Vibration suppression methods for vehicles, vehicles and storage media

Abstract

This application discloses a vibration suppression method for vehicles, a vehicle, and a storage medium. The method includes: acquiring vehicle operating condition data, generator operating data, and engine operating data; performing phase analysis on the generator and engine operating data to determine phase offset data, provided that the operating condition data meets preset operating conditions and the generator and engine operating data are correlated in vibration characteristics; determining a target suppression torque based on the phase offset data and the engine operating data; and controlling the generator in the vehicle based on the target suppression torque. This application solves the technical problem of low vibration suppression accuracy in related technologies.

Description

Technical Field

[0001] This application relates to the field of vehicles, and more specifically, to a method for suppressing vibrations in a vehicle, a vehicle, and a storage medium. Background Technology

[0002] To improve fuel economy and power efficiency, manufacturers generally use high compression ratio engines and active lubrication transmission systems. While this effectively reduces energy loss, the increased torsional vibration amplitude of the engine and the reduced damping of the transmission chain cause vibration energy to repeatedly impact the gear backlash, inducing obvious metallic knocking noise.

[0003] To address this issue, some solutions attempt to suppress noise by detecting speed fluctuations or frequency domain characteristics. However, because their identification mechanisms rely solely on a single threshold or coarse-grained spectral analysis, they are unable to effectively distinguish between actual engine vibrations and interference sources, resulting in low accuracy of vehicle vibration suppression in these technologies.

[0004] There is currently no effective solution to the above problems. Summary of the Invention

[0005] This application provides a method for suppressing vehicle vibration, a vehicle, and a storage medium to at least solve the technical problem of low accuracy in vehicle vibration suppression in related technologies.

[0006] According to one aspect of the embodiments of this application, a vibration suppression method is provided, comprising: acquiring vehicle operating condition data, generator operating data, and engine operating data; when the operating condition data meets preset operating conditions and the generator operating data and engine operating data are correlated in terms of vibration characteristics, performing phase analysis on the generator operating data and engine operating data to determine phase offset data; determining a target suppression torque based on the phase offset data and engine operating data; and controlling the generator in the vehicle based on the target suppression torque.

[0007] Furthermore, the method also includes: performing vibration judgment based on generator operating data and engine operating data to determine whether there is a correlation between the generator operating data and engine operating data in terms of vibration characteristics; and performing operating condition judgment based on operating condition data to determine whether the operating condition data meets the preset operating condition conditions.

[0008] Furthermore, the generator operating data includes generator speed data, and the engine operating data includes engine speed data. Vibration assessment is performed based on the generator and engine operating data to determine whether there is a correlation in their vibration characteristics. This includes: determining the engine vibration period based on the engine speed data; determining the generator speed fluctuation deviation sequence based on the generator speed data; determining the generator speed fluctuation amplitude, generator speed fluctuation half-cycle, peak amplitude data, and trough amplitude data based on the speed fluctuation deviation sequence; and performing consistency analysis based on the engine vibration period, generator speed fluctuation amplitude, generator speed fluctuation half-cycle, peak amplitude data, and trough amplitude data to determine whether there is a correlation in the vibration characteristics of the generator and engine operating data.

[0009] Furthermore, consistency analysis is performed based on engine vibration cycle, generator speed fluctuation amplitude, generator speed fluctuation half-cycle, peak amplitude data, and trough amplitude data to determine whether there is a correlation between the generator operating data and engine operating data in terms of vibration characteristics. This includes: obtaining a fluctuation amplitude judgment result based on the generator speed fluctuation amplitude and a preset fluctuation amplitude, where the fluctuation amplitude judgment result indicates whether the generator speed fluctuation amplitude is greater than the preset fluctuation amplitude; obtaining a cycle judgment result based on the engine vibration cycle, generator speed fluctuation half-cycle, and a preset difference threshold, where the cycle judgment result indicates whether the vibration cycles of the engine and generator are synchronized; comparing the sign corresponding to the product of the peak amplitude data and the trough amplitude data with a preset sign to obtain a vibration integrity judgment result, where the vibration integrity judgment result indicates whether the vibration is a complete sinusoidal periodic vibration; if the fluctuation amplitude judgment result indicates that the generator speed fluctuation amplitude is greater than the preset fluctuation amplitude, the cycle judgment result indicates that the vibration cycles of the engine and generator are synchronized, and the vibration integrity judgment result indicates that the vibration is a complete sinusoidal periodic vibration, then a correlation between the generator operating data and engine operating data in terms of vibration characteristics is determined.

[0010] Furthermore, based on the speed fluctuation deviation sequence, the generator speed fluctuation amplitude, generator speed fluctuation half-cycle, peak amplitude data, and trough amplitude data are determined, including: based on the speed fluctuation deviation sequence, determining the speed peak and speed trough within the current cycle; based on the peak amplitude data of the speed peak and the trough amplitude data of the speed trough, determining the generator speed fluctuation amplitude; and based on the time data of the speed peak, the time data of the speed trough, and the current time, determining the generator speed fluctuation half-cycle.

[0011] Furthermore, based on the time data of the speed peak, the time data of the speed trough, and the current time, the half-cycle of generator speed fluctuation is determined, including: calculating the peak time difference based on the time data of the speed peak and the current time; calculating the trough time difference based on the time data of the speed trough and the current time; and determining the half-cycle of generator speed fluctuation based on the peak time difference and the trough time difference.

[0012] Furthermore, operating condition judgment is performed based on operating condition data to determine whether the operating condition data meets preset operating condition conditions. This includes: obtaining an engine state judgment result based on the current state of the engine in the operating condition data, wherein the engine state judgment result indicates whether the current state of the engine is an operating state; obtaining a mode consistency judgment result based on the target drive mode and the actual drive mode of the power system in the operating condition data, wherein the mode consistency judgment result indicates whether the actual drive mode is consistent with the target drive mode; and obtaining a vehicle speed judgment result based on the vehicle speed data and a preset vehicle speed threshold in the operating condition data. The vehicle speed judgment result indicates whether the vehicle speed data is lower than the preset vehicle speed threshold. Based on the available power data of the power battery in the operating condition data and the preset power threshold, a power judgment result is obtained, which indicates whether the available power data is greater than the preset power threshold. If the engine status judgment result is that the current state of the engine is in operation, the mode consistency judgment result is that the actual driving mode is consistent with the target driving mode, the vehicle speed judgment result is that the vehicle speed data is lower than the preset vehicle speed threshold, and the power judgment result is that the available power data is greater than the preset power threshold, then the operating condition judgment result is determined to be that the operating condition data meets the preset operating condition conditions.

[0013] Furthermore, the generator operating data includes generator speed data, and the engine operating data includes engine speed data. Phase analysis is performed on the generator operating data and engine operating data to determine phase offset data, including: determining the peak time difference and trough time difference based on the generator speed data; determining the engine vibration period based on the engine speed data in the engine operating data; determining the transmission offset data based on the engine vibration period and the peak or trough time difference; determining the target offset data based on the transmission offset data and the generator's delay offset data, wherein the delay offset data represents the phase compensation amount corresponding to the system response delay experienced from issuing the torque command to the actual output torque of the generator; and determining the phase offset data based on the target offset data and the engine vibration period.

[0014] Furthermore, the target offset data is determined based on the transmission offset data and the generator delay offset data, including: determining the moment when the command torque is issued to the generator as the first moment; determining the moment when the generator outputs the actual torque as the second moment; determining the delay offset data based on the difference between the second moment and the first moment; and determining the target offset data based on the sum of the transmission offset data and the delay offset data.

[0015] Furthermore, based on phase offset data and engine operating data, the target suppression torque is determined, including: determining the suppression torque amplitude from a preset torque mapping relationship based on the actual torque in the engine operating data, wherein the preset torque mapping relationship is used to represent the correspondence between the actual torque and the suppression torque amplitude; and determining the target suppression torque based on the phase offset data and the suppression torque amplitude.

[0016] According to another aspect of the embodiments of this application, a vibration suppression device is also provided, comprising: an acquisition module for acquiring vehicle operating condition data, generator operating data, and engine operating data; a first determination module for performing phase analysis on the generator operating data and engine operating data to determine phase offset data when the operating condition data meets preset operating conditions and the generator operating data and engine operating data are correlated in terms of vibration characteristics; a second determination module for determining a target suppression torque based on the phase offset data and engine operating data; and a control module for controlling the generator in the vehicle based on the target suppression torque.

[0017] According to another aspect of the embodiments of this application, a vehicle is also provided, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods in various embodiments of this application when it runs.

[0018] According to another aspect of the embodiments of this application, a computer-readable storage medium is also provided, the computer-readable storage medium including a stored executable program, wherein, when the executable program is running, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of this application.

[0019] According to another aspect of the embodiments of this application, a computer program product is also provided, including a computer program that, when executed by a processor, implements the methods of various embodiments of this application.

[0020] According to another aspect of the embodiments of this application, a computer program product is also provided, including a non-volatile computer-readable storage medium storing a computer program that, when executed by a processor, implements the methods in various embodiments of this application.

[0021] According to another aspect of the embodiments of this application, a computer program is also provided, which, when executed by a processor, implements the methods of the various embodiments of this application.

[0022] In this application embodiment, a vibration suppression method is proposed. The method first acquires the vehicle's operating condition data, generator operating data, and engine operating data. Then, under the condition that the operating condition data meets preset operating conditions and the generator operating data and engine operating data are correlated in terms of vibration characteristics, phase analysis is performed on the generator operating data and engine operating data to determine the phase offset data. Based on the phase offset data and engine operating data, a target suppression torque is determined. Finally, the generator in the vehicle is controlled based on the target suppression torque. This application employs a three-level screening and collaborative control approach, consisting of operating condition constraints, vibration correlation verification, and dynamic phase compensation. It first determines whether the vehicle is under preset operating conditions, then confirms the authenticity of the vibration source based on generator and engine operating data. Subsequently, it performs phase analysis based on generator and engine operating data to dynamically determine phase offset data. This avoids ineffective interventions such as false responses or phase mismatches to non-target disturbances, achieving the goal of accurately identifying engine torsional vibration and synchronously generating time-aligned target suppression torque. This improves the matching accuracy of suppression actions and vibration sources in the time domain and phase without increasing hardware costs, thus solving the technical problem of low vibration suppression accuracy in related technologies. Attached Figure Description

[0023] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0024] Figure 1 This is a flowchart of a vibration suppression method according to an embodiment of this application;

[0025] Figure 2 This is a flowchart of a vibration determination method according to an embodiment of this application;

[0026] Figure 3 This is a flowchart of a working condition judgment according to an embodiment of this application;

[0027] Figure 4 This is a flowchart of an optional vibration suppression method according to an embodiment of this application;

[0028] Figure 5 This is a flowchart illustrating the determination of target offset data according to an embodiment of this application;

[0029] Figure 6This is a schematic diagram of a vibration suppression device according to an embodiment of this application. Detailed Implementation

[0030] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0031] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0032] According to an embodiment of this application, an embodiment of a vibration suppression method is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0033] Figure 1 This is a flowchart of a vibration suppression method according to an embodiment of this application, such as... Figure 1 As shown, the method includes the following steps:

[0034] Step S102: Obtain vehicle operating condition data, generator operating data, and engine operating data.

[0035] The aforementioned vehicles may refer to vehicles equipped with a hybrid powertrain system. The types of vehicles may include, but are not limited to, passenger cars, light commercial vehicles, and other vehicles equipped with a hybrid powertrain system. The specific vehicles must be determined based on the actual circumstances. These vehicles can be used as the physical execution platform for the vibration suppression method of this application.

[0036] The aforementioned operating condition data refers to a set of control-level parameters characterizing the vehicle's current macroscopic operating state and energy management boundaries. Operating condition data may include, but is not limited to, engine start / stop status, target drive mode of the powertrain, actual drive mode of the powertrain, vehicle speed signal, and available power of the battery. Specific operating condition data needs to be determined based on actual requirements. Operating condition data can be used as a basis for determining whether vibration suppression functions are enabled, preventing the erroneous activation of control strategies under conditions of low noise or where the system lacks the capability to execute commands, thereby reducing ineffective energy consumption, preventing control conflicts, and ensuring system safety.

[0037] The aforementioned generator operating data refers to high-frequency time-series signals directly acquired by the generator in a hybrid power system, reflecting the dynamic speed fluctuation characteristics of its rotor. Generator operating data may include, but is not limited to, generator speed data, generator rotor position angle, and generator instantaneous electromagnetic torque; the specific generator operating data needs to be determined based on actual requirements. Generator operating data can be used to provide the original waveform characteristics for subsequent calculations of the suppression torque cancellation phase, ensuring that the suppression action and the vibration source are aligned in time.

[0038] The aforementioned engine operating data refers to the reference dynamic signal directly collected from the crankshaft end of the internal combustion engine, characterizing its periodic working cycle. Engine operating data may include, but is not limited to, engine speed, engine vibration cycle, engine instantaneous torque, engine load rate, and intake air volume; the specific engine operating data needs to be determined based on actual requirements. Engine operating data can be used to provide a "time reference frame" for vibration identification, enabling the phase calculation of the suppression torque to be precisely synchronized with the engine ignition cycle, thereby achieving targeted cancellation.

[0039] In one optional embodiment, the vehicle control unit (VCU) collects operating condition data characterizing the current control state of the vehicle, which is used to determine whether the enabling conditions for vibration suppression function are met. Simultaneously, the generator operating data is obtained from the motor control unit (MCU) to capture the periodic speed fluctuation characteristics transmitted from engine torsional vibration to the drivetrain. At the same time, engine operating data is obtained from the engine control unit (ECU) as the sole reference for identifying the vibration source frequency and establishing a phase reference. These three types of data together constitute the complete sensing input for vibration identification and suppression control, providing a real, synchronous, and traceable engineering basis for subsequent determination of whether there is suppressable engine torsional vibration and calculation of the cancellation phase.

[0040] Step S104: If the operating condition data meets the preset operating conditions and the generator operating data and engine operating data are correlated in terms of vibration characteristics, perform phase analysis on the generator operating data and engine operating data to determine the phase offset data.

[0041] The aforementioned preset operating conditions refer to a set of pre-defined operating parameter thresholds to ensure that the vibration suppression method is activated only under the target operating conditions. These preset operating conditions may include, but are not limited to, the engine being running, the current actual mode of the power system being consistent with the target mode, the vehicle speed being below a preset threshold, and the available power of the power battery being above a set lower limit. Specific preset operating conditions need to be determined based on actual needs. These preset operating conditions can be used as enabling criteria for the vibration suppression function, preventing false triggering when noise is dominated by other factors or when control resources are insufficient, thereby improving energy efficiency and system robustness.

[0042] The aforementioned correlation in vibration characteristics refers to the fact that the speed fluctuation characteristics in the generator operating data are synchronized and proportional with the ignition cycle vibration characteristics characterized by the engine operating data in terms of frequency, period, and waveform. This indicates that the generator speed fluctuations are mainly caused by the engine's torsional vibration transmitted through the drivetrain, rather than by electrical disturbances or external excitations. Its purpose is to verify the consistency of the vibration source, ensuring that the subsequent phase analysis object is a real and suppressable vibration, and avoiding misjudgment of non-engine source noise.

[0043] The aforementioned phase offset data refers to the time delay or angular offset of the suppressing torque applied to the generator relative to the engine ignition cycle required to counteract the periodic impact of engine torsional vibration on the transmission system. This phase offset data can guide the timing of the suppressing torque application, ensuring that the reverse vibration generated by the torque is approximately orthogonal in phase to the original torsional vibration, thereby achieving energy cancellation and reducing the amplitude of the input shaft vibration.

[0044] In one optional embodiment, phase analysis is performed on the generator operating data and engine operating data to determine the phase shift data. The phase analysis method may include, but is not limited to, the following methods:

[0045] The first method, periodic synchronous cross-correlation analysis method: taking the engine ignition cycle (TEng) as a reference, the generator speed fluctuation signal and the engine speed signal are subjected to sliding cross-correlation calculation in multiple consecutive ignition cycles. By finding the time delay corresponding to the cross-correlation peak, the phase lag or lead of the generator vibration relative to the engine vibration is determined, thereby outputting phase offset data.

[0046] The second method, Fourier transform frequency domain phase extraction method, involves performing fast Fourier transform on the generator speed fluctuation signal and the engine speed signal respectively, extracting their complex spectral components at the engine's second-order vibration frequency, and calculating the phase difference between the two signals at this frequency as phase offset data. This method is suitable for vibration signal analysis with high signal-to-noise ratio under steady-state conditions.

[0047] The third method is the zero-crossing and extreme point timing comparison method: the peak and trough times of the generator speed fluctuation signal are detected in real time and compared with the theoretical time of the engine ignition cycle (crankshaft rotation angle). The time difference between the peak / trough and the most recent ignition event is calculated. Combined with the vibration half-cycle, the current vibration phase shift is calculated. This method has low computational load and strong real-time performance, and is suitable for embedded control systems.

[0048] The above methods are just examples; the specific methods should be determined based on actual needs, and no limitations are specified here.

[0049] In one optional embodiment, under the premise that the operating condition data meets the preset operating conditions and the generator operating data and the engine operating data are synchronously correlated in terms of frequency, period and waveform, phase analysis is performed based on the generator operating data and the engine operating data to calculate the phase offset required to suppress the vibration. The phase offset is normalized to an angle or time value based on the engine ignition cycle as a reference, and serves as the phase basis for the subsequent generation of the suppression torque command.

[0050] Step S106: Determine the target suppression torque based on phase offset data and engine operating data.

[0051] The aforementioned target suppression torque can refer to a periodic reverse torque command actively output by the generator, calculated based on phase offset data and engine operating data, used to counteract torsional vibrations in the transmission system. The target suppression torque may include, but is not limited to, steady-state suppression torque (under constant operating conditions), dynamic suppression torque (under constant operating conditions), and compensating suppression torque (when system delays exist), etc. The specific target suppression torque needs to be determined according to actual needs. The target suppression torque can be used to counteract the vibration energy transmitted from the engine's high-order torsional vibrations to the transmission input shaft via the drivetrain, thereby reducing the metallic knocking noise caused by the periodic opening and closing of gear backlash, improving the overall vehicle sound quality, and avoiding reliance on passive damping or structural changes, achieving efficient noise reduction at the control level.

[0052] In one alternative embodiment, the amplitude and phase of the reverse periodic torque output by the generator, i.e., the target suppression torque, are calculated based on engine operating data and incorporating phase offset. The target suppression torque is designed to be phase-orthogonal or anti-phase superimposed with the original torsional vibration in the transmission system, thereby actively counteracting input shaft jitter caused by higher-order engine vibrations.

[0053] Step S108: Control the generator in the vehicle based on the target suppression torque.

[0054] In one optional embodiment, the amplitude and phase command of the target suppression torque are converted into a torque request signal of the generator. The electromagnetic torque output of the generator is adjusted by the motor controller so that the generator applies a reverse periodic torque at a specified phase moment of the engine ignition cycle to actively counteract the vibration energy transmitted from the engine torsional vibration to the transmission system. The above control process is executed according to the target suppression torque to ensure that the suppression action interferes with the original vibration in terms of time and amplitude, thereby achieving closed-loop suppression of metal knocking noise in the transmission system.

[0055] In this application embodiment, a vibration suppression method is proposed. The method first acquires the vehicle's operating condition data, generator operating data, and engine operating data. Then, under the condition that the operating condition data meets preset operating conditions and the generator operating data and engine operating data are correlated in terms of vibration characteristics, phase analysis is performed on the generator operating data and engine operating data to determine the phase offset data. Based on the phase offset data and engine operating data, a target suppression torque is determined. Finally, the generator in the vehicle is controlled based on the target suppression torque. This application employs a three-level screening and collaborative control approach, consisting of operating condition constraints, vibration correlation verification, and dynamic phase compensation. It first determines whether the vehicle is under preset operating conditions, then confirms the authenticity of the vibration source based on generator and engine operating data. Subsequently, it performs phase analysis based on generator and engine operating data to dynamically determine phase offset data. This avoids ineffective interventions such as false responses or phase mismatches to non-target disturbances, achieving the goal of accurately identifying engine torsional vibration and synchronously generating time-aligned target suppression torque. This improves the matching accuracy of suppression actions and vibration sources in the time domain and phase without increasing hardware costs, thus solving the technical problem of low vibration suppression accuracy in related technologies.

[0056] Optionally, the method further includes: performing vibration judgment based on generator operating data and engine operating data to determine whether there is a correlation between the generator operating data and engine operating data in terms of vibration characteristics; and performing operating condition judgment based on operating condition data to determine whether the operating condition data meets preset operating condition conditions.

[0057] The aforementioned vibration assessment refers to analyzing the vibration characteristics (such as frequency, phase, amplitude, and periodic fluctuation pattern) of generator and engine operating data in the time or frequency domain, based on generator operating data, to determine whether generator speed fluctuations are directly caused by engine torsional vibration. This helps identify whether there is a strong correlation between the two vibration characteristics. Vibration assessment can be used to eliminate non-engine-source vibrations caused by external disturbances (such as road surface excitation, tire imbalance, and motor commutation noise), ensuring that subsequent phase analysis and suppression strategies are activated only under engine torsional vibration-dominated operating conditions. This improves the anti-interference capability and decision accuracy of the control system, and avoids energy waste or control instability caused by false triggering.

[0058] The aforementioned operating condition judgment refers to determining, based on operating condition data and according to a preset combination of logical conditions, whether the current vehicle operating state meets the entry conditions for activating vibration suppression control. Operating condition judgment ensures that vibration suppression control is only activated under effective suppression conditions, avoiding ineffective activation, thereby improving system energy efficiency, extending component lifespan, and enhancing the user experience.

[0059] In one optional embodiment, vibration judgment is performed based on generator operating data and engine operating data. Methods such as frequency consistency, phase coherence, period synchronization amplitude correlation, or waveform shape matching are used to analyze whether generator speed fluctuations are transmitted by engine torsional vibration coupling, thus confirming a correlation in vibration characteristics between the two. Simultaneously, operating condition judgment is performed based on operating condition data, using logical AND conditions to determine whether the current operating condition meets preset operating conditions. Only when the vibration correlation is established and all operating conditions meet the preset operating conditions is the subsequent phase offset analysis and torque suppression generation process initiated. This dual judgment mechanism effectively avoids false triggering by non-engine source interference and energy waste under invalid operating conditions, improving the accuracy of noise suppression, response reliability, and system energy efficiency. It achieves active, closed-loop, and adaptive suppression of metal knocking noise in the transmission system under low-speed, stable operating conditions, ultimately achieving a substantial improvement in in-vehicle noise, vibration, and harshness (NVH) performance.

[0060] Optionally, the generator operating data includes generator speed data, and the engine operating data includes engine speed data. Vibration judgment is performed based on the generator operating data and engine operating data to determine whether there is a correlation between the generator operating data and engine operating data in terms of vibration characteristics. This includes: determining the engine vibration period based on the engine speed data; determining the generator speed fluctuation deviation sequence based on the generator speed data; determining the generator speed fluctuation amplitude, generator speed fluctuation half-cycle, peak amplitude data, and trough amplitude data based on the speed fluctuation deviation sequence; and performing consistency analysis based on the engine vibration period, generator speed fluctuation amplitude, generator speed fluctuation half-cycle, peak amplitude data, and trough amplitude data to determine whether there is a correlation between the generator operating data and engine operating data in terms of vibration characteristics.

[0061] The generator speed data mentioned above can refer to the instantaneous speed sampling sequence of the generator. Generator speed data can be used as the raw input for vibration feature extraction, reflecting the dynamic response of engine torsional vibration coupled to the generator side through the transmission chain. It is the core basis for identifying vibration correlations and calculating fluctuation parameters.

[0062] The engine speed data mentioned above can refer to the instantaneous crankshaft speed signal acquired by the crankshaft position sensor. Engine speed data can be used to determine the excitation frequency and period of the vibration source, serving as a reference benchmark for vibration assessment and forming the basis for calculating the engine vibration period and performing periodic synchronization analysis.

[0063] The aforementioned engine vibration cycle can refer to the periodic torsional vibration repetition interval dominated by the engine ignition event. The engine vibration cycle can be used as a time reference for vibration judgment, to align the periodic structure of generator speed fluctuations, and as a basis for calculating phase shift and suppressing torque timing.

[0064] The aforementioned speed fluctuation deviation sequence can refer to the instantaneous speed of the generator and its deviation during the engine vibration period T. Eng The time series is composed of the difference in average speeds within a given period. The speed fluctuation deviation sequence can include, but is not limited to, short-time sliding window deviation sequences, period-aligned deviation sequences, and high-pass filtered deviation sequences. The specific speed fluctuation deviation sequence needs to be determined based on actual requirements. The speed fluctuation deviation sequence can be used to eliminate the influence of generator steady-state speed drift and control command disturbances, retaining only the dynamic fluctuation components caused by engine torsional vibration. It is the pure input signal for subsequent amplitude, half-cycle, and peak / trough extraction.

[0065] The aforementioned generator speed fluctuation amplitude can refer to the amplitude during a single engine vibration period T. Eng Within the range, the difference between the maximum and minimum values ​​of the speed fluctuation deviation sequence. The generator speed fluctuation amplitude can be used to characterize the vibration intensity transmitted from the engine torsional vibration to the generator.

[0066] The generator speed fluctuation half-cycle mentioned above can refer to the time interval between adjacent peaks and troughs (or troughs and peaks). The generator speed fluctuation half-cycle can be used to determine whether the vibration mode is a typical second-order torsional vibration of an engine.

[0067] The aforementioned peak amplitude data can refer to the amplitude of a single T wave. Eng The maximum positive value obtained in the rotational speed fluctuation deviation sequence within the period. Peak amplitude data can be used to determine the intensity of the positive peak value of vibration.

[0068] The aforementioned trough amplitude data can refer to the amplitude of a single T wave. Eng Within the period, the smallest negative value obtained in the rotational speed fluctuation deviation sequence. The trough amplitude data can be used to determine the intensity of the negative peak of vibration, which, together with the peak data, constitutes the complete fluctuation pattern.

[0069] The aforementioned consistency analysis can refer to determining whether generator speed fluctuations are directly caused by engine torsional vibration through multi-dimensional parameter matching logic, thereby confirming a correlation between vibration characteristics. Consistency analysis may include, but is not limited to, period consistency analysis, amplitude validity analysis, waveform symmetry analysis, and frequency matching verification analysis. The specific consistency analysis needs to be determined based on actual requirements and is not limited here.

[0070] In one alternative embodiment, firstly, the engine ignition cycle is calculated based on engine speed data, which is used as the engine vibration cycle (T). Eng Next, based on the generator speed data, its vibration period T relative to the engine is calculated. Eng The average speed fluctuation deviation sequence within the window, i.e., the speed fluctuation deviation sequence; then, the generator speed fluctuation amplitude (W) is extracted from the speed fluctuation deviation sequence. Amp ), generator speed fluctuation half-cycle (T) HalfThe process involves analyzing peak and trough amplitude data. Subsequently, the engine vibration cycle is compared with the generator speed fluctuation amplitude, generator speed fluctuation half-cycle, peak amplitude data, and trough amplitude data across multiple dimensions to determine frequency synchronization, waveform symmetry, and amplitude correlation. This confirms whether generator speed fluctuations are directly coupled and transmitted by engine torsional vibration, thus determining whether the two are correlated in terms of vibration characteristics. This entire process relies solely on the Controller Area Network (CAN) bus signal, requiring no additional sensors. It achieves high-precision, low-false-alarm identification of the engine torsional vibration transmission path, improving the triggering accuracy and response time of vibration suppression methods, avoiding ineffective torque intervention, reducing energy loss, and providing a reliable basis for the precise application of subsequent active suppression torque. This effectively suppresses metallic knocking noise caused by transmission system side clearance impact, improving NVH performance and ride comfort under low-speed conditions in the hybrid system.

[0071] Optionally, a consistency analysis is performed based on the engine vibration cycle, generator speed fluctuation amplitude, generator speed fluctuation half-cycle, peak amplitude data, and trough amplitude data to determine whether there is a correlation between the generator operating data and the engine operating data in terms of vibration characteristics. This includes: obtaining a fluctuation amplitude judgment result based on the generator speed fluctuation amplitude and a preset fluctuation amplitude, wherein the fluctuation amplitude judgment result is used to indicate whether the generator speed fluctuation amplitude is greater than the preset fluctuation amplitude; obtaining a cycle judgment result based on the engine vibration cycle, generator speed fluctuation half-cycle, and a preset difference threshold, wherein the cycle judgment result is used to indicate whether the vibration cycles of the engine and generator are synchronized; comparing the sign corresponding to the product of the peak amplitude data and the trough amplitude data with a preset sign to obtain a vibration integrity judgment result, wherein the vibration integrity judgment result is used to indicate whether the vibration is a complete sinusoidal periodic vibration; if the fluctuation amplitude judgment result is that the generator speed fluctuation amplitude is greater than the preset fluctuation amplitude, the cycle judgment result is that the vibration cycles of the engine and generator are synchronized, and the vibration integrity judgment result is that the vibration is a complete sinusoidal periodic vibration, then it is determined that there is a correlation between the generator operating data and the engine operating data in terms of vibration characteristics.

[0072] The aforementioned preset fluctuation amplitude refers to a physically meaningful critical value for the amplitude of speed fluctuation, pre-calibrated to determine whether generator speed fluctuations are sufficient to trigger periodic slapping noise in the transmission system backlash. The preset fluctuation amplitude can be used as a filtering mechanism to distinguish between ordinary speed fluctuations and strong torsional vibration events that can cause noise. The system only proceeds to subsequent periodicity and waveform integrity analysis when the measured generator fluctuation amplitude exceeds the preset fluctuation amplitude, thus avoiding ineffective processing of low-amplitude noise or measurement noise.

[0073] The above fluctuation amplitude judgment result can refer to the fluctuation amplitude of the current generator speed (W). Amp The result is a binary logic comparison between the generator speed fluctuation amplitude and a preset fluctuation amplitude. The fluctuation amplitude judgment result may include, but is not limited to, the generator speed fluctuation amplitude being greater than the preset fluctuation amplitude or less than or equal to the preset fluctuation amplitude. The specific fluctuation amplitude judgment result needs to be determined based on the actual situation. The fluctuation amplitude judgment result can be used to filter out speed fluctuation events with sufficient energy intensity, eliminate interference from minor noise or measurement errors, and ensure that subsequent synchronization analysis is only initiated when the fluctuation amplitude reaches a threshold that can cause noise, thus improving the reliability of the judgment.

[0074] The aforementioned preset difference threshold can refer to the threshold used to determine the engine vibration period (T). Eng ) and generator speed fluctuation half-cycle (T Half Whether to synchronize with the set upper limit of allowable time deviation. The preset difference threshold can be used to tolerate inherent system delay, sampling error or slight non-ideal coupling, and avoid misjudgment due to small period misalignment.

[0075] The above period determination result can refer to the engine vibration period (T). Eng ) and generator speed fluctuation half-cycle (T Half The result is a binary logic result obtained by comparing the difference between the generator speed and a preset difference threshold. The period judgment result can refer to confirming whether the frequency component of the generator speed fluctuation originates from the second-order vibration of the engine.

[0076] The aforementioned preset sign refers to the expected sign value preset to determine whether the vibration waveform is a complete sine cycle. The preset sign can be negative. The preset sign can be used to determine the sign of the product, verify whether the wave sequence has the basic characteristics of a sine waveform (i.e., the existence of symmetrical peaks and troughs), and eliminate spurious vibration signals such as single-peak pulses, non-periodic disturbances, or measurement anomalies.

[0077] The vibration integrity judgment result can refer to the logical result obtained by comparing the sign of the product of the peak amplitude and the trough amplitude with a preset sign (-1). If the signs match (i.e., the product is negative), the judgment result is "complete"; otherwise, it is "incomplete". The vibration integrity judgment result can be used to ensure that the identified speed fluctuation is a periodic and symmetrical sinusoidal oscillation, rather than an isolated impact or aperiodic noise, thereby eliminating interference from sources other than engine torsional vibration and improving the specificity of vibration source identification.

[0078] The aforementioned complete sinusoidal periodic vibration can refer to a sequence of generator speed fluctuations containing continuous, symmetrical peaks and troughs with opposite amplitude signs and stable periods, conforming to the second-order vibration frequency of the engine (i.e., half-period ≈ T). Eng / 2), its waveform shape approximates an ideal sine function, with clear periodicity and energy distribution characteristics. Complete sinusoidal periodic vibration can be used as a waveform criterion for vibration coupling determination, ensuring that what is identified is not random noise or nonlinear vibration (such as gear meshing impact, electromagnetic disturbance), but a periodic excitation with typical sinusoidal characteristics that is linearly transmitted through the transmission chain by the engine torsional vibration, providing a reliable basis for the subsequent design of the phase and amplitude of torque suppression.

[0079] In one alternative embodiment, firstly, based on the generator speed fluctuation amplitude (W) Amp The amplitude is compared with the preset fluctuation value to obtain the fluctuation amplitude judgment result, ensuring that the subsequent analysis is only carried out when the fluctuation energy reaches the physical threshold that can cause the transmission system side clearance to slap; secondly, it is combined with the engine vibration period (T Eng ) and generator speed fluctuation half-cycle (T Half The difference between the two values ​​is compared with a preset difference threshold to determine whether they satisfy T. Half ≈ T Eng The frequency synchronization relationship of / 2 confirms the consistency of the vibration source. Then, by calculating the sign of the product of the peak amplitude data and the trough amplitude data and comparing it with the preset negative sign (-1), it verifies whether the wave waveform has the symmetry required for sinusoidal periodicity (i.e., peak and trough opposite signs), thereby eliminating non-periodic disturbances and measurement noise. Only when the above three judgment results simultaneously meet the criteria of amplitude exceeding the standard, period synchronization, and waveform integrity, does the system recognize the generator speed fluctuation as a characteristic response of engine torsional vibration transmitted through the transmission chain, thereby triggering the active torque suppression strategy. The above process constructs a triple verification system of "energy, frequency, and waveform", which relies only on conventional CAN signals and does not require additional sensors. This improves the accuracy and anti-interference capability of vibration source identification, effectively avoids invalid torque intervention caused by misjudgment, reduces power loss and motor temperature rise, and ensures that the suppression strategy is accurate, efficient, and has low false triggering. It fundamentally suppresses the metal knocking noise caused by the periodic impact of the transmission system side clearance, and improves the NVH performance and ride comfort of hybrid vehicles under low-speed and high-torque conditions.

[0080] Optionally, based on the speed fluctuation deviation sequence, the generator speed fluctuation amplitude, generator speed fluctuation half-cycle, peak amplitude data, and trough amplitude data are determined, including: based on the speed fluctuation deviation sequence, determining the speed peak and speed trough within the current cycle; based on the peak amplitude data of the speed peak and the trough amplitude data of the speed trough, determining the generator speed fluctuation amplitude; and based on the time data of the speed peak, the time data of the speed trough, and the current time, determining the generator speed fluctuation half-cycle.

[0081] The aforementioned speed peak refers to a local maximum point in the generator speed fluctuation deviation sequence, whose amplitude is greater than both the preceding and following sampling points, and is the highest amplitude point within the current vibration cycle, representing the maximum positive instantaneous value of the speed deviation from the average value. The speed peak can be used to characterize the peak stage of energy release within the vibration cycle and is a key reference point for calculating fluctuation amplitude, identifying the sinusoidal nature of vibration, and determining phase shift.

[0082] The aforementioned speed trough refers to a local minimum point in the generator speed fluctuation deviation sequence, whose amplitude is smaller than both the preceding and following sampling points, and is the lowest amplitude point within the current vibration cycle, representing the maximum negative instantaneous value of the speed deviation from the average value. Speed ​​troughs can be paired with peaks to form a complete vibration cycle, used to calculate the fluctuation amplitude (peak-trough), verify the symmetry of the sinusoidal waveform (through the sign of the peak-trough product), and serve as another reference point for phase identification, enhancing the robustness of the judgment.

[0083] The above data on the timing of the rotational speed peaks (t) peak This can refer to the system timestamp when the rotational speed peak event occurs. The timing data of the rotational speed peak can be used as a time marker for the "starting point of energy release" within the oscillation cycle, and is used to calculate the oscillation half-cycle.

[0084] The above data on the timing of the rotational speed trough (t) valley This can refer to the system timestamp when the speed trough event occurs, and is related to t. peak Correspondingly, record the time of the lowest energy absorption point within the vibration period. The time data of the rotational speed trough can be used to correlate with t. peak Together they are used to calculate the half-cycle of the wave and as an auxiliary input for verifying the vibration symmetry and calculating the phase.

[0085] The aforementioned current time can refer to the real-time point when this step of the calculation is performed, that is, the sampling time of the current control cycle, which is the benchmark reference point for all time difference calculations.

[0086] In one optional embodiment, firstly, based on the speed fluctuation deviation sequence, a local extremum detection algorithm is used to identify the highest point within the current vibration cycle as the speed peak and the lowest point as the speed trough. The peak amplitude data and trough amplitude data are then extracted, and the difference between the two is the generator speed fluctuation amplitude, characterizing the vibration energy intensity. Simultaneously, the timing data of the speed peak (t) is combined with... peak ), time data of rotational speed troughs (t) valley ) and the current system sampling time (t) currentThe half-cycle of the rotational speed fluctuation is calculated to characterize the temporal features of the vibration cycle, providing a core timing basis for subsequent synchronization comparison with the engine ignition cycle. This process does not rely on additional vibration sensors; it achieves high-precision, low-latency modeling of torsional vibration characteristics solely using the existing generator speed signal from the ECU. This effectively distinguishes between periodic torsional vibrations and random disturbances transmitted by the engine, improving the accuracy and robustness of vibration identification and laying a solid foundation for subsequent precise phase and amplitude control of actively suppressed torque.

[0087] Optionally, based on the time data of the speed peak, the time data of the speed trough, and the current time, the generator speed fluctuation half-cycle is determined, including: calculating the peak time difference based on the time data of the speed peak and the current time; calculating the trough time difference based on the time data of the speed trough and the current time; and determining the generator speed fluctuation half-cycle based on the peak time difference and the trough time difference.

[0088] The above peak time difference (t) Δpeak The time difference can refer to the time interval between the current moment and the moment data of the most recently identified speed peak. The peak time difference can be used to characterize the relative phase position of the current moment in the vibration cycle, and is the core input for calculating the timing of applying the suppressing torque.

[0089] The above-mentioned trough time difference (t) Δvalley ) can refer to the current time (t) current The time interval between the time data of the most recently identified rotational speed trough and the time data of the most recent identified trough. The trough time difference can be used to correlate with t. Δpeak Complementary phase observations are constructed to verify the symmetry of the vibration waveform and serve as an alternative reference point for suppressing the torque initiation phase.

[0090] The calculation methods for the peak and trough time differences mentioned above include, but are not limited to: difference calculation based on system timestamps, difference based on sampling point numbers with a fixed sampling period, or subsampling-level time difference estimated by interpolation algorithms; the calculation reference time can be the control cycle trigger point, the signal processing completion point, or the command output trigger point; the difference calculation can use the original value, the filtered value, or the weighted average. The above calculation methods are only examples, and the specific calculation method needs to be determined according to the actual situation, which is not limited here.

[0091] In one optional embodiment, the peak time difference is first dynamically calculated by comparing the peak time data with the current time, and the trough time difference is calculated by comparing the trough time data with the current time. These two values ​​represent the time lag between the current time and the most recent positive and negative extreme points of the rotational speed, respectively. Based on this, the absolute value of the difference between the peak time difference and the trough time difference is used to deduce the half-cycle of the generator speed fluctuation. Thus, without needing to buffer the complete vibration cycle waveform, the half-cycle of the vibration can be estimated in real time, continuously, and with high response, solely based on the temporal relationship between the two most recent extreme points and the current time.

[0092] Optionally, operating condition judgment is performed based on operating condition data to determine whether the operating condition data meets preset operating condition conditions, including: obtaining an engine state judgment result based on the current state of the engine in the operating condition data, wherein the engine state judgment result is used to indicate whether the current state of the engine is an operating state; obtaining a mode consistency judgment result based on the target driving mode and the actual driving mode of the power system in the operating condition data, wherein the mode consistency judgment result is used to indicate whether the actual driving mode is consistent with the target driving mode; obtaining a vehicle speed judgment result based on the vehicle speed data and a preset vehicle speed threshold in the operating condition data, wherein the vehicle speed... The speed judgment result is used to indicate whether the vehicle speed data is lower than the preset vehicle speed threshold; based on the available power data of the power battery in the operating condition data and the preset power threshold, the power judgment result is obtained, whereby the power judgment result is used to indicate whether the available power data is greater than the preset power threshold; when the engine status judgment result is that the current state of the engine is in the operating state, the mode consistency judgment result is that the actual driving mode is consistent with the target driving mode, the vehicle speed judgment result is that the vehicle speed data is lower than the preset vehicle speed threshold, and the power judgment result is that the available power data is greater than the preset power threshold, the operating condition judgment result is determined to be that the operating condition data meets the preset operating condition conditions.

[0093] The aforementioned current state can refer to the engine's operating logic state within the current control cycle. The current state can be used as a primary prerequisite for activating the operating condition, to confirm whether the vibration source (engine) actually exists, to avoid erroneously triggering the suppression strategy when the engine is off or not started, and to reduce ineffective energy consumption.

[0094] The aforementioned operating state refers to the stable working state of the engine when it is continuously burning and producing power, outputting effective torque. This is a prerequisite for the transmission of vibration energy to the transmission system. The operating state can be used to distinguish between "engine is running" and "engine is working," avoiding false noise suppression actions caused by non-power states such as idling start-stop and coasting recovery.

[0095] The engine status judgment result mentioned above refers to the judgment result of whether the engine is currently in "operating state". The engine status judgment result can be used as a filtering condition for operating condition judgment to ensure that the noise suppression method is activated only when the vibration source is present, thus ensuring system safety and energy efficiency.

[0096] The aforementioned powertrain system can refer to the overall energy transfer and control unit of a vehicle, which includes an engine, generator, electric motor, power battery, transmission, and power coupling mechanism. The "target driving mode" and "actual driving mode" monitored in this application are both based on the control architecture output of the powertrain system and serve as the system-level carrier for achieving mode consistency judgment.

[0097] The aforementioned target driving mode refers to the desired power output mode pre-planned by the vehicle's energy management strategy based on inputs such as driving needs, battery state of charge, vehicle speed, and gradient. Target driving modes may include, but are not limited to, parallel mode, series mode, and pure electric mode; the specific target driving mode needs to be determined based on actual conditions. The target driving mode can be used to represent whether the system "intends" to allow engine intervention and serves as a priori condition for determining "whether torsional vibration should exist."

[0098] The aforementioned actual driving mode refers to the current operating mode of the power system. Actual driving modes may include, but are not limited to, parallel mode, series mode, and pure electric mode; the specific actual driving mode needs to be determined based on the actual situation. The actual driving mode can be used to reflect whether the system is executing as planned, and to detect control delays, actuator failures, or mode switching oscillations.

[0099] The aforementioned mode consistency judgment result can refer to a Boolean judgment on whether the target driving mode is consistent with the actual driving mode. The mode consistency judgment result can ensure that the noise suppression strategy is activated only when the system is operating stably in the expected mode, avoiding false triggering of suppression due to unsteady vibrations during mode switching transients (such as parallel to series), and improving control stability.

[0100] The vehicle speed data mentioned above can refer to the current driving speed of the vehicle obtained by wheel speed sensors or CAN bus.

[0101] The aforementioned preset vehicle speed threshold can refer to the upper limit of vehicle speed obtained through actual vehicle NVH calibration. When this value is exceeded, the metal knocking noise of the transmission system is masked by environmental noise, and the suppression strategy is no longer needed. The preset vehicle speed threshold can be used as an energy-saving optimization parameter to prevent the generator power from being continuously consumed for ineffective suppression during high-speed cruising.

[0102] The aforementioned vehicle speed determination result can refer to a Boolean output indicating whether the current vehicle speed is lower than a preset speed threshold. This result can be used to implement intelligent decision-making for "suppression only at low speeds," ensuring that control strategies match usage scenarios and improving user experience and energy efficiency.

[0103] The aforementioned power battery can refer to a high-voltage energy storage unit in a vehicle used to store electrical energy, provide power to the electric motor, or absorb regenerative energy. The power battery can be used as an energy source to suppress torque, and its power availability determines whether the generator can perform reverse torsional vibration suppression.

[0104] The available power data mentioned above refers to the maximum power that the power battery can continuously output or absorb at the current moment. Available power data can be used to determine whether the system is capable of performing active suppression. If the battery is close to full charge or has a low-temperature power limit, it cannot provide the electrical energy required for reverse torque, and activation should be prohibited.

[0105] The aforementioned preset power threshold refers to the minimum usable discharge power limit set to ensure the safety and lifespan of the power battery. Below this value, the system is considered incapable of performing active suppression. The preset power threshold can be used to prevent insufficient battery power from causing the suppression torque to fail to build up, resulting in control failure or system oscillation.

[0106] The aforementioned power judgment result can refer to a Boolean output indicating whether the available discharge power of the power battery exceeds a preset power threshold. This power judgment result can be used to achieve a "control only when power is available" safety closed loop, ensuring that suppression strategies are executed within the system's capabilities and eliminating the control risk of "instructions without response."

[0107] In one optional embodiment, firstly, it is determined whether the current state of the engine is "operating" (i.e., normal ignition, continuous fuel supply, and stable speed), thus obtaining an engine state judgment result and eliminating invalid operating conditions during the shutdown or start-up transition period; secondly, the target driving mode and the actual driving mode of the power system are compared to obtain a mode consistency judgment result, ensuring that the system is not in a transient mode switching state or a control deviation state, and ensuring the stability of the torsional vibration source; thirdly, the measured vehicle speed is compared with a preset vehicle speed threshold to obtain a vehicle speed judgment result, confirming that the vehicle is in a low-speed operating condition, at which point the transmission knocking noise is obvious and perceptible, while at high speeds the environmental noise has masked the problem, and no intervention is required; finally, it is evaluated whether the available discharge power of the power battery exceeds a preset power threshold to obtain a power judgment result, ensuring that the generator has the electrical energy reserve required to perform reverse torque suppression, and avoiding control failure due to battery power limitation. Only when all four judgment results above—"engine running", "mode consistent", "vehicle speed below threshold", and "power sufficient"—are true, is the operating condition judgment result determined to be that the operating condition data meets the preset operating condition conditions. This reliably triggers the subsequent active torque suppression strategy, achieving precise, energy-saving, and safe intervention at the noise source, greatly improving the robustness of the control strategy and the user experience.

[0108] Optionally, the generator operating data includes generator speed data, and the engine operating data includes engine speed data. Phase analysis is performed on the generator operating data and engine operating data to determine phase offset data, including: determining the peak time difference and trough time difference based on the generator speed data; determining the engine vibration period based on the engine speed data in the engine operating data; determining the transmission offset data based on the engine vibration period and the peak time difference or trough time difference; determining the target offset data based on the transmission offset data and the generator's delay offset data, wherein the delay offset data represents the phase compensation amount corresponding to the system response delay experienced from issuing the torque command to the actual output torque of the generator; and determining the phase offset data based on the target offset data and the engine vibration period.

[0109] The aforementioned transmission offset data may refer to the engine vibration period (T). Eng The time difference between the peak and trough of the generator speed fluctuation (t) Δpeak or t Δvalley The transfer offset data is the theoretical phase offset required to achieve an orthogonal phase (π / 2) between the suppressed torque and the original torsional vibration, calculated from the theoretical phase offset. Essentially, the transfer offset data maps the time-domain extreme points of speed fluctuations to the ideal starting point of torque intervention. This transfer offset data can be used to achieve "orthogonal suppression" of torsional vibration transmitted from the engine to the transmission system. Specifically, it applies a reverse torque 1 / 4 cycle after the point of maximum vibration amplitude (peak / trough), ensuring a π / 2 phase difference between the suppressed torque and the original vibration, thus canceling each other out at the energy level and reducing the combined vibration amplitude. The transfer offset data is the core phase reference for active noise suppression.

[0110] Transfer offset data can include, but is not limited to, transfer offset based on peaks (t). Δpeak + T Eng / 4): Suitable for applications requiring high peak detection accuracy and good signal-to-noise ratio; based on the trough propagation offset (t Δvalley - T Eng / 4): As a redundant path, it is used for fault-tolerant switching when peak detection is abnormal; the above t Δpeak The time difference between the peaks, t Δvalley T represents the time difference between the troughs. Eng This refers to the engine vibration cycle.

[0111] The aforementioned delay offset data can refer to the physical response delay (t) between the torque command in the control system and the actual output torque of the generator. delayThe phase compensation amount corresponds to the delay offset data. If the delay offset data is ignored, the suppression torque will be "late," causing the phase offset to fail, or even superimposed with the original vibration, exacerbating the noise. The delay offset data is used to compensate for this lag in advance, ensuring that the suppression torque takes effect on time at the ideal phase point. It is a key dynamic correction item for achieving high-precision active control.

[0112] The aforementioned target offset data can refer to the total phase compensation amount finally determined after integrating the transmission offset data and the delay offset data, used to calculate the starting phase of the suppression torque, representing the overall phase adjustment amount required from detecting the vibration extreme value to actually applying the suppression torque.

[0113] In one optional embodiment, firstly, based on the peak or trough time difference of generator speed fluctuations and the engine vibration period, transmission offset data is calculated to establish the theoretical suppression phase. Secondly, calibrated delayed offset data is introduced to compensate for the inherent system delay from command issuance to actual torque response. Finally, the two are superimposed to obtain target offset data, which serves as the sole input for calculating the final phase offset. This mechanism breaks through the traditional static control mode that relies solely on fixed phase compensation, achieving collaborative modeling of engine torsional vibration and the dynamic response of the electronic control system. This allows the suppression torque to correspond to the reverse timing of the vibration energy peak, improving phase matching accuracy and suppression efficiency.

[0114] Optionally, the target offset data is determined based on the transmission offset data and the generator delay offset data, including: determining the moment when the command torque is issued to the generator as the first moment; determining the moment when the generator outputs the actual torque as the second moment; determining the delay offset data based on the difference between the second moment and the first moment; and determining the target offset data based on the sum of the transmission offset data and the delay offset data.

[0115] The aforementioned "first moment" can refer to the precise point in time when the control system issues a torque command to the generator. This first moment can be used as the theoretical starting point for suppressing torque intervention and serves as a benchmark reference for calculating system response delays.

[0116] The aforementioned second moment can refer to the moment when the generator's actual output torque reaches the value specified in the command torque instruction. The second moment can serve as the endpoint of the system's dynamic response, used to quantify the actual delay between "initiating the command" and "producing the physical effect," and is the direct basis for calculating "delay offset data."

[0117] In one optional embodiment, firstly, the moment when the controller sends the command torque to the generator is defined as the first moment, serving as the theoretical starting point for the suppression action. Then, the moment when the actual generator output torque first matches the command value is defined as the second moment, representing the true dynamic delay of the system. Furthermore, the difference between the first and second moments is defined as the delay offset data, used to quantify the time lag effect from control intent to physical execution. This process abandons the traditional static compensation method that relies on fixed delay calibration, instead employing a measured response closed-loop to construct a dynamic delay model, improving phase compensation accuracy. Under complex operating conditions, the delay offset value can be adaptively updated to ensure that the suppressed torque always maintains a theoretical phase difference (π / 2) with the engine torsional vibration. Finally, the delay offset data is combined with the transmission offset data to generate target offset data, upgrading the active noise suppression strategy from "experience-driven" to "physical response-driven," achieving source suppression of metal knocking noise in the transmission system and improving the NVH performance and user-perceived quality of hybrid vehicles at low speeds.

[0118] Optionally, determining the target suppression torque based on phase offset data and engine operating data includes: determining the suppression torque amplitude from a preset torque mapping relationship based on the actual torque in the engine operating data, wherein the preset torque mapping relationship is used to represent the correspondence between the actual torque and the suppression torque amplitude; and determining the target suppression torque based on the phase offset data and the suppression torque amplitude.

[0119] The aforementioned actual torque refers to the effective output torque of the engine during the current operating cycle. Actual torque can be used as an input parameter reflecting the current vibration excitation intensity of the engine. The engine's torsional vibration amplitude is highly positively correlated with the fluctuation range of its output torque. Under high load and high burst pressure conditions, torque fluctuations are severe, resulting in stronger transmission system backlash knocking noise, thus requiring stronger suppression torque to counteract it. Actual torque is used to dynamically quantify the "noise source intensity," serving as a key basis for achieving "on-demand suppression."

[0120] The aforementioned preset torque mapping relationship can be a nonlinear correspondence between the actual engine torque and the required suppressed torque amplitude. Types of preset torque mapping relationships include, but are not limited to, one-dimensional lookup tables, two-dimensional lookup tables, polynomial fitting functions, piecewise linear mappings, etc. The specific preset torque mapping relationship needs to be determined according to actual requirements. Preset torque mapping relationships can be used to achieve adaptive adjustment of suppression intensity.

[0121] The aforementioned suppression torque amplitude refers to the peak value of the reverse periodic torque actively applied by the generator to counteract engine torsional vibration and reduce transmission backlash knocking noise. The suppression torque amplitude determines the energy compensation level for noise suppression. If the amplitude is too small, it cannot effectively counteract vibration; if the amplitude is too large, it can lead to motor overload, battery over-discharge, or induce new resonance. The suppression torque amplitude is a crucial bridge connecting vibration identification and torque execution; its accurate calibration directly determines the NVH improvement effect.

[0122] In one optional embodiment, firstly, the actual torque is determined from engine operating data, serving as the core input characterizing the intensity of vibration excitation. Then, based on a preset torque mapping relationship, the required suppression torque amplitude under the actual torque is calculated. This preset torque mapping relationship can be in the form of a one-dimensional lookup table, stored in the controller, reflecting the torque amplitude required to effectively suppress knocking noise under different engine loads. Finally, the suppression torque amplitude is combined with phase offset data to form a complete target suppression torque, achieving precise control over both when and how strongly to suppress the noise. This process improves the energy efficiency, adaptability, and comfort of the control: reducing energy consumption under low loads and ensuring noise reduction under high loads, enabling the system to achieve just the right amount of active noise reduction under all operating conditions. This is an effective technical means to achieve the core experience of low-speed quietness in hybrid vehicles.

[0123] In one alternative embodiment, Figure 2 This is a flowchart of a vibration judgment method according to an embodiment of this application, such as... Figure 2 As shown, when the vibration judgment process begins, firstly, it is determined whether the generator speed fluctuation amplitude is greater than a threshold; if it is greater than the threshold, then |2 T Half -T Eng | Check if the amplitude is less than the threshold; if it is less than the threshold, check if the sign of the product of the peak and trough amplitudes is negative. If it is negative, it is determined that the engine is transmitting significant vibration, and the process ends. If any of the above checks are not met, it is determined that the engine is not transmitting significant vibration, and the process ends.

[0124] Specifically, first, it is determined whether the generator speed fluctuation amplitude is greater than a threshold value, where the threshold value is a preset fluctuation amplitude value. If so, then it is determined whether |2 T Half -T Eng | Is it less than the threshold, where T Half Indicates the half-cycle of generator speed fluctuation, T Eng This indicates the engine vibration cycle, with a preset difference threshold. If the difference is less than the preset difference threshold, it is determined whether the sign of the product of the peak and trough amplitudes is negative. If it is, it is determined that the engine is transmitting significant vibration.

[0125] All three criteria mentioned above must be met to finally confirm "significant engine vibration" and output a valid vibration flag, triggering the subsequent suppression torque calculation and output process. If any criterion is not met, "no significant engine torsional vibration" is immediately determined, and the process ends to avoid ineffective intervention. The vibration identification logic constructed through the above three progressive criteria achieves highly specific, low false alarm rate, and robust identification of engine torsional vibration.

[0126] Figure 3 This is a flowchart of a working condition judgment according to an embodiment of this application, such as... Figure 3 As shown, after the operating condition judgment begins, it first determines whether the engine operating condition is met; if the operating condition is met, it then determines whether the hybrid mode is met; if the hybrid mode is met, it then determines whether the vehicle speed condition is met; if the vehicle speed condition is met, it then determines whether the battery power condition is met. If all four conditions are met, the operating condition is deemed met, and the process ends. If any one of the four conditions is not met, the operating condition is deemed not met, and the process ends.

[0127] Specifically, the process begins with determining whether the engine is running. Subsequent checks only proceed when the engine generates torsional vibration. Next, it verifies whether the current actual driving mode of the hybrid system matches the target mode (e.g., if the target is parallel mode and it is indeed parallel), to eliminate non-steady-state interference such as mode switching transients, control anomalies, or execution lag. The third step determines whether the current vehicle speed is below a preset threshold to prevent ineffective suppression due to wind and tire noise dominating at high speeds, thus avoiding energy waste. Finally, it verifies whether the battery power condition is met, i.e., whether the available power of the power battery is greater than a preset threshold, ensuring that the generator's output suppression torque does not lead to battery over-discharge or insufficient system power, thus guaranteeing the vehicle's power performance and safety. All four conditions must be met for the system to consider the operating conditions satisfied and initiate active noise suppression; if any condition is not met, the process immediately terminates, and suppression is not performed. This design constructs a multi-dimensional, strongly constrained, and highly reliable enabling logic, fundamentally eliminating the risk of erroneous triggering of the suppression strategy under ineffective, dangerous, or inefficient operating conditions.

[0128] Figure 4 This is a flowchart of an optional vibration suppression method according to an embodiment of this application, such as... Figure 4As shown in the flowchart, the process begins with basic calculations based on the input engine speed and generator speed. Next, based on the calculated speed amplitude, vibration half-cycle, and vibration sign, vibration identification is performed to determine if the engine is transmitting significant vibration. Then, based on the engine status, hybrid mode, vehicle speed, and power battery power, operating condition identification is performed to determine if the operating conditions are met. Simultaneously, the suppression torque amplitude is calculated based on the engine torque. Then, the vibration phase, vibration frequency, and suppression torque amplitude obtained from the basic calculations are input to the suppression torque generator. If the conditions are met (no significant engine vibration and the operating conditions are met), the suppression torque is output; otherwise, 0 torque is output, resulting in the final vibration suppression torque.

[0129] Specifically, the above process uses engine speed and generator speed as inputs and executes three parallel processing paths simultaneously: First, by calculating the fluctuation amplitude, half-cycle, and peak-valley sign of the generator speed, combined with the engine ignition cycle, vibration identification is completed to determine whether there is torsional vibration originating from the engine; Second, by judging four conditions—engine operating status, hybrid mode consistency, vehicle speed threshold, and available power of the power battery—operating condition effectiveness is identified to ensure that the suppression strategy is activated only under safe, efficient, and noise-sensitive operating conditions; Third, based on the engine's real-time actual torque, a table is consulted to obtain the dynamically matched suppression torque amplitude, achieving adaptive adjustment of the suppression intensity. The above three information sources—vibration identification results, operating condition judgment results, suppression torque amplitude, and phase frequency data—are finally integrated into the suppression torque generation module. Only when both conditions—"vibration exists" and "operating condition is met"—are met simultaneously, the target suppression torque, after phase alignment and amplitude calibration, is output; otherwise, zero torque is output, achieving zero-power standby of the strategy. This process, through an integrated closed-loop architecture of "perception-decision-execution", deeply couples vibration characteristic identification, intelligent decision-making under operating conditions, dynamic amplitude matching and precise phase control, to build a complete technical closed loop for noise source suppression in hybrid systems.

[0130] Figure 5 This is a flowchart illustrating the determination of target offset data according to an embodiment of this application, such as... Figure 5 As shown, the process first determines the transmission offset data based on the engine vibration cycle and the time difference between the peak and trough; then, it determines the delay offset data based on the difference between the moment the command torque is issued to the generator and the moment the generator outputs the actual torque; finally, it determines the target offset data based on the delay offset data and the transmission offset data.

[0131] Specifically, based on the identified engine vibration period T Eng Combined with the time difference t between the current vibration peak and the current moment Δpeak , or the time difference t between the trough and the current time ΔvalleyThe theoretical phase offset, i.e., the suppression torque should lag behind the peak by t, is calculated respectively. Δpeak Offset +T Eng / 4 or relative to the trough leading t Δvalley Offset-T Eng / 4, thus forming a counteracting force orthogonal to the vibration direction, which is the transmission offset;

[0132] Subsequently, the system proceeds to calculate the delay offset data, which involves recording the system response delay between the moment the controller issues the torque suppression command and the moment the generator actually outputs the corresponding torque. (This delay is determined by the inherent characteristics of the motor controller, inverter, electromagnetic inertia, etc.), directly obtain this fixed delay value; finally, the transmission offset and the delay offset are superimposed and synthesized to obtain the complete target offset time, and further converted into a phase angle. The formula for calculating the phase angle is as follows:

[0133] ;

[0134] or, ;

[0135] In the formula, Used to represent the time difference between wave crests. Indicates the time difference of the trough. Indicates the engine vibration period. This indicates a system response delay. It can serve as the precise phase input for the suppression torque generator. This process achieves closed-loop compensation from "vibration sensing" to "control command phase calibration," solving the phase mismatch problem caused by the lag in the system's dynamic response and ensuring that the suppression torque is always applied at the appropriate time.

[0136] According to an embodiment of this application, a vibration suppression device is provided. It should be noted that this device can be used to perform the vibration suppression method described above. Specific embodiments and implementation details are the same as the method described above, and will not be repeated here.

[0137] Figure 6 This is a schematic diagram of a vibration suppression device according to an embodiment of this application, such as... Figure 6 As shown, the device includes:

[0138] The acquisition module 602 is used to acquire vehicle operating condition data, generator operating data, and engine operating data; the first determination module 604 is used to perform phase analysis on the generator operating data and engine operating data to determine phase offset data when the operating condition data meets preset operating conditions and the generator operating data and engine operating data are correlated in terms of vibration characteristics; the second determination module 606 is used to determine the target suppression torque based on the phase offset data and engine operating data; and the control module 608 is used to control the generator in the vehicle based on the target suppression torque.

[0139] Optionally, the device is also used to make vibration judgments based on generator operating data and engine operating data, and to determine whether there is a correlation between the generator operating data and engine operating data in terms of vibration characteristics; and to make operating condition judgments based on operating condition data, and to determine whether the operating condition data meets the preset operating condition conditions.

[0140] Optionally, the generator operating data includes generator speed data, and the engine operating data includes engine speed data. The device is also used to determine the engine vibration period based on the engine speed data; to determine the generator speed fluctuation deviation sequence based on the generator speed data; to determine the generator speed fluctuation amplitude, generator speed fluctuation half-cycle, peak amplitude data, and trough amplitude data based on the speed fluctuation deviation sequence; and to perform a consistency analysis based on the engine vibration period, generator speed fluctuation amplitude, generator speed fluctuation half-cycle, peak amplitude data, and trough amplitude data to determine whether there is a correlation between the generator operating data and the engine operating data in terms of vibration characteristics.

[0141] Optionally, the device is further configured to obtain a fluctuation amplitude judgment result based on the generator speed fluctuation amplitude and a preset fluctuation amplitude, wherein the fluctuation amplitude judgment result indicates whether the generator speed fluctuation amplitude is greater than the preset fluctuation amplitude; obtain a period judgment result based on the engine vibration period, the generator speed fluctuation half-cycle, and a preset difference threshold, wherein the period judgment result indicates whether the vibration periods of the engine and the generator are synchronized; compare the sign corresponding to the product of the peak amplitude data and the trough amplitude data with a preset sign to obtain a vibration integrity judgment result, wherein the vibration integrity judgment result indicates whether the vibration is a complete sinusoidal periodic vibration; and determine that the generator operating data and the engine operating data are correlated in terms of vibration characteristics when the fluctuation amplitude judgment result indicates that the generator speed fluctuation amplitude is greater than the preset fluctuation amplitude, the period judgment result indicates that the vibration periods of the engine and the generator are synchronized, and the vibration integrity judgment result indicates that the vibration is a complete sinusoidal periodic vibration.

[0142] Optionally, the device is also used to determine the speed peak and speed trough in the current cycle based on the speed fluctuation deviation sequence; to determine the generator speed fluctuation amplitude based on the peak amplitude data of the speed peak and the trough amplitude data of the speed trough; and to determine the generator speed fluctuation half-cycle based on the time data of the speed peak, the time data of the speed trough and the current time.

[0143] Optionally, the device is also used to calculate the peak time difference based on the peak time data and the current time; to calculate the trough time difference based on the trough time data and the current time; and to determine the generator speed fluctuation half-cycle based on the peak time difference and the trough time difference.

[0144] Optionally, the device is further configured to: obtain an engine state judgment result based on the current state of the engine in the operating condition data, wherein the engine state judgment result indicates whether the current state of the engine is in operation; obtain a mode consistency judgment result based on the target driving mode and the actual driving mode of the power system in the operating condition data, wherein the mode consistency judgment result indicates whether the actual driving mode is consistent with the target driving mode; obtain a vehicle speed judgment result based on the vehicle speed data and a preset vehicle speed threshold in the operating condition data, wherein the vehicle speed judgment result indicates whether the vehicle speed data is lower than the preset vehicle speed threshold; obtain a power judgment result based on the available power data of the power battery and a preset power threshold in the operating condition data, wherein the power judgment result indicates whether the available power data is greater than the preset power threshold; and determine that the operating condition judgment result satisfies the preset operating condition conditions when the engine state judgment result indicates that the current state of the engine is in operation, the mode consistency judgment result indicates that the actual driving mode is consistent with the target driving mode, the vehicle speed judgment result indicates that the vehicle speed data is lower than the preset vehicle speed threshold, and the power judgment result indicates that the available power data is greater than the preset power threshold.

[0145] Optionally, the generator operating data includes generator speed data, and the engine operating data includes engine speed data. The first determining module is used to determine the peak time difference and trough time difference based on the generator speed data; to determine the engine vibration period based on the engine speed data in the engine operating data; to determine the transmission offset data based on the engine vibration period and the peak time difference or trough time difference; to determine the target offset data based on the transmission offset data and the generator's delay offset data, wherein the delay offset data is used to represent the phase compensation amount corresponding to the system response delay experienced from issuing the torque command to the actual output torque of the generator; and to determine the phase offset data based on the target offset data and the engine vibration period.

[0146] Optionally, the first determining module is further configured to determine the moment when the command torque for the generator is issued as the first moment; determine the moment when the generator outputs the actual torque as the second moment; determine the delay offset data based on the difference between the second moment and the first moment; and determine the target offset data based on the sum of the transmission offset data and the delay offset data.

[0147] Optionally, the second determining module is further configured to determine the suppression torque amplitude from a preset torque mapping relationship based on the actual torque in the engine operating data, wherein the preset torque mapping relationship is used to represent the correspondence between the actual torque and the suppression torque amplitude; and to determine the target suppression torque based on the phase offset data and the suppression torque amplitude.

[0148] Embodiments of this application also provide a vehicle, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods described in various embodiments of this application when it runs.

[0149] Embodiments of this application also provide a computer-readable storage medium including a stored executable program, wherein, when the executable program is running, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of this application.

[0150] Embodiments of this application also provide a computer program product, including a computer program that, when executed by a processor, implements the methods of various embodiments of this application.

[0151] Embodiments of this application also provide a computer program product, including a non-volatile computer-readable storage medium for storing a computer program that, when executed by a processor, implements the methods in various embodiments of this application.

[0152] Embodiments of this application also provide a computer program that, when executed by a processor, implements the methods described in the various embodiments of this application.

[0153] In the above embodiments of this application, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0154] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0155] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0156] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0157] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as a USB flash drive, read-only memory (ROM), random access memory (RAM), portable hard drive, magnetic disk, or optical disk.

[0158] The above description is only a preferred embodiment of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A method for suppressing vehicle vibration, characterized in that, include: Acquire vehicle operating condition data, generator operating data, and engine operating data; When the operating condition data meets the preset operating condition conditions, and the generator operating data and the engine operating data are correlated in terms of vibration characteristics, phase analysis is performed on the generator operating data and the engine operating data to determine the phase offset data. Based on the phase offset data and the engine operating data, the target suppression torque is determined; The generator in the vehicle is controlled based on the target suppression torque.

2. The method according to claim 1, characterized in that, The method further includes: Vibration judgment is performed based on the generator operating data and the engine operating data to determine whether there is a correlation between the generator operating data and the engine operating data in terms of vibration characteristics; Based on the operating condition data, an operating condition judgment is made to determine whether the operating condition data meets the preset operating condition conditions.

3. The method according to claim 2, characterized in that, The generator operating data includes generator speed data, and the engine operating data includes engine speed data. Vibration assessment is performed based on the generator operating data and the engine operating data to determine whether there is a correlation between the vibration characteristics of the generator operating data and the engine operating data, including: Based on the engine speed data, the engine vibration period is determined; Based on the generator speed data, determine the generator speed fluctuation deviation sequence; Based on the speed fluctuation deviation sequence, the generator speed fluctuation amplitude, generator speed fluctuation half-cycle, peak amplitude data, and trough amplitude data are determined. Consistency analysis is performed on the engine vibration period, the generator speed fluctuation amplitude, the generator speed fluctuation half-cycle, the peak amplitude data, and the trough amplitude data to determine whether there is a correlation between the generator operating data and the engine operating data in terms of vibration characteristics.

4. The method according to claim 3, characterized in that, Consistency analysis is performed based on the engine vibration period, the generator speed fluctuation amplitude, the generator speed fluctuation half-cycle, the peak amplitude data, and the trough amplitude data to determine whether there is a correlation between the generator operating data and the engine operating data in terms of vibration characteristics, including: Based on the generator speed fluctuation amplitude and the preset fluctuation amplitude, a fluctuation amplitude judgment result is obtained, wherein the fluctuation amplitude judgment result is used to indicate whether the generator speed fluctuation amplitude is greater than the preset fluctuation amplitude; Based on the engine vibration cycle, the generator speed fluctuation half-cycle, and a preset difference threshold, a cycle judgment result is obtained, wherein the cycle judgment result is used to indicate whether the vibration cycles of the engine and the generator are synchronized. The sign corresponding to the product of the peak amplitude data and the trough amplitude data is compared with a preset sign to obtain the vibration integrity judgment result, wherein the vibration integrity judgment result is used to indicate whether the vibration is a complete sinusoidal periodic vibration; If the fluctuation amplitude judgment result is that the fluctuation amplitude of the generator speed is greater than the preset fluctuation amplitude, the period judgment result is that the vibration period of the engine and the generator are synchronized, and the vibration integrity judgment result is that the vibration is a complete sinusoidal periodic vibration, then it is determined that the generator operating data and the engine operating data are correlated in terms of vibration characteristics.

5. The method according to claim 3, characterized in that, Based on the aforementioned speed fluctuation deviation sequence, the generator speed fluctuation amplitude, generator speed fluctuation half-cycle, peak amplitude data, and trough amplitude data are determined, including: Based on the speed fluctuation deviation sequence, determine the speed peak and speed trough in the current cycle; Based on the peak amplitude data of the speed peak and the trough amplitude data of the speed trough, the generator speed fluctuation amplitude is determined; Based on the time data of the speed peak, the time data of the speed trough, and the current time, the half-cycle of the generator speed fluctuation is determined.

6. The method according to claim 5, characterized in that, Based on the time data of the speed peak, the time data of the speed trough, and the current time, the half-cycle of the generator speed fluctuation is determined, including: Based on the time data of the rotational speed peak and the current time, the peak time difference is calculated; Based on the time data of the rotational speed trough and the current time, calculate the trough time difference; The half-cycle of the generator speed fluctuation is determined based on the peak time difference and the trough time difference.

7. The method according to claim 2, characterized in that, Based on the operating condition data, an operating condition judgment is performed to determine whether the operating condition data meets the preset operating condition conditions, including: Based on the current state of the engine in the operating condition data, an engine state judgment result is obtained, wherein the engine state judgment result is used to indicate whether the current state of the engine is an operating state. Based on the target drive mode and actual drive mode of the power system in the operating condition data, a mode consistency judgment result is obtained, wherein the mode consistency judgment result is used to indicate whether the actual drive mode is consistent with the target drive mode. Based on the vehicle speed data in the operating condition data and the preset vehicle speed threshold, a vehicle speed judgment result is obtained, wherein the vehicle speed judgment result is used to indicate whether the vehicle speed data is lower than the preset vehicle speed threshold. Based on the available power data of the power battery in the operating condition data and the preset power threshold, a power judgment result is obtained, wherein the power judgment result is used to indicate whether the available power data is greater than the preset power threshold; If the engine status judgment result is that the current state of the engine is the operating state, the mode consistency judgment result is that the actual driving mode is consistent with the target driving mode, the vehicle speed judgment result is that the vehicle speed data is lower than the preset vehicle speed threshold, and the power judgment result is that the available power data is greater than the preset power threshold, then the operating condition judgment result is determined to be that the operating condition data meets the preset operating condition conditions.

8. The method according to any one of claims 1 to 7, characterized in that, The generator operating data includes generator speed data, and the engine operating data includes engine speed data; phase analysis is performed on the generator operating data and the engine operating data to determine phase offset data, including: Based on the generator speed data, the peak time difference and trough time difference are determined; The engine vibration cycle is determined based on the engine speed data in the engine operating data. Based on the engine vibration cycle and the time difference between the peak and the trough, the transmission offset data is determined. The target offset data is determined based on the transmission offset data and the delay offset data of the generator, wherein the delay offset data is used to represent the phase compensation amount corresponding to the system response delay experienced from issuing the torque command to the actual output torque of the generator; The phase offset data is determined based on the target offset data and the engine vibration period.

9. The method according to claim 8, characterized in that, Determining target offset data based on the transmission offset data and the generator delay offset data includes: The moment when the command torque is issued to the generator is determined as the first moment; The moment when the generator outputs actual torque is defined as the second moment; The delay offset data is determined based on the difference between the second time point and the first time point; The target offset data is determined based on the sum of the transmitted offset data and the delayed offset data.

10. The method according to any one of claims 1 to 7, characterized in that, Based on the phase offset data and the engine operating data, the target suppression torque is determined, including: Based on the actual torque in the engine operating data, a suppressed torque amplitude is determined from a preset torque mapping relationship, wherein the preset torque mapping relationship is used to represent the correspondence between the actual torque and the suppressed torque amplitude; The target suppression torque is determined based on the phase offset data and the suppression torque amplitude.

11. A vehicle, characterized in that, include: Memory, which stores executable programs; A processor for running the program, wherein the program, when running, performs the method according to any one of claims 1 to 10.

12. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored executable program, wherein, when the executable program is executed, it controls the device on which the storage medium is located to perform the method according to any one of claims 1 to 10.

13. A computer program product, characterized in that, Includes a computer program that, when executed by a processor, implements the method according to any one of claims 1 to 10.

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