Engine torque pulsation cancellation method and hybrid power system

Abstract

An engine torque pulsation cancellation method and a hybrid power system. The method is applied to a hybrid power system, and comprises: acquiring a pulsation function of the variation of an engine torque pulsation with respect to a crank-connecting rod angle; constructing a torsional vibration cancellation function that cancels the variation of a torque with respect to the crank-connecting rod angle, and incorporating control parameters into the torsional vibration cancellation function to optimize the torsional vibration cancellation function, such that the sum of a cancellation torque and the engine torque pulsation is equal to 0 or close to 0; acquiring state data of the hybrid power system, and correcting the control parameters on the basis of the state data; and when an engine and a motor operate, on the basis of the torsional vibration cancellation function, determining a cancellation torque instruction corresponding to the motor, and superposing the cancellation torque instruction to output control when the motor works normally.

Description

Engine torque pulsation offset method and hybrid power system

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims priority to a Chinese patent application filed with the Patent Office of China on January 23, 2024, with application number 202410092003.6 and application name “A method for offsetting engine torque pulsation and a hybrid power system”, the entire contents of which are incorporated herein by reference. Technical Field

[0003] The present invention belongs to the technical field of power control, and in particular relates to an engine torque pulsation offset method and a hybrid power system. Background Art

[0004] Hybrid technology, which includes both an engine and an electric motor in a vehicle's power system, combines the advantages of high energy density and easy fuel replenishment of fossil energy with high energy efficiency and low emissions of electric vehicles. In recent years, it has received increasing attention from the research community and is favored by consumers.

[0005] The engine in a hybrid system generates power through ignition of each cylinder. This ignition process generates impact loads, which can easily cause the torque output at the engine's crankshaft and connecting rod to pulsate several times its average load, leading to component fatigue and vibration and noise. To suppress engine torque pulsation and improve the ride comfort of hybrid vehicles, scholars and new energy companies have conducted in-depth research and proposed various pulsation suppression control methods.

[0006] For example, prior patent CN202110186641.0 proposes a method for suppressing engine torque pulsation. This method uses high-frequency adjustment of the motor's instantaneous torque to offset engine torque fluctuations. While this method can effectively reduce hybrid system speed fluctuations and vibrations, after several years of vehicle use, the engine's output characteristics may change due to factors such as carbon buildup in the engine cylinder and aging of the spark plugs. In this case, while this engine torque pulsation suppression method can still reduce speed fluctuations and vibrations, it cannot achieve optimal control results.

[0007] Application Contents

[0008] In view of the above problems, the present invention discloses an engine torque pulsation offset method and a hybrid power system to overcome the above problems or at least partially solve the above problems.

[0009] In order to achieve the above object, the present invention adopts the following technical solutions:

[0010] In one aspect, the present invention discloses a method for canceling engine torque pulsation, the method being applied to a hybrid power system and comprising:

[0011] Obtain the pulsation function of engine torque pulsation as the crankshaft-connecting rod angle changes under various working conditions;

[0012] Constructing a torsional vibration cancellation function in which the cancellation torque varies with the crank-connecting rod rotation angle, and adding a control parameter to the torsional vibration cancellation function to optimize the torsional vibration cancellation function so that the sum of the cancellation torque and the engine torque pulsation is equal to or close to zero within the entire crank-connecting rod rotation angle domain;

[0013] Acquiring state data of the hybrid power system, the state data including system speed, and modifying the control parameter according to the state data;

[0014] When the engine and the motor are running, the crank-connecting rod angle is obtained, the required offset torque is calculated according to the torsional vibration offset function, and the offset torque instruction corresponding to the motor is determined according to the required offset torque, and the offset torque instruction is superimposed on the output control when the motor is working normally.

[0015] Furthermore, the control parameters include:

[0016] One or more of the phase advance amount of the crank-connecting rod rotation angle, the scaling amount of the torsional vibration cancellation function, and the translation amount of the torsional vibration cancellation function.

[0017] Furthermore, when the control parameter includes a translation amount of the torsional vibration cancellation function, the modifying the control parameter according to the state data includes:

[0018] A system average speed is calculated according to the system speed, the system average speed is compared with the control command speed of the motor, and the translation amount is adjusted according to the comparison result.

[0019] Furthermore, adjusting the translation amount according to the comparison result is specifically:

[0020] If the system average speed is higher than the control command speed of the motor, the translation amount is reduced until the system average speed is consistent with the control command speed of the motor; if the system average speed is lower than the control command speed of the motor, the translation amount is increased until the system average speed is consistent with the control command speed of the motor.

[0021] Furthermore, when the control parameters include the phase advance of the crank-connecting rod rotation angle and the scaling amount of the torsional vibration cancellation function, the modifying of the control parameters according to the state data includes:

[0022] A speed fluctuation amount is calculated according to the system speed, the speed fluctuation amount is compared with an initial speed fluctuation amount of the hybrid power system, and the phase advance amount and the scaling amount are adjusted according to the comparison result.

[0023] Furthermore, adjusting the phase advance amount and the scaling amount according to the comparison result is specifically:

[0024] If the difference between the speed fluctuation and the initial speed fluctuation is greater than the threshold fluctuation, the adaptive control logic is used to adjust the phase advance and the scaling so that the speed fluctuation reaches the minimum value, and the speed fluctuation is assigned to the initial speed fluctuation; if the difference between the speed fluctuation and the initial speed fluctuation is not greater than the threshold fluctuation, the phase advance and the scaling are not adjusted.

[0025] Furthermore, when the control parameter includes a scaling amount of the torsional vibration cancellation function, the engine torque pulsation cancellation method further includes:

[0026] According to the actual vibration reduction requirements, the upper limit of the torsional vibration cancellation under different working conditions is set.

[0027] Furthermore, according to the actual vibration reduction requirements, the upper limit of the applied amplitude of torsional vibration cancellation under different working conditions is set as follows:

[0028] If the speed fluctuation of the hybrid system is slight and the vibration caused does not affect the ride comfort, a smaller upper limit of the torsional vibration compensation amplitude is set; if the speed fluctuation of the hybrid system is severe, a larger upper limit of the torsional vibration compensation amplitude is set.

[0029] Furthermore, it also includes:

[0030] The optimization results of the control parameters under various working conditions are obtained through experimental calibration or simulation calculation, and the optimization results are tabulated; when the engine and the motor are running, the corresponding control parameters are found in the table according to the actual working conditions obtained, and the control parameters are dynamically updated.

[0031] Another aspect of the present invention discloses a hybrid power system, which includes an engine and a motor and executes the above-mentioned engine torque pulsation offset method.

[0032] The advantages and beneficial effects of the present invention are:

[0033] In the engine torque pulsation cancellation method of the present invention, the torsional vibration cancellation function is optimized by adding control parameters to the torsional vibration cancellation function, so that the cancellation torque actually output by the motor according to the torsional vibration cancellation function is closer to the engine torque pulsation, thereby achieving better engine pulsation cancellation effect; and, the control parameters are corrected according to the state data of the hybrid power system, which can realize feedback adjustment of pulsation cancellation, so that the engine torque pulsation cancellation method can play the best effect of reducing the speed fluctuation and vibration of the hybrid power system throughout the life cycle of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] Various other advantages and benefits will become apparent to those skilled in the art upon reading the detailed description of the preferred embodiment below. The accompanying drawings are for illustration purposes only and are not to be considered as limiting the present invention. The same reference symbols are used throughout the drawings to represent the same components. In the drawings:

[0035] FIG1 is a flowchart of an implementation method of an engine torque pulsation offset method according to an embodiment of the present invention. Specific embodiments

[0036] To make the objectives, technical solutions, and advantages of the present invention more clear, the following will provide a clear and complete description of the technical solutions of the present invention in conjunction with specific embodiments of the present invention and corresponding drawings. Obviously, the embodiments described are only some of the embodiments of the present invention, not all of them. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0037] The technical solutions provided by various embodiments of the present invention are described in detail below with reference to the accompanying drawings.

[0038] One embodiment of the present invention provides a method for canceling engine torque pulsation. The method is used in a hybrid power system. The hybrid power system includes an engine and a motor. The engine crankshaft is rigidly connected to the motor rotor. A flywheel structure may or may not be provided between the engine and the motor. In this embodiment, a flywheel structure is preferably not provided. As shown in Figure 1, the method specifically includes the following steps:

[0039] Step 1: Obtain the pulsation function T of the engine torque pulsation as the crankshaft connecting rod angle θ changes under various working conditions. wave (θ).

[0040] Specifically, first obtain the torque output function T of the engine output torque changing with the crank-connecting rod angle θ under various working conditions (various speeds and torques): engine (θ), and then according to the torque output function T engine(θ) Determine the pulsation function T of the engine torque pulsation as the crankshaft connecting rod angle θ changes wave (θ), the torque output function T engine (θ) minus the average output torque T of the engine average , we get the pulsation function T wave (θ). The engine output torque can be obtained experimentally, by placing a torque sensor at the output end of the engine crankshaft to collect the instantaneous engine torque. It can also be obtained through a combination of experimentation and calculation, by placing a cylinder pressure sensor in each cylinder of the engine to collect the cylinder pressure of each cylinder, and then analytically calculating the engine output torque based on information such as cylinder diameter, connecting rod length, crank length, piston mass, connecting rod mass, and piston offset. Alternatively, the engine output torque can be obtained through simulation calculation.

[0041] Step 2: Construct a torsional vibration cancellation function T that changes the offset torque with the crank-connecting rod angle θ offset (θ), and torsional vibration cancellation function T offset (θ) to optimize the torsional vibration cancellation function T offset (θ) makes the sum of the offset torque and the engine torque pulsation equal to or close to 0 in the entire crankshaft connecting rod angle range.

[0042] Among them, the torsional vibration cancellation function T is constructed offset The simplest way is to set the torsional vibration cancellation function T under any crank-connecting rod angle θ. offset (θ) takes the pulsation function T wave The opposite of (θ), that is, T offset (θ)=-T wave (θ) (1)

[0043] In this way, theoretically, the sum of the offset torque and the engine torque pulsation at each rotation angle is 0. If the torsional vibration offset function T offset (θ) is added to the output torque of the motor to completely offset the torque fluctuation of the engine.

[0044] Of course, the torsional vibration cancellation function T can also be constructed by function fitting. offset (θ), that is, the torsional vibration cancellation function T offset (θ) is a function in the form of a sine wave, a triangle wave, a trapezoidal wave or a square wave, or a function in the form of the sum of several sine waves, triangle waves, trapezoidal waves and / or square waves; for example, the vibration cancellation function T offset (θ) is constructed by superposing two sine functions: T offset (θ)=A1·sin(N·θ+θ1)+A2·sin(2N·θ+θ2) (2)

[0045] Where N is the number of ignitions per revolution of the engine, A1, A2, θ1, θ2 are characteristic parameters; the values ​​of A1, A2, θ1, θ2 can be determined by a reasonable optimization strategy to make the torsional vibration cancellation function T offset (θ) and the pulsation function T wave The sum of (θ) is small, but it cannot be completely cancelled out.

[0046] Although the function fitting method has a slightly lower offset potential, it is easy to calculate under reasonable design and can reduce the load rate of the motor main control chip.

[0047] In addition, due to the influence of many factors on the motor electronic control process, when the motor executes the instruction corresponding to the target output torque to output torque, there is a certain difference between the actual output torque and the target output torque. In order to make the actual output torque of the motor consistent with the target output torque, the torsional vibration cancellation function T offset (θ) to optimize the torsional vibration cancellation function T offset (θ), so that the motor can be adjusted according to the torsional vibration cancellation function T offset (θ) The actual output offset torque can be as close as possible to the engine torque pulsation.

[0048] Step 3: Acquire the state data of the hybrid power system, including the system speed ω, and modify the control parameters according to the state data.

[0049] Specifically, during actual driving, the status data of the hybrid power system is monitored and collected, and the control parameters are adjusted based on the status data feedback, and then the execution process of the engine torque pulsation cancellation method is feedback-adjusted, so that the engine torque pulsation cancellation method can still cancel the engine torque pulsation in the best state after the vehicle condition changes, thereby achieving the best control effect; among them, the system speed can be obtained through the motor rotary transformer without adding additional sensors, signal transmission harnesses and signal transmission mechanisms, etc.

[0050] Step 4: When the engine and motor are running, obtain the crankshaft connecting rod angle θ and calculate the torsional vibration cancellation function T offset (θ) calculates the required offset torque and, based on the required offset torque, determines the corresponding offset torque command for the motor. This offset torque command is then added to the motor's normal operating output control, causing the motor to output both normal operating torque and offset torque, thereby canceling engine torsional vibration. The specific principle is that the motor outputs an additional offset torque in the opposite direction to the engine torque pulsation, but of equal or similar magnitude. This offsets engine torque pulsation, significantly reducing component fatigue and vibration noise caused by torque pulsation.

[0051] The motor shaft angle can be obtained through real-time high-frequency detection, and the crank-connecting rod angle θ can be calculated.

[0052] The frequency of acquiring the motor shaft angle must be high. Generally speaking, at least 60 sample points, preferably at least 180, must be collected within one motor rotation. This requires a sampling frequency of at least 10 kHz, meaning a sampling interval of less than 100 μs. For example, an automotive engine often communicates with other external systems via a CAN bus (Controller Area Network). The send / receive interval on a CAN bus is often much longer than 100 μs. Therefore, relying on the engine to collect the crankshaft angle and then transmit this information to the motor control system via the CAN bus would be difficult to meet control requirements. Significantly improving the dynamic performance of the signal acquisition system or adding dedicated information transmission lines to transmit this information at a higher frequency would significantly increase system cost. Motors typically include sensor systems such as resolvers or Hall effect sensors. During the system design phase, by calibrating the relationship between the motor shaft angle and the engine crankshaft angle, the sensor can monitor the motor shaft angle and infer the engine crankshaft angle during torsional vibration cancellation control. Because sensor systems like resolvers and Hall sensors are motor accessories, their information is naturally transmitted to the motor controller (without going through the CAN bus). This allows the motor control system to easily achieve sampling frequencies exceeding 10 kHz, eliminating the need for additional hardware for powertrain data collection. Of course, directly using the engine to collect crankshaft and connecting rod angles to calculate the torsional vibration cancellation function remains within the scope of this invention.

[0053] In summary, in the engine torque pulsation cancellation method of this embodiment, the torsional vibration cancellation function is optimized by adding control parameters to the torsional vibration cancellation function, so that the cancellation torque actually output by the motor according to the torsional vibration cancellation function is closer to the engine torque pulsation, thereby achieving better engine pulsation cancellation effect; and, by correcting the control parameters according to the state data of the hybrid power system, feedback adjustment of pulsation cancellation can be achieved, forming a closed-loop control logic, so that the engine torque pulsation cancellation method can achieve the best effect of reducing the speed fluctuation and vibration of the hybrid power system throughout the life cycle of the vehicle.

[0054] In this embodiment, the control parameters include:

[0055] Phase advance θ of the crankshaft connecting rod angle θ adjust , torsional vibration cancellation function T offset (θ) Scaling amount A for scaling changes adjust and torsional vibration cancellation function T offset (θ) The amount of translation change T adjust .

[0056] Since the motor realizes the torque control instruction by controlling the change of current through the controller, and the motor winding has inductance and reactance characteristics, the current change rate is limited. It is also affected by specific torque control parameters (such as the proportional factor and integral factor of the PID control algorithm). When the motor executes the instruction corresponding to the target output torque to output torque, there is a difference between the actual output torque and the target output torque, so that the offset torque actually output by the motor according to the offset torque instruction is quite different from the engine torque pulsation, making it difficult to effectively offset the engine torque fluctuation.

[0057] Since there is a time delay and amplitude fluctuation from the motor controller giving the command to the control implementation, the torsional vibration cancellation function T offset The phase advance θ of the crank-connecting rod angle θ is added to (θ) adjust , so that the motor controller performs the torsional vibration cancellation function T offset (θ) The corresponding torque control command is advanced, thereby overcoming the problem of time extension; and the torsional vibration cancellation function T offset (θ) is scaled, that is, the actual torque control command can be adjusted in the torsional vibration cancellation function T offset (θ) is scaled to compensate for the influence of friction, stiffness, and damping effects, and can overcome the amplitude fluctuation problem. In addition, due to the influence of the motor torque change rate limit and the torque output capacity limit, when the motor torque command fluctuates at high frequency, the degree of adequacy of the torque command actually output by the motor to express the positive torque and negative torque may be different, which leads to the average value of the actual output offset torque not being 0. For this reason, the actual control torque command can be obtained by using the torsional vibration offset function T offset (θ) is superimposed on a fixed torque value to solve the problem of the average torque not being 0.

[0058] That is, T reqoffset (θ)=A adjust ·T offset (θ+θ adjust )+T adjust (3)

[0059] Among them, T reqoffset (θ) is the torsional vibration cancellation function after adding control parameters; A adjust is the torsional vibration cancellation function T offset (θ) is the scaling factor (i.e., the amount of scaling) of the corresponding curve, which plays a scaling role; θ adjust is the phase advance angle, which plays a role in offsetting the delay; T adjust is the torsional vibration cancellation function T offset The translation amount (θ) is used to fine-tune the average torque output by the motor (to return it to zero), ensuring that the torsional vibration cancellation control does not affect the final average torque output.

[0060] Of course, in other embodiments, the control parameters may also include:

[0061] Phase advance θ of the crankshaft connecting rod angle θ adjust , torsional vibration cancellation function T offset (θ) Scaling amount A for scaling changes adjust and torsional vibration cancellation function T offset (θ) The amount of translation change T adjust One or two of the above are also within the protection scope of the present invention.

[0062] In this embodiment, the control parameters include the torsional vibration cancellation function T offset (θ) The amount of translation change T adjust When the control parameters are modified according to the status data, they include:

[0063] Calculate the system average speed ω according to the system speed ω average , the average speed of the system ω average Compare it with the control command speed of the motor, and adjust the translation amount T according to the comparison result through the feedback control logic. adjust Among them, PID feedback control is preferably used for feedback adjustment.

[0064] Specifically, under the condition that the system speed ω and torque control signal are stable, if the system average speed ω average When the speed is higher than the motor's control command speed, the translation amount T is reduced. adjust , to reduce the output torque value of the motor (if the motor is working in the power generation state, it means that the power generation torque increases) until the average speed of the system ω average The control speed of the motor is consistent; if the average speed of the system ω average When the speed is lower than the control command speed of the motor, the translation amount T is increased. adjust , to increase the output torque value of the motor until the average speed of the system ω average The speed is consistent with the control command speed of the motor. This can achieve a better effect of offsetting the engine torsional vibration.

[0065] In addition, the control parameters include the phase advance amount θ of the crankshaft angle θ adjust , torsional vibration cancellation function T offset (θ) and the scaling amount A for scaling changes adjust When the control parameters are modified according to the status data, the following steps are also included:

[0066] Calculate the speed fluctuation ω according to the system speed ω wave , the speed fluctuation ω wave and the initial speed fluctuation of the hybrid system ω waveoldCompare and adjust the phase advance θ according to the comparison results adjust and scaling A adjust .

[0067] Specifically, if the speed fluctuation ω wave and the initial speed fluctuation ω waveold When the difference is greater than the threshold fluctuation ωwavedeltalimit, that is, ω wave -ω waveold >ωwavedeltalimit, indicating that the vibration reduction effect has been greatly attenuated compared with the previous state, the adaptive control logic is used to adjust the phase advance θ adjust and scaling A adjust , so that the speed fluctuation ω wave Get the minimum value and convert the speed fluctuation ω wave Assign a value to the initial speed fluctuation ω waveold ; If the speed fluctuation ω wave and the initial speed fluctuation ω waveold When the difference is not greater than the threshold fluctuation ωwavedeltalimit, that is, ω wave -ω waveold ≤ωwavedeltalimit indicates that the vibration reduction effect has not been significantly attenuated compared to the previous state, so the phase advance θ is not adjusted. adjust and scaling A adjust Among them, the initial speed fluctuation ω waveold The initial value of should be set to the state of the vehicle when it leaves the factory, and ωwavedeltalimit is the standard for judging whether the speed fluctuation has been significantly attenuated.

[0068] That is, during the life cycle of the vehicle, if the vibration reduction effect achieved by the engine torque pulsation offset method is greatly attenuated, the scaling amount A is determined. adjust and phase advance θ adjust Need to adjust, use adaptive control logic to make the speed fluctuation ω wave The minimum value is the target correction scaling amount A adjust and phase advance θ adjust Wherein, the adaptive control logic is preferably an adaptive fuzzy control method or an adaptive neural network control method.

[0069] Of course, in other embodiments, the status data may also include system vibration, system near-field noise, vibration of various components in the cabin, and vehicle vibration noise. Feedback adjustment and adaptive control can be performed through status data other than the system speed. The feedback and control methods are the same as the system speed and will not be repeated here.

[0070] It should be noted that the more status data collected, the higher the system cost. Therefore, the type and amount of status data collected should be matched with the target vehicle model positioning.

[0071] In this embodiment, the control parameters include the torsional vibration cancellation function T offset (θ) Scaling amount A for scaling changes adjust When , the engine torque pulsation offset method further includes:

[0072] According to the actual vibration reduction requirements, the upper limit of the torsional vibration cancellation under different working conditions is set.

[0073] Specifically, under certain working conditions, if the speed fluctuation of the hybrid system is slight and the vibration caused does not affect the ride comfort, a smaller upper limit of the torsional vibration compensation amplitude can be set for this working condition; if the speed fluctuation of the hybrid system is severe under certain working conditions, a larger upper limit of the torsional vibration compensation amplitude can be set. The upper limit of the torsional vibration compensation amplitude can be adjusted by controlling the scaling amount A. adjust For example, A adjust The upper limit of is set to 0.2, so that the amplitude of torsional vibration cancellation does not exceed 20% of the speed fluctuation amplitude.

[0074] Since the effective value of the motor's three-phase current increases slightly after executing the torsional vibration cancellation method, which in turn increases motor heating and slightly decreases power generation efficiency, there is a conflict between energy efficiency and torsional vibration cancellation effectiveness. Therefore, the execution of the engine torque pulsation cancellation method can be controlled according to specific usage requirements to achieve the most appropriate use. Of course, a switch value can also be set to turn the execution of the engine torque pulsation cancellation method on and off, such as setting a physical on / off button.

[0075] In addition, the engine torque pulsation offset method also includes:

[0076] The optimization results of the control parameters under various working conditions are obtained through experimental calibration or simulation calculations, and the optimization results are tabulated. When the engine and motor are running, the corresponding control parameters are found in the table based on the actual working conditions obtained, and the control parameters are dynamically updated.

[0077] It should be noted that the control parameter optimization results are determined during the R&D phase. While it is possible to adjust the control parameters to a certain extent to bring the motor's output torque closer to the engine torque pulsation, in actual driving, as vehicle conditions change, dynamically updating the control parameters based solely on the optimization results in the table will not completely cancel out engine torsional vibration. Therefore, feedback adjustment of the control parameters, i.e., correction of the control parameters, is necessary. Furthermore, dynamic updates of the control parameters and modifications to the positive control parameters must not exceed the upper limit of the applied torsional vibration cancellation amplitude.

[0078] Another embodiment of the present invention provides a hybrid power system, comprising an engine and a motor, and implementing the above-mentioned method for canceling engine torque pulsation. The hybrid power system has a good suppression effect on engine torque pulsation and low vibration and noise.

[0079] The above description is only a specific embodiment of the present invention. Under the above teachings of the present invention, those skilled in the art may make other improvements or modifications based on the above embodiments. Those skilled in the art should understand that the above description is only to better explain the purpose of the present invention, and the scope of protection of the present invention shall be based on the scope of protection of the claims.

Claims

1. A method for canceling engine torque pulsation, characterized in that, The method is used for a hybrid power system and includes: Obtaining a pulsation function of the engine torque pulsation varying with the crankshaft angle under various working conditions; Constructing a torsional vibration cancellation function of the cancellation torque varying with the crankshaft angle, and adding control parameters to the torsional vibration cancellation function to optimize the torsional vibration cancellation function, so that the sum of the cancellation torque and the engine torque pulsation is equal to 0 or close to 0 within the entire crankshaft angle domain; Obtaining the state data of the hybrid power system, where the state data includes the system speed, and correcting the control parameters according to the state data; When the engine and the motor are running, obtaining the crankshaft angle, calculating the required cancellation torque according to the torsional vibration cancellation function, and determining the corresponding cancellation torque command for the motor according to the required cancellation torque, and superimposing the cancellation torque command on the output control when the motor is working normally.

2. The engine torque pulsation cancellation method according to claim 1, characterized in that The control parameters include: One or more of the phase advance amount of the crankshaft angle, the scaling amount of the torsional vibration cancellation function for scaling change, and the translation amount of the torsional vibration cancellation function for translation change.

3. The engine torque ripple cancellation method according to claim 2, characterized in that, When the control parameter includes the translation amount of the torsional vibration cancellation function for translation change, the correcting the control parameters according to the state data includes: Calculating the system average speed according to the system speed, comparing the system average speed with the control command speed of the motor, and adjusting the translation amount according to the comparison result.

4. The engine torque pulsation cancellation method according to claim 3, wherein The adjusting the translation amount according to the comparison result specifically is: If the system average speed is higher than the control command speed of the motor, reducing the translation amount until the system average speed is consistent with the control command speed of the motor; if the system average speed is lower than the control command speed of the motor, increasing the translation amount until the system average speed is consistent with the control command speed of the motor.

5. The engine torque pulsation cancellation method according to claim 2, wherein When the control parameters include the phase advance amount of the crankshaft angle and the scaling amount of the torsional vibration cancellation function for scaling change, the correcting the control parameters according to the state data includes: Calculating the speed fluctuation amount according to the system speed, comparing the speed fluctuation amount with the initial speed fluctuation amount of the hybrid power system, and adjusting the phase advance amount and the scaling amount according to the comparison result.

6. The engine torque pulsation cancellation method according to claim 5, characterized in that The adjusting the phase advance amount and the scaling amount according to the comparison result specifically is: If the difference between the speed fluctuation amount and the initial speed fluctuation amount is greater than the threshold fluctuation amount, using an adaptive control logic to adjust the phase advance amount and the scaling amount to make the speed fluctuation amount obtain the minimum value, and assigning the speed fluctuation amount to the initial speed fluctuation amount; if the difference between the speed fluctuation amount and the initial speed fluctuation amount is not greater than the threshold fluctuation amount, not adjusting the phase advance amount and the scaling amount.

7. The engine torque pulsation cancellation method according to claim 2, wherein When the control parameter includes the scaling amount of the torsional vibration cancellation function for scaling change, the engine torque pulsation cancellation method further includes: Setting an upper limit of the application amplitude of torsional vibration cancellation under different working conditions according to the actual vibration reduction requirements.

8. The engine torque ripple cancellation method according to claim 7, characterized in that, The setting an upper limit of the application amplitude of torsional vibration cancellation under different working conditions according to the actual vibration reduction requirements specifically is: If the rotational speed fluctuation of the hybrid power system is slight and the resulting vibration does not affect ride comfort, a relatively small upper limit of the applied torsional vibration cancellation amplitude is set; If the rotational speed fluctuation of the hybrid power system is severe, a relatively large upper limit of the applied torsional vibration cancellation amplitude is set.

9. The engine torque pulsation cancellation method according to any one of claims 1 to 8, characterized in that, It further includes: Obtaining the optimization results of the control parameters under various working conditions through experimental calibration or simulation calculation, and making the optimization results into a table; When the engine and the motor are running, according to the obtained actual working conditions, finding the corresponding control parameters in the table, and dynamically updating the control parameters.

10. A hybrid power system, characterized in that, The hybrid power system includes an engine and a motor, and executes the engine torque pulsation cancellation method according to any one of claims 1 to 9.

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