A hybrid vehicle sound and vibration energy distribution joint control system

Abstract

The application relates to the technical field of power electronics and vehicle control, and discloses a combined control system for sound and vibration energy distribution of a hybrid vehicle, which comprises a DC bus power supply capability monitoring unit, a harmonic load power demand calculation unit and a voltage vector resource distribution unit, is used for executing a harmonic power limiting distribution strategy when the amplitude of a theoretical compensation voltage vector exceeds the linear modulation zone boundary defined by a voltage vector modulation ratio margin index, and the strategy comprises the following steps: locking a preset low-order dominant harmonic component, preferentially distributing the remaining available voltage vector resources to the low-order dominant harmonic component to generate a reference harmonic injection instruction, simultaneously performing an amplitude truncation suppression operation on a high-order residual harmonic component, or sending an operation frequency adjustment request to a power source; and the application solves the problems of vibration elimination failure and nonlinear harmonic growth caused by the limited DC bus voltage of the hybrid vehicle under a transient large load working condition by establishing a dynamic arbitration mechanism for voltage vector resources.

Description

Technical Field

[0001] This invention relates to a combined control system for the acoustic and vibration energy distribution of hybrid vehicles, belonging to the field of power electronics and vehicle control technology. Background Technology

[0002] Currently, in the electrical architecture of hybrid drive systems, utilizing the high dynamic response characteristics of the electric motor drive system for active vibration suppression has become the mainstream technical approach to improve the operating quality of the powertrain. This technology injects a compensation current of a specific frequency and amplitude into the stator winding of the drive motor through the inverter, and uses the electromechanical energy conversion principle to generate an electromagnetic torque that is opposite to the torque pulsation of the engine. This optimizes the smoothness of the transmission system without the need to add additional mechanical damping components. This process essentially relies on the precise distribution and modulation of electrical energy from the DC bus to the AC motor side. However, such active control strategies are often strictly constrained by the physical boundaries of the power electronic conversion system in engineering implementation. Especially under high power demand conditions such as full throttle acceleration, long slope heavy load, or forced charging at low battery levels, the fundamental current amplitude of the drive motor will increase significantly in order to meet the reference drive torque required for vehicle operation. This causes the space vector pulse width modulation duty cycle of the inverter to approach the limit of the linear modulation region, making the utilization rate of the DC bus voltage close to saturation. At this time, if the control system still forcibly superimposes high-frequency, high-dynamic vibration damping current commands according to conventional logic, it will cause electrical system conflicts.

[0003] Existing solutions for improving the acoustic and vibration performance of hybrid vehicles mostly focus on passively isolating vibration transmission by optimizing the mechanical support structure of the powertrain, attempting to physically block energy transfer. However, relying solely on physical vibration isolation of hardware structures has limitations and is difficult to actively address complex and ever-changing transient electrical harmonic interference or source-end torque fluctuations. For example, Chinese invention patent CN105555571B discloses a hybrid vehicle that improves the subframe vibration-damping support layout of the drive unit and power generation unit, using mounting brackets with vulnerable parts to meet both vibration damping and collision energy absorption requirements. Although this solution uses mechanical decoupling to attenuate vibration to some extent, it is still a passive control and cannot eliminate high-frequency noise generated by electromagnetic force distortion of the motor at the source. It also cannot solve the problem of the failure of the electrical system's active vibration damping capability due to inverter DC bus voltage saturation under extreme conditions such as rapid vehicle acceleration or high load. Faced with the challenge of nonlinear harmonic amplification caused by the scarcity of voltage vector resources in the electrical domain, relying solely on mechanical structure optimization is insufficient to meet the requirements. There is an urgent need for an active control strategy that dynamically coordinates power distribution.

[0004] Therefore, the technical problem to be solved by this invention is how to construct a mechanism that can dynamically arbitrate the allocation priority of drive energy and vibration damping energy according to real-time operating conditions under the physical constraint of limited DC bus voltage, and achieve optimal electromagnetic torque synthesis while ensuring that the inverter always operates in the linear controllable region. Summary of the Invention

[0005] To address the problems mentioned in the background section, the technical solution of this invention is as follows:

[0006] A joint control system for acoustic and vibration energy distribution in a hybrid vehicle, comprising:

[0007] The DC bus power supply capacity monitoring unit is used to collect DC bus voltage data of the inverter and back electromotive force data of the drive motor in real time. Through voltage space vector synthesis calculation, it generates a voltage vector modulation ratio margin index that characterizes the current power output limit.

[0008] The harmonic load power demand calculation unit is used to obtain the load current fluctuation request signal of the power source, decompose the load current fluctuation request signal into multi-order harmonic components, and calculate the theoretical compensation voltage vector required to cancel the multi-order harmonic components under the current operating conditions based on the current speed of the drive motor.

[0009] The voltage vector resource allocation unit connects the DC bus power supply capacity monitoring unit and the harmonic load power demand calculation unit. It performs cross-domain energy collaborative scheduling based on the real-time comparison results of the voltage vector modulation margin index and the theoretically compensated voltage vector. The voltage vector resource allocation unit includes: a resource arbitration subunit, used to verify whether the amplitude of the theoretically compensated voltage vector exceeds the linear modulation zone boundary and determine the dynamic voltage vector space currently available to the inverter; a harmonic power reconstruction subunit, used to execute a harmonic power limiting allocation strategy when the dynamic voltage vector space is insufficient, by locking preset low-order dominant harmonic components and prioritizing resource allocation, while simultaneously performing amplitude truncation operations on high-order residual harmonic components to cut off their energy injection; and a source-load interaction coordination subunit, used to generate and send an operating frequency adjustment request to the power source based on the current voltage resource gap, so as to reduce the frequency of the load current fluctuation request signal to within the bandwidth allowed by the linear modulation zone boundary.

[0010] Preferably, the DC bus power supply capacity monitoring unit further includes: a fundamental voltage occupancy estimation subunit, used to calculate the fundamental voltage vector amplitude occupied by the fundamental component based on the current speed data and flux linkage parameters of the drive motor; and a high-frequency injection dynamic margin calibration subunit, used to perform difference calculation between the DC bus voltage data and the fundamental voltage vector amplitude to obtain the dynamic voltage vector margin for high-frequency injection; the dynamic voltage vector margin is defined as the maximum permissible high-frequency voltage vector amplitude that can be used to synthesize the reference harmonic injection command under the premise of maintaining the inverter operating in the linear modulation region and not entering the nonlinear overmodulation region, and the dynamic voltage vector margin serves as the only physical constraint boundary for the voltage vector resource allocation unit to execute the harmonic power limiting allocation strategy.

[0011] Preferably, the harmonic load power demand calculation unit includes: a harmonic order feature extraction subunit, used to perform time-frequency transformation on the load current fluctuation request signal and extract power density data of each order that varies with rotational speed; a frequency sensitivity weighting subunit, used to perform weighting processing on the power density data of each order according to a preset frequency weighting gain table to generate a weighted harmonic power sequence; and a voltage vector resource allocation unit, used to, when the remaining available voltage vector resources are insufficient to cover all components in the harmonic power sequence, sequentially extract the low-order dominant harmonic components and allocate voltage resources in descending order of weighting values ​​until the remaining available voltage vector resources are exhausted, and forcibly discard the high-order residual harmonic components that have not received voltage resource allocation to prevent electromagnetic nonlinear distortion caused by voltage over-limit.

[0012] Preferably, the voltage vector resource allocation unit includes a modulation ratio verification subunit, which is used to calculate the current high-frequency injection space coefficient η according to the following formula. margin : , where η margin For high-frequency injection space coefficients, u d For the d-axis voltage component of the drive motor, u q For the q-axis voltage component of the drive motor, I comp Z is the magnitude of the compensation current currently requested. eq U is the high-frequency equivalent impedance magnitude of the drive motor winding. dc This refers to DC bus voltage data; the resource arbitration subunit in the voltage vector resource allocation unit injects the space coefficient η at high frequency. margin When the frequency is below a preset safety threshold, an operation to send an operating frequency adjustment request to the power source is triggered, in order to reduce I... comp The required value is used to restore the steady-state regulation capability of the DC bus voltage.

[0013] Preferably, the voltage vector resource allocation unit further includes: a source-side frequency response characteristic storage subunit for storing mechanical-electrical frequency response data of the power source at different operating points; and source-load closed-loop interaction logic for generating an operating frequency adjustment request when the harmonic power limiting allocation strategy cannot meet the preset current ripple suppression target. The operating frequency adjustment request includes a target speed command, which instructs the power source to adjust its operating frequency to a frequency range that matches the current voltage output bandwidth of the inverter. The target speed command must satisfy that the torque fluctuation excitation frequency of the power source falls within the effective control bandwidth of the inverter, and that the sum of the fundamental voltage vector amplitude of the drive motor at that speed and the theoretical compensation voltage vector amplitude required to cancel the low-order dominant harmonic components is less than or equal to the linear modulation limit value determined by the DC bus voltage.

[0014] Preferably, the system further includes: a residual closed-loop correction module, connected to the output of the voltage vector resource allocation unit, and together with the voltage vector resource allocation unit, forming a hierarchical closed-loop feedback structure, wherein the residual closed-loop correction module serves as the vibration compensation outer loop, and the voltage vector resource allocation unit serves as the voltage resource constraint inner loop; the residual closed-loop correction module includes an adaptive gain regulator, which is used to fine-tune the amplitude and phase of the reference harmonic injection command when the amplitude of the residual vibration signal exceeds a preset threshold and the voltage vector modulation ratio margin indicator shows that there is still a margin, so as to compensate for the equivalent electrical impedance drift caused by the change of physical parameters of the mechanical transmission chain, and ensure that the electromagnetic torque generated by the inverter switching control signal and the actual mechanical vibration maintain an anti-phase cancellation relationship.

[0015] Preferably, the system further includes: an energy storage status interaction unit for acquiring the state of charge data and charge / discharge power limit data of the vehicle's power battery; a DC bus power supply capacity monitoring unit for combining the state of charge data and charge / discharge power limit data to perform feedforward correction on the DC bus voltage data; when the state of charge data is lower than a preset low charge threshold, the voltage vector resource allocation unit automatically reduces the generation weight of the theoretical compensation voltage vector, locks the limited battery output power to the vehicle driving function, and generates an operating command instructing the power source to enter the high-frequency load avoidance range.

[0016] Preferably, the system further includes: a nonlinear harmonic suppression unit, integrated in the inverter's control loop, used to monitor specific harmonics generated by dead-zone effects in the inverter's switching control signal; and a voltage vector resource allocation unit, when generating a reference harmonic injection command, superimposing a compensation component that is out of phase with the specific harmonic, the amplitude of which is limited by the voltage vector modulation margin index, so as to optimize the waveform quality of the output current without introducing additional high-frequency noise.

[0017] Preferably, the system is applied in a hybrid drive topology that includes an engine and a drive motor; the voltage vector resource allocation unit is used to establish a hierarchical power supply priority list, which defines the vehicle drive torque response as the first priority, the suppression of low-order dominant harmonic components as the second priority, and the suppression of high-order residual harmonic components as the third priority; the voltage vector resource allocation unit performs a top-down energy cutoff operation in the power supply priority list according to the voltage vector modulation margin index, ensuring that the power supply of the first priority is not disturbed by the high-frequency injection strategy under any transient conditions.

[0018] Preferably, the system further includes: a thermal derating constraint unit for monitoring the power module temperature data of the inverter; and a DC bus power supply capacity monitoring unit for compressing the linear modulation zone boundary by reducing the effective calculated value of the DC bus voltage data when the power module temperature data exceeds the preset thermal protection threshold, so that the voltage vector resource allocation unit reduces the injection energy of the reference harmonic injection command and limits the switching loss heat generated by high frequency injection to within the allowable range of physical heat dissipation capacity.

[0019] Compared with the prior art, the beneficial effects of the present invention are:

[0020] 1. In the distribution of acoustic and vibration energy in hybrid vehicles, this invention ensures the linearity and electromagnetic compatibility of inverter power conversion under high load conditions. By introducing a space vector pulse width modulation duty cycle margin verification mechanism based on the instantaneous value of DC bus voltage into the execution arbitration module, an arbitration rule for electrical resource competition between vibration damping control and drive control is established. When the vehicle is in a state of rapid acceleration or high torque request, causing the inverter to approach the voltage saturation edge, the fluctuating torque compensation command is automatically executed based on energy weight for spectrum shifting or amplitude attenuation according to the calculated available voltage margin space. This avoids the inverter from entering the overmodulation nonlinear region due to the forced superposition of high-frequency vibration damping current, and prevents the introduction of uncontrollable high-order electromagnetic harmonics into the drive current due to voltage clipping effect. This ensures that the power electronic conversion system always operates in the linear and controllable region across the entire operating range, maintaining a low distortion rate of the output current waveform.

[0021] 2. This invention achieves adaptive adjustment of control bandwidth and maintenance of system stability based on thermistor impedance characteristics. It utilizes a thermistor bandwidth adaptive unit to monitor the stator temperature parameters of the drive motor in real time and dynamically calculates the effective physical response bandwidth of the current loop based on the thermal attenuation characteristics of the motor winding resistance and flux linkage. The compensation command is only executed when its frequency is within the effective bandwidth. High-frequency components exceeding the bandwidth are automatically low-pass filtered and truncated. This logic avoids beat frequency excitation caused by the actual current phase lagging behind the command phase due to the forced execution of high-frequency commands under high temperature and high impedance conditions of the motor. It also eliminates the risk of the control system diverging due to the contraction of physical boundaries and ensures the stability of the acoustic vibration control subsystem across the entire temperature range of the motor.

[0022] 3. Constructing a sensorless closed-loop feedback and aging compensation mechanism based on the principle of back electromotive force induction: This invention analyzes the specific harmonic component of the q-axis current of the drive motor in the vector control coordinate system, extracts the current ripple fingerprint generated by the reverse induction of residual vibration of the mechanical transmission chain through electromagnetic coupling, and uses this ripple component as a direct residual index to characterize the effect of sound and vibration control. Based on this, the phase and gain parameters of the compensation command are corrected in real time using a closed-loop method. This signal processing method, which utilizes the reversibility of electromechanical energy conversion, can automatically compensate for the drift of physical parameters caused by wear of mechanical system, increased gear backlash, or aging of rubber suspension without adding additional torque sensor hardware, ensuring the consistency of control strategy and physical system state throughout the vehicle's entire life cycle. Attached Figure Description

[0023] Figure 1 This is a logic flowchart of the dynamic allocation of voltage vector resources and harmonic control in this invention;

[0024] Figure 2 This is a quantitative comparison chart of the proportion of multi-order harmonic energy and the suppression effect after implementing the strategy of this invention. Detailed Implementation

[0025] The technical solutions of the embodiments of this application will be clearly described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of this application are within the scope of protection of this application.

[0026] A joint control system for acoustic and vibration energy distribution in a hybrid vehicle, comprising:

[0027] The DC bus power supply capacity monitoring unit is used to collect DC bus voltage data of the inverter and back electromotive force data of the drive motor in real time. Through voltage space vector synthesis calculation, it generates a voltage vector modulation ratio margin index that characterizes the current power output limit.

[0028] The harmonic load power demand calculation unit is used to obtain the load current fluctuation request signal of the power source, decompose the load current fluctuation request signal into multi-order harmonic components, and calculate the theoretical compensation voltage vector required to cancel the multi-order harmonic components under the current operating conditions based on the current speed of the drive motor.

[0029] The voltage vector resource allocation unit connects the DC bus power supply capacity monitoring unit and the harmonic load power demand calculation unit. It performs cross-domain energy collaborative scheduling based on the real-time comparison results of the voltage vector modulation margin index and the theoretically compensated voltage vector. The voltage vector resource allocation unit includes: a resource arbitration subunit, used to verify whether the amplitude of the theoretically compensated voltage vector exceeds the linear modulation zone boundary and determine the dynamic voltage vector space currently available to the inverter; a harmonic power reconstruction subunit, used to execute a harmonic power limiting allocation strategy when the dynamic voltage vector space is insufficient, by locking preset low-order dominant harmonic components and prioritizing resource allocation, while simultaneously performing amplitude truncation operations on high-order residual harmonic components to cut off their energy injection; and a source-load interaction coordination subunit, used to generate and send an operating frequency adjustment request to the power source based on the current voltage resource gap, so as to reduce the frequency of the load current fluctuation request signal to within the bandwidth allowed by the linear modulation zone boundary.

[0030] Preferably, the DC bus power supply capacity monitoring unit further includes: a fundamental voltage occupancy estimation subunit, used to calculate the fundamental voltage vector amplitude occupied by the fundamental component based on the current speed data and flux linkage parameters of the drive motor; and a high-frequency injection dynamic margin calibration subunit, used to perform difference calculation between the DC bus voltage data and the fundamental voltage vector amplitude to obtain the dynamic voltage vector margin for high-frequency injection; the dynamic voltage vector margin is defined as the maximum permissible high-frequency voltage vector amplitude that can be used to synthesize the reference harmonic injection command under the premise of maintaining the inverter operating in the linear modulation region and not entering the nonlinear overmodulation region, and the dynamic voltage vector margin serves as the only physical constraint boundary for the voltage vector resource allocation unit to execute the harmonic power limiting allocation strategy.

[0031] Preferably, the harmonic load power demand calculation unit includes: a harmonic order feature extraction subunit, used to perform time-frequency transformation on the load current fluctuation request signal and extract power density data of each order that varies with rotational speed; a frequency sensitivity weighting subunit, used to perform weighting processing on the power density data of each order according to a preset frequency weighting gain table to generate a weighted harmonic power sequence; and a voltage vector resource allocation unit, used to, when the remaining available voltage vector resources are insufficient to cover all components in the harmonic power sequence, sequentially extract the low-order dominant harmonic components and allocate voltage resources in descending order of weighting values ​​until the remaining available voltage vector resources are exhausted, and forcibly discard the high-order residual harmonic components that have not received voltage resource allocation to prevent electromagnetic nonlinear distortion caused by voltage over-limit.

[0032] Preferably, the voltage vector resource allocation unit includes a modulation ratio verification subunit, which is used to calculate the current high-frequency injection space coefficient η according to the following formula. margin : , where η margin For high-frequency injection space coefficients, u d For the d-axis voltage component of the drive motor, u q For the q-axis voltage component of the drive motor, I comp Z is the magnitude of the compensation current currently requested. eq U is the high-frequency equivalent impedance magnitude of the drive motor winding. dc This refers to DC bus voltage data; the resource arbitration subunit in the voltage vector resource allocation unit injects the space coefficient η at high frequency. margin When the frequency is below a preset safety threshold, an operation to send an operating frequency adjustment request to the power source is triggered, in order to reduce I... comp The required value is used to restore the steady-state regulation capability of the DC bus voltage.

[0033] Preferably, the voltage vector resource allocation unit further includes: a source-side frequency response characteristic storage subunit for storing mechanical-electrical frequency response data of the power source at different operating points; and source-load closed-loop interaction logic for generating an operating frequency adjustment request when the harmonic power limiting allocation strategy cannot meet the preset current ripple suppression target. The operating frequency adjustment request includes a target speed command, which instructs the power source to adjust its operating frequency to a frequency range that matches the current voltage output bandwidth of the inverter. The target speed command must satisfy that the torque fluctuation excitation frequency of the power source falls within the effective control bandwidth of the inverter, and that the sum of the fundamental voltage vector amplitude of the drive motor at that speed and the theoretical compensation voltage vector amplitude required to cancel the low-order dominant harmonic components is less than or equal to the linear modulation limit value determined by the DC bus voltage.

[0034] Preferably, the system further includes: a residual closed-loop correction module, connected to the output of the voltage vector resource allocation unit, and together with the voltage vector resource allocation unit, forming a hierarchical closed-loop feedback structure, wherein the residual closed-loop correction module serves as the vibration compensation outer loop, and the voltage vector resource allocation unit serves as the voltage resource constraint inner loop; the residual closed-loop correction module includes an adaptive gain regulator, which is used to fine-tune the amplitude and phase of the reference harmonic injection command when the amplitude of the residual vibration signal exceeds a preset threshold and the voltage vector modulation ratio margin indicator shows that there is still a margin, so as to compensate for the equivalent electrical impedance drift caused by the change of physical parameters of the mechanical transmission chain, and ensure that the electromagnetic torque generated by the inverter switching control signal and the actual mechanical vibration maintain an anti-phase cancellation relationship.

[0035] Preferably, the system further includes: an energy storage status interaction unit for acquiring the state of charge data and charge / discharge power limit data of the vehicle's power battery; a DC bus power supply capacity monitoring unit for combining the state of charge data and charge / discharge power limit data to perform feedforward correction on the DC bus voltage data; when the state of charge data is lower than a preset low charge threshold, the voltage vector resource allocation unit automatically reduces the generation weight of the theoretical compensation voltage vector, locks the limited battery output power to the vehicle driving function, and generates an operating command instructing the power source to enter the high-frequency load avoidance range.

[0036] Preferably, the system further includes: a nonlinear harmonic suppression unit, integrated in the inverter's control loop, used to monitor specific harmonics generated by dead-zone effects in the inverter's switching control signal; and a voltage vector resource allocation unit, when generating a reference harmonic injection command, superimposing a compensation component that is out of phase with the specific harmonic, the amplitude of which is limited by the voltage vector modulation margin index, so as to optimize the waveform quality of the output current without introducing additional high-frequency noise.

[0037] Preferably, the system is applied in a hybrid drive topology that includes an engine and a drive motor; the voltage vector resource allocation unit is used to establish a hierarchical power supply priority list, which defines the vehicle drive torque response as the first priority, the suppression of low-order dominant harmonic components as the second priority, and the suppression of high-order residual harmonic components as the third priority; the voltage vector resource allocation unit performs a top-down energy cutoff operation in the power supply priority list according to the voltage vector modulation margin index, ensuring that the power supply of the first priority is not disturbed by the high-frequency injection strategy under any transient conditions.

[0038] Preferably, the system further includes: a thermal derating constraint unit for monitoring the power module temperature data of the inverter; and a DC bus power supply capacity monitoring unit for compressing the linear modulation zone boundary by reducing the effective calculated value of the DC bus voltage data when the power module temperature data exceeds the preset thermal protection threshold, so that the voltage vector resource allocation unit reduces the injection energy of the reference harmonic injection command and limits the switching loss heat generated by high frequency injection to within the allowable range of physical heat dissipation capacity.

[0039] Example 1: When a hybrid vehicle is overtaking on a highway or under heavy load on a long slope, with the engine running at a high speed and high load above 4000 rpm and the drive motor simultaneously outputting peak torque to respond to the driver's rapid acceleration request, the inverter's DC bus voltage resources will be largely occupied by the fundamental drive current. In this physically constrained scenario, the DC bus power supply capacity monitoring unit collects the inverter's DC bus voltage data and the drive motor's back EMF data in real time with a sampling period of 50 μs. Through voltage space vector synthesis calculation, the current voltage vector modulation ratio margin index η is calculated. margin The value has dropped to a critical threshold (e.g., 0.03), indicating that the inverter is about to leave the linear modulation region. At the same time, the harmonic load power demand calculation unit obtains the load current fluctuation request signal generated by the power source (engine) due to high-speed combustion and decomposes it into multi-order harmonic components containing the fundamental frequency (second order) and higher harmonics (fourth and sixth order). The calculation results show that if all the above-mentioned vibrations are to be completely offset, the theoretical compensation voltage vector amplitude required will directly break through the boundary of the linear modulation region defined by the voltage vector modulation margin index. Execution will cause the inverter output voltage to be clipped, thereby causing current waveform distortion and uncontrollable electromagnetic noise.

[0040] Faced with the objective constraint of scarce voltage resources, the voltage vector resource allocation unit triggers a harmonic power limiting allocation strategy. Based on a preset spectral energy weighting table, this unit locks the second-order component, which has the largest energy proportion and is most sensitive to human hearing, as the preset low-order dominant harmonic component. The system prioritizes allocating the remaining available voltage vector resources to the low-order dominant harmonic component to generate a reference harmonic injection command within the voltage boundary, ensuring maximum suppression of the main oscillator. For the fourth-order and sixth-order residual harmonic components that fail to obtain voltage resource allocation, the system performs amplitude truncation suppression operations, prohibiting the injection of compensation current to avoid inducing overmodulation nonlinearity. Simultaneously, to address the residual harmonics caused by high-frequency truncation... To address the issue of acoustic and vibration energy, the system sends an operating frequency adjustment request to the power source. The engine control unit (EMS) responds to this request by actively adjusting the gearbox ratio or delaying the shift point while ensuring that the total power output remains unchanged. This reduces the engine speed to 3500 rpm, thereby lowering the frequency of the load current fluctuation request signal and bringing it back to the bandwidth allowed by the linear modulation zone boundary. Through the dynamic arbitration of the voltage resources and the active adaptation of the source frequency, the vehicle maintains the linear controllability of the drive motor and the quality of the current waveform under extreme high load conditions, while also effectively suppressing the core vibration order. This keeps the in-vehicle noise level within the design standard, such as 65 dB, throughout the entire acceleration range.

[0041] Example 2: In a semi-anechoic laboratory environment equipped with a high-dynamic dynamometer, a hybrid powertrain bench verification platform including an engine, drive motor, and inverter was built. A bidirectional programmable DC power supply with a response time of less than 1ms was used to simulate a power battery to construct a dynamically changing DC bus voltage environment. The data acquisition system included a high-precision power analyzer and a triaxial accelerometer. The sampling rate was set to 200kHz. This sampling rate setting was based on the Nyquist sampling theorem and the analytical requirements of the inverter's 10kHz switching frequency, ensuring that the transient distortion characteristics of high-order harmonic currents could be captured, while avoiding the data processing load caused by excessively high sampling rates. To simulate electromagnetic interference in a real vehicle environment, Gaussian white noise with a signal-to-noise ratio of 20dB was superimposed on the inverter DC bus voltage sampling signal to verify the system's stability under noise disturbances. The experiment introduced... A comparative test was conducted between the control sample and the present invention sample. The initial state was defined as follows: the DC bus voltage was set to 320V to simulate a low battery state, the engine speed was 4200rpm, the drive motor output torque was 200N·m, and the control sample using traditional full-band active damping control was operated. Monitoring data showed that as the load current fluctuation request signal was injected, the inverter's voltage vector modulation ratio rapidly increased to 1.05, breaking through the linear modulation region boundary. At this time, the total harmonic distortion (THD) of the A-phase current waveform suddenly increased from 2.3% in steady state to 9.1%, indicating that the inverter entered the overmodulation nonlinear region. At the same time, the vibration amplitude recorded by the acceleration sensor arranged on the surface of the gearbox housing reached 4.5m / s², and the spectrum analysis showed that the broadband electromagnetic noise floor increased, confirming that the current distortion caused by overmodulation physically deteriorated the acoustic and vibration performance.

[0042] Switching to the sample group of the present invention using the control strategy of the present invention, under the same 320V voltage and interference conditions, the voltage vector modulation ratio margin index η calculated by the DC bus power supply capacity monitoring unit is... margin When the voltage vector frequency drops to 0.04, the system triggers a harmonic power limiting and allocation strategy, locking the 2nd harmonic as the dominant low-order harmonic component. It also truncates the amplitude of the corresponding 4th and 6th order high-frequency components in the calculated theoretical compensation voltage vector. Simultaneously, the system sends a target speed command to the power source, adjusting the engine operating point to 3600 rpm. Test results show that within 200 ms after executing the above control actions, the current waveform THD drops and stabilizes at 2.8%, indicating that the inverter has returned to the linear modulation region. Although the 4th and 6th order harmonics are not electrically compensated, their excitation energy naturally decays due to the reduction in source frequency, ultimately reducing the measured casing vibration amplitude to 1.2 m / s². To verify the voltage vector modulation margin index η... margin To assess the rationality of the threshold setting, the experiment further performed a gradient scan within the range of 0.01 to 0.15, when η marginWhen the setpoint is below 0.02, the system cannot intercept the overmodulation risk in time due to the physical delay in calculation and execution, resulting in intermittent spikes in the current THD. When the setpoint is above 0.10, too many harmonic components are cut off in advance, resulting in a weakening of the suppression effect of the second-order main harmonic, and the vibration amplitude rises back to 2.1 m / s². The data shows a clear U-shaped performance curve, confirming that 0.03 to 0.08 is the optimal working window that balances electrical safety and vibration damping effect. The experiment shows that the present invention achieves better sound and vibration control effect than the traditional scheme under voltage-limited conditions through the synergy of voltage resource allocation and source frequency adjustment.

[0043] Example 3: This example combines Figures 1 to 2 A description of a joint control system for the acoustic and vibration energy distribution of a hybrid vehicle, such as... Figure 1 As shown, starting from data input stage A, the inverter DC bus voltage data and drive motor back EMF data are transmitted to the DC bus power supply capacity monitoring unit. This unit performs voltage space vector synthesis calculations and generates a voltage vector modulation ratio margin index. Simultaneously, data input stage B transmits the power source load current fluctuation request signal and drive motor current speed in parallel to the harmonic load power demand calculation unit. This unit is responsible for decomposing multi-order harmonic components and calculating the theoretical compensation voltage vector. The generated voltage vector modulation ratio margin index and the theoretical compensation voltage vector are then incorporated into the voltage vector resource allocation unit. Its core arbitration module triggers the execution of a harmonic power limiting allocation strategy based on the judgment condition that the theoretical compensation voltage vector amplitude is greater than the boundary of the linear modulation zone. This strategy is divided into two parallel processing paths, Strategy A and Strategy B. Strategy A targets the low-order dominant harmonic components and performs the operation of prioritizing the allocation of remaining available voltage vector resources to generate a reference harmonic injection command. Strategy B targets the high-order residual harmonic components and performs amplitude truncation suppression operation or sends an operating frequency adjustment request. Finally, the signals processed by the above strategies converge into the system output, which generates the inverter switching control signal after power reconstruction.

[0044] like Figure 2As shown in the figure, the bar chart quantifies the comparison of the system's performance after resource allocation. The vertical axis represents percentage values, and the horizontal axis lists three categories: 2nd harmonic, 4th harmonic, and 6th harmonic. The legend clearly indicates that the bars filled with diagonal stripes represent the proportion of harmonic energy, and the bars filled with grids represent the suppression effect. According to the data shown in the figure, for the 2nd harmonic, which occupies the main component of the system and accounts for 65% of the harmonic energy, the system achieves a suppression effect of up to 95%. In contrast, for the 4th harmonic, which accounts for 20% of the harmonic energy, the suppression effect is limited to 30%, and for the 6th harmonic, which accounts for 15% of the harmonic energy, the suppression effect is reduced to 10%. This data distribution characteristic objectively reflects the energy allocation characteristics of the system under the condition of limited voltage vector resources, which sacrifices the suppression amplitude of higher-order residual components to obtain the optimal control effect of lower-order dominant components.

[0045] Example 4: In the core algorithm architecture of this control system, in order to eliminate potential uncertainties in the calculation logic of the voltage vector modulation margin index, the DC bus power supply capacity monitoring unit is configured to execute a deterministic operation procedure based on the space vector pulse width modulation (SVPWM) principle. This unit reads the d-axis voltage component u of the drive motor in the synchronous rotating coordinate system at the current moment through the coordinate transformation module. d and q-axis voltage component u q And sample the DC bus voltage U on the inverter side in real time. dc The processor is based on the formula Calculate the amplitude U of the current fundamental synthesized voltage vector. ref Based on this, the system defines the physical boundary of the linear modulation region as the radius of the inscribed circle of the DC bus voltage, i.e. The judgment criteria are based on energy proportion weighting: the harmonic load power demand calculation unit monitors the power density of each order in real time. If the proportion of the energy of a certain order in the total harmonic energy exceeds the preset energy threshold, the system automatically locks that order as the dominant component that must be protected. Secondly, the judgment criteria are based on frequency sensitivity weighting: the system calls the built-in frequency sensitivity lookup table model, which assigns the order to a weighted average. Mapped to pre-stored acoustic vibration sensitivity weighting coefficients When a certain harmonic frequency falls within the inherent resonant frequency band of the transmission system, its weighting coefficient is applied regardless of its energy percentage. The system forcibly sets the highest priority and executes a preset lock. Finally, the judgment criterion is based on human hearing evaluation: according to the preset A-weighted sound pressure level response curve, the low-frequency orders that are in the human hearing sensitive area and contribute the most to the in-vehicle sound quality are included in the forced lock range. Through the cross-verification of the above three factors—energy distribution, mechanical resonance, and sound quality response—the voltage vector resource allocation unit can objectively determine the lock targets that need to be prioritized for voltage resource allocation. When performing the allocation, the voltage vector modulation margin index η is used. margin The computational logic is limited to This calculation process is performed once within each pulse width modulation (PWM) interrupt cycle. If the calculated η margin A value less than zero indicates that the inverter is in an overmodulated state. The negative value of this indicator directly quantifies the degree of current voltage resource shortage. The boundary of the linear modulation region is defined as the radius of the inscribed circle of the space vector pulse width modulation hexagon, and the physical limit voltage value U. limit DC bus voltage U dc and The ratio, the DC bus power supply capacity monitoring unit reads and samples the DC bus voltage data during the switching control cycle and substitutes it into the formula. The current physical boundary values ​​will be updated, and the fundamental voltage vector amplitude U will be calculated in real time based on the dq-axis voltage equation of the drive motor. ref The difference between the physical boundary values ​​is calculated, and the result constitutes a physical quantification index representing the maximum residual voltage vector under the premise that the inverter maintains the output waveform without clipping distortion, eliminating the ambiguity of boundary definition caused by modulation strategy differences. During the real-time closed-loop feedback adjustment process of the system operation, the residual closed-loop correction module and the voltage vector resource allocation unit together form a hierarchical nested control architecture. The voltage vector resource allocation unit serves as the inner loop for voltage resource constraints, while the residual closed-loop correction module serves as the outer loop for vibration compensation. Specifically, when the residual closed-loop correction module collects a residual vibration signal of the vehicle body exceeding a preset threshold, the adaptive gain regulator generates an amplitude or phase correction increment for the reference harmonic injection command in real time. This correction increment does not directly affect the... Instead of feeding back to the inverter output, the data is first fed back to the voltage vector resource allocation unit for secondary resource arbitration. The allocation unit verifies the correction increment in real time based on the current voltage vector modulation ratio margin index: if the index shows that there is still margin in the current linear modulation zone, the correction amount is allowed to dynamically compensate for residual vibrations caused by changes in physical parameters such as aging of the mechanical transmission chain and temperature drift of the rubber suspension stiffness; if the index shows that it is approaching the voltage utilization limit, the allocation unit prioritizes ensuring that the inverter does not enter the nonlinear overmodulation zone and performs amplitude limiting or truncation operations on the correction increment. Through this collaborative mechanism of inner loop locking the resource boundary and outer loop dynamically compensating for performance, the system can achieve real-time optimal closed-loop acoustic and vibration suppression effect under all operating conditions and physical constraints.

[0046] To address the weighting logic involved in the harmonic power limiting allocation strategy, the system incorporates a frequency sensitivity lookup table model based on vehicle drivetrain modal analysis to replace parameter settings that rely on subjective experience. This model uses the harmonic order k as the index key, mapping it to pre-stored acoustic and vibration sensitivity weighting coefficients w. k Weighting coefficient w k The values ​​are derived from offline calibration of the transmission system's natural frequency. When a certain order harmonic frequency falls within the transmission chain resonance band, such as 300Hz to 500Hz, the corresponding w is... k When a value falls outside the resonance band, it is set to a low priority value, such as 0.2. During allocation, the voltage vector resource allocation unit uses formula V... limit_k =V remain ⋅w k / (∑w i ), calculate the maximum allowable voltage amplitude V for each order harmonic injection. limit_k V remain For η margin The calculated magnitude of the remaining available voltage vector, ∑w i This logic, summing the weights of all harmonic orders to be compensated, ensures that when voltage resources are limited, finite energy is forcibly concentrated on suppressing critical orders that could trigger mechanical resonance. Regarding the triggering mechanism for operating frequency adjustment requests, the system employs a dual-threshold judgment logic based on a hysteresis comparator to avoid frequent fluctuations in engine speed at critical points. The system sets an intervention threshold ϵ. on The threshold value is 0.02, and the exit threshold is ϵ. off The value is 0.05, when the real-time monitored η margin For 50ms, the value was below ε. on When voltage resources are depleted, the system activates a frequency adjustment request and sends a target speed command to the engine control unit (EMS). This target speed command is not randomly generated, but rather derived in reverse from the inverter voltage equation, i.e., finding a reduced speed value n. target So that the back electromotive force at that rotational speed satisfies , where k e L is the back electromotive force coefficient. q For q-axis inductance, i q Given the current torque current, after the engine response is adjusted, if η margin It rebounded and remained above ε for 100ms. off The system then cancels the frequency adjustment request and restores the optimal economic speed calculated by the vehicle energy management strategy (EMS).

[0047] Example 5: To ensure the universality and data accuracy of the frequency sensitivity lookup model across different vehicle configurations from the source, an offline locking evaluation reference system based on transmission chain resonance avoidance and acoustic energy contribution is established. The built-in frequency weighted gain table is mainly generated through full-vehicle bench frequency sweep testing. Vibration sensors are used to collect the mechanical vibration transfer function H(f) of the transmission system at various speeds. If a certain order harmonic frequency falls within the resonance range where the transfer function amplitude exceeds a preset threshold, this order is usually assigned a high weight coefficient in the gain table and can be preset as a candidate for priority locking of dominant harmonic components. The system can combine the human hearing sensitivity curve to perform real-time locking of low-order harmonics that contribute significantly to the in-vehicle sound pressure level through energy proportion determination logic. This system needs to perform a standardized offline calibration and data filling procedure, conducting full-speed range frequency sweep excitation tests on the vehicle on a full-vehicle drum test bench. High-frequency vibration sensors are placed at key measuring points on the drive shaft, differential housing, and gearbox input shaft to collect data. The system collects mechanical vibration response data of the transmission system at various speeds. Based on the acquired time-domain vibration signals, the processor performs a Fast Fourier Transform (FFT) to identify the modal frequencies of the transmission chain and their corresponding resonance peaks. The system establishes a discrimination matrix based on the vibration transfer function H(f) obtained from the frequency sweep test. The processor performs logical operations to mark all orders whose transfer function amplitude exceeds a preset resonance threshold as sensitive orders. During the system initialization phase, these sensitive orders are the candidate objects for locking the low-order dominant harmonic components. For example, if the frequency sweep results show that the 2nd and 4th harmonics resonate at 350Hz, the highest priority attributes of these two orders are pre-locked in the lookup table model. In addition, the system also combines the offline subjective evaluation score of sound quality to pre-lock specific orders that cause a feeling of oppression or roaring sound in the car. Based on the preset sound vibration energy threshold, the system marks the frequency range where the resonance peak exceeds the threshold as the resonance band and assigns the corresponding weight coefficients of the harmonic orders falling within the resonance band to the lookup table model. The voltage vector resource allocation unit is set to 1.0, while the other non-resonant band orders are set to 0.2. Simultaneously, the preset safety threshold in the voltage vector resource allocation unit... The determination method is as follows: based on the dead-zone compensation accuracy of the inverter power module at the highest switching frequency, combined with the steady-state ripple rate of the DC bus voltage, a physical margin of 2% to 5% is left downward at the boundary of the linear modulation zone as a deterministic criterion for triggering harmonic limiting or frequency adjustment requests. This procedure ensures that the weight data in the lookup table model is not an empirical assumption, but a measured mapping based on the physical characteristics of the transmission system of a specific vehicle model. The frequency sensitivity weighted gain table is constructed based on the whole vehicle powertrain bench sweep frequency excitation test procedure, injecting a constant amplitude frequency from 0Hz to 1000Hz into the drive motor in a semi-anechoic chamber. The linear sliding torque pulsation command synchronously acquires the acceleration response signals of the active and passive ends of the suspension to construct the mechanical vibration transfer function H(f). The processor performs logical operations and marks the bandwidth frequency range where the transfer function amplitude |H(f)| exceeds a preset resonance threshold, such as a peak attenuation of 3dB, as a sensitive frequency band. In the basic discretization configuration, the corresponding weighting coefficient wk can be set to 1.0, and the weighting coefficient for the flat response interval outside the sensitive frequency band can be set to 0.2. To further improve the adaptability to complex working conditions, the specific construction method of this gain table can adopt continuous mapping calculation based on physical response: according to the formula Perform refined assignment; where w k For the corresponding characteristic frequency f k The weighted gain coefficient, |H(f k |H(f)| represents the actual response amplitude of the transfer function at that frequency. max μ is the global peak value of the transfer function amplitude across the entire frequency band, μ is an adjustable modal sensitivity scaling factor, and γ is a basic weight bias constant to ensure the basic compensation capability of non-sensitive frequency bands. To address the mechanical inherent modal frequency shift issues caused by differences in suspension stiffness, subframe physical structure, or chassis mass distribution across different vehicle platforms, the above construction procedure will be executed independently. By inputting the measured transfer function of a specific vehicle model, the coefficients μ and γ are refitted and updated, thereby generating exclusive weight coefficients highly matched to the NVH characteristics of that vehicle model. Regarding the specific storage format, the weight data of each frequency point generated by calibration calculation will be discretized and serialized to form a two-dimensional mapping lookup table reflecting the inherent modal characteristics of the mechanical system of a specific vehicle model. This two-dimensional mapping lookup table typically uses the target order characteristic frequency and the current load torque as two-dimensional retrieval coordinates, and is stored in the controller's non-volatile memory in a structured array data format, allowing the voltage vector resource allocation unit to perform low-latency reading and retrieval within a microsecond-level control interrupt cycle.

[0048] To address the potential issues of motor parameter dispersion and sensor zero drift in actual deployment of the control system, the system incorporates a pre-deployment calibration procedure. This procedure is automatically triggered during the first power-on self-test phase after the vehicle rolls off the production line for the first time or after inverter replacement. With the motor stationary, the system injects a high-frequency, low-voltage detection pulse and analyzes the actual d-axis inductance L of the motor through response current analysis.d and q-axis inductance L q The system updates the inductance model in the control parameters to correct parameter deviations caused by manufacturing tolerances. Secondly, under the zero current output command, the system reads the static output value of the current sensor, calculates and stores the zero-point drift of each phase current sensor as a real-time compensation benchmark in subsequent operation. Through the above parameter identification and zero-point calibration, the influence of individual hardware differences on control accuracy is eliminated, ensuring the accuracy of voltage vector modulation ratio margin calculation and system consistency.

[0049] Example 6: To address the systemic drift risk caused by the performance degradation of key electronic components in the long-term service of the control system, this example establishes an adaptive lifespan compensation procedure based on time-varying feature tracking. Throughout the entire lifespan of the inverter and sensors, the system not only relies on the initial calibration parameters but also periodically assesses the health status of the core hardware through a built-in online aging monitoring subroutine. This subroutine is activated during the delayed power-off window after each normal power-down of the vehicle, using the remaining electrical energy to inject microampere-level test current into the inverter power switching transistors and monitor the changing trend of their on-state voltage drop. The system compares the real-time measured on-state voltage drop with the factory reference value. When the deviation exceeds a preset aging threshold, such as 5%, the dead time compensation coefficient is automatically adjusted to offset the increase in switching delay caused by the aging of the switching transistors, ensuring that the accuracy of the output voltage vector is not affected by the aging of the components.

[0050] To address potential sensor signal anomalies under extreme weather or unexpected operating conditions, the system employs an online fault-tolerant mechanism that integrates multi-source information. In normal operation, the system executes control based on real-time data from the three-phase current sensors and the DC bus voltage sensor. If the self-test logic detects that the output signal of a certain phase current sensor remains at the power supply rail voltage or zero potential for three consecutive sampling cycles, it determines that the sensor has an open-circuit or short-circuit fault. At this point, the system switches to a reconstruction observation mode based on the other two phase current sensors and Kirchhoff's current law. Through mathematical calculation, the current value of the faulty phase is reconstructed in real time to maintain the continuity of closed-loop control. If the bus voltage sensor fails simultaneously, the system calls a preset voltage estimation model based on motor speed and torque commands to provide a virtual voltage value that, although less accurate, is sufficient to maintain the safe operation of the system. This ensures that the vehicle has the ability to limp home, thus guaranteeing the minimum availability of the vehicle's sound and vibration control function under single-point failure at the hardware level.

[0051] It will be apparent to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above, and that the present invention can be implemented in other specific forms without departing from the spirit or essential characteristics of the present invention.

[0052] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention.

Claims

1. A joint control system for acoustic and vibration energy distribution in a hybrid vehicle, characterized in that, include: The DC bus power supply capacity monitoring unit is used to collect DC bus voltage data of the inverter and back electromotive force data of the drive motor in real time. Through voltage space vector synthesis calculation, it generates a voltage vector modulation ratio margin index that characterizes the current power output limit. The harmonic load power demand calculation unit is used to obtain the load current fluctuation request signal of the power source, decompose the load current fluctuation request signal into multi-order harmonic components, and calculate the theoretical compensation voltage vector required to cancel the multi-order harmonic components under the current operating conditions based on the current speed of the drive motor. The voltage vector resource allocation unit connects the DC bus power supply capacity monitoring unit and the harmonic load power demand calculation unit. It is used to perform cross-domain energy collaborative scheduling based on the real-time comparison results of the voltage vector modulation margin index and the theoretical compensation voltage vector. The voltage vector resource allocation unit includes: a resource arbitration subunit, used to verify whether the amplitude of the theoretically compensated voltage vector exceeds the boundary of the linear modulation zone and to determine the dynamic voltage vector space that the inverter can currently control; a harmonic power reconstruction subunit, used to execute a harmonic power limiting allocation strategy when the dynamic voltage vector space is insufficient, by locking the preset low-order dominant harmonic components and allocating resources preferentially, while performing amplitude truncation operation on the high-order residual harmonic components to cut off their energy injection; and a source-load interaction coordination subunit, used to generate and send an operating frequency adjustment request to the power source according to the current voltage resource gap, so as to reduce the frequency of the load current fluctuation request signal to within the bandwidth allowed by the boundary of the linear modulation zone.

2. The joint control system for acoustic and vibration energy distribution in a hybrid vehicle according to claim 1, characterized in that, The DC bus power supply capacity monitoring unit further includes: a fundamental voltage occupancy estimation subunit, used to calculate the fundamental voltage vector amplitude occupied by the fundamental component based on the current speed data and flux linkage parameters of the drive motor; and a high-frequency injection dynamic margin calibration subunit, used to perform difference calculation between the DC bus voltage data and the fundamental voltage vector amplitude to obtain the dynamic voltage vector margin for high-frequency injection; the dynamic voltage vector margin is defined as the maximum permissible high-frequency voltage vector amplitude that can be used to synthesize the reference harmonic injection command under the premise of maintaining the inverter operating in the linear modulation region and not entering the nonlinear overmodulation region. The dynamic voltage vector margin serves as the only physical constraint boundary for the voltage vector resource allocation unit to execute the harmonic power limiting allocation strategy.

3. The joint control system for acoustic and vibration energy distribution in a hybrid vehicle according to claim 1, characterized in that, The harmonic load power demand calculation unit includes: a harmonic order feature extraction subunit, used to perform time-frequency transformation on the load current fluctuation request signal and extract the power density data of each order that varies with the rotational speed; a frequency sensitivity weighting subunit, used to weight the power density data of each order according to a preset frequency weighting gain table to generate a weighted harmonic power sequence; and a voltage vector resource allocation unit, used to extract the low-order dominant harmonic components and allocate voltage resources in descending order of weighting values ​​when the remaining available voltage vector resources are insufficient to cover all components in the harmonic power sequence, until the remaining available voltage vector resources are exhausted, and to forcibly discard the high-order residual harmonic components that have not received voltage resource allocation, in order to prevent electromagnetic nonlinear distortion caused by voltage over-limit.

4. The joint control system for acoustic and vibration energy distribution in a hybrid vehicle according to claim 1, characterized in that, The voltage vector resource allocation unit includes a modulation ratio verification subunit, which calculates the current high-frequency injection space coefficient η according to the following formula. margin : , where η margin For high-frequency injection space coefficients, u d For the d-axis voltage component of the drive motor, u q For the q-axis voltage component of the drive motor, I comp Z is the magnitude of the compensation current currently requested. eq U is the high-frequency equivalent impedance magnitude of the drive motor winding. dc This refers to DC bus voltage data; the resource arbitration subunit in the voltage vector resource allocation unit injects the space coefficient η at high frequency. margin When the frequency is below a preset safety threshold, an operation to send an operating frequency adjustment request to the power source is triggered, in order to reduce I... comp The required value is used to restore the steady-state regulation capability of the DC bus voltage.

5. The joint control system for acoustic and vibration energy distribution in a hybrid vehicle according to claim 1, characterized in that, The voltage vector resource allocation unit further includes: a source-side frequency response characteristic storage subunit, used to store the mechanical-electrical frequency response data of the power source under different operating conditions; and a source-load closed-loop interaction logic, used to generate an operating frequency adjustment request when the harmonic power limiting allocation strategy cannot meet the preset current ripple suppression target. The operating frequency adjustment request includes a target speed command, which instructs the power source to adjust its operating frequency to a frequency range that matches the current voltage output bandwidth of the inverter. The target speed command must satisfy that the torque fluctuation excitation frequency of the power source falls within the effective control bandwidth of the inverter, and that the sum of the fundamental voltage vector amplitude of the drive motor at that speed and the theoretical compensation voltage vector amplitude required to cancel the low-order dominant harmonic components is less than or equal to the linear modulation limit value determined by the DC bus voltage.

6. The joint control system for acoustic and vibration energy distribution in a hybrid vehicle according to claim 1, characterized in that, The system also includes: a residual closed-loop correction module, connected to the output of the voltage vector resource allocation unit, and together with the voltage vector resource allocation unit, forming a hierarchical closed-loop feedback structure, wherein the residual closed-loop correction module serves as the outer loop of vibration compensation, and the voltage vector resource allocation unit serves as the inner loop of voltage resource constraint; the residual closed-loop correction module includes an adaptive gain regulator, which is used to fine-tune the amplitude and phase of the reference harmonic injection command when the amplitude of the residual vibration signal exceeds a preset threshold and the voltage vector modulation margin index shows that there is still a margin, in order to compensate for the equivalent electrical impedance drift caused by the change of physical parameters of the mechanical transmission chain.

7. The joint control system for acoustic and vibration energy distribution in a hybrid vehicle according to claim 1, characterized in that, The system also includes: an energy storage status interaction unit, used to acquire the state of charge data and charge / discharge power limit data of the vehicle's power battery; a DC bus power supply capacity monitoring unit, used to combine the state of charge data and charge / discharge power limit data to perform feedforward correction on the DC bus voltage data; when the state of charge data is lower than the preset low charge threshold, the voltage vector resource allocation unit automatically reduces the generation weight of the theoretical compensation voltage vector, locks the limited battery output power to the vehicle drive function, and generates an operating command to instruct the power source to enter the high-frequency load avoidance range.

8. The joint control system for acoustic and vibration energy distribution in a hybrid vehicle according to claim 1, characterized in that, The system also includes: a nonlinear harmonic suppression unit, integrated into the inverter's control loop, used to monitor specific harmonics generated by dead-zone effects in the inverter's switching control signal; and a voltage vector resource allocation unit that superimposes a compensation component that is out of phase with the specific harmonic when generating a reference harmonic injection command. The amplitude of this compensation component is limited by the voltage vector modulation margin index to optimize the waveform quality of the output current without introducing additional high-frequency noise.

9. The joint control system for acoustic and vibration energy distribution in a hybrid vehicle according to claim 1, characterized in that, The system is applied in a hybrid drive topology that includes an engine and a drive motor. The voltage vector resource allocation unit is used to establish a hierarchical power supply priority list. The power supply priority list defines the vehicle drive torque response as the first priority, the suppression of low-order dominant harmonic components as the second priority, and the suppression of high-order residual harmonic components as the third priority. The voltage vector resource allocation unit performs a top-down energy cutoff operation in the power supply priority list based on the voltage vector modulation margin index.

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