed fluctuates significantly, easily causing serious NVH problems and affecting the user's driving experience. Currently, by actively suppressing these fluctuations in engine speed, the NVH problems resulting from the elimination of the dual-mass flywheel structure can be significantly reduced, thus resolving the NVH issues.

[0034] In the process of developing this invention, the applicant discovered that in related technologies, engine speed fluctuations are mainly suppressed by outputting torque from a generator that is out of phase with the engine. However, this method has a single optimization objective and cannot solve the problem of reduced speed fluctuations but increased vibrations. Furthermore, calibration using CAN signals results in low accuracy, poor parameter robustness, and a lack of adaptability to different driving environments (such as high altitude, high temperature, and high cold).

[0035] Therefore, by obtaining the generator's compensation torque based on phase compensation parameters and amplitude compensation parameters, this invention can solve the NVH problems caused by the elimination of the dual-mass flywheel structure in the engine, reduce engine speed fluctuations, and achieve a predictable suppression effect. This makes the active suppression effect stable, compatible with vehicles applied in different driving environments, and improves the user's driving experience.

[0036] The following description, with reference to the accompanying drawings, describes the engine speed fluctuation suppression method, engine speed fluctuation suppression device, electronic device, and computer-readable storage medium proposed in the embodiments of the present invention.

[0037] refer to Figure 1 This is a flowchart of an engine speed fluctuation suppression method according to some embodiments of the present invention.

[0038] like Figure 1 As shown, the engine speed fluctuation suppression method of this embodiment of the invention may include the following steps:

[0039] S101: Obtain all operating conditions of the engine, divide the engine's operating conditions into multiple segments according to preset speed intervals and preset torque intervals. The preset speed intervals and preset torque intervals can be calibrated according to actual conditions. For example, the preset speed interval can be 200 rpm and the preset torque interval can be 10 Nm.

[0040] Specifically, under a bench calibration environment (ideal environment), all engine operating conditions are acquired, such as idling, acceleration, deceleration, and full-load conditions. The bench calibration environment refers to a testing environment in a laboratory or test site that simulates the actual operating conditions of a vehicle or engine using specialized equipment (such as a dynamometer or environmental chamber) for performance calibration, optimization, and verification. After acquiring all engine operating conditions, these conditions are divided according to preset speed and torque intervals, resulting in multiple engine operating condition segments. For example, (800 rpm, 20 Nm), (800 rpm, 30 Nm), (1000 rpm, 20 Nm), (1000 rpm, 30 Nm), ..., (6000 rpm, 200 Nm) can be obtained. In other words, by stitching together these multiple engine operating condition segments, the complete engine operating condition can be obtained.

[0041] S102 collects the instantaneous torque signal of the engine output torque at each operating point in each engine operating condition, performs Fourier decomposition on the instantaneous torque signal, and extracts the torque excitation components of key orders from the Fourier decomposition results.

[0042] Specifically, after obtaining multiple engine operating conditions, for each operating point within each engine operating condition, the engine is run and instantaneous torque signals of the engine output torque at each operating point are collected using crankshaft sensors. Then, a Fourier transform (usually a fast Fourier transform) is performed on the instantaneous torque signals to decompose the torque fluctuations in the time domain (which is the main source of engine vibration and noise) into the frequency domain. In the frequency domain, the distribution of torque fluctuation energy at various frequencies or orders can be clearly seen. The key order torque excitation components are then extracted from the Fourier decomposition results. The key order can refer to the second, fourth, sixth, and eighth orders. This key order is chosen primarily because each cylinder ignites once every two crankshaft revolutions. For a four-cylinder engine, the ignition frequency = 2 * number of cylinders = second order (main excitation). Ignition is the primary source of torque fluctuations. Due to the complex dynamics of combustion, piston movement, and valve opening and closing, ignition excitation generates abundant harmonics. Fourth, sixth, and eighth order harmonics are integer multiples of the main ignition excitation (second order), and they usually have significant energy, making them important sources of vibration and noise.

[0043] In some embodiments, when software computing power is improved, the engine torque data can be calibrated directly without extracting key orders before calibration. The engine torque excitation can be calculated from the actual cylinder pressure curve or by directly measuring the engine torque excitation.

[0044] S103, obtain the amplitude and phase to be calibrated of the torque excitation component for each key order.

[0045] Specifically, after extracting the torque excitation components of the key orders, it is preferred that each operating point may include 4 key orders. The torque excitation components of each key order correspond to different amplitudes (amplitudes to be calibrated) and phases (phases to be calibrated), and the amplitudes (amplitudes to be calibrated) and phases (phases to be calibrated) of each key order are written into the generator software.

[0046] S104 calibrates the phase to be calibrated based on the difference between the ignition angle used by the engine in the bench calibration environment and the ignition angle used in the vehicle operation environment, and obtains the phase compensation parameters.

[0047] Specifically, the ignition angle has a direct impact on torque output (especially combustion phase). Bench calibration is usually performed under specific stable conditions, while in the vehicle operating environment, the ECU (Electronic Control Unit) dynamically adjusts the ignition angle based on factors such as knock, emissions, temperature, altitude (high altitude), and intake air temperature (high cold or high temperature). Therefore, there is usually a difference between the ignition angle obtained in the bench calibration environment and the ignition angle obtained in the vehicle operating environment.

[0048] In this embodiment, the ignition angle used by the engine in the bench calibration environment and the ignition angle used in the vehicle operation environment are obtained. The difference between the ignition angle used by the engine in the bench calibration environment and the ignition angle used in the vehicle operation environment is calculated. Based on the difference, the phase to be calibrated is calibrated to obtain the phase compensation parameters used to correct the phase deviation of the torque excitation component.

[0049] In some embodiments, phase calibration can be performed separately for four operating environments: common use, high temperature, cold, and high altitude.

[0050] S105, calibrate the amplitude to be calibrated based on the phase compensation parameters to obtain the amplitude compensation parameters.

[0051] Specifically, after obtaining the phase compensation parameters, the amplitude to be calibrated is calibrated based on the phase compensation parameters to obtain the amplitude compensation parameters used to adjust the amplitude ratio of the torque excitation component.

[0052] S106, determine the generator's compensation torque based on the phase compensation parameters and amplitude compensation parameters; wherein, the compensation torque is used to suppress engine speed fluctuations.

[0053] Specifically, after obtaining the amplitude compensation parameters, the generator's compensation torque is calculated based on the phase compensation parameters and amplitude compensation parameters to suppress engine speed fluctuations. Thus, by obtaining the generator's compensation torque based on the phase compensation parameters and amplitude compensation parameters, the NVH problems arising from the elimination of the dual-mass flywheel structure in the engine can be resolved, reducing engine speed fluctuations and achieving a predictable suppression effect. This ensures stable active suppression, making the vehicle compatible for different driving environments and improving the user's driving experience.

[0054] In some embodiments of the present invention, before obtaining all operating conditions of the engine, the method further includes aligning the crankshaft angle of the engine with the resolver angle of the generator.

[0055] Specifically, before acquiring all engine operating conditions, the crankshaft angle of the engine is aligned with the resolver angle of the generator using calibration tools or software to ensure the accuracy of torque signal acquisition.

[0056] In some embodiments of the present invention, the phase to be calibrated is determined based on the difference between the ignition angle used by the engine in a bench calibration environment and the ignition angle used in a vehicle operating environment, to obtain phase compensation parameters. This includes: obtaining the difference between the crankshaft angle of the engine and the resolver angle of the generator as a first compensation parameter; obtaining the engine torque phase in a bench calibration environment as a second compensation parameter; obtaining the difference between the ignition angle used by the engine in a bench calibration environment and the ignition angle used in a vehicle operating environment as a third compensation parameter; obtaining the engine crankshaft phase difference caused by the dynamic transmission delay between the generator software calculating the compensation torque and the actual effect of the compensation torque on the engine crankshaft as a fourth compensation parameter; and obtaining the phase compensation parameters based on the first, second, third, and fourth compensation parameters.

[0057] Furthermore, in some embodiments of the present invention, the phase compensation parameters are obtained based on the first compensation parameter, the second compensation parameter, the third compensation parameter, and the fourth compensation parameter, including:

[0058] θ = θ1 + θ2 + θ3 + θ4

[0059] Where θ1 is the first compensation parameter, θ2 is the second compensation parameter, θ3 is the third compensation parameter, θ4 is the fourth compensation parameter, and θ is the phase compensation parameter.

[0060] Specifically, the crankshaft angle of the engine can be detected by a crankshaft position sensor, and the resolver angle of the generator can be detected by a resolver built into the generator. The difference between the crankshaft angle and the resolver angle is calculated and used as the first compensation parameter. This first compensation parameter is used to adapt to different engine + generator assemblies, and the first compensation parameter is different for each engine + generator assembly. The engine torque phase under bench calibration conditions is obtained and used as the second compensation parameter. The second compensation parameter is different for different engine models. The ignition angles used by the engine under bench calibration conditions and under vehicle operating conditions are obtained, and the difference between the ignition angles used under bench calibration conditions and under vehicle operating conditions is calculated and used as the third compensation parameter. The third compensation parameter is different for different operating conditions and environments (such as normal operation, high temperature, high altitude, and low temperature). The generator software calculates and issues the compensation torque. The difference between the compensation torque and the actual effect of the compensation torque on the engine crankshaft is determined by the dynamic transmission delay caused by the generator control system and mechanical transmission system. This difference is used as the fourth compensation parameter. The fourth compensation parameter varies under different generator torques and generator speeds. The fourth compensation parameter is calibrated based on a 40% amplitude. This usually means that at a representative operating point where the generator output torque is 40% of its maximum capacity (or typical operating range), the relationship between the fourth compensation parameter and speed and torque is precisely calibrated. This point may be chosen because it is located in a region with good linearity of transmission characteristics or moderate response.

[0061] Specifically, NVH equipment can be used to collect speed fluctuations and suspension vibrations at various key stages. When speed fluctuates at these key stages, angular acceleration also fluctuates and suspension vibrations occur, with the angular acceleration fluctuation and suspension vibrations being minimized. In other words, minimizing speed fluctuations at each key stage directly reflects the stability of the crankshaft's instantaneous speed, serving as a direct indicator of torque balance. Minimizing angular acceleration fluctuations is more sensitive than speed fluctuations, reflecting whether the high-frequency components of torque excitation are effectively counteracted. Minimizing suspension vibrations reflects whether the forces transmitted to the vehicle body are suppressed, which is a direct manifestation of NVH performance.

[0062] After obtaining the first, second, third, and fourth compensation parameters, adding them together yields the phase compensation parameters. These parameters, which constitute the phase compensation parameters, take into account the influence of various variables, causing them to change with different variables, ultimately making the phase parameters in active suppression suitable for the vehicle's overall application.

[0063] In some embodiments, during phase calibration, the third compensation parameter should have the highest weight to enable the vehicle to be used in different driving environments (e.g., normal driving, high temperature, high altitude, low temperature). Since the dynamic transmission delay caused by the generator control system and mechanical transmission system may be very small, the fourth compensation parameter should have the lowest weight. After completing the phase calibration for each operating condition, the phase information is written into the generator software.

[0064] In some embodiments of the present invention, the amplitude to be calibrated is obtained based on the phase compensation parameters, including: for each operating point in each engine operating condition, determining the optimal phase at the operating point according to the phase compensation parameters; scanning the percentage of the compensation torque amplitude at each key order relative to the engine excitation amplitude at that order under the optimal phase, and determining the optimal percentage; and determining the amplitude compensation parameters according to the optimal percentage.

[0065] Specifically, during engine speed fluctuation suppression, the generator's compensation torque needs to be adjusted to counteract engine torque pulsations. To ensure the compensation effect, the optimal phase of the compensation torque must be determined first, and then the optimal amplitude percentage is determined through scanning, ultimately minimizing speed fluctuations. For each operating point in each engine operating condition, the optimal phase among multiple phases at each operating point is found based on the phase compensation parameters. Under the optimal phase, the percentage of the compensation torque amplitude relative to the engine excitation amplitude at each key order (such as second, fourth, sixth, and eighth order) is scanned. The optimal percentage is found from the scan results, and the amplitude compensation parameters are determined based on the optimal percentage.

[0066] In some embodiments of the present invention, the percentage of the compensation torque amplitude relative to the excitation torque amplitude at each key order is scanned under the optimal phase, and the optimal percentage is determined from the scan results. This includes: during the scan, determining the amplitude point where the engine speed fluctuation is less than a preset fluctuation threshold, and determining the percentage corresponding to the amplitude point as the optimal percentage. The preset fluctuation threshold can be calibrated according to actual conditions.

[0067] Specifically, during the scanning process, the engine speed fluctuation is monitored in real time and the percentage is adjusted to determine the amplitude point where the engine speed fluctuation is less than the preset fluctuation threshold set based on engine design requirements or performance standards, thereby determining the percentage corresponding to the amplitude point as the optimal percentage.

[0068] Specifically, when the rotational speed fluctuates at each key stage, the angular acceleration also fluctuates and the mount vibrates, with the angular acceleration fluctuation and mount vibration being the least. In other words, the rotational speed fluctuation at each key stage directly reflects the torque balance effect; the angular acceleration fluctuation at each key stage is more sensitive to high-frequency torque changes; and the mount vibration reflects the NVH performance indicators perceived by the end user.

[0069] In some embodiments of the present invention, determining the amplitude compensation parameter based on the optimal percentage includes: determining whether the amplitude of the engine obtained under the amplitude compensation parameter exceeds the maximum torque capability of the generator; in response to the engine amplitude exceeding the maximum torque capability of the generator, compressing the amplitude compensation parameter according to a preset compression ratio to obtain the optimized amplitude compensation parameter; and determining the compensation torque of the generator based on the phase compensation parameter and the optimized amplitude compensation parameter. The preset compression ratio can be calibrated according to actual conditions.

[0070] Specifically, during the scanning process, the amplitude of the engine obtained under the amplitude compensation parameters may approach or even exceed the maximum torque capacity of the generator, and some fluctuations may occur near the maximum torque capacity of the generator. To avoid the adverse suppression effect caused by these fluctuations, it is necessary to compare the amplitude of the engine obtained under the amplitude compensation parameters with the maximum torque capacity of the generator to determine whether the amplitude of the engine obtained under the amplitude compensation parameters exceeds the maximum torque capacity of the generator. When the amplitude of the engine obtained under the amplitude compensation parameters exceeds the maximum torque capacity of the generator, it indicates that the engine cannot provide the required torque, the actual output is saturated (clamped), and the control system may enter the nonlinear region, resulting in torque fluctuations (such as current loop saturation, response oscillation). Such fluctuations not only fail to suppress vibration, but may also introduce new and uncontrollable excitation sources, worsening NVH problems. At this time, the amplitude compensation parameters are compressed according to a preset compression ratio. The preset compression ratio is set based on the engine's safety margin or performance limitations. For example, the preset compression ratio can be 5%, that is, the amplitude compensation parameters are compressed to 95% to actively reduce the amplitude compensation parameters and obtain optimized amplitude compensation parameters, thereby stabilizing the active suppression effect. By compressing the amplitude compensation parameters according to a preset compression ratio, fluctuations and instabilities caused by saturation are avoided, ensuring the stability and reliability of the suppression effect. After obtaining the phase compensation parameters and the optimized amplitude compensation parameters, inputting them into the generator control system can generate the final compensated torque for the generator.

[0071] After completing the calibration of phase and amplitude parameters for each operating condition, the parameters are updated into the generator software, and a comparative test is conducted with the active suppression function turned on and off to compare and accept the suppression effect.

[0072] Specifically, the vehicle is operated at representative operating conditions (typically including vibration-sensitive or calibration-critical points such as idling, low-speed high-load, and medium-to-high-speed). The baseline speed fluctuations, angular acceleration fluctuations, and suspension vibrations (original vibration levels) are measured and recorded to disable active suppression. Then, the active suppression function is run again at the same operating conditions using calibrated parameters, and the same vibration indicators are measured to enable active suppression. The measurement data in the "on" and "off" states are then directly compared. Evaluation indicators can include the attenuation (dB or % reduction) of vibration amplitude at key orders (second, fourth, sixth, and eighth orders); the reduction in overall vibration level (e.g., total vibration level); and the improvement in subjective perception (e.g., steering wheel and seat vibration, noise) (engineer evaluation or user feedback). Acceptance criteria require the comparison results to meet predefined NVH targets (e.g., key order vibration attenuation ≥ X dB, or total vibration level reduction ≥ Y%).

[0073] In some embodiments, when determining the phase compensation parameters and the optimized amplitude compensation parameters, the speed fluctuation and suspension vibration can be used as the basis for determination, or the noise in the driver's right ear or the vibration at the seat rail can be used as the basis for determination.

[0074] As a concrete example, such as Figure 2 As shown, the engine speed fluctuation suppression method of the present invention may include the following steps:

[0075] S201 aligns the crankshaft angle of the engine with the resolver angle of the generator.

[0076] S202: Obtain all engine operating conditions, divide the engine operating conditions into multiple segments according to preset speed intervals and preset torque intervals.

[0077] S203 collects the instantaneous torque signal of the engine output torque at each operating point in each engine operating condition, performs Fourier decomposition on the instantaneous torque signal, and extracts the torque excitation components of key orders from the Fourier decomposition results.

[0078] S204, obtain the calibration amplitude and calibration phase of the torque excitation component for each key order.

[0079] S205, obtain the difference between the crankshaft angle of the engine and the resolver angle of the generator as the first compensation parameter.

[0080] S206, obtain the engine torque phase under bench calibration environment, as the second compensation parameter.

[0081] S207, obtain the difference between the ignition angle used by the engine under bench calibration environment and the ignition angle used under vehicle operating environment, as the third compensation parameter.

[0082] S208, the engine crankshaft phase difference value caused by the dynamic transmission delay between the generator software calculating the compensation torque and the compensation torque actually acting on the engine crankshaft and producing an effect is obtained as the fourth compensation parameter.

[0083] S209, the phase compensation parameters are obtained based on the first compensation parameter, the second compensation parameter, the third compensation parameter, and the fourth compensation parameter.

[0084] S210 determines the optimal phase for each operating point in each engine operating condition based on the phase compensation parameters.

[0085] S211, under the optimal phase, scan the percentage of the compensated torque amplitude at each key order relative to the engine excitation amplitude at that order, and determine the optimal percentage.

[0086] S212, determine the amplitude compensation parameters based on the optimal percentage.

[0087] S213, determine whether the amplitude of the engine obtained under the amplitude compensation parameters exceeds the maximum torque capacity of the generator. If so, proceed to step S214.

[0088] S214, compress the amplitude compensation parameters according to the preset compression ratio to obtain the optimized amplitude compensation parameters.

[0089] S215 determines the generator's compensation torque based on the phase compensation parameters and the optimized amplitude compensation parameters to suppress engine speed fluctuations.

[0090] In summary, the engine speed fluctuation suppression method according to embodiments of the present invention includes: acquiring all operating conditions of the engine; dividing all operating conditions of the engine into multiple engine operating conditions according to preset speed intervals and preset torque intervals; for each operating point in each engine operating condition segment, acquiring the instantaneous torque signal of the engine output torque at the operating point; performing Fourier decomposition on the instantaneous torque signal; extracting the torque excitation components of key orders from the Fourier decomposition results; acquiring the amplitude to be calibrated and the phase to be calibrated of each key order torque excitation component; calibrating the phase to be calibrated based on the difference between the ignition angle used by the engine in the bench calibration environment and the ignition angle used in the vehicle operation environment, obtaining phase compensation parameters; calibrating the amplitude to be calibrated based on the phase compensation parameters, obtaining amplitude compensation parameters; and determining the compensation torque of the generator according to the phase compensation parameters and the amplitude compensation parameters; wherein, the compensation torque is used to suppress engine speed fluctuations. Therefore, this method can solve the NVH problem caused by the elimination of the dual-mass flywheel structure in the engine by obtaining the generator's compensation torque based on the phase compensation parameters and amplitude compensation parameters, reduce engine speed fluctuations, and achieve a predictable suppression effect. This makes the active suppression effect stable, compatible with vehicles applied to different driving environments, and improves the user's driving experience.

[0091] It should be noted that the method of this embodiment can be executed by a single device, such as a computer or server. The method of this embodiment can also be applied to a distributed scenario, where multiple devices cooperate to complete the task. In such a distributed scenario, one of these devices may execute only one or more steps of the method of this embodiment, and the multiple devices will interact with each other to complete the above method.

[0092] It should be noted that the above description describes some embodiments of the present invention. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps described in the claims may be performed in a different order than that shown in the above embodiments and still achieve the desired results. Furthermore, the processes depicted in the drawings do not necessarily require a specific or sequential order to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0093] Corresponding to the above embodiments, the present invention also proposes an engine speed fluctuation suppression device.

[0094] like Figure 3 As shown, the engine speed fluctuation suppression device of this embodiment includes: a working condition division module 310, a decomposition module 320, an acquisition module 330, a phase calibration module 340, an amplitude calibration module 350, and a compensation module 360.

[0095] The operating condition segmentation module 310 is configured to acquire all operating conditions of the engine, and divide the engine's operating conditions into multiple engine operating condition segments according to preset speed intervals and preset torque intervals; the decomposition module 320 is configured to, for each operating point in each engine operating condition segment, collect the instantaneous torque signal of the engine output torque at the operating point, perform Fourier decomposition on the instantaneous torque signal, and extract the key-order torque excitation components from the Fourier decomposition results; the acquisition module 330 is configured to acquire the torque excitation components to be acquired at each key-order point. The calibration module 340 is configured to calibrate the phase to be calibrated based on the difference between the ignition angle used by the engine in the bench calibration environment and the ignition angle used in the vehicle operation environment, thereby obtaining phase compensation parameters; the amplitude calibration module 350 is configured to calibrate the amplitude to be calibrated based on the phase compensation parameters, thereby obtaining amplitude compensation parameters; the compensation module 360 ​​is configured to determine the compensation torque of the generator based on the phase compensation parameters and the amplitude compensation parameters; wherein, the compensation torque is used to suppress engine speed fluctuations.

[0096] In some embodiments of the present invention, before acquiring all operating conditions of the engine, the phase calibration module 340 is further configured to align the crankshaft angle of the engine with the resolver angle of the generator.

[0097] In some embodiments of the present invention, the phase calibration module 340 calibrates the phase to be calibrated based on the difference between the ignition angle used by the engine in the bench calibration environment and the ignition angle used in the vehicle operation environment, and obtains phase compensation parameters. Specifically, it is used to: obtain the difference between the crankshaft angle of the engine and the resolver angle of the generator as a first compensation parameter; obtain the engine torque phase in the bench calibration environment as a second compensation parameter; obtain the difference between the ignition angle used by the engine in the bench calibration environment and the ignition angle used in the vehicle operation environment as a third compensation parameter; obtain the engine crankshaft phase difference caused by the dynamic transmission delay between the generator software calculating the compensation torque and the compensation torque actually acting on the engine crankshaft and producing an effect, as a fourth compensation parameter; and obtain the phase compensation parameters based on the first compensation parameter, the second compensation parameter, the third compensation parameter, and the fourth compensation parameter.

[0098] In some embodiments of the present invention, the phase calibration module 340 obtains phase compensation parameters based on the first compensation parameter, the second compensation parameter, the third compensation parameter, and the fourth compensation parameter, specifically for:

[0099] θ = θ1 + θ2 + θ3 + θ4

[0100] Where θ1 is the first compensation parameter, θ2 is the second compensation parameter, θ3 is the third compensation parameter, θ4 is the fourth compensation parameter, and θ is the phase compensation parameter.

[0101] In some embodiments of the present invention, the amplitude calibration module 350 calibrates the amplitude to be calibrated based on the phase compensation parameters to obtain the amplitude compensation parameters. Specifically, it is used to: determine the optimal phase at each operating point in each engine operating condition based on the phase compensation parameters; scan the percentage of the compensation torque amplitude at each key order relative to the engine excitation amplitude at that order under the optimal phase, and determine the optimal percentage; and determine the amplitude compensation parameters based on the optimal percentage.

[0102] In some embodiments of the present invention, the amplitude calibration module 350 scans the percentage of the compensation torque amplitude at each key order relative to the excitation torque amplitude at that order under the optimal phase, and determines the optimal percentage from the scanning results. Specifically, during the scanning process, it determines the amplitude point where the engine speed fluctuation is less than a preset fluctuation threshold, and determines the percentage corresponding to the amplitude point as the optimal percentage.

[0103] In some embodiments of the present invention, the amplitude calibration module 350 determines the amplitude compensation parameters according to the optimal percentage, specifically for: determining whether the amplitude of the engine obtained under the amplitude compensation parameters exceeds the maximum torque capability of the generator; in response to the engine amplitude exceeding the maximum torque capability of the generator, compressing the amplitude compensation parameters according to a preset compression ratio to obtain optimized amplitude compensation parameters; and determining the compensation torque of the generator according to the phase compensation parameters and the optimized amplitude compensation parameters.

[0104] It should be noted that for details not disclosed in the engine speed fluctuation suppression device of the present invention, please refer to the details disclosed in the engine speed fluctuation suppression method of the present invention, which will not be repeated here.

[0105] In summary, the engine speed fluctuation suppression device according to an embodiment of the present invention includes: a working condition division module, configured to acquire all working conditions of the engine, divide the all working conditions of the engine into multiple engine working conditions according to a preset speed interval and a preset torque interval; a decomposition module, configured to acquire the instantaneous torque signal of the engine output torque at each working point in each engine working condition segment, perform Fourier decomposition on the instantaneous torque signal, and extract the torque excitation component of key order from the Fourier decomposition result; an acquisition module, configured to acquire the amplitude to be calibrated and the phase to be calibrated of each key order torque excitation component; a phase calibration module, configured to calibrate the phase to be calibrated based on the difference between the ignition angle used by the engine in the bench calibration environment and the ignition angle used in the vehicle operation environment, and obtain phase compensation parameters; an amplitude calibration module, configured to calibrate the amplitude to be calibrated based on the phase compensation parameters, and obtain amplitude compensation parameters; and a compensation module, configured to determine the compensation torque of the generator according to the phase compensation parameters and the amplitude compensation parameters; wherein, the compensation torque is used to suppress engine speed fluctuations. Therefore, by obtaining the generator's compensation torque based on the phase compensation parameters and amplitude compensation parameters, this device can solve the NVH problems caused by the elimination of the dual-mass flywheel structure in the engine, reduce engine speed fluctuations, and achieve a predictable suppression effect. This makes the active suppression effect stable, compatible with vehicles applied to different driving environments, and improves the user's driving experience.

[0106] For ease of description, the above system is described by dividing it into various modules based on their functions. Of course, in implementing this invention, the functions of each module can be implemented in one or more software and / or hardware components.

[0107] The system described in the above embodiments is used to implement the corresponding method in any of the foregoing embodiments and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0108] Corresponding to the above embodiments, the present invention also proposes an electronic device.

[0109] refer to Figure 4 The diagram below is a block diagram of an electronic device according to some embodiments of the present invention. It illustrates a more specific hardware structure of the electronic device provided in this embodiment. The device may include: a processor 410, a memory 420, an input / output interface 430, a communication interface 440, and a bus 450. The processor 410, memory 420, input / output interface 430, and communication interface 440 are interconnected internally via the bus 450.

[0110] The processor 410 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0111] The memory 420 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 420 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program code is stored in the memory 420 and is called and executed by the processor 410.

[0112] Input / output interface 430 is used to connect input / output modules to realize information input and output. Input / output modules can be configured as components in the device (not shown in the figure) or externally connected to the device to provide corresponding functions. Input devices may include keyboards, mice, touch screens, microphones, various sensors, etc., and output devices may include displays, speakers, vibrators, indicator lights, etc.

[0113] The communication interface 440 is used to connect a communication module (not shown in the figure) to enable communication between this device and other devices. The communication module can communicate via wired means (e.g., USB, Ethernet cable) or wireless means (e.g., mobile network, Wi-Fi, Bluetooth).

[0114] Bus 450 includes a pathway for transmitting information between various components of the device (e.g., processor 410, memory 420, input / output interface 430, and communication interface 440).

[0115] It should be noted that although the above-described device only shows the processor 410, memory 420, input / output interface 430, communication interface 440, and bus 450, in specific implementations, the device may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described device may only include the components necessary for implementing the embodiments of this specification, and not necessarily all the components shown in the figures.

[0116] The electronic devices described above are used to implement the corresponding methods in any of the foregoing embodiments and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0117] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, the present invention also provides a computer-readable storage medium storing computer instructions for causing a computer to perform the methods of any of the above embodiments.

[0118] The aforementioned computer-readable storage medium can be any available medium or data storage device that a computer can access, including but not limited to magnetic storage (e.g., floppy disks, hard disks, magnetic tapes, magneto-optical disks (MOs), etc.), optical storage (e.g., CDs, DVDs, BDs, HVDs, etc.), and semiconductor storage (e.g., ROMs, EPROMs, EEPROMs, non-volatile memory (NAND flash), solid-state drives (SSDs)).

[0119] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to perform the methods of any of the above exemplary method sections, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0120] Furthermore, although the operations of the method of the present invention are described in a specific order in the accompanying drawings, this does not require or imply that these operations must be performed in that specific order, or that all of the operations shown must be performed to achieve the desired result. Rather, the steps depicted in the flowchart may be performed in a different order. Additionally or alternatively, certain steps may be omitted, multiple steps may be combined into one step, and / or one step may be broken down into multiple steps.

[0121] It should be understood that various parts of the present invention can be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0122] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this invention should have the ordinary meaning understood by those skilled in the art. The terms "first," "second," and similar terms used in the embodiments of this invention do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word covers the element or object listed after the word and its equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are only used to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0123] While the spirit and principles of the invention have been described with reference to several specific embodiments, it should be understood that the invention is not limited to the disclosed specific embodiments, and the division of aspects does not imply that features in these aspects cannot be combined for benefit; such division is merely for ease of description. The invention is intended to cover various modifications and equivalent arrangements included within the spirit and scope of the appended claims. The scope of the appended claims is to be interpreted in the broadest sense, thereby encompassing all such modifications and equivalent structures and functions.

Claims

1. A method for suppressing engine speed fluctuations, characterized in that, include: All operating conditions of the engine are obtained, and the engine operating conditions are divided into multiple segments according to preset speed intervals and preset torque intervals. For each operating point in each engine operating condition, the instantaneous torque signal of the engine output torque at the operating point is collected, the instantaneous torque signal is decomposed into Fourier decomposition, and the torque excitation components of key orders are extracted from the Fourier decomposition results. Obtain the amplitude and phase to be calibrated of the torque excitation component for each of the key orders; The phase to be calibrated is calibrated based on the difference between the ignition angle used by the engine in a bench calibration environment and the ignition angle used in a vehicle operating environment to obtain phase compensation parameters. This includes: obtaining the difference between the crankshaft angle of the engine and the resolver angle of the generator as a first compensation parameter; obtaining the engine torque phase in the bench calibration environment as a second compensation parameter; obtaining the difference between the ignition angle used by the engine in the bench calibration environment and the ignition angle used in the vehicle operating environment as a third compensation parameter; obtaining the engine crankshaft phase difference caused by the dynamic transmission delay between the generator software calculating the compensation torque and the actual effect of the compensation torque on the engine crankshaft as a fourth compensation parameter; and obtaining the phase compensation parameters based on the first compensation parameter, the second compensation parameter, the third compensation parameter, and the fourth compensation parameter. The amplitude to be calibrated is calibrated based on the phase compensation parameters to obtain the amplitude compensation parameters; The compensation torque of the generator is determined based on the phase compensation parameters and the amplitude compensation parameters; wherein the compensation torque is used to suppress the speed fluctuation of the engine.

2. The method for suppressing engine speed fluctuations according to claim 1, characterized in that, Before acquiring all engine operating conditions, the method further includes: Align the crankshaft angle of the engine with the resolver angle of the generator.

3. The method for suppressing engine speed fluctuations according to claim 1, characterized in that, The step of obtaining the phase compensation parameter based on the first compensation parameter, the second compensation parameter, the third compensation parameter, and the fourth compensation parameter includes: in, As the first compensation parameter, This is the second compensation parameter. This is the third compensation parameter. This is the fourth compensation parameter. These are the phase compensation parameters.

4. The method for suppressing engine speed fluctuations according to claim 3, characterized in that, The calibration of the amplitude to be calibrated based on the phase compensation parameters to obtain the amplitude compensation parameters includes: For each operating point in each engine operating condition, the optimal phase at that operating point is determined based on the phase compensation parameters. Under the optimal phase, the percentage of the compensated torque amplitude at each key order relative to the engine excitation amplitude at that order is scanned to determine the optimal percentage; The amplitude compensation parameter is determined based on the optimal percentage.

5. The method for suppressing engine speed fluctuations according to claim 4, characterized in that, The step of scanning each critical order at the optimal phase as a percentage of the compensation torque amplitude relative to the excitation torque amplitude at that order, and determining the optimal percentage, includes: During the scanning process, the amplitude point where the engine speed fluctuation is less than a preset fluctuation threshold is determined, and the percentage corresponding to the amplitude point is determined as the optimal percentage.

6. The method for suppressing engine speed fluctuations according to claim 5, characterized in that, Determining the amplitude compensation parameter based on the optimal percentage includes: Determine whether the amplitude of the engine obtained under the amplitude compensation parameters exceeds the maximum torque capacity of the generator; In response to the engine's amplitude exceeding the generator's maximum torque capacity, the amplitude compensation parameters are compressed according to a preset compression ratio to obtain optimized amplitude compensation parameters. The compensation torque of the generator is determined based on the phase compensation parameters and the optimized amplitude compensation parameters.

7. An engine speed fluctuation suppression device, characterized in that, include: The operating condition division module is configured to acquire all operating conditions of the engine, divide the engine's operating conditions into multiple engine operating conditions according to preset speed intervals and preset torque intervals. The decomposition module is configured to collect the instantaneous torque signal of the engine output torque at each operating point in each engine operating condition, perform Fourier decomposition on the instantaneous torque signal, and extract the torque excitation components of key orders from the Fourier decomposition results. The acquisition module is configured to acquire the calibration amplitude and calibration phase of the torque excitation component for each of the key orders; The phase calibration module is configured to calibrate the phase to be calibrated based on the difference between the ignition angle used by the engine in a bench calibration environment and the ignition angle used in a vehicle operating environment, to obtain phase compensation parameters. This includes: obtaining the difference between the crankshaft angle of the engine and the resolver angle of the generator as a first compensation parameter; obtaining the engine torque phase in the bench calibration environment as a second compensation parameter; obtaining the difference between the ignition angle used by the engine in the bench calibration environment and the ignition angle used in the vehicle operating environment as a third compensation parameter; obtaining the engine crankshaft phase difference caused by the dynamic transmission delay between the generator software calculating the compensation torque and the actual effect of the compensation torque on the engine crankshaft as a fourth compensation parameter; and obtaining the phase compensation parameters based on the first compensation parameter, the second compensation parameter, the third compensation parameter, and the fourth compensation parameter. An amplitude calibration module is configured to calibrate the amplitude to be calibrated based on the phase compensation parameters to obtain amplitude compensation parameters; The compensation module is configured to determine the compensation torque of the generator based on the phase compensation parameters and the amplitude compensation parameters; wherein the compensation torque is used to suppress the speed fluctuation of the engine.

8. An electronic device, characterized in that, include: A processor and a memory, the memory storing a program or instructions executable on the processor, the program or instructions, when executed by the processor, implementing the steps of the engine speed fluctuation suppression method as described in any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that, The readable storage medium stores a program or instructions that, when executed by a processor, implement the steps of the engine speed fluctuation suppression method as described in any one of claims 1 to 6.

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