WO2018133807A1 - 混合动力汽车及其的主动减振控制方法和装置 - Google Patents

混合动力汽车及其的主动减振控制方法和装置 Download PDF

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Publication number
WO2018133807A1
WO2018133807A1 PCT/CN2018/073159 CN2018073159W WO2018133807A1 WO 2018133807 A1 WO2018133807 A1 WO 2018133807A1 CN 2018073159 W CN2018073159 W CN 2018073159W WO 2018133807 A1 WO2018133807 A1 WO 2018133807A1
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Prior art keywords
hybrid vehicle
current value
sensor signal
engine
vibration
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PCT/CN2018/073159
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English (en)
French (fr)
Inventor
吴圣
黄毅
陈然
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BYD Co Ltd
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BYD Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K5/00—Arrangement or mounting of internal-combustion or jet-propulsion units
    • B60K5/12—Arrangement of engine supports
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/13—Maintaining the SoC within a determined range
    • 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
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/105—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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/06—Improving the dynamic response of the control system, e.g. improving the speed of regulation or avoiding hunting or overshoot
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0002—Automatic control, details of type of controller or control system architecture
    • B60W2050/0014—Adaptive controllers
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0043—Signal treatments, identification of variables or parameters, parameter estimation or state estimation
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal 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
    • B60W2710/22—Suspension systems
    • B60W2710/223—Stiffness
    • 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
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • 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
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles

Definitions

  • the present invention relates to the field of automobile technology, and in particular to an active vibration damping control method for a hybrid vehicle, an active vibration damping control device for a hybrid vehicle, and a hybrid vehicle having the same.
  • the related art provides an anti-vibration control algorithm for estimating the vibration state of the first cycle of the engine vibration based on the output of the sensor for detecting the rotational variation of the engine, and simultaneously calculating the cycle length and the target current value waveform, and constant
  • the sampling period samples the target current value waveform to obtain a data set of the target current value.
  • the cycle length of the third cycle of the engine vibration is estimated based on the predetermined number of crank pulse intervals, and thereby the data set of the obtained target current value is corrected.
  • control algorithm is only for the fuel vehicle and does not involve the vibration reduction control of the hybrid vehicle. Further, the control algorithm estimates the vibration state and the target current value of the third cycle based on the vibration state and the target current value of the first cycle of the engine vibration, etc., and does not have timeliness, and real-time adjustment of the vibration cannot be realized, and It is suitable for working conditions where the engine speed is relatively stable.
  • an object of the present invention is to provide an active vibration damping control method for a hybrid vehicle, which can realize active vibration damping control of the vehicle under idle charging conditions, has high timeliness, and uses camshaft sensor signals in advance. Judging the effective time of the vibration and noise reduction control makes the action time of the vibration reduction control more accurate and the vibration damping effect more effective.
  • Another object of the present invention is to provide an active vibration damping control method for a hybrid vehicle.
  • Yet another object of the present invention is to provide a hybrid vehicle.
  • an embodiment of the present invention provides an active vibration damping control method for a hybrid vehicle, the hybrid vehicle including an active suspension system, the method comprising the following steps: when the hybrid vehicle While the engine is operating, acquiring a vehicle speed sensor signal and a crank sensor signal of the hybrid vehicle, and determining, according to the vehicle speed sensor signal and the crank sensor signal, whether the hybrid vehicle is in an idle charging condition; if the hybrid vehicle is in An idle charging condition, calculating a rotational speed and a vibration period of the engine according to the crankshaft sensor signal, and detecting a moving position of the piston in the engine by a camshaft sensor, and in the engine according to a rotational speed and a vibration period of the engine Calculating a vibration state of the engine by the movement position of the piston, and calculating a target current value according to the vibration state of the engine; correcting the target current value according to the acquired charging power of the hybrid vehicle to obtain a first correction current value According to the camshaft
  • the signal waveform outputted by the sensor estimates a
  • An active vibration damping control method for a hybrid vehicle when the engine of the hybrid vehicle is operating, determining whether the hybrid vehicle is in an idle charging condition according to the vehicle speed sensor signal and the crank sensor signal, and if so, according to the crankshaft
  • the sensor signal calculates the engine speed and vibration period, and detects the movement position of the piston in the engine according to the camshaft sensor, thereby calculating the target current value. Get the charging power of a hybrid car. Then, the target current value is corrected according to the charging power of the hybrid vehicle to obtain a first corrected current value.
  • the cylinder explosion time of the engine is estimated according to the signal waveform outputted by the camshaft sensor to obtain the delay time of the first correction current value, and when the delay time arrives, the first correction current value is applied to the actuator to perform the vehicle Vibration reduction control. Therefore, the active vibration reduction control of the vehicle under idle charging conditions is realized, which has high timeliness, and the effective moment of the vibration reduction and noise reduction control is pre-determined by the camshaft sensor signal, so that the action time of the vibration reduction control is more accurate and reduced. The vibration effect is more effective.
  • the active suspension system when it is determined whether the hybrid vehicle is in an idle charging condition according to the vehicle speed sensor signal and the crank sensor signal, the active suspension system also passes through a vehicle with the hybrid vehicle The controller communicates to confirm whether the current operating condition of the hybrid vehicle during the current communication cycle is the idle charging condition.
  • the drive signal is also output to the drive circuit based on the first corrected current value to drive the actuator to operate by the drive circuit.
  • the active vibration damping control method of the hybrid vehicle further includes: detecting an output current of the driving circuit to obtain an operating temperature of the actuator; and operating according to the actuator The temperature adjusts the first correction current value.
  • the active vibration damping control method of the hybrid vehicle further includes: detecting an acceleration of the hybrid vehicle by an acceleration sensor to acquire vibration information of the hybrid vehicle; The vibration information of the automobile determines whether the current vibration value of the hybrid vehicle is greater than a preset vibration threshold; if the current vibration value of the hybrid vehicle is greater than a preset vibration threshold, the first correction current value is corrected twice A second corrected current value is obtained such that the actuator adjusts a dynamic stiffness of the active suspension system of the hybrid vehicle according to the second corrected current value.
  • determining whether the hybrid vehicle is in an idle charging condition according to the vehicle speed sensor signal and the crank sensor signal comprises: determining, according to the vehicle speed sensor signal and the crank sensor signal, whether the hybrid vehicle is In an idle condition, and determining, according to the crank sensor signal, whether the engine speed is in a preset speed range corresponding to a charging condition; if the hybrid vehicle is in an idle condition and the engine speed is in a charging condition The preset speed range determines that the hybrid vehicle is in an idle charging condition.
  • the active suspension system communicates with a vehicle controller of the hybrid vehicle in a next communication cycle to confirm that the current operating condition of the hybrid vehicle is still the idle charging
  • determining whether the acquired charging power changes wherein if a change occurs, correcting the target current value according to the changed charging power to obtain a third corrected current value, when the delay time arrives
  • the third corrected current value is applied to the actuator; if no change occurs, the operating current applied to the actuator is maintained unchanged.
  • the charging power of the hybrid vehicle is acquired.
  • an active vibration damping control apparatus for a hybrid vehicle includes: a first acquisition module, and the first acquisition module is configured to acquire an engine of a hybrid vehicle a vehicle speed sensor signal and a crank sensor signal of the hybrid vehicle; a first determining module, wherein the first determining module is configured to determine, according to the vehicle speed sensor signal and the crank sensor signal, whether the hybrid vehicle is in an idle charging condition; a vibration period calculation module, configured to calculate a rotation speed and a vibration period of the engine according to the crank sensor signal when the hybrid vehicle is in an idle charging condition; a piston state detection module, the piston state The detecting module is configured to detect a moving position of the piston in the engine according to a signal waveform output by the camshaft sensor; a vibration state estimating module, the vibration state estimating module is configured to: the piston in the engine according to the engine speed and the vibration period Position of the engine a target current calculation module, the target current calculation module is configured to calculate a target current value according to the vibration
  • An active vibration damping control device for a hybrid vehicle when the engine of the hybrid vehicle is operating, determining whether the hybrid vehicle is in an idle charging condition according to the vehicle speed sensor signal and the crank sensor signal, and if so, according to the crankshaft
  • the sensor signal calculates the engine speed and vibration period, and detects the movement position of the piston in the engine according to the camshaft sensor, thereby calculating the target current value. Get the charging power of a hybrid car. Then, the target current value is corrected according to the charging power of the hybrid vehicle to obtain a first corrected current value.
  • the cylinder explosion time of the engine is estimated according to the signal waveform outputted by the camshaft sensor to obtain the delay time of the first correction current value, and when the delay time arrives, the first correction current value is applied to the actuator to perform the vehicle Vibration reduction control. Therefore, the active vibration reduction control of the vehicle under idle charging conditions is realized, which has high timeliness, and the effective moment of the vibration reduction and noise reduction control is pre-determined by the camshaft sensor signal, so that the action time of the vibration reduction control is more accurate and reduced. The vibration effect is more effective.
  • the main control module is configured to acquire the charging of the hybrid vehicle when the first determining module determines whether the hybrid vehicle is in an idle charging condition. power.
  • the main control module is further configured to: when the first determining module determines whether the hybrid vehicle is in an idle charging condition, by performing with a vehicle controller of the hybrid vehicle The communication is to confirm whether the current operating condition of the hybrid vehicle in the current communication cycle is the idle charging condition.
  • the active vibration damping control device of the hybrid vehicle further includes a driving circuit, wherein the driving control module is further configured to output a driving signal to the driving circuit according to the first modified current value, The operation is performed by driving the actuator through the drive circuit.
  • the active vibration damping control device of the hybrid vehicle further includes: a current detecting module, wherein the current detecting module is configured to detect an output current of the driving circuit to obtain the actuator a working temperature correction module, wherein the target current correction module is configured to adjust the first correction current value according to an operating temperature of the actuator.
  • the active vibration damping control device of the hybrid vehicle further includes: a fourth determining module, wherein the fourth determining module is configured to detect an acceleration of the hybrid vehicle by an acceleration sensor to acquire Determining vibration information of the hybrid vehicle, and determining whether the current vibration value of the hybrid vehicle is greater than a preset vibration threshold according to vibration information of the hybrid vehicle, and the current vibration value of the hybrid vehicle is greater than a preset vibration
  • the first correction current value is corrected by the target current correction module to obtain a second current correction value, so that the actuator adjusts the active suspension of the hybrid vehicle according to the second correction current value.
  • the first determining module determines, according to the vehicle speed sensor signal and the crank sensor signal, whether the hybrid vehicle is in an idle charging condition, and determines the location according to the vehicle speed sensor signal and the crank sensor signal. Whether the hybrid vehicle is in an idle condition, and determining, according to the crank sensor signal, whether the engine speed is in a preset speed range corresponding to a charging condition, wherein the hybrid vehicle is in an idle condition and the engine The speed of the motor is in a preset speed range corresponding to the charging condition, and the first determining module determines that the hybrid vehicle is in an idle charging condition.
  • the fifth determining module determines whether the acquired charging power changes, wherein if the change occurs, the first current correcting module corrects the target current value according to the changed charging power to obtain a third correction. a current value such that the drive control module applies the third corrected current value to the actuator when the delay time arrives; if no change occurs, the target current correction module maintains output to the actuator
  • the working current is constant.
  • an embodiment of the present invention provides an automobile including the above-described active vibration damping control device for an automobile.
  • the active vibration damping control device of the hybrid vehicle can realize the active vibration damping control of the vehicle under the idle charging condition, and has high timeliness, and the camshaft sensor signal is used in advance. Judging the effective time of the vibration and noise reduction control makes the action time of the vibration reduction control more accurate and the vibration damping effect more effective.
  • FIG. 1 is a flow chart of an active vibration damping control method of a hybrid vehicle according to an embodiment of the present invention
  • FIG. 3 is a flow chart of active damping control corresponding to a second and above signal periods (n ⁇ 2) of a hybrid vehicle in an idle charging condition, in accordance with an embodiment of the present invention
  • FIG. 4 is a diagram showing a relationship between a signal, a temperature, a rotational speed, and a PWM signal of a first corrected current value output by a camshaft sensor according to an embodiment of the present invention
  • FIG. 5 is a block diagram showing an active vibration damping control device of a hybrid vehicle according to an embodiment of the present invention.
  • FIG. 6 is a block diagram showing an active vibration damping control device of a hybrid vehicle according to an embodiment of the present invention.
  • FIG. 7 is a block schematic diagram of a hybrid vehicle in accordance with an embodiment of the present invention.
  • the hybrid vehicle includes an active suspension system.
  • the active vibration damping control method of the hybrid vehicle may include the following steps:
  • determining whether the hybrid vehicle is in an idle charging condition according to the vehicle speed sensor signal and the crank sensor signal comprises: determining whether the hybrid vehicle is in an idle condition according to the vehicle speed sensor signal and the crank sensor signal, and according to the crankshaft
  • the sensor signal determines whether the engine speed is in a preset speed range corresponding to the charging condition; if the hybrid vehicle is in an idle condition and the engine speed is in a preset speed range corresponding to the charging condition, determining that the hybrid vehicle is in an idle charging condition .
  • the preset speed range may be calibrated according to actual conditions, for example, the preset speed range may be 900r/min-2000r/min.
  • the engine speed and the vibration period are calculated according to the crankshaft sensor signal, and the movement position of the piston in the engine is detected by the camshaft sensor, and the piston in the engine according to the engine speed and the vibration period.
  • the motion position estimates the vibration state of the engine, and calculates the target current value based on the vibration state of the engine.
  • the vibration state of the engine includes the vibration magnitude and the vibration frequency.
  • the vehicle speed sensor signal and the crankshaft sensor signal are acquired and counted. It is judged whether the value of the acquired signal is within the range of the idle charging condition of the engine. If not, enter the processing of other operating conditions (such as acceleration, deceleration, etc.); if so, calculate the engine speed and vibration period based on the crankshaft sensor signal, wherein the engine speed is equal to the number of revolutions per minute of the crankshaft, the engine The vibration period can be calculated based on the number of cylinders of the engine and the number of revolutions of the engine.
  • the crankshaft is rotated twice in each working cycle of the engine, and in each working cycle, four cylinders are fired and exploded once in the order of 1342, that is, the engine will explode twice per revolution, that is, the engine. It vibrates twice per revolution. If the engine speed is 6000r/min, the engine's vibration period is 1/200s. At the same time, the motion state of the engine piston is also derived from the signal waveform output from the camshaft sensor.
  • the vibration state of the engine at this time is estimated by the sampling method or the like, and then the required target current value A is obtained by sampling or table lookup according to the vibration state of the engine. .
  • the calculation method in the prior art can be sampled.
  • step of obtaining the charging power of the hybrid vehicle may also be performed after determining that the hybrid vehicle is in an idle charging condition based on the vehicle speed sensor signal and the crank sensor signal.
  • the target current value A is also adjusted according to the charging power of the power battery to obtain the first corrected current value A', so that the corrected target current value is more consistent.
  • the actual working conditions are more conducive to the vibration reduction and noise reduction of the active suspension.
  • a pre-processing (such as steps S1-S2) can be set.
  • the pre-processing function is to calculate a target current value A in advance by using the time before the communication is completed, and directly use the target current value A after the communication ends. Thereby effectively reducing the calculation time after the end of communication.
  • the active suspension system when determining whether the hybrid vehicle is in an idle charging condition based on the vehicle speed sensor signal and the crank sensor signal, the active suspension system also confirms the current communication by communicating with the vehicle controller of the hybrid vehicle. Whether the current working condition of the hybrid vehicle in the cycle is an idle charging condition.
  • the target current value A is corrected in accordance with the charging power of the hybrid vehicle to obtain the first corrected current value A'.
  • the first correction current value is applied to the actuator, and the actuator adjusts the dynamic stiffness of the active suspension system of the hybrid vehicle according to the first correction current value to perform vibration reduction control on the hybrid vehicle.
  • the drive signal is also output to the drive circuit based on the first corrected current value to drive the actuator to operate.
  • the cylinder explosion timing can be derived based on the signal waveform of the camshaft sensor and the vehicle communication signal, and the cylinder explosion timing can be determined in advance to estimate the delay time of the first correction current value A'. It is judged whether or not the delay time has arrived, and if it is reached, the drive signal generated based on the first corrected current value A' is input to the drive circuit.
  • the driving circuit outputs an operating current to the actuator according to the driving signal, and the actuator adjusts the electromagnetic induction device in the active suspension according to the working current to realize the up and down movement of the mechanical structure to change the damping and dynamic stiffness of the active suspension, thereby
  • the vehicle can reduce the vibration and noise reduction function under the idling condition, and improve the user's ride comfort; otherwise, enter the waiting state until the delay time arrives.
  • the active vibration damping control method of the hybrid vehicle according to the embodiment of the invention can not only realize the active vibration damping control of the hybrid vehicle under the idle charging condition, but also has high timeliness, the algorithm is more accurate, and the vibration damping effect is more good.
  • the camshaft sensor signal is used to predetermine the effective time of the vibration reduction and noise reduction control, so that the action time of the vibration reduction control is more accurate and the vibration damping effect is more effective.
  • the operating temperature of the actuator is also monitored, and the first correction is made according to the operating temperature. The current value is adjusted.
  • the active vibration damping control method of the hybrid vehicle further includes: detecting an output current of the driving circuit to obtain an operating temperature of the actuator; and correcting the first correction current according to an operating temperature of the actuator The value is adjusted.
  • the output current of the driving circuit can be used to calculate the resistance value of the coil, and then the actuator is calculated based on the resistance value.
  • the working temperature is finally calculated based on the operating temperature, and the first corrected current value A' is adjusted according to the working state, and the dynamic stiffness of the active suspension is adjusted according to the adjusted current value. Therefore, before the current damping effect is generated, the magnitude of the first correction current value at each moment is adjusted by monitoring the operating temperature of the actuator, thereby eliminating the influence of the temperature on the actuator and achieving the vibration damping effect.
  • the purpose of active adjustment is to have a better damping effect.
  • the vibration damping effect After adjusting the dynamic stiffness of the active suspension, if the vibration damping effect is not monitored, it is impossible to judge whether the vibration damping is effective and what kind of vibration damping effect, and if the vibration damping effect can be monitored, and according to the current reduction The vibration effect adjusts the first correction current value of the next cycle, and the obtained first correction current value is more reasonable, and the vibration damping effect is better.
  • the active vibration damping control method of the hybrid vehicle further includes: detecting an acceleration of the hybrid vehicle by the acceleration sensor to obtain vibration information of the hybrid vehicle; and determining the mixing according to the vibration information of the hybrid vehicle. Whether the current vibration value of the power car is greater than a preset vibration threshold; if the current vibration value of the hybrid vehicle is greater than the preset vibration threshold, the first correction current value is secondarily corrected to obtain a second correction current value for the actuator The dynamic stiffness of the active suspension system of the hybrid vehicle is adjusted according to the second corrected current value.
  • the current vibration value of the vehicle is estimated by the signal waveform of the acceleration sensor, and then compared with the preset vibration threshold. If the vibration value is greater than the preset vibration threshold, the damping effect is not good.
  • the target current correction signal is output according to the difference between the vibration value and the preset vibration threshold, and the first correction current value is corrected according to the target current correction signal.
  • A' is corrected, and then the dynamic stiffness of the active suspension is adjusted according to the corrected target current value, that is, according to the second corrected current value A".
  • the vibration damping effect is monitored by the acceleration sensor, and feedback is performed for the case where the vibration damping effect cannot be satisfied, so as to correct the first correction current value to form a closed loop adjustment.
  • the vibration damping effect is more obvious, and the ride comfort can be greatly improved.
  • the active suspension system communicates with the vehicle controller of the hybrid vehicle in the next communication cycle to confirm that the current operating condition of the hybrid vehicle is still an idle charging condition, Whether the obtained charging power changes, wherein if a change occurs, the target current value is corrected according to the changed charging power to obtain a third corrected current value, so that the third corrected current value is applied when the delay time arrives The actuator; if there is no change, keep the operating current applied to the actuator unchanged.
  • the actuator is directly controlled by the target current value obtained in the last signal cycle, thereby simplifying the calculation process and ensuring the accuracy of the calculation; if there is a change, Then, the latest target current value calculated after the preprocessing is called, and the target current value is corrected according to the obtained charging power of the hybrid vehicle to obtain the latest first corrected current value, that is, the third corrected current value.
  • the actuator is always controlled using the target current value finally obtained in the previous signal cycle.
  • the active vibration damping control of the hybrid vehicle may include the following steps:
  • step S801 communicating with the vehicle controller to determine whether the hybrid vehicle is in an idle charging condition. If yes, go to step S803; if no, go to the other working conditions identified.
  • step S805 determining whether the delay signal is OFF, that is, determining whether the delay time is over. If yes, go to step S806; if no, go back to step S805.
  • the first corrected current value A' is input to the drive circuit.
  • the first correction current value A' is adjusted according to the operating current.
  • step S811 determining whether the vibration damping effect meets the condition according to the signal waveform of the acceleration sensor. If yes, the vibration reduction and noise reduction of the signal period is ended; if not, step S812 is performed.
  • the adjusted A' is corrected according to the damping effect to obtain a second corrected current value A".
  • FIG. 3 is a flow chart of active damping control corresponding to the second and above signal periods (n ⁇ 2) when the hybrid vehicle is in an idle charging condition according to an embodiment of the present invention.
  • the active vibration damping control of the hybrid vehicle may include the following steps:
  • step S901 communicating with the vehicle controller to determine whether the hybrid vehicle is still in an idle charging condition. If yes, go to step S902; if no, go to the other working conditions identified.
  • step S902 determining whether the charging power has changed. If yes, go to step S903; if no, go to step S905.
  • step S907 determining whether the delay signal is OFF, that is, determining whether the delay time is over. If yes, go to step S908; if no, go back to step S907.
  • the third correction current value A1' or the second correction current value A" is input to the drive circuit.
  • S911 adjusts the third correction current value A1' or the second correction current value A" current value according to the operating current.
  • step S913 determining whether the vibration damping effect meets the condition according to the signal waveform of the acceleration sensor. If yes, the vibration and noise reduction of the signal period is ended; if not, step S914 is performed.
  • the adjusted current value is corrected according to the vibration damping effect.
  • FIG. 4 is a graph showing a relationship between a signal output from a camshaft sensor and a target current value, in accordance with one embodiment of the present invention.
  • q5 is the signal output by the camshaft sensor
  • F is the PWM signal required to generate the target current value
  • a and a1 are the initial phase difference before and after the correction, respectively
  • b and b1 are the time lengths of the high-level signal before and after the correction.
  • c, c1 are the length of time of one signal period before and after correction, wherein the duty ratio is b/c, b1/c1.
  • the signal existing in the automobile such as the crank sensor, the camshaft sensor, and the vehicle speed sensor is used as the input signal of the vibration damping control, and the signal acquisition is more convenient and effective.
  • the effective moment of the vibration reduction and noise reduction control is determined in advance by using the camshaft sensor signal, so that the action time of the vibration damping control is more accurate, and the vibration damping effect is more effective.
  • the operating current of the driving circuit is taken as the input signal, the target current value is actively adjusted, and the signal of the acceleration sensor is used as a feedback signal, and the target current value is closed-loop adjusted, so that the signal processing is more strict and effective, so that the signal can be better
  • the vibration and noise reduction control is realized to achieve the effects of attenuating vibration and reducing noise, and improving user comfort.
  • the active vibration damping control method of the hybrid vehicle determines whether the hybrid vehicle is in an idle charging condition according to the vehicle speed sensor signal and the crank sensor signal when the engine of the hybrid vehicle is operating. Yes, the engine speed and the vibration period are calculated based on the crankshaft sensor signal, and the movement position of the piston in the engine is detected according to the camshaft sensor, thereby calculating the target current value. At the same time, the charging power of the hybrid vehicle is obtained. Then, the target current value is corrected according to the charging power of the hybrid vehicle to obtain a first corrected current value.
  • the cylinder explosion time of the engine is estimated according to the signal waveform outputted by the camshaft sensor to obtain the delay time of the first correction current value, and when the delay time arrives, the first correction current value is applied to the actuator to perform the vehicle Vibration reduction control. Therefore, the active vibration reduction control of the vehicle under idle charging conditions is realized, which has high timeliness, and the effective moment of the vibration reduction and noise reduction control is pre-determined by the camshaft sensor signal, so that the action time of the vibration reduction control is more accurate and reduced. The vibration effect is more effective.
  • FIG. 5 is a block schematic diagram of an active vibration damping control apparatus of a hybrid vehicle according to an embodiment of the present invention.
  • the active vibration damping control apparatus of the hybrid vehicle includes: a first acquisition module 11, a first determination module 12, a vibration period calculation module 13, a piston state detection module 14, a vibration state estimation module 15, and a target current.
  • the vibration state estimating module 15 is configured to estimate the vibration state of the engine according to the engine speed and the vibration period, the moving position of the piston in the engine;
  • the target current computing module 16 is configured to calculate the target current according to the vibration state of the engine
  • the main control module 17 is configured to obtain the charging power of the hybrid vehicle when the first determining module 12 determines whether the hybrid vehicle is in an idle charging condition;
  • the first current correcting module 18 is configured to use the charging power of the hybrid vehicle.
  • the calibration current value is corrected to obtain a first correction current value;
  • the delay time acquisition module 19 is configured to estimate the cylinder explosion timing of the engine according to the signal waveform output by the camshaft sensor, and predetermine the cylinder explosion timing to obtain the first correction current.
  • the delay time of the value; the drive control module 20 is configured to apply the first corrected current value to the actuator 21 when the delay time arrives, so that the actuator 21 adjusts the motion of the active suspension system of the hybrid vehicle according to the first corrected current value. Stiffness to control the vibration of hybrid vehicles.
  • the main control module 17 is further configured to confirm the current communication cycle by communicating with the vehicle controller of the hybrid vehicle when the first determination module 12 determines whether the hybrid vehicle is in an idle charging condition. Whether the current working condition of the hybrid vehicle is an idle charging condition.
  • the active vibration damping control device of the hybrid vehicle further includes a driving circuit 22, wherein the driving control module 19 is further configured to output a driving signal to the driving circuit 22 according to the first corrected current value,
  • the actuator 20 is driven by the drive circuit 22 to operate.
  • the active vibration damping control device of the hybrid vehicle further includes: a current detecting module 23 and a target current correcting module 24, and the current detecting module 23 is configured to detect the driving circuit 22 The output current is used to obtain the operating temperature of the actuator; the target current correction module 24 is configured to adjust the first corrected current value according to the operating temperature of the actuator 21.
  • the active vibration damping control device of the hybrid vehicle further includes: a fourth determining module 25, wherein the fourth determining module 25 is configured to detect the hybrid vehicle by the acceleration sensor. Acceleration to obtain the vibration information of the hybrid vehicle, and determine whether the current vibration value of the hybrid vehicle is greater than a preset vibration threshold according to the vibration information of the hybrid vehicle, and pass the target when the current vibration value of the hybrid vehicle is greater than the preset vibration threshold
  • the current correction module 24 corrects the first correction current value to obtain a second current correction value, so that the actuator 21 adjusts the dynamic stiffness of the active suspension system of the hybrid vehicle according to the second correction current value.
  • the first determining module 12 determines, according to the vehicle speed sensor signal and the crank sensor signal, whether the hybrid vehicle is in an idle charging condition, and determines whether the hybrid vehicle is in an idle condition according to the vehicle speed sensor signal and the crank sensor signal. And determining, according to the crankshaft sensor signal, whether the engine speed is in a preset speed range corresponding to the charging condition, wherein if the hybrid vehicle is in an idle condition and the engine speed is in a preset speed range corresponding to the charging condition, the first determining module 12 judges that the hybrid car is in an idle charging condition.
  • the fifth judgment is passed.
  • a module determines whether the acquired charging power changes, wherein if a change occurs, the first current correction mode 18 block corrects the target current value according to the changed charging power to obtain a third correction current. The value is such that the drive control module applies a third correction current value to the actuator 21 when the delay time arrives; if no change occurs, the target current correction module 24 maintains the output current output to the actuator 21 unchanged.
  • An active vibration damping control device for a hybrid vehicle when the engine of the hybrid vehicle is operating, determining whether the hybrid vehicle is in an idle charging condition according to the vehicle speed sensor signal and the crank sensor signal, and if so, according to the crankshaft
  • the sensor signal calculates the engine speed and vibration period, and detects the movement position of the piston in the engine according to the camshaft sensor, thereby calculating the target current value.
  • the charging power of the hybrid vehicle is obtained.
  • the target current value is corrected according to the charging power of the hybrid vehicle to obtain a first corrected current value.
  • the cylinder explosion time of the engine is estimated according to the signal waveform outputted by the camshaft sensor to obtain the delay time of the first correction current value, and when the delay time arrives, the first correction current value is applied to the actuator to perform the vehicle Vibration reduction control. Therefore, the active vibration reduction control of the vehicle under idle charging conditions is realized, which has high timeliness, and the effective moment of the vibration reduction and noise reduction control is pre-determined by the camshaft sensor signal, so that the action time of the vibration reduction control is more accurate and reduced. The vibration effect is more effective.
  • FIG. 7 is a block schematic diagram of a hybrid vehicle in accordance with an embodiment of the present invention.
  • the automobile 1000 includes the above-described active vibration damping control device 100 of a hybrid vehicle.
  • the active vibration damping control device of the hybrid vehicle described above can realize the active vibration damping control of the vehicle under the idle charging condition, has high timeliness, and uses the camshaft sensor signal. Predetermining the effective time of the vibration reduction and noise reduction control makes the action time of the vibration reduction control more accurate and the vibration damping effect more effective.
  • first and second are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated.
  • features defining “first” or “second” may include at least one of the features, either explicitly or implicitly.
  • the meaning of "a plurality” is at least two, such as two, three, etc., unless specifically defined otherwise.
  • the terms “installation”, “connected”, “connected”, “fixed” and the like shall be understood broadly, and may be either a fixed connection or a detachable connection, unless explicitly stated and defined otherwise. , or integrated; can be mechanical or electrical connection; can be directly connected, or indirectly connected through an intermediate medium, can be the internal communication of two elements or the interaction of two elements, unless otherwise specified Limited.
  • the specific meanings of the above terms in the present invention can be understood on a case-by-case basis.
  • the first feature "on” or “under” the second feature may be a direct contact of the first and second features, or the first and second features may be indirectly through an intermediate medium, unless otherwise explicitly stated and defined. contact.
  • the first feature "above”, “above” and “above” the second feature may be that the first feature is directly above or above the second feature, or merely that the first feature level is higher than the second feature.
  • the first feature “below”, “below” and “below” the second feature may be that the first feature is directly below or obliquely below the second feature, or merely that the first feature level is less than the second feature.

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Abstract

一种混合动力汽车（1000）及其的主动减振控制方法和装置（100），该方法包括以下步骤：在根据车速传感器信号和曲轴传感器信号判断混合动力汽车（1000）处于怠速充电工况时，根据发动机的转速和振动周期及活塞运动位置计算目标电流值（A），同时与整车控制器进行通信以获取混合动力汽车（1000）的充电功率，并根据充电功率对目标电流值（A）进行修正获得第一修正电流值（A'）；根据凸轮轴传感器信号获取延迟时间；当延迟时间到达时，将第一修正电流值（A'）施加至作动器（21），以对混合动力汽车（1000）进行减振控制。从而实现怠速充电工况下的主动减振控制，具有较高的时效性，而且运用凸轮轴传感器信号预先判断减振降噪控制的有效时刻，减振效果更加有效。

Description

混合动力汽车及其的主动减振控制方法和装置
本申请要求于2017年01月20日提交中国专利局、申请号为201710042264.7、发明名称为“混合动力汽车及其的主动减振控制方法和装置”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本发明涉及汽车技术领域，特别涉及一种混合动力汽车的主动减振控制方法、一种混合动力汽车的主动减振控制装置和一种具有该装置的混合动力汽车。
背景技术
随着社会技术的进步，人们对舒适性的要求越来越高，而乘坐舒适性已经成为衡量汽车性能的一项重要指标。其中，影响乘坐舒适性的主要因素是汽车振动，而引起汽车振动的原因有很多，发动机振动作为主要原因之一值得引起重视。发动机振动主要由发动机汽缸内的燃烧与活塞的往复运动所致，该振动经发动机悬置系统传递到车架，进而传递到驾驶室内，影响乘坐的舒适性。
为了提高乘坐舒适性，需设计合理的悬置系统来达到衰减振动的目的。悬置系统的发展主要经历了橡胶悬置、液压悬置和主动悬置的过程，其中，橡胶悬置因自身材料影响，耐高低温性能较差且不耐油；液压悬置在高频下会出现动态液化现象；半主动悬置的动力学响应对结构参数敏感，需严格的设计要求和制造工艺。因此，需要加大对主动悬置的研究。
发明内容
本申请是基于发明人对以下问题的认识和研究做出的：
相关技术中提供了一种防振控制算法，是基于检测发动机旋转变动的传感器的输出，来推测出发动机振动第1周期的振动状态，同时计算出周期长度和目标电流值波形，并以恒定的采样周期对该目标电流值波形进行采样，以获得目标电流值的数据集合。当向驱动部输出目标电流值时，基于规定个数的曲柄脉冲间隔推测发动机振动第3周期的周期长度，并由此修正获得的目标电流值的数据集合。
发明人发现：上述控制算法仅仅针对的是燃油车，并未涉及到混合动力汽车的减振控制。并且，上述控制算法是根据发动机振动的第1周期的振动状态 和目标电流值等来推算第3周期的振动状态和目标电流值等，不具有时效性，不能实现对振动的实时调整，而且不适用于发动机转速比较稳定的工况。
本发明旨在至少在一定程度上解决相关技术中的技术问题之一。为此，本发明的一个目的在于提出一种混合动力汽车的主动减振控制方法，能够实现怠速充电工况下汽车的主动减振控制，具有较高的时效性，而且运用凸轮轴传感器信号预先判断减振降噪控制的有效时刻，使得减振控制的作用时间更为准确，减振效果更加有效。
本发明的另一个目的在于提出一种混合动力汽车的主动减振控制方法。
本发明的又一个目的在于提出一种混合动力汽车。
为实现上述目的，本发明一方面实施例提出了一种混合动力汽车的主动减振控制方法，所述混合动力汽车包括主动悬置系统，所述方法包括以下步骤：当所述混合动力汽车的发动机工作时，获取所述混合动力汽车的车速传感器信号和曲轴传感器信号，并根据所述车速传感器信号和曲轴传感器信号判断所述混合动力汽车是否处于怠速充电工况；如果所述混合动力汽车处于怠速充电工况，则根据所述曲轴传感器信号计算发动机的转速和振动周期，并通过凸轮轴传感器检测所述发动机中活塞的运动位置，以及根据所述发动机的转速和振动周期、所述发动机中活塞的运动位置推算所述发动机的振动状态，并根据所述发动机的振动状态计算目标电流值；根据获取到的混合动力汽车的充电功率对所述目标电流值进行修正以获得第一修正电流值；根据所述凸轮轴传感器输出的信号波形推算所述发动机的汽缸爆炸时刻，并对所述汽缸爆炸时刻进行预先判断以获取所述第一修正电流值的延迟时间；当所述延迟时间到达时，将所述第一修正电流值施加至作动器，所述作动器根据所述第一修正电流值调节所述混合动力汽车的主动悬置系统的动刚度以对所述混合动力汽车进行减振控制。
根据本发明实施例的混合动力汽车的主动减振控制方法，当混合动力汽车的发动机工作时，根据车速传感器信号和曲轴传感器信号判断混合动力汽车是否处于怠速充电工况，如果是，则根据曲轴传感器信号计算发动机的转速和振动周期，并根据凸轮轴传感器检测发动机中活塞的运动位置，进而计算获得目标电流值。获取混合动力汽车的充电功率。然后，根据混合动力汽车的充电功率对目标电流值进行修正以获得第一修正电流值。最后，根据凸轮轴传感器输 出的信号波形推算发动机的汽缸爆炸时刻，以获取第一修正电流值的延迟时间，当延迟时间到达时，将第一修正电流值施加至作动器，以对汽车进行减振控制。从而实现怠速充电工况下汽车的主动减振控制，具有较高的时效性，而且运用凸轮轴传感器信号预先判断减振降噪控制的有效时刻，使得减振控制的作用时间更为准确，减振效果更加有效。
根据本发明的一个实施例，当根据所述车速传感器信号和曲轴传感器信号判断所述混合动力汽车是否处于怠速充电工况时，所述主动悬置系统还通过与所述混合动力汽车的整车控制器进行通信以确认当前通信周期内所述混合动力汽车的当前工况是否为所述怠速充电工况。
根据本发明的一个实施例，还根据所述第一修正电流值输出驱动信号至驱动电路，以通过所述驱动电路驱动所述作动器进行工作。
根据本发明的一个实施例，上述的混合动力汽车的主动减振控制方法，还包括：检测所述驱动电路的输出电流以获取所述作动器的工作温度；根据所述作动器的工作温度对所述第一修正电流值进行调整。
根据本发明的一个实施例，上述的混合动力汽车的主动减振控制方法，还包括：通过加速度传感器检测所述混合动力汽车的加速度以获取所述混合动力汽车的振动信息；根据所述混合动力汽车的振动信息判断所述混合动力汽车的当前振动值是否大于预设振动阈值；如果所述混合动力汽车的当前振动值大于预设振动阈值，则对所述第一修正电流值进行二次修正以获得第二修正电流值，以便所述作动器根据所述第二修正电流值调节所述混合动力汽车的主动悬置系统的动刚度。
根据本发明的一个实施例，根据所述车速传感器信号和曲轴传感器信号判断所述混合动力汽车是否处于怠速充电工况，包括：根据所述车速传感器信号和曲轴传感器信号判断所述混合动力汽车是否处于怠速工况，并根据所述曲轴传感器信号判断所述发动机的转速是否处于充电工况对应的预设转速区间；如果所述混合动力汽车处于怠速工况且所述发动机的转速处于充电工况对应的预设转速区间，则判断所述混合动力汽车处于怠速充电工况。
根据本发明的一个实施例，当所述主动悬置系统在下一通信周期通过与所述混合动力汽车的整车控制器进行通信以确认所述混合动力汽车的当前工况 仍为所述怠速充电工况时，判断获取的充电功率是否发生变化，其中，如果发生变化，则根据变化后的充电功率对所述目标电流值进行修正以获得第三修正电流值，以在所述延迟时间到达时将所述第三修正电流值施加至作动器；如果未发生变化，则保持施加至所述作动器的工作电流不变。
根据本发明的一个实施例，当根据所述车速传感器信号和曲轴传感器信号判断所述混合动力汽车是否处于怠速充电工况时，获取所述混合动力汽车的充电功率。
为实现上述目的，本发明另一方面实施例提出的一种混合动力汽车的主动减振控制装置，包括：第一获取模块，所述第一获取模块用于在混合动力汽车的发动机工作时获取所述混合动力汽车的车速传感器信号和曲轴传感器信号；第一判断模块，所述第一判断模块用于根据所述车速传感器信号和曲轴传感器信号判断所述混合动力汽车是否处于怠速充电工况；振动周期运算模块，所述振动周期运算模块用于在所述混合动力汽车处于怠速充电工况时根据所述曲轴传感器信号计算所述发动机的转速和振动周期；活塞状态检测模块，所述活塞状态检测模块用于根据凸轮轴传感器输出的信号波形检测所述发动机中活塞的运动位置；振动状态推测模块，所述振动状态推测模块用于根据所述发动机的转速和振动周期、所述发动机中活塞的运动位置推算所述发动机的振动状态；目标电流运算模块，所述目标电流运算模块用于根据所述发动机的振动状态计算目标电流值；第一电流修正模块，所述第一电流修正模块用于根据获取到的混合动力汽车的充电功率对所述目标电流值进行修正以获得第一修正电流值；延时时间获取模块，所述延时时间获取模块用于根据所述凸轮轴传感器输出的信号波形推算所述发动机的汽缸爆炸时刻，并对所述汽缸爆炸时刻进行预先判断以获取所述第一修正电流值的延迟时间；驱动控制模块，所述驱动控制模块用于所述延迟时间到达时将所述第一修正电流值施加至作动器，以便所述作动器根据所述第一修正电流值调节所述混合动力汽车的主动悬置系统的动刚度以对所述混合动力汽车进行减振控制。
根据本发明实施例的混合动力汽车的主动减振控制装置，当混合动力汽车的发动机工作时，根据车速传感器信号和曲轴传感器信号判断混合动力汽车是否处于怠速充电工况，如果是，则根据曲轴传感器信号计算发动机的转速和振 动周期，并根据凸轮轴传感器检测发动机中活塞的运动位置，进而计算获得目标电流值。获取混合动力汽车的充电功率。然后，根据混合动力汽车的充电功率对目标电流值进行修正以获得第一修正电流值。最后，根据凸轮轴传感器输出的信号波形推算发动机的汽缸爆炸时刻，以获取第一修正电流值的延迟时间，当延迟时间到达时，将第一修正电流值施加至作动器，以对汽车进行减振控制。从而实现怠速充电工况下汽车的主动减振控制，具有较高的时效性，而且运用凸轮轴传感器信号预先判断减振降噪控制的有效时刻，使得减振控制的作用时间更为准确，减振效果更加有效。
根据本发明的一个实施例，还包括主控模块，所述主控模块用于在所述第一判断模块判断所述混合动力汽车是否处于怠速充电工况时，获取所述混合动力汽车的充电功率。
根据本发明的一个实施例，所述主控模块还用于在所述第一判断模块判断所述混合动力汽车是否处于怠速充电工况时，通过与所述混合动力汽车的整车控制器进行通信以确认当前通信周期内所述混合动力汽车的当前工况是否为所述怠速充电工况。
根据本发明的一个实施例，上述的混合动力汽车的主动减振控制装置，还包括驱动电路，其中，所述驱动控制模块还用于根据所述第一修正电流值输出驱动信号至驱动电路，以通过所述驱动电路驱动所述作动器进行工作。
根据本发明的一个实施例，上述的混合动力汽车的主动减振控制装置，还包括：电流检测模块，所述电流检测模块用于检测所述驱动电路的输出电流以获取所述作动器的工作温度；目标电流修正模块，所述目标电流修正模块用于根据所述作动器的工作温度对所述第一修正电流值进行调整。
根据本发明的一个实施例，上述的混合动力汽车的主动减振控制装置，还包括：第四判断模块，所述第四判断模块用于通过加速度传感器检测所述混合动力汽车的加速度以获取所述混合动力汽车的振动信息，并根据所述混合动力汽车的振动信息判断所述混合动力汽车的当前振动值是否大于预设振动阈值，以及在所述混合动力汽车的当前振动值大于预设振动阈值时通过所述目标电流修正模块对所述第一修正电流值进行修正以获得第二电流修正值，以便所述作动器根据所述第二修正电流值调节所述混合动力汽车的主动悬置系统的动 刚度。
根据本发明的一个实施例，所述第一判断模块根据所述车速传感器信号和曲轴传感器信号判断所述混合动力汽车是否处于怠速充电工况时，根据所述车速传感器信号和曲轴传感器信号判断所述混合动力汽车是否处于怠速工况，并根据所述曲轴传感器信号判断所述发动机的转速是否处于充电工况对应的预设转速区间，其中，如果所述混合动力汽车处于怠速工况且所述发动机的转速处于充电工况对应的预设转速区间，所述第一判断模块则判断所述混合动力汽车处于怠速充电工况。
根据本发明的一个实施例，当所述主控模块在下一通信周期通过与所述混合动力汽车的整车控制器进行通信以确认所述混合动力汽车的当前工况仍为所述怠速充电工况时，通过第五判断模块判断获取的充电功率是否发生变化，其中，如果发生变化，所述第一电流修正模块则根据变化后的充电功率对所述目标电流值进行修正以获得第三修正电流值，以便所述驱动控制模块在所述延迟时间到达时将所述第三修正电流值施加至作动器；如果未发生变化，则通过目标电流修正模块保持输出至所述作动器的工作电流不变。
为实现上述目的，本发明又一方面实施例提出了一种汽车，其包括上述的汽车的主动减振控制装置。
本发明实施例的混合动力汽车，通过上述的混合动力汽车的主动减振控制装置，能够实现怠速充电工况下汽车的主动减振控制，具有较高的时效性，而且运用凸轮轴传感器信号预先判断减振降噪控制的有效时刻，使得减振控制的作用时间更为准确，减振效果更加有效。
附图说明
图1是根据本发明实施例的混合动力汽车的主动减振控制方法的流程图；
图2是根据本发明一个实施例的混合动力汽车处于怠速充电工况时第一个信号周期(n＝1)对应的主动减振控制的流程图；
图3是根据本发明一个实施例的混合动力汽车处于怠速充电工况时第二及以上个信号周期(n≥2)对应的主动减振控制的流程图；
图4是根据本发明一个实施例的凸轮轴传感器输出的信号、温度、转速与 第一修正电流值的PWM信号关系图；
图5是根据本发明实施例的混合动力汽车的主动减振控制装置的方框示意图；
图6是根据本发明一个实施例的混合动力汽车的主动减振控制装置的方框示意图；
图7是根据本发明实施例的混合动力汽车的方框示意图。
具体实施方式
下面详细描述本发明的实施例，所述实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，旨在用于解释本发明，而不能理解为对本发明的限制。
下面参照附图来描述根据本发明实施例提出的混合动力汽车的主动减振控制方法、混合动力汽车的主动减振控制装置和具有该装置的混合动力汽车。
图1是根据本发明实施例的混合动力汽车的主动减振控制方法的流程图。其中，混合动力汽车包括主动悬置系统。如图1所示，该混合动力汽车的主动减振控制方法可包括以下步骤：
S1，当混合动力汽车的发动机工作时，获取混合动力汽车的车速传感器信号和曲轴传感器信号，并根据车速传感器信号和曲轴传感器信号判断混合动力汽车是否处于怠速充电工况。
根据本发明的一个实施例，根据车速传感器信号和曲轴传感器信号判断混合动力汽车是否处于怠速充电工况，包括：根据车速传感器信号和曲轴传感器信号判断混合动力汽车是否处于怠速工况，并根据曲轴传感器信号判断发动机的转速是否处于充电工况对应的预设转速区间；如果混合动力汽车处于怠速工况且发动机的转速处于充电工况对应的预设转速区间，则判断混合动力汽车处于怠速充电工况。其中，预设转速区间可根据实际情况进行标定，例如预设转速区间可以为900r/min-2000r/min。
S2，如果混合动力汽车处于怠速充电工况，则根据曲轴传感器信号计算发动机的转速和振动周期，并通过凸轮轴传感器检测发动机中活塞的运动位置，以及根据发动机的转速和振动周期、发动机中活塞的运动位置推算发动机的振 动状态，并根据发动机的振动状态计算目标电流值。其中，发动机的振动状态包括振动大小和振动频率。
具体地，当混合动力汽车的发动机工作时，获取车速传感器信号和曲轴传感器信号并计数。判断所获取的信号的数值是否在发动机的怠速充电工况范围内。如果不是，则进入其他工况(如加速、减速等)的处理；如果是，则根据曲轴传感器信号计算发动机的转速和振动周期，其中，发动机的转速等于每分钟曲轴转动的圈数，发动机的振动周期可根据发动机的汽缸数和发动机的转速计算获得。以四缸发动机为例，发动机的每个工作循环中曲轴转动两圈，并且每个工作循环中，四个汽缸按照1342的顺序点火爆炸各一次，即发动机每转会爆炸两次，也就是发动机每转会振动两次，如果发动机的转速为6000r/min，那么发动机的振动周期为1/200s。同时，还通过凸轮轴传感器输出的信号波形推算出发动机活塞的运动状态。
然后，根据发动机的转速和发动机活塞的运动状态，利用采样法等推算出此时发动机的振动状态，进而根据发动机的振动状态，通过采样法或查表法等计算获得所需的目标电流值A。具体可采样现有技术中的计算方法。
S3，当根据车速传感器信号和曲轴传感器信号判断混合动力汽车是否处于怠速充电工况时，获取混合动力汽车的充电功率。
本领域技术人员容易理解的是，所述获取混合动力汽车的充电功率的步骤也可以在根据车速传感器信号和曲轴传感器信号判断混合动力汽车处于怠速充电工况之后进行。
S4，根据混合动力汽车的充电功率对目标电流值进行修正以获得第一修正电流值。
具体而言，由于充电功率会对发动机的振动产生影响，所以还根据动力电池的充电功率对目标电流值A进行调整，以获得第一修正电流值A’，这样修正后的目标电流值更加符合实际工况，更有利于主动悬置的减振降噪。
由于充电功率需要通过整车控制器与电池管理单元进行通信获取，或者直接与电池管理单元进行通信获取，而且该通信周期比发动机的振动周期大很多倍，所以为了减少在通信完成后的计算时间，可以设置一个预处理(如步骤S1-S2)，该预处理的作用就是利用通信完成前的时间，预先计算出一个目标 电流值A，并在通信结束后，直接利用该目标电流值A，从而有效减少通信结束后的计算时间。
根据本发明的一个实施例，当根据车速传感器信号和曲轴传感器信号判断混合动力汽车是否处于怠速充电工况时，主动悬置系统还通过与混合动力汽车的整车控制器进行通信以确认当前通信周期内混合动力汽车的当前工况是否为怠速充电工况。
也就是说，为了保证工况判断的准确性，还通过与混合动力汽车的整车控制器进行通信以确认当前工况是否为怠速充电工况。如果是，则根据混合动力汽车的充电功率对目标电流值A进行修正以获得第一修正电流值A’。
S5，根据凸轮轴传感器输出的信号波形推算发动机的汽缸爆炸时刻，并对汽缸爆炸时刻进行预先判断以获取第一修正电流值的延迟时间。
S6，当延迟时间到达时，将第一修正电流值施加至作动器，作动器根据第一修正电流值调节混合动力汽车的主动悬置系统的动刚度以对混合动力汽车进行减振控制。
根据本发明的一个实施例，还根据第一修正电流值输出驱动信号至驱动电路，以通过驱动电路驱动作动器进行工作。
具体地，可以根据凸轮轴传感器的信号波形以及整车通信信号，推算出汽缸爆炸时刻，对汽缸爆炸时刻进行预先判断，以推算出第一修正电流值A’的延迟时间。判断延迟时间是否到达，若到达，则将根据第一修正电流值A’生成的驱动信号输入至驱动电路中。驱动电路根据驱动信号向作动器输出工作电流，作动器根据工作电流对主动悬置中的电磁感应装置进行调节，实现机械结构的上下运动，以改变主动悬置的阻尼和动刚度，从而实现汽车在怠速工况下的减振降噪功能，提高用户的乘车舒适度；否则，进入等待状态，直至延时时间到达。
根据本发明实施例的混合动力汽车的主动减振控制方法，不仅能够实现混合动力汽车在怠速充电工况下的主动减振控制，而且具有较高的时效性，算法更精确，减振效果更佳。同时，运用凸轮轴传感器信号预先判断减振降噪控制的有效时刻，使得减振控制的作用时间更为准确，减振效果更加有效。
另外，在实际应用中，由于温度会对作动器的减振效果产生影响，为了能 够达到更好的减振效果，还对作动器的工作温度进行监测，并根据工作温度对第一修正电流值进行调整。
根据本发明的一个实施例，上述的混合动力汽车的主动减振控制方法，还包括：检测驱动电路的输出电流以获取作动器的工作温度；根据作动器的工作温度对第一修正电流值进行调整。
具体而言，由于驱动电路中线圈的电阻会随着温度的升高而增大，所以可以利用驱动电路的输出电流来计算线圈的电阻值，然后根据该电阻值推算出此时作动器的工作温度，最后根据工作温度推算出作动器的工作状态，并根据工作状态对第一修正电流值A’进行调整，以及根据调整后的电流值对主动悬置的动刚度进行调整。从而在未产生本次减振效果之前，通过对作动器工作温度的监测，对每个时刻的第一修正电流值的大小进行调整，消除温度对作动器的影响，达到对减振效果进行主动调整的目的，使其具有更好的减振效果。
在对主动悬置的动刚度进行调整后，如果不对减振效果进行监控，则无法判断减振是否有效以及具有怎样的减振效果，而如果能够对减振效果进行监测，并根据当前的减振效果对下一周期的第一修正电流值进行调整，那么所获得的第一修正电流值会更加合理，减振效果会更好。
根据本发明的一个实施例，上述的混合动力汽车的主动减振控制方法，还包括：通过加速度传感器检测混合动力汽车的加速度以获取混合动力汽车的振动信息；根据混合动力汽车的振动信息判断混合动力汽车的当前振动值是否大于预设振动阈值；如果混合动力汽车的当前振动值大于预设振动阈值，则对第一修正电流值进行二次修正以获得第二修正电流值，以便作动器根据第二修正电流值调节混合动力汽车的主动悬置系统的动刚度。
具体而言，在对主动悬置的动刚度进行调整后，通过加速度传感器的信号波形推算出汽车当前的振动值，然后与预设振动阈值进行比较。如果振动值大于预设振动阈值，则说明减振效果不好，此时根据振动值与预设振动阈值之间的差值输出目标电流修正信号，并根据目标电流修正信号对第一修正电流值A’进行修正，然后根据修正后的目标电流值，即根据第二修正电流值A”对主动悬置的动刚度进行调整。
也就是说，在将第一修正电流值输入驱动电路之后，利用加速度传感器对 减振效果进行监测，对于不能满足减振效果的情况进行反馈，以对第一修正电流值进行修正，形成闭环调整，保证减振效果的有效性。并且，当上述两种方式协同作用时，减振效果更为明显，进而能够大大提高乘坐的舒适性。
进一步地，根据本发明的一个实施例，当主动悬置系统在下一通信周期通过与混合动力汽车的整车控制器进行通信以确认混合动力汽车的当前工况仍为怠速充电工况时，判断获取的充电功率是否发生变化，其中，如果发生变化，则根据变化后的充电功率对目标电流值进行修正以获得第三修正电流值，以在延迟时间到达时将第三修正电流值施加至作动器；如果未发生变化，则保持施加至作动器的工作电流不变。
具体而言，由于发动机振动变化很快，为了保证计算的快捷、准确，设定了对于其它工况切换至怠速充电工况后的信号周期n＝1和n≥2。当n≥2时，如果前后工况没有改变，则直接采用上一次信号周期最终获得的目标电流值对作动器进行控制，从而简化了运算的流程，保证了计算的准确；如果有变化，则调用预处理后所计算出的最新目标电流值，并根据获取到的混合动力汽车的充电功率对该目标电流值进行修正，以获得最新的第一修正电流值，即第三修正电流值。
具体地，在怠速充电工况的第一个信号周期结束后，继续与整车控制器进行通信，以获取当前汽车的工况信息。在获取到整车控制器的信号之前，一直使用上一信号周期最终获得的目标电流值对作动器进行控制。
在获取到整车控制器的信号之后，判断当前汽车是否仍处于怠速充电工况，如果不是，则进行其他工况的处理；如果是，则判断混合动力汽车的充电功率是否有变化。如果没有，则继续使用上一信号周期最终获得的目标电流值对作动器进行控制；如果有，则调用预处理计算出的最新目标电流值,并根据充电功率对该目标电流值进行修正，以获得第三修正电流值，然后根据第三修正电流值对作动器进行控制。从而有效减少了每个信号周期都需要进行计算的过程，简化了运算量，且保证了计算的准确性。其中，需要说明的是，延时时间在每个周期都会重新计算，以保证控制的精度和减振的效果。
为使本领域技术人员更清楚的了解本发明，图2是根据本发明一个实施例的混合动力汽车处于怠速充电工况时第一个信号周期(n＝1)对应的主动减振 控制的流程图。如图2所示，该混合动力汽车的主动减振控制可包括以下步骤：
S801，与整车控制器进行通信，判断混合动力汽车是否处于怠速充电工况。如果是，执行步骤S803；如果否，进入所判别出来的其它工况。
S802，在与整车控制器进行通信的同时，进行预处理以获得目标电流值A。
S803，获取混合动力汽车的充电功率，根据充电功率对目标电流值A进行修正，以获得第一修正电流值A’。
S804，获取凸轮轴传感器的信号，推算发动机中活塞的运动位置，推算发动机的燃烧时刻，进而计算延时时间。
S805，判断延迟信号是否处于OFF，即判断延迟时间是否结束。如果是，执行步骤S806；如果否，返回步骤S805。
S806，对驱动电路进行占空比控制，从而得到第一修正电流值A’。
S807，向驱动电路输入第一修正电流值A’。
S808，检测驱动电路的工作电流。
S809，根据工作电流对第一修正电流值A’进行调整。
S810，获取加速度传感器的信号波形。
S811，根据加速度传感器的信号波形判断减振效果是否符合条件。如果是，结束本信号周期的减振降噪；如果否，执行步骤S812。
S812，根据减振效果对调整后的A’进行修正，以获得第二修正电流值A”。
进一步地，图3是根据本发明一个实施例的混合动力汽车处于怠速充电工况时第二及以上个信号周期(n≥2)对应的主动减振控制的流程图。如图3所示，该混合动力汽车的主动减振控制可包括以下步骤：
S901，与整车控制器进行通信，判断混合动力汽车是否仍处于怠速充电工况。如果是，执行步骤S902；如果否，进入所判别出来的其它工况。
S902，判断充电功率是否有变化。如果是，执行步骤S903；如果否，执行步骤S905。
S903，获取最新的目标电流值A1。
S904，根据充电功率对最新的目标电流值A1进行修正，以获得第三电流修正值A1’。
S905，直接获取第二修正电流值A”。
S906，获取凸轮轴传感器的信号，推算发动机中活塞的运动位置，推算发动机的燃烧时刻，进而计算延时时间。
S907，判断延时信号是否处于OFF，即判断延时时间是否结束。如果是，执行步骤S908；如果否，返回步骤S907。
S908，对驱动电路进行占空比控制，从而得到第三修正电流值A1’或者第二修正电流值A”。
S909，向驱动电路输入第三修正电流值A1’或者第二修正电流值A”。
S910，检测驱动电路的工作电流。
S911，根据工作电流对第三修正电流值A1’或者第二修正电流值A”电流值进行调整。
S912，获取加速度传感器的信号波形。
S913，根据加速度传感器的信号波形判断减振效果是否符合条件。如果是，结束本信号周期的减振降噪；如果否，执行步骤S914。
S914，根据减振效果对调整后的电流值进行修正。
图4是根据本发明一个实施例的凸轮轴传感器输出的信号与目标电流值的关系图。其中，q5为凸轮轴传感器输出的信号，F为产生目标电流值所需的PWM信号，a、a1分别为修正前后的起始相位差，b、b1分别为修正前后高电平信号的时间长度，c、c1分别为修正前后一个信号周期的时间长度，其中占空比即为b/c、b1/c1。
在上述实施例中，以曲轴传感器、凸轮轴传感器、车速传感器等汽车已经存在的信号作为减振控制的输入信号，信号采集更加便捷、有效。并且，运用凸轮轴传感器信号预先判断减振降噪控制的有效时刻，使得减振控制的作用时间更为准确，减振效果更加有效。同时，将驱动电路的工作电流作为输入信号，对目标电流值进行主动调整，并将加速度传感器的信号作为反馈信号，对目标电流值进行闭环调整，使得信号处理更加严谨有效，因此可以更好地实现减振降噪控制，达到衰减振动和降低噪声的效果，提高用户的舒适度。
综上所述，根据本发明实施例的混合动力汽车的主动减振控制方法，当混合动力汽车的发动机工作时，根据车速传感器信号和曲轴传感器信号判断混合动力汽车是否处于怠速充电工况，如果是，则根据曲轴传感器信号计算发动机 的转速和振动周期，并根据凸轮轴传感器检测发动机中活塞的运动位置，进而计算获得目标电流值。同时获取混合动力汽车的充电功率。然后，根据混合动力汽车的充电功率对目标电流值进行修正以获得第一修正电流值。最后，根据凸轮轴传感器输出的信号波形推算发动机的汽缸爆炸时刻，以获取第一修正电流值的延迟时间，当延迟时间到达时，将第一修正电流值施加至作动器，以对汽车进行减振控制。从而实现怠速充电工况下汽车的主动减振控制，具有较高的时效性，而且运用凸轮轴传感器信号预先判断减振降噪控制的有效时刻，使得减振控制的作用时间更为准确，减振效果更加有效。
图5是根据本发明实施例的混合动力汽车的主动减振控制装置的方框示意图。如图5所示，该混合动力汽车的主动减振控制装置包括：第一获取模块11、第一判断模块12、振动周期运算模块13、活塞状态检测模块14、振动状态推测模块15、目标电流运算模块16、主控模块17、第一电流修正模块18、延时时间获取模块19、驱动控制模块20。
其中，第一获取模块11用于在混合动力汽车的发动机工作时获取混合动力汽车的车速传感器信号和曲轴传感器信号；第一判断模块12用于根据车速传感器信号和曲轴传感器信号判断混合动力汽车是否处于怠速充电工况；振动周期运算模块13用于在混合动力汽车处于怠速充电工况时根据曲轴传感器信号计算发动机的转速和振动周期；活塞状态检测模块14用于根据凸轮轴传感器输出的信号波形检测发动机中活塞的运动位置；振动状态推测模块15用于根据发动机的转速和振动周期、发动机中活塞的运动位置推算发动机的振动状态；目标电流运算模块16用于根据发动机的振动状态计算目标电流值；主控模块17用于在第一判断模块12判断混合动力汽车是否处于怠速充电工况时，获取混合动力汽车的充电功率；第一电流修正模块18用于根据混合动力汽车的充电功率对目标电流值进行修正以获得第一修正电流值；延时时间获取模块19用于根据凸轮轴传感器输出的信号波形推算发动机的汽缸爆炸时刻，并对汽缸爆炸时刻进行预先判断以获取第一修正电流值的延迟时间；驱动控制模块20用于延迟时间到达时将第一修正电流值施加至作动器21，以便作动器21根据第一修正电流值调节混合动力汽车的主动悬置系统的动刚度以对混合动力汽车进行减振控制。
根据本发明的一个实施例，主控模块17还用于在第一判断模块12判断混合动力汽车是否处于怠速充电工况时，通过与混合动力汽车的整车控制器进行通信以确认当前通信周期内混合动力汽车的当前工况是否为怠速充电工况。
根据本发明的一个实施例，上述的混合动力汽车的主动减振控制装置，还包括驱动电路22，其中，驱动控制模块19还用于根据第一修正电流值输出驱动信号至驱动电路22，以通过驱动电路22驱动作动器20进行工作。
根据本发明的一个实施例，如图6所示，上述的混合动力汽车的主动减振控制装置，还包括：电流检测模块23和目标电流修正模块24，电流检测模块23用于检测驱动电路22的输出电流以获取作动器的工作温度；目标电流修正模块24用于根据作动器21的工作温度对第一修正电流值进行调整。
根据本发明的一个实施例，如图6所示，上述的混合动力汽车的主动减振控制装置，还包括：第四判断模块25，第四判断模块25用于通过加速度传感器检测混合动力汽车的加速度以获取混合动力汽车的振动信息，并根据混合动力汽车的振动信息判断混合动力汽车的当前振动值是否大于预设振动阈值，以及在混合动力汽车的当前振动值大于预设振动阈值时通过目标电流修正模块24对第一修正电流值进行修正以获得第二电流修正值，以便作动器21根据第二修正电流值调节混合动力汽车的主动悬置系统的动刚度。
根据本发明的一个实施例，第一判断模块12根据车速传感器信号和曲轴传感器信号判断混合动力汽车是否处于怠速充电工况时，根据车速传感器信号和曲轴传感器信号判断混合动力汽车是否处于怠速工况，并根据曲轴传感器信号判断发动机的转速是否处于充电工况对应的预设转速区间，其中，如果混合动力汽车处于怠速工况且发动机的转速处于充电工况对应的预设转速区间，第一判断模块12则判断混合动力汽车处于怠速充电工况。
根据本发明的一个实施例，当主控模块17在下一通信周期通过与混合动力汽车的整车控制器进行通信以确认混合动力汽车的当前工况仍为怠速充电工况时，通过第五判断模块(图中未具体示出)判断获取的充电功率是否发生变化，其中，如果发生变化，第一电流修正模18块则根据变化后的充电功率对目标电流值进行修正以获得第三修正电流值，以便驱动控制模块在延迟时间到达时将第三修正电流值施加至作动器21；如果未发生变化，则通过目标电 流修正模块24保持输出至作动器21的工作电流不变。
需要说明的是，在本发明实施例的混合动力汽车的主动减振控制装置中未披露的细节，请参照本发明实施例的混合动力汽车的主动减振控制方法中所披露的细节，这里不再赘述。
根据本发明实施例的混合动力汽车的主动减振控制装置，当混合动力汽车的发动机工作时，根据车速传感器信号和曲轴传感器信号判断混合动力汽车是否处于怠速充电工况，如果是，则根据曲轴传感器信号计算发动机的转速和振动周期，并根据凸轮轴传感器检测发动机中活塞的运动位置，进而计算获得目标电流值。同时获取混合动力汽车的充电功率。然后，根据混合动力汽车的充电功率对目标电流值进行修正以获得第一修正电流值。最后，根据凸轮轴传感器输出的信号波形推算发动机的汽缸爆炸时刻，以获取第一修正电流值的延迟时间，当延迟时间到达时，将第一修正电流值施加至作动器，以对汽车进行减振控制。从而实现怠速充电工况下汽车的主动减振控制，具有较高的时效性，而且运用凸轮轴传感器信号预先判断减振降噪控制的有效时刻，使得减振控制的作用时间更为准确，减振效果更加有效。
图7是根据本发明实施例的混合动力汽车的方框示意图。如图6所示，该汽车1000包括上述的混合动力汽车的主动减振控制装置100。
根据本发明实施例的混合动力汽车，通过上述的混合动力汽车的主动减振控制装置，能够实现怠速充电工况下汽车的主动减振控制，具有较高的时效性，而且运用凸轮轴传感器信号预先判断减振降噪控制的有效时刻，使得减振控制的作用时间更为准确，减振效果更加有效。
在本发明的描述中，需要理解的是，术语“中心”、“纵向”、“横向”、“长度”、“宽度”、“厚度”、“上”、“下”、“前”、“后”、“左”、“右”、“竖直”、“水平”、“顶”、“底”“内”、“外”、“顺时针”、“逆时针”、“轴向”、“径向”、“周向”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本发明和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本发明的限制。
此外，术语“第一”、“第二”仅用于描述目的，而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量。由此，限定有“第一”、“第 二”的特征可以明示或者隐含地包括至少一个该特征。在本发明的描述中，“多个”的含义是至少两个，例如两个，三个等，除非另有明确具体的限定。
在本发明中，除非另有明确的规定和限定，术语“安装”、“相连”、“连接”、“固定”等术语应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或成一体；可以是机械连接，也可以是电连接；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通或两个元件的相互作用关系，除非另有明确的限定。对于本领域的普通技术人员而言，可以根据具体情况理解上述术语在本发明中的具体含义。
在本发明中，除非另有明确的规定和限定，第一特征在第二特征“上”或“下”可以是第一和第二特征直接接触，或第一和第二特征通过中间媒介间接接触。而且，第一特征在第二特征“之上”、“上方”和“上面”可是第一特征在第二特征正上方或斜上方，或仅仅表示第一特征水平高度高于第二特征。第一特征在第二特征“之下”、“下方”和“下面”可以是第一特征在第二特征正下方或斜下方，或仅仅表示第一特征水平高度小于第二特征。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本发明的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不必须针对的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任一个或多个实施例或示例中以合适的方式结合。此外，在不相互矛盾的情况下，本领域的技术人员可以将本说明书中描述的不同实施例或示例以及不同实施例或示例的特征进行结合和组合。
尽管上面已经示出和描述了本发明的实施例，可以理解的是，上述实施例是示例性的，不能理解为对本发明的限制，本领域的普通技术人员在本发明的范围内可以对上述实施例进行变化、修改、替换和变型。

Claims (17)

  1. 一种混合动力汽车的主动减振控制方法，其特征在于，所述混合动力汽车包括主动悬置系统，所述方法包括以下步骤：
    当所述混合动力汽车的发动机工作时，获取所述混合动力汽车的车速传感器信号和曲轴传感器信号，并根据所述车速传感器信号和曲轴传感器信号判断所述混合动力汽车是否处于怠速充电工况；
    如果所述混合动力汽车处于怠速充电工况，则根据所述曲轴传感器信号计算发动机的转速和振动周期，并通过凸轮轴传感器检测所述发动机中活塞的运动位置，以及根据所述发动机的转速和振动周期、所述发动机中活塞的运动位置推算所述发动机的振动状态，并根据所述发动机的振动状态计算目标电流值；
    根据获取到的混合动力汽车的充电功率对所述目标电流值进行修正以获得第一修正电流值；
    根据所述凸轮轴传感器输出的信号波形推算所述发动机的汽缸爆炸时刻，并对所述汽缸爆炸时刻进行预先判断以获取所述第一修正电流值的延迟时间；
    当所述延迟时间到达时，将所述第一修正电流值施加至作动器，所述作动器根据所述第一修正电流值调节所述混合动力汽车的主动悬置系统的动刚度以对所述混合动力汽车进行减振控制。
  2. 如权利要求1所述的混合动力汽车的主动减振控制方法，其特征在于，当根据所述车速传感器信号和曲轴传感器信号判断所述混合动力汽车是否处于怠速充电工况时，所述主动悬置系统还通过与所述混合动力汽车的整车控制器进行通信以确认当前通信周期内所述混合动力汽车的当前工况是否为所述怠速充电工况。
  3. 如权利要求1或2所述的混合动力汽车的主动减振控制方法，其特征在于，还包括根据所述第一修正电流值输出驱动信号至驱动电路，以通过所述驱动电路驱动所述作动器进行工作。
  4. 如权利要求3所述的混合动力汽车的主动减振控制方法，其特征在于，还包括：
    检测所述驱动电路的输出电流以获取所述作动器的工作温度；
    根据所述作动器的工作温度对所述第一修正电流值进行调整。
  5. 如权利要求1-4中任一项所述的混合动力汽车的主动减振控制方法，其特征在于，还包括：
    通过加速度传感器检测所述混合动力汽车的加速度以获取所述混合动力汽车的振动信息；
    根据所述混合动力汽车的振动信息判断所述混合动力汽车的当前振动值是否大于预设振动阈值；
    如果所述混合动力汽车的当前振动值大于预设振动阈值，则对所述第一修正电流值进行二次修正以获得第二修正电流值，以便所述作动器根据所述第二修正电流值调节所述混合动力汽车的主动悬置系统的动刚度。
  6. 如权利要求1至5中任意一项所述的混合动力汽车的主动减振控制方法，其特征在于，根据所述车速传感器信号和曲轴传感器信号判断所述混合动力汽车是否处于怠速充电工况，包括：
    根据所述车速传感器信号和曲轴传感器信号判断所述混合动力汽车是否处于怠速工况，并根据所述曲轴传感器信号判断所述发动机的转速是否处于充电工况对应的预设转速区间；
    如果所述混合动力汽车处于怠速工况且所述发动机的转速处于充电工况对应的预设转速区间，则判断所述混合动力汽车处于怠速充电工况。
  7. 如权利要求2-6中任一项所述的混合动力汽车的主动减振控制方法，其特征在于，当所述主动悬置系统在下一通信周期通过与所述混合动力汽车的整车控制器进行通信以确认所述混合动力汽车的当前工况仍为所述怠速充电工况时，判断获取的充电功率是否发生变化，其中，
    如果发生变化，则根据变化后的充电功率对所述目标电流值进行修正以获得第三修正电流值，以在所述延迟时间到达时将所述第三修正电流值施加至作动器；
    如果未发生变化，则保持施加至所述作动器的工作电流不变。
  8. 如权利要求1至7中任意一项所述的混合动力汽车的主动减振控制方法，其特征在于，当根据所述车速传感器信号和曲轴传感器信号判断所述混合动力汽车是否处于怠速充电工况时，获取所述混合动力汽车的充电功率。
  9. 一种混合动力汽车的主动减振控制装置，其特征在于，包括：
    第一获取模块，所述第一获取模块用于在混合动力汽车的发动机工作时获取所述混合动力汽车的车速传感器信号和曲轴传感器信号；
    第一判断模块，所述第一判断模块用于根据所述车速传感器信号和曲轴传感器信号判断所述混合动力汽车是否处于怠速充电工况；
    振动周期运算模块，所述振动周期运算模块用于在所述混合动力汽车处于怠速充电工况时根据所述曲轴传感器信号计算所述发动机的转速和振动周期；
    活塞状态检测模块，所述活塞状态检测模块用于根据凸轮轴传感器输出的信号波形检测所述发动机中活塞的运动位置；
    振动状态推测模块，所述振动状态推测模块用于根据所述发动机的转速和振动周期、所述发动机中活塞的运动位置推算所述发动机的振动状态；
    目标电流运算模块，所述目标电流运算模块用于根据所述发动机的振动状态计算目标电流值；
    第一电流修正模块，所述第一电流修正模块用于根据获取到的混合动力汽车的充电功率对所述目标电流值进行修正以获得第一修正电流值；
    延时时间获取模块，所述延时时间获取模块用于根据所述凸轮轴传感器输出的信号波形推算所述发动机的汽缸爆炸时刻，并对所述汽缸爆炸时刻进行预先判断以获取所述第一修正电流值的延迟时间；
    驱动控制模块，所述驱动控制模块用于所述延迟时间到达时将所述第一修正电流值施加至作动器，以便所述作动器根据所述第一修正电流值调节所述混合动力汽车的主动悬置系统的动刚度以对所述混合动力汽车进行减振控制。
  10. 如权利要求9所述的混合动力汽车的主动减振控制装置，其特征在于，还包括主控模块，所述主控模块用于在所述第一判断模块判断所述混合动力汽车是否处于怠速充电工况时，获取所述混合动力汽车的充电功率。
  11. 如权利要求9或10所述的混合动力汽车的主动减振控制装置，其特征在于，所述主控模块还用于在所述第一判断模块判断所述混合动力汽车是否处于怠速充电工况时，通过与所述混合动力汽车的整车控制器进行通信以确认当前通信周期内所述混合动力汽车的当前工况是否为所述怠速充电工况。
  12. 如权利要求9至11任意一项所述的混合动力汽车的主动减振控制装 置，其特征在于，还包括驱动电路，其中，所述驱动控制模块还用于根据所述第一修正电流值输出驱动信号至驱动电路，以通过所述驱动电路驱动所述作动器进行工作。
  13. 如权利要求9至12中任意一项所述的混合动力汽车的主动减振控制装置，其特征在于，还包括：
    电流检测模块，所述电流检测模块用于检测所述驱动电路的输出电流以获取所述作动器的工作温度；
    目标电流修正模块，所述目标电流修正模块用于根据所述作动器的工作温度对所述第一修正电流值进行调整。
  14. 如权利要求9至13中任一项所述的混合动力汽车的主动减振控制装置，其特征在于，还包括：
    第四判断模块，所述第四判断模块用于通过加速度传感器检测所述混合动力汽车的加速度以获取所述混合动力汽车的振动信息，并根据所述混合动力汽车的振动信息判断所述混合动力汽车的当前振动值是否大于预设振动阈值，以及在所述混合动力汽车的当前振动值大于预设振动阈值时通过所述目标电流修正模块对所述第一修正电流值进行修正以获得第二电流修正值，以便所述作动器根据所述第二修正电流值调节所述混合动力汽车的主动悬置系统的动刚度。
  15. 如权利要求9至14中任意一项所述的混合动力汽车的主动减振控制装置，其特征在于，所述第一判断模块根据所述车速传感器信号和曲轴传感器信号判断所述混合动力汽车是否处于怠速充电工况时，根据所述车速传感器信号和曲轴传感器信号判断所述混合动力汽车是否处于怠速工况，并根据所述曲轴传感器信号判断所述发动机的转速是否处于充电工况对应的预设转速区间，其中，
    如果所述混合动力汽车处于怠速工况且所述发动机的转速处于充电工况对应的预设转速区间，所述第一判断模块则判断所述混合动力汽车处于怠速充电工况。
  16. 如权利要求11至15中任一项所述的混合动力汽车的主动减振控制装置，其特征在于，当所述主控模块在下一通信周期通过与所述混合动力汽车的 整车控制器进行通信以确认所述混合动力汽车的当前工况仍为所述怠速充电工况时，通过第五判断模块判断获取的充电功率是否发生变化，其中，
    如果发生变化，所述第一电流修正模块则根据变化后的充电功率对所述目标电流值进行修正以获得第三修正电流值，以便所述驱动控制模块在所述延迟时间到达时将所述第三修正电流值施加至作动器；
    如果未发生变化，则通过目标电流修正模块保持输出至所述作动器的工作电流不变。
  17. 一种混合动力汽车，其特征在于，包括如权利要求9-16中任一项所述的混合动力汽车的主动减振控制装置。
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