CN113859216A - Hybrid power system multi-working-condition active vibration reduction control method based on vibration reduction waveform - Google Patents

Hybrid power system multi-working-condition active vibration reduction control method based on vibration reduction waveform Download PDF

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CN113859216A
CN113859216A CN202111264229.2A CN202111264229A CN113859216A CN 113859216 A CN113859216 A CN 113859216A CN 202111264229 A CN202111264229 A CN 202111264229A CN 113859216 A CN113859216 A CN 113859216A
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torque
hybrid power
power system
waveform
vibration reduction
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CN113859216B (en
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张宝迪
赵宏任
张欣
靳慧博
闵嘉仪
范宸熙
杨复钰
胡耀东
张金羽
杜磊
杨福源
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Beijing Jiaotong University
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/20—Reducing vibrations in the driveline
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/20—Reducing vibrations in the driveline
    • B60W2030/206—Reducing vibrations in the driveline related or induced by the engine
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0638—Engine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/08—Electric propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/08—Electric propulsion units
    • B60W2510/081—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Chemical & Material Sciences (AREA)
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  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The invention discloses a multi-working-condition active vibration damping control method of a hybrid power system based on vibration damping waveforms, and relates to the field of electronic control of new energy hybrid power systems. The method comprises the steps that the fluctuation torque on an electromechanical coupling shaft in different running states of a hybrid power system is tested in a test bed, and vibration reduction compensation waveforms corresponding to different working conditions are designed in an off-line mode; the method comprises the following steps of acquiring signals of the positions, the rotating speeds and the like of a crankshaft of an engine and a motor rotor in real time by using a crankshaft position sensor and a rotary transformer, and judging the state and the working condition point of the hybrid power system in real time on line by combining with a target instruction of an engine throttle; estimating the amplitude and the phase of the fluctuation torque, matching the prefabricated vibration reduction compensation waveform, enabling the motor to superpose the torque of the vibration reduction waveform on the target torque to realize active vibration reduction, and switching the vibration reduction waveform in real time along with the change of working conditions. The invention can realize the torque fluctuation inhibition of the hybrid power system under a plurality of working conditions according to the running state, and improves the driving comfort and the safety and reliability of components.

Description

Hybrid power system multi-working-condition active vibration reduction control method based on vibration reduction waveform
Technical Field
The invention belongs to the field of electronic control of new energy hybrid power systems, and particularly provides a multi-working-condition active vibration damping control method of a hybrid power system based on vibration damping waveforms.
Background
The hybrid power system realizes energy conservation and emission reduction by utilizing the mutual cooperation of the engine, the motor and the battery and high-efficiency operation. The range-extending hybrid power system is a series hybrid power system, a generator set formed by an engine and a motor is used for prolonging the mileage of an electric automobile, and the range-extending hybrid power system is an effective mode for transition from the hybrid power automobile to the electric automobile. In order to reduce the working time of the engine, the hybrid power system can utilize the ISG motor connected with the hybrid power system to realize quick start and stop, and torsional vibration generated in the process of frequently and quickly starting and stopping the engine can cause interference to driving comfort and can cause the shaft of the electromechanical coupling shaft to be broken, thereby bringing the problem of component reliability.
The existing vibration reduction technology mainly adopts a method of arranging a passive torsional vibration reducer to reduce the torsional vibration on an electromechanical coupling shaft in a hybrid power system, however, the passive torsional vibration reducer has certain difficulty in matching, and the torsional vibration reducer cannot automatically adjust a vibration reduction range and is difficult to adapt to the requirements of multi-band vibration reduction in the hybrid power system.
For this reason, in recent years, an active vibration damping control method has been proposed in which torsional vibration on an electromechanical coupling shaft is suppressed by controlling a motor. However, the active vibration damping technology of the existing hybrid power system is mainly developed by aiming at the starting and stopping working conditions of an engine, and a clear vibration damping method is not provided for vibration damping under other various operating working conditions. Other working conditions do have the practical situation that the comfort is influenced by too much vibration and noise, and typical working conditions are as follows: in order to enable an engine-generator set to work in a high-speed and high-load efficient area to operate once being started as far as possible, if the engine-generator set operates under an urban working condition with a low vehicle speed, a driver can feel obvious background noise and vibration experience of high-speed operation of the engine-generator set, driving comfort is reduced, meanwhile, torsional vibration on an electromechanical coupling shaft can also bring shaft system safety and reliability problems, and the prior art is difficult to meet active vibration reduction control under multiple working conditions.
In addition, the active vibration damping technology of the existing hybrid power system adopts a method of measuring the torque on the electromechanical coupling shaft in real time based on a torque sensor or estimating the torque on the electromechanical coupling shaft in real time based on an engine cylinder pressure sensor, and then applying the reverse active vibration damping torque to increase high cost for the system.
Disclosure of Invention
The invention aims to solve the problems in the prior art, save the advantages realized by the prior art and provide a hybrid power system multi-working-condition active vibration damping control method based on vibration damping waveforms. According to the invention, under the operation working conditions of a plurality of hybrid power systems, additional test devices such as a cylinder pressure sensor and a torque sensor are not required to be installed, and the vibration reduction waveforms corresponding to the fluctuation torques under different working conditions are matched in real time by estimating the torque waveforms under different working conditions, and the waveforms are switched when the working conditions are switched, so that the vibration reduction requirements of a plurality of main working conditions are realized, the torsional vibration of a transmission system is reduced, and the driving comfort and the safety and reliability of transmission parts under different working conditions are improved.
The invention provides a multi-working-condition active vibration damping control method of a hybrid power system based on vibration damping waveforms, which comprises the following steps of:
1) testing the fluctuation torque on the electromechanical coupling shaft in different running states of the hybrid power system in a test bed;
2) designing vibration reduction compensation waveforms corresponding to different working conditions in an off-line manner;
3) the method comprises the following steps of (1) acquiring signals of the positions, the rotating speeds and the like of a crankshaft of an engine and a motor rotor in real time on line by using a crankshaft position sensor and a rotary transformer;
4) judging the state and the working point of the hybrid power system on line in real time according to the current rotating speed, the positions of a crankshaft and a rotor, a target instruction of an engine throttle valve and a target torque of a motor;
5) estimating characteristic information such as amplitude and phase of the fluctuation torque;
6) matching a prefabricated vibration reduction compensation waveform;
7) the motor is enabled to superpose the torque of the vibration reduction waveform on the target torque to realize active vibration reduction, and the vibration reduction waveform is switched in real time along with the change of working conditions.
Preferably, the vibration damping compensation waveform is designed off-line, and corresponds to the frequency and the phase of the fluctuation torque obtained by testing the torsional vibration characteristic of the hybrid power system by the test bench, and different working conditions correspond to different vibration damping compensation waveforms.
Preferably, the real-time collected engine crankshaft position and rotation speed are obtained by a crankshaft position sensor, and the motor rotor position and rotation speed signals are obtained by a rotary transformer.
Preferably, the method for online real-time judgment of the state and the operating point of the hybrid power system is completed based on signals of the current rotating speed of the engine and the motor, the positions of the crankshaft and the rotor, the current torque of the motor, the opening degree of an engine throttle valve, the target rotating speed of the engine and the target torque of the motor.
Preferably, the estimated fluctuation torque is different according to different specific running states and working points of the current engine and the current motor, and the amplitude, the phase and the frequency of the fluctuation torque are estimated on line by using a register table and a look-up table in the vehicle controller according to the command of the current engine and the current motor and the state acquired by a sensor.
Preferably, the matched and prefabricated vibration damping compensation waveform is prestored in the hybrid power system vehicle controller, different waveforms exist under different working conditions, and are called according to the currently estimated fluctuation torque, the vibration damping compensation waveform is a reverse waveform of the estimated fluctuation torque, and the phase of the vibration damping compensation waveform is the same as the phase of the estimated fluctuation torque.
Preferably, the superimposed vibration reduction waveform is superimposed on the target torque of the motor, the vibration coupled between the engine and the motor is balanced by using the quick response characteristic of the motor, and the vibration reduction waveform is switched in real time along with the change of the working condition.
The active vibration damping control method is applied to a range extender of a series hybrid power system with an engine and a motor which are rigidly connected, can also be used for a parallel hybrid power electromechanical coupling system with the engine and the motor which are coaxially connected, and can also be used for a series-parallel hybrid power electromechanical coupling system with the engine, a plurality of motors and a gearbox which are mutually connected, and the torque fluctuation on a connecting shaft of the engine and the motors is actively reduced by using the motors.
The test bed is used for testing based on a bench test of a hybrid electromechanical coupling system and comprises a hybrid system with characteristics to be tested, a signal acquisition device including a torque sensor, a crankshaft position sensor and a rotary transformer, a data recording device including a signal acquisition and recording instrument, a dynamometer and other testing equipment. The test bed is used for testing the amplitude, phase and frequency of torque fluctuation on a shaft in the hybrid electromechanical coupling system under different working conditions, wherein the amplitude, phase and frequency comprise an engine starting working condition, an engine stopping working condition and a plurality of typical engine-generator set high-efficiency power generation working conditions, and the specific forms of the fluctuation torque under different working conditions are recorded corresponding to the working conditions.
The different vibration reduction waveforms of the off-line design are calculated and solved based on the following expressions:
Figure BDA0003326564690000041
in the formula (I), the compound is shown in the specification,
Figure BDA0003326564690000042
in order to actively damp the compensating torque of the vibration,
Figure BDA0003326564690000043
in order to fluctuate the torque, the torque is,
Figure BDA0003326564690000044
the motor torque for the target operating condition, i.e. the average torque,
Figure BDA0003326564690000045
the torque on the electromechanically coupled shaft collected for the torque sensor,
Figure BDA0003326564690000051
is the crank angle.
The compensating torque and the fluctuating torque have the same phase and frequency, and the same amplitude absolute value and opposite directions.
The invention adopts a crankshaft position sensor to measure the online real-time position of a crankshaft of an engine and the rotating speed of the engine, and utilizes a rotary transformer to acquire the position of a motor rotor rigidly linked with the engine and a motor rotating speed signal in an online real-time manner.
The invention relates to an on-line real-time judgment method for hybrid power system state and working condition points, which is characterized in that the on-line real-time judgment is comprehensively carried out by signals acquired by a sensor and target instructions, for example, the stage of the starting process of an engine is judged according to a starting command sent by a controller and the rotating speeds of the current engine and a starting motor, and the rotating speed in the starting stage and the phases of an engine crankshaft and a motor rotor are determined.
The estimation of the characteristic information of the amplitude, the phase and the like of the fluctuation torque is carried out on line, in order to ensure the real-time performance of high-frequency control, the estimation of the fluctuation torque is obtained according to a table look-up method, and the fluctuation torque under the current working condition measured in the current test is found according to the current working states of the engine and the motor, the target instruction of the motor, the engine rotating speed and the crankshaft position.
The matching prefabricated vibration reduction compensation waveform is obtained by a table look-up method, and the corresponding prefabricated vibration reduction compensation waveform is obtained by the amplitude, the phase and the frequency of the fluctuation torque.
When the vibration reduction waveform is superposed on the target torque of the motor, the amplitude and the phase of the vibration reduction waveform are corresponding to the fluctuation torque under the current working condition, and the compensation torque corresponding to the dynamic or steady working condition is switched in real time along with the change of the working condition so as to adapt to the vibration reduction requirements under different working conditions.
The invention has the characteristics and beneficial effects that:
1. the active vibration reduction control of the invention is expanded to a plurality of operating conditions, including steady-state and dynamic operating conditions, can realize vibration reduction and noise reduction of the hybrid electromechanical coupling system under a plurality of operating conditions, and particularly improves driving comfort and component safety and reliability for the vibration reduction effect of the series-type extended range hybrid power system under starting conditions and low-speed and high-load operating conditions.
2. The method does not adopt a complex calculation method for estimating the fluctuation torque, utilizes a table formed by the torque fluctuation characteristics tested by the test bed to search, has simple and easy algorithm, and ensures the real-time property of the active vibration reduction high-frequency control.
3. The invention does not need to modify the existing hybrid power system, does not need to additionally install expensive torque sensors or engine cylinder pressure sensors and the like, and has simpler and more reliable structural form and lower system cost.
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In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the description of the embodiments will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art that other drawings can be obtained according to the drawings without creative efforts.
FIG. 1 is an overall flow chart of the present invention;
FIG. 2 is a block diagram of a hybrid system according to an embodiment of the present invention;
FIG. 3 is a schematic view of a test stand for testing ripple torque according to the present invention;
FIG. 4 is a schematic illustration of a hybrid engine common operating point in an embodiment of the present invention;
FIG. 5 is a schematic diagram of the cogging torque and the damping compensation torque in the start-up condition according to an embodiment of the present invention;
FIG. 6 is a schematic diagram illustrating changes in rotational speed before and after vibration damping in a start-up condition according to an embodiment of the present invention;
FIG. 7 is a schematic diagram of the fluctuating torque and the damping compensation torque in the power generation operating condition according to the embodiment of the invention;
FIG. 8 is a schematic diagram of the change in rotational speed before and after damping in the power generation operating condition in the embodiment of the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but rather as a representative and illustrative basis for teaching one skilled in the art to variously employ the embodiments of the present disclosure.
Example (b):
referring now to fig. 1-5, a specific implementation of the method for active damping control of multiple operating modes of a hybrid power system based on damping waveforms according to the present invention is described, an exemplary implementation of the method is shown in fig. 2, and the exemplary implementation is a platform of a series hybrid vehicle power system, which has a range extender composed of an engine and an ISG motor, the exemplary active damping control is mainly used in the range extender composed of the engine and the ISG motor, and the method includes the following steps:
1) firstly, the fluctuation torque of the electromechanical coupling system of the key hybrid power in the hybrid power system shown in fig. 2, namely the engine-ISG motor system in different running states is tested in a test bench shown in fig. 3. The method comprises the steps of measuring the rotating speed of an engine and the real-time position of a crankshaft by using a crankshaft position sensor, collecting and recording the rotating angle and the speed of an ISG motor rotor by using a rotary transformer, and testing the torque and the fluctuation form on an electromechanical coupling shaft by using a torque sensor additionally arranged on an engine-ISG motor connecting shaft. The industrial personal computer sends an operation state instruction to the vehicle controller, and then the vehicle controller sends the operation state instruction to the engine controller and the ISG motor controller. The engine starting, stopping and idling set by the industrial personal computer and a plurality of engine-ISG motor high-efficiency power generation working condition points are sent to the vehicle control unit, and then the vehicle control unit sends a control command, a target rotating speed and torque of the engine or the motor to the engine and ISG motor controller to control the engine and the ISG motor to operate. The method comprises the following steps of recording and setting the working state of an engine, the target rotating speed, the current throttle valve and the position of a crankshaft, and the amplitude and the direction of a torque value on an electromechanical coupling shaft corresponding to the target torque, the current torque and the rotor position of an ISG motor in real time during operation, and forming a table with the following equation as an expression:
Figure BDA0003326564690000081
in the formula, TtestTorque on the electromechanically coupled shaft, S, collected by a torque sensoreAnd SmEngine and motor states, respectively, alphaeOpening of a throttle valve of an engine, neIs the rotational speed of the engine and,
Figure BDA0003326564690000082
the target rotational speed of the engine is set,
Figure BDA0003326564690000083
is the engine crankshaft angle, phi is the rotor position, TmAs the current torque of the motor is,
Figure BDA0003326564690000084
the motor target torque.
The above function represents the form Chinese, SeFor engine starting, ignition, idling or on-load operating conditions, SmThe state of the motor as a generator or a motor. After the status has been determined, the start, stop, idle and below a number of typical sweet spots, α, are recordede、ne、
Figure BDA0003326564690000085
φ、TmAnd
Figure BDA0003326564690000086
the corresponding ripple torque waveform on the shaft.
2) Secondly, designing vibration reduction compensation waveforms corresponding to different working conditions in an off-line mode, wherein the phases and the frequencies of compensation torque and fluctuation torque are completely the same, the absolute values of amplitudes are equal and opposite, the high-frequency variation of the position rotation angle of the crankshaft of the engine is mainly used as a variable for designing, and different vibration reduction waveforms are calculated and solved on the basis of the following expression:
Figure BDA0003326564690000087
in the formula (I), the compound is shown in the specification,
Figure BDA0003326564690000088
in order to actively damp the compensating torque of the vibration,
Figure BDA0003326564690000089
in order to fluctuate the torque, the torque is,
Figure BDA00033265646900000810
the motor torque for the target operating condition, i.e. the average torque,
Figure BDA00033265646900000811
the torque on the electromechanically coupled shaft collected for the torque sensor,
Figure BDA0003326564690000091
is the crank angle.
3) In the application vehicle shown in fig. 2, signals such as the positions of the crankshaft of the engine and the rotor of the motor, the rotating speed and the like are acquired on line in real time by using a crankshaft position sensor and a rotary transformer, and the throttle opening of the engine and a target torque command of the motor are recorded in real time.
4) In the application vehicle shown in fig. 2, the prefabricated vibration damping waveforms corresponding to different working conditions are stored in a register of a vehicle controller, and the state and the working condition point of the hybrid power system are judged on line in real time according to the current rotating speed, the positions of a crankshaft and a rotor, a target instruction of an engine throttle valve and a target torque of a motor.
5) In the online application, a torque sensor is cancelled, and the amplitude, the phase and the frequency of the fluctuation torque are estimated online according to the current commands of the engine and the motor and the state acquired by the sensor by using a register table and a lookup table in the vehicle controller.
6) And matching the vibration damping torque with the vibration damping waveform phase corresponding to the fluctuation torque phase, equal amplitude and frequency and opposite direction with the corresponding fluctuation torque under the current working condition according to the vibration damping compensation waveform prestored in the vehicle controller and prefabricated in the step 2).
7) The vibration reduction waveform is applied on line, so that the motor can realize active vibration reduction by superposing the torque of the vibration reduction waveform on the target torque, the vibration reduction waveform is switched in real time along with the change of working conditions, and the torque fluctuation on the electromechanical coupling shaft is reduced.
Fig. 4 is a schematic diagram of common working points of a hybrid engine in an embodiment of the present invention, where the common working points include a point a where the engine is stopped, a point B where the engine is idling, and a point a where the ISG motor drags the engine to start, points C, D, and E where the three working points are common working points where the range extender is calibrated according to the lowest oil consumption of the engine and the highest efficiency of the ISG motor, and the three working points have different power generation powers, and in order to reduce the test workload in the bench test, the common and limited working points are selected to perform fluctuation torque extraction, and corresponding vibration reduction torque waveforms are stored in the entire vehicle controller.
FIG. 5 is a schematic diagram of engine cogging torque and motor damping compensation torque during a transition from point A to point B during a start-up condition and during an idle condition at point B in an embodiment of the present invention. FIG. 6 is a schematic diagram of the change in rotational speed before and after damping during start-up conditions in an embodiment of the present invention. Fig. 7 is a schematic diagram of the fluctuation torque and the vibration damping compensation torque under the C-point condition in the power generation condition in the embodiment of the present invention, and fig. 8 is a schematic diagram of the change of the rotation speed before and after vibration damping under the C-point condition in the power generation condition in the embodiment of the present invention. The torque fluctuation, the compensation torque and the vibration reduction effect under the working conditions of the point D and the point E can be shown by referring to the effect under the working conditions of the point C.
When the actual hybrid power system operates, the vibration reduction can be expanded on the common typical working condition of the system by detecting and matching the proper vibration reduction waveform, and in order to reduce the number, difficulty and complexity of the vibration waveform test and the vibration reduction waveform, the common typical working condition can be selected only to reduce the vibration in the actual system.
In the description herein, references to the description of "one embodiment," "an example," "a specific example" or the like are intended to mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
The preferred embodiments of the invention disclosed above are intended to be illustrative only. The preferred embodiments are not intended to be exhaustive or to limit the invention to the precise embodiments disclosed. Obviously, many modifications and variations are possible in light of the above teaching. The embodiments were chosen and described in order to best explain the principles of the invention and the practical application, to thereby enable others skilled in the art to best utilize the invention. The invention is limited only by the claims and their full scope and equivalents.

Claims (7)

1. The method for controlling the active vibration attenuation of the hybrid power system under multiple working conditions based on the vibration attenuation waveform comprises the steps of testing the torsional vibration characteristic on an electromechanical coupling shaft of the hybrid power system, acquiring the fluctuation torque, designing the vibration attenuation compensation waveform, acquiring the real-time information of signals of an engine and a motor, estimating the real-time fluctuation torque and applying the vibration attenuation torque, and is characterized by comprising the following steps:
1) testing the fluctuation torque on the electromechanical coupling shaft in different running states of the hybrid power system in a test bed;
2) designing vibration reduction compensation waveforms corresponding to different working conditions in an off-line manner;
3) the method comprises the following steps of (1) acquiring signals of the positions, the rotating speeds and the like of a crankshaft of an engine and a motor rotor in real time on line by using a crankshaft position sensor and a rotary transformer;
4) judging the state and the working point of the hybrid power system on line in real time according to the current rotating speed, the positions of a crankshaft and a rotor, a target instruction of an engine throttle valve and a target torque of a motor;
5) estimating characteristic information such as amplitude and phase of the fluctuation torque;
6) matching a prefabricated vibration reduction compensation waveform;
7) the motor is enabled to superpose the torque of the vibration reduction waveform on the target torque to realize active vibration reduction, and the vibration reduction waveform is switched in real time along with the change of working conditions.
2. The method for controlling active vibration damping of the hybrid power system based on the vibration damping waveform according to claim 1, is characterized in that: the vibration reduction compensation waveform is designed off line, and corresponds to the frequency and the phase of fluctuation torque obtained by testing the torsional vibration characteristic of the hybrid power system by a test bed, and different working conditions correspond to different vibration reduction compensation waveforms.
3. The method for controlling active vibration damping of the hybrid power system based on the vibration damping waveform according to claim 1, is characterized in that: the position and the rotating speed of the crankshaft of the engine acquired in real time are acquired by a crankshaft position sensor, and the position and the rotating speed signals of the motor rotor are acquired by a rotary transformer.
4. The method for controlling active vibration damping of the hybrid power system based on the vibration damping waveform according to claim 1, is characterized in that: the method for judging the state and the working condition point of the hybrid power system on line in real time is completed based on signals of the current rotating speed of an engine and a motor, the positions of a crankshaft and a rotor, the current torque of the motor, the opening of an engine throttle valve and the target rotating speed and the target torque of the engine.
5. The method for controlling active vibration damping of the hybrid power system based on the vibration damping waveform according to claim 1, is characterized in that: the estimated fluctuation torque is different according to different specific running states and working points of the current engine and the current motor, and the amplitude, the phase and the frequency of the fluctuation torque are estimated on line by using a register table and a lookup table in the vehicle controller according to the command of the current engine and the current motor and the state acquired by a sensor.
6. The method for controlling active vibration damping of the hybrid power system based on the vibration damping waveform according to claim 1, is characterized in that: the matched and prefabricated vibration reduction compensation waveform is prestored in a hybrid power system vehicle controller, has different waveforms under different working conditions and is called according to the currently estimated fluctuation torque, the vibration reduction compensation waveform is a reverse waveform of the estimated fluctuation torque, and the phase of the vibration reduction compensation waveform is the same as the estimated fluctuation torque.
7. The method for controlling active vibration damping of the hybrid power system based on the vibration damping waveform according to claim 1, is characterized in that: the superposed vibration reduction waveform is superposed on the target torque of the motor, the coupled vibration of the engine and the motor is balanced by using the quick response characteristic of the motor, and the vibration reduction waveform is switched in real time along with the change of working conditions.
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