WO2019062819A1 - 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
WO2019062819A1
WO2019062819A1 PCT/CN2018/108041 CN2018108041W WO2019062819A1 WO 2019062819 A1 WO2019062819 A1 WO 2019062819A1 CN 2018108041 W CN2018108041 W CN 2018108041W WO 2019062819 A1 WO2019062819 A1 WO 2019062819A1
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Prior art keywords
hybrid vehicle
sensor signal
engine
vibration
current value
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PCT/CN2018/108041
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English (en)
French (fr)
Inventor
吴圣
黄毅
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比亚迪股份有限公司
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Publication of WO2019062819A1 publication Critical patent/WO2019062819A1/zh

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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
    • 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
    • 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
    • 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
    • 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
    • B60W40/107—Longitudinal acceleration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/02—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F2228/00—Functional characteristics, e.g. variability, frequency-dependence
    • F16F2228/06—Stiffness
    • F16F2228/066—Variable stiffness

Definitions

  • the present application 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.
  • car vibration causes car vibration.
  • engine vibration is one of the main reasons worthy of attention.
  • the engine vibration is mainly caused by the combustion in the engine cylinder and the reciprocating motion of the piston.
  • the vibration is transmitted to the frame through the engine suspension system, and then transmitted to the cab, which affects the ride comfort.
  • the present application aims to solve at least one of the technical problems in the related art to some extent.
  • the present application proposes an active vibration reduction control method for a hybrid vehicle, which can realize active vibration reduction control of the vehicle under driving and roaring conditions, and has high timeliness, and pre-determines vibration reduction by using a camshaft sensor signal.
  • the effective time of the noise reduction control makes the action time of the vibration reduction control more accurate and the vibration damping effect more effective.
  • the present application also proposes an active vibration damping control device for a hybrid vehicle.
  • the present application further proposes a hybrid vehicle.
  • An embodiment of the present application proposes an active vibration damping control method for a hybrid vehicle, the hybrid vehicle including an active suspension system, the method comprising the steps of: acquiring when the engine of the hybrid vehicle is working An acceleration sensor signal and a crankshaft sensor signal of the hybrid vehicle, and determining, according to the acceleration sensor signal and the crank sensor signal, whether the hybrid vehicle is in a driving booming condition; if the hybrid vehicle is in a driving booming condition, Calculating a rotational speed and a vibration period of the engine according to the crankshaft sensor signal, calculating a vibration amplitude of the engine according to the acceleration sensor signal, and estimating the engine according to the engine speed, a vibration period, and a vibration amplitude.
  • a vibration state and calculating a target current value according to the vibration state of the engine; acquiring a vehicle speed sensor of the hybrid vehicle when determining whether the hybrid vehicle is in a driving roaming condition according to the acceleration sensor signal and the crank sensor signal a signal; correcting the target current value according to a vehicle speed sensor signal of the hybrid vehicle and a rotational speed of the engine to obtain a first corrected current value; acquiring a camshaft sensor signal, and acquiring the camshaft sensor signal according to the camshaft sensor signal Determining a moving position of the piston in the engine, and estimating a cylinder explosion timing of the engine according to the moving position of the piston in the engine and the crank sensor signal, and predetermining the cylinder explosion timing to obtain the first correction a delay time of the current value; when the delay time arrives, applying the first correction current value to an actuator, the actuator adjusting an active suspension of the hybrid vehicle according to the first corrected current value
  • the dynamic stiffness of the system is set to control the vibration of the hybrid vehicle.
  • the active vibration control method of the hybrid vehicle when the engine of the hybrid vehicle is working, it is determined whether the hybrid vehicle is in a driving boom condition according to the acceleration 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 calculates the vibration amplitude of the engine based on the acceleration sensor signal, and then calculates the target current value according to the engine speed, the vibration period, and the vibration amplitude.
  • the vehicle speed sensor signal of the hybrid vehicle is obtained.
  • the target current value is corrected based on the vehicle speed sensor signal of the hybrid vehicle and the rotational speed of the engine to obtain a first corrected current value.
  • the moving position of the piston in the engine is obtained according to the camshaft sensor signal, and the cylinder explosion timing of the engine is estimated according to the moving position of the piston and the crank sensor signal to obtain the delay time of the first corrected current value.
  • the first corrected current value is applied to the actuator to perform vibration damping control on the hybrid vehicle. Therefore, the active vibration reduction control of the vehicle under driving and roaring conditions is realized, and the time is effective, 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.
  • An active vibration damping control apparatus for a hybrid vehicle includes: a first acquisition module, wherein the first acquisition module is configured to acquire the hybrid vehicle when the engine of the hybrid vehicle is working The acceleration sensor signal and the crank sensor signal; the first determining module, the first determining module is configured to determine, according to the acceleration sensor signal and the crank sensor signal, whether the hybrid vehicle is in a driving roaming condition; the vibration period computing module, The vibration period calculation module is 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 a driving boom condition, and calculate a vibration amplitude of the engine according to the acceleration sensor signal; a state detecting module, configured to acquire a camshaft sensor signal, and obtain a moving position of the piston in the engine according to the camshaft sensor signal; a vibration state estimating module, wherein the vibration state estimating module is configured to Speed of the engine a vibration period and a vibration amplitude to estimate a vibration state of the engine; a target current calculation module, where
  • the active vibration damping control device of the hybrid vehicle when the engine of the hybrid vehicle is working, it is determined whether the hybrid vehicle is in a driving boom condition according to the acceleration 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 calculates the vibration amplitude of the engine based on the acceleration sensor signal, and then calculates the target current value according to the engine speed, the vibration period, and the vibration amplitude.
  • the vehicle speed sensor signal of the hybrid vehicle is obtained.
  • the target current value is corrected based on the vehicle speed sensor signal of the hybrid vehicle and the engine speed to obtain a first corrected current value.
  • the moving position of the piston in the engine is obtained according to the camshaft sensor signal, and the cylinder explosion timing of the engine is estimated according to the moving position of the piston and the crank sensor signal to obtain the delay time of the first corrected current value.
  • the first corrected current value is applied to the actuator to perform vibration damping control on the hybrid vehicle. Therefore, the active vibration reduction control of the vehicle under driving and roaring conditions is realized, and the time is effective, 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.
  • a further aspect of the present application provides a hybrid vehicle including the above-described active vibration damping control device for 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 driving and roaring condition, and has high timeliness, and the camshaft sensor signal is used. 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.
  • FIG. 1 is a flowchart of an active vibration damping control method of a hybrid vehicle according to an embodiment of the present application
  • FIG. 2 is a schematic diagram showing a relationship between a cam pumping sensor signal and a target current value of a four-cylinder engine according to an embodiment of the present application;
  • FIG. 5 is a block schematic diagram of an active vibration damping control device of a hybrid vehicle according to an embodiment of the present application
  • FIG. 6 is a block diagram showing an active vibration damping control device of a hybrid vehicle according to an embodiment of the present application.
  • FIG. 7 is a block schematic diagram of a hybrid vehicle in accordance with an embodiment of the present application.
  • 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 Applicable to the relatively special operating conditions of the engine speed.
  • the hybrid vehicle includes an active suspension system.
  • the active vibration damping control method of the hybrid vehicle may include the following steps:
  • the controller of the active suspension system acquires the acceleration sensor signal and the crank sensor signal of the hybrid vehicle, and determines whether the hybrid vehicle is in a roaming condition according to the acceleration sensor signal and the crank sensor signal. .
  • the driving roaring condition refers to the roaring of the sudden change of the engine caused by the change of the current or other state of the engine during the running of the automobile.
  • the vibration and noise of the car will suddenly increase, which is reflected in the abnormal engine speed and vibration. Therefore, the engine speed can be obtained through the crankshaft sensor signal, and the acceleration sensor signal can be obtained.
  • the vibration amplitude of the engine is then judged whether the engine speed is in an abnormal state, and it is judged whether the vibration amplitude is too large. If the rotation speed is abnormal and the vibration amplitude is too large, it is judged that the automobile is in a booming condition.
  • the controller of the active suspension system calculates the engine speed and the vibration period according to the crank sensor signal, and calculates the vibration amplitude of the engine according to the acceleration sensor signal, and according to the engine speed and vibration.
  • the period and the vibration amplitude estimate the vibration state of the engine, and calculate the target current value according to the vibration state and the vibration amplitude of the engine.
  • the vibration state of the engine includes a vibration period and a vibration frequency.
  • the active suspension system when the engine of the hybrid vehicle is operated, the active suspension system (the active suspension system can be used to support the weight of the power unit, suppress the dynamic displacement of the power unit due to the external force of the internal reaction force, and prevent the position from the engine or the like.
  • the vibration force is transmitted to the vehicle body vibration, which is a buffer system.
  • the acceleration sensor signal and the crank sensor signal are acquired and the engine speed and vibration amplitude are calculated, and then the obtained engine speed and vibration amplitude are judged whether the engine is driving or not.
  • the engine speed and vibration amplitude are not within the range of the engine's driving boom, enter other conditions (such as acceleration, deceleration, etc.); if the engine's speed and vibration amplitude are within the engine's driving boom conditions, then The engine speed and vibration period are calculated based on the crankshaft sensor signal, and the vibration amplitude of the engine is calculated based on the acceleration sensor signal.
  • the engine speed is equal to the number of revolutions of the crankshaft per minute; the vibration period of the engine can be calculated according to the number of cylinders of the engine and the engine speed.
  • the crankshaft rotates two times in each working cycle of the engine. And in each working cycle, four cylinders are fired in sequence according to the sequence, that is, the engine will explode twice per revolution, that is, the engine will vibrate twice per revolution.
  • the engine vibration period It is 1/200 s; the vibration amplitude of the engine can be obtained by sampling the acquired acceleration sensor signal to obtain a discrete signal, and then performing Fourier transform on the discrete signal to convert the time domain signal into a frequency domain signal.
  • the vibration frequency of the engine can be calculated according to the engine speed and vibration period, and then calculated according to the vibration frequency and vibration amplitude of the engine by sampling method or table lookup method.
  • the target current value A can be specifically calculated by using the prior art.
  • the controller of the active suspension system acquires the vehicle speed sensor signal of the hybrid vehicle.
  • the controller of the active suspension system corrects the target current value according to the vehicle speed sensor signal of the hybrid vehicle and the engine speed to obtain the first correction current value.
  • the corresponding correction value is obtained by looking up the table according to the current vehicle speed sensor signal of the hybrid vehicle and the engine speed, and then The correction value adjusts the target current value A to obtain the first correction current value A', so that the corrected target current value is more in line with the actual working condition, and is more beneficial to the vibration reduction and noise reduction of the active suspension system.
  • a pre-processing ie, steps S1-S2
  • the pre-processing function is to continuously acquire the acceleration sensor signal and the crank sensor signal.
  • the active suspension system when determining whether the hybrid vehicle is in a driving boom condition based on the acceleration 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 a roaming condition.
  • the vehicle controller of the hybrid vehicle in order to ensure the accuracy of the working condition judgment, it is also communicated with the vehicle controller of the hybrid vehicle to confirm whether the current working condition is a driving booming condition. If so, the target current value A is corrected based on the vehicle speed sensor signal of the hybrid vehicle and the engine speed to obtain the first corrected current value A'.
  • FIG. 2 is a schematic diagram showing a relationship between a camshaft sensor signal and a target current value of a four-cylinder engine according to an embodiment of the present application.
  • I represents an engine camshaft sensor signal
  • II represents a target current A.
  • the waveform diagram of the required PWM signal; a indicates that the active suspension system is in the driving booming condition; b indicates that the active suspension system is in the dormant condition after being judged by d and e in sequence; c indicates that the active suspension system is judged by d and e in turn.
  • d indicates whether the sensor signal is in the driving booming condition
  • e indicates that the communication signal communicated by the active suspension system and the vehicle controller determines whether it is in a driving roaming condition
  • 1 indicates an active suspension system. It is in a sleep state
  • 2 indicates that the active suspension system has two working states after being judged by d, respectively, the active suspension system is in an active state and remains in a sleep state, but only one of them can be selected
  • 3 indicates that the active suspension system is sequentially After d and e judgment, there are three working states, which are driving roaring conditions, dormant working conditions and other working conditions, but only one of them can be selected.
  • the vehicle controller determines that the hybrid vehicle is in a roaming condition at this time, the active suspension system enters a working state, and if it is determined that the hybrid vehicle is in other working conditions at this time, the suspension is actively suspended. Set the system to work in other working conditions; otherwise, the active suspension system will remain dormant.
  • the target current value A is corrected based on the vehicle speed sensor signal of the hybrid vehicle and the engine speed to obtain the first corrected current value A'.
  • the controller of the active suspension system acquires the camshaft sensor signal, and obtains the movement position of the piston in the engine according to the camshaft sensor signal, and estimates the cylinder explosion timing of the engine according to the movement position of the piston in the engine and the crankshaft sensor signal, and The cylinder explosion timing is pre-determined to obtain the delay time of the first correction current value.
  • the partial movement point of the piston can be calibrated according to the camshaft sensor signal, and then the specific movement position of the piston is subdivided by the crank sensor signal, and the ignition timing of the engine, that is, the explosion moment, can be obtained through the movement position of the piston, and then combined
  • the delay time can be obtained by controlling the response time and the mechanical response time.
  • the first correction current value is applied to the actuator of the active suspension system, and the actuator of the active suspension system adjusts the motion of the active suspension system of the hybrid vehicle according to the first modified current value. Stiffness to control the vibration of hybrid vehicles.
  • the driving signal is also output to the driving circuit according to the first corrected current value to drive the actuator to operate by the driving circuit.
  • the camshaft sensor signal of the engine is acquired, and the engine is acquired according to the camshaft sensor signal.
  • the movement position of the middle piston, and the cylinder explosion timing of the engine are estimated according to the movement position of the piston in the engine and the crank sensor signal, and the cylinder explosion timing is pre-determined to calculate the delay time of the first correction current value A'. Then, 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 present application can not only realize the active vibration damping control of the hybrid vehicle under the driving roaring 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 convenient and more accurate, and the vibration damping effect is more effective.
  • the operating temperature of the actuator is also monitored, and the target current value is based on the operating temperature. Make adjustments.
  • 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: determining whether the current vibration value of the hybrid vehicle is greater than a preset vibration threshold according to the vibration amplitude of the engine; if the current vibration of the hybrid vehicle If the value is greater than the preset vibration threshold, the first correction current value is secondarily corrected to obtain a second correction current value, so that the actuator adjusts the dynamic stiffness of the active suspension system of the hybrid vehicle according to the second correction current value, Active vibration control for hybrid vehicles.
  • the preset vibration threshold can be calibrated according to the actual situation.
  • the vibration amplitude of the engine is obtained by the acceleration sensor signal, and the current vibration value of the vehicle can be calculated according to the vibration amplitude, 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", thereby achieving the effect of the closed loop control.
  • the vibration damping effect is monitored by the vibration amplitude of the engine, 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 Closed loop adjustment ensures the effectiveness of the damping effect, and when the above two methods work together, the damping effect is more obvious and more stable, which can greatly improve the ride comfort.
  • the vibration amplitude of the engine is acquired by the acceleration sensor signal, the acceleration sensor not only participates in the determination of the vehicle working condition, but also obtains the vibration amplitude in real time and feeds back to the active suspension system to adjust the target current value, thereby realizing the work. The function of judgment, real-time adjustment and feedback.
  • the active suspension system communicates with the vehicle controller of the hybrid vehicle in the next communication cycle to confirm that the current working condition of the hybrid vehicle is still a driving boom condition, Whether the obtained vehicle speed sensor signal and the engine speed change, wherein if a change occurs, the target current value is corrected according to the changed vehicle speed sensor signal and the engine speed to obtain a third correction current value to arrive at the delay time.
  • the third corrected current value is applied to the actuator; if no change occurs, the operating current output to the actuator is kept constant.
  • the actuator is directly controlled by the target current value finally obtained in the previous communication cycle, thereby simplifying the calculation process and ensuring the calculation accuracy; 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 vehicle speed sensor signal of the hybrid vehicle and the engine speed to obtain the latest first correction current value, that is, the first Three correction current values.
  • the active vibration damping control of the hybrid vehicle may include the following steps:
  • step S101 Communicate with the vehicle controller to determine whether the hybrid vehicle is in a booming condition. If yes, go to step S105; if no, go to the other working conditions identified.
  • S102 Acquire an acceleration sensor signal and a crank sensor signal while communicating with the vehicle controller, thereby acquiring an engine speed, a vibration period, and a vibration amplitude.
  • step S103 Determine whether the hybrid vehicle is in a driving boom condition. If yes, go to step S104; if no, go to the other working conditions identified.
  • the active suspension system is activated by a preset current, and acquires a target current value A required for driving a booming condition.
  • step S108 determining whether the delay time is over. If yes, go to step S109; if no, go back to step S108.
  • the first correction current value A' is input to the drive circuit.
  • the first correction current value A' is adjusted according to the operating current.
  • step S114 judging whether the vibration damping effect meets the condition according to the vibration amplitude of the engine. If yes, the vibration and noise reduction of the communication cycle is ended; if not, step S115 is performed.
  • the adjusted first corrected current value A' is corrected according to the vibration damping effect to obtain a second corrected current value A".
  • FIG. 4 is a flow chart of active damping control corresponding to the second and above communication cycles (n ⁇ 2) when the hybrid vehicle is in a driving boom condition according to an embodiment of the present application.
  • the active vibration damping control of the hybrid vehicle may include the following steps:
  • step S201 communicating with the vehicle controller to determine whether the hybrid vehicle is still in a roaming condition. If yes, go to step S202; if no, go to the other working conditions identified.
  • step S202 Determine whether there is a change in the speed of the hybrid vehicle and the engine speed. If yes, go to step S203; if no, go to step S205.
  • step S208 determining whether the delay time is over. If yes, go to step S209; if no, go back to step S208.
  • step S214 judging whether the vibration damping effect meets the condition according to the vibration amplitude of the engine. If yes, the vibration and noise reduction of the communication cycle is ended; if not, step S215 is performed.
  • the signal existing in the automobile such as the crank sensor, the camshaft sensor, the acceleration 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 timing 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 entire control makes full use of the communication time with the vehicle controller, which effectively reduces the calculation time after communication, and makes the control more rapid.
  • the calculation of the delay time may also be implemented in the pre-processing stage, that is, steps S106 and S107 in FIG. 3 are incorporated into S104, and the Steps S206 and S207 are incorporated in S204, but it should be noted that when the vehicle speed of the hybrid vehicle and the engine speed have not changed, the second correction current value A" is directly used, and the delay time is still acquired. The latest delay time. In this way, the calculation of the delay time is incorporated into the pre-processing process, which can further reduce the calculation time. Of course, whether it is incorporated into the pre-processing process can be based on the active suspension system and the vehicle controller. The communication time between to determine.
  • the active vibration control method of the hybrid vehicle when the engine of the hybrid vehicle is working, it is determined whether the hybrid vehicle is in a driving boom condition according to the acceleration sensor signal and the crank sensor signal. Yes, the engine speed and vibration period are calculated based on the crankshaft sensor signal, and the vibration amplitude of the engine is calculated based on the acceleration sensor signal, and the target current value is calculated according to the engine speed, the vibration period, and the vibration amplitude. At the same time, the vehicle speed sensor signal of the hybrid vehicle is obtained. Then, the target current value is corrected based on the vehicle speed sensor signal of the hybrid vehicle and the rotational speed of the engine to obtain a first corrected current value.
  • the moving position of the piston in the engine is obtained according to the camshaft sensor signal, and the cylinder explosion timing of the engine is estimated according to the moving position of the piston and the crank sensor signal to obtain the delay time of the first corrected current value.
  • the first corrected current value is applied to the actuator to perform vibration damping control on the hybrid vehicle. Therefore, the active vibration reduction control of the vehicle under driving and roaring conditions is realized, and the time is effective, 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 application.
  • 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 first obtaining module 11 is configured to acquire an acceleration sensor signal and a crank sensor signal of the hybrid vehicle when the engine of the hybrid vehicle is in operation; and the first determining module 12 is configured to determine, according to the acceleration sensor signal and the crank sensor signal, whether the hybrid vehicle is
  • the vibration period calculation module 13 is configured to calculate the engine speed and the vibration period according to the crank sensor signal when the hybrid vehicle is in the driving boom condition, and calculate the vibration amplitude of the engine according to the acceleration sensor signal;
  • the piston state detecting module 14 is used for acquiring a camshaft sensor signal, and acquiring a moving position of the piston in the engine according to the camshaft sensor signal;
  • the vibration state estimating module 15 is configured to estimate the vibration state of the engine according to the engine speed, the vibration period and the vibration amplitude;
  • the target current computing module 16 is used to calculate a target current value based on the vibration state of the engine.
  • the main control module 17 is configured to acquire the vehicle speed sensor signal of the hybrid vehicle when the first judging module 12 determines whether the hybrid vehicle is in a driving roaming condition.
  • the first current correction module 18 is configured to correct the target current value according to the vehicle speed sensor signal of the hybrid vehicle and the engine speed to obtain a first correction current value;
  • the delay time acquisition module 19 is configured to: according to the movement position of the piston in the engine
  • the crankshaft sensor signal estimates a cylinder explosion timing of the engine, and predetermines the cylinder explosion timing to obtain a delay time of the first correction current value; and the driving control module 20 applies the first correction current value to the actuation when the delay time arrives
  • the actuator 21 adjusts the dynamic stiffness of the active suspension system of the hybrid vehicle according to the first corrected current value to perform vibration damping control on the hybrid vehicle.
  • 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 21 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 21; 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 apparatus of the hybrid vehicle further includes: a fourth determining module 25, wherein the fourth determining module 25 is configured to determine the hybrid vehicle according to the vibration amplitude of the engine. Whether the current vibration value is greater than a preset vibration threshold, and correcting the first correction current value by the target current correction module 24 to obtain a second current correction value when the current vibration value of the hybrid vehicle is greater than the preset vibration threshold
  • the actuator 21 adjusts the dynamic stiffness of the active suspension system of the hybrid vehicle according to the second corrected current value to perform active vibration damping control on the hybrid vehicle.
  • the fifth judgment is passed.
  • the module determines whether the acquired vehicle speed sensor signal and the engine speed change, wherein if a change occurs, the first current correction module 18 compares the target speed according to the changed vehicle speed sensor signal and the engine speed. The value is corrected to obtain a third corrected current value to apply a third corrected current value to the actuator 21 when the delay time arrives; if no change occurs, the output is maintained by the target current correcting module 24 to the actuator 21
  • the working current is constant.
  • the active vibration damping control device of the hybrid vehicle when the engine of the hybrid vehicle is working, it is determined whether the hybrid vehicle is in a driving boom condition according to the acceleration 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 calculates the vibration amplitude of the engine based on the acceleration sensor signal, and then calculates the target current value according to the engine speed, the vibration period, and the vibration amplitude.
  • the vehicle speed sensor signal of the hybrid vehicle is obtained.
  • the target current value is corrected based on the vehicle speed sensor signal of the hybrid vehicle and the engine speed to obtain a first corrected current value.
  • the moving position of the piston in the engine is obtained according to the camshaft sensor signal, and the cylinder explosion timing of the engine is estimated according to the moving position of the piston and the crank sensor signal to obtain the delay time of the first corrected current value.
  • the first corrected current value is applied to the actuator to perform vibration damping control on the hybrid vehicle. Therefore, the active vibration reduction control of the vehicle under driving and roaring conditions is realized, and the time is effective, 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 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 driving and roaring condition, and has high timeliness, and the camshaft sensor signal is used. 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” and “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 otherwise explicitly stated and defined. , 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 application can be understood on a case-by-case basis.
  • the first feature "on” or “below” the second feature may be the direct contact of the first and second features, or the first and second features are indirectly through the 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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  • General Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Chemical & Material Sciences (AREA)
  • Mathematical Physics (AREA)
  • Acoustics & Sound (AREA)
  • Aviation & Aerospace Engineering (AREA)
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  • Vehicle Body Suspensions (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)

Abstract

一种混合动力汽车及其的主动减振控制方法和装置，所述方法包括以下步骤：在根据加速度传感器信号和曲轴传感器信号判断混合动力汽车处于行驶轰鸣工况时（S1），根据发动机的转速、振动周期和振动幅度计算目标电流值（S2），同时获取混合动力汽车的车速传感器信号（S3）。根据车速传感器信号和发动机的转速对目标电流值进行修正以获得第一修正电流值（S4）；获取凸轮轴传感器信号，并根据凸轮轴传感器信号获取延迟时间（S5）；当延迟时间到达时，将第一修正电流值施加至作动器，以对混合动力汽车进行减振控制（S6）。

Description

混合动力汽车及其的主动减振控制方法和装置
相关申请的交叉引用
本申请基于申请号为201710922709.0，申请日为2017年09月30日的中国专利申请提出，并要求该中国专利申请的优先权，该中国专利申请的全部内容在此引入本申请作为参考。
技术领域
本申请涉及汽车技术领域，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。
发明内容
本申请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，本申请提出一种混合动力汽车的主动减振控制方法，能够实现行驶轰鸣工况下汽车的主动减振控制，且具有较高的时效性，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，减振效果更有效。
本申请还提出一种混合动力汽车的主动减振控制装置。
本申请又提出一种混合动力汽车。
本申请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加速度传感器信号和曲轴传感器信号，并根据所述加速度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行驶轰鸣工况；如果所述混合动力汽车处于行驶轰鸣工况，则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，并根据所述加速度传感器信号计算所述发动机的振动幅度，以及根据所述发动机的转速、振动周期和振动 幅度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；当根据所述加速度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行驶轰鸣工况时，获取所述混合动力汽车的车速传感器信号；根据所述混合动力汽车的车速传感器信号和所述发动机的转速对所述目标电流值进行修正以获得第一修正电流值；获取凸轮轴传感器信号，并根据所述凸轮轴传感器信号获取所述发动机中活塞的运动位置，以及根据所述发动机中活塞的运动位置和所述曲轴传感器信号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。
根据本申请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，根据加速度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行驶轰鸣工况，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，并根据加速度传感器信号计算发动机的振动幅度，进而根据发动机的转速、振动周期和振动幅度计算获得目标电流值。同时获取混合动力汽车的车速传感器信号。然后，根据混合动力汽车的车速传感器信号和所述发动机的转速对目标电流值进行修正以获得第一修正电流值。最后，根据凸轮轴传感器信号获取发动机中活塞的运动位置，并根据活塞的运动位置和曲轴传感器信号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，以对混合动力汽车进行减振控制。从而实现行驶轰鸣工况下汽车的主动减振控制，且具有较高的时效性，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加准确，减振效果更有效。
本申请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加速度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加速度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行驶轰鸣工况；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行驶轰鸣工况时根据所述曲轴传感器信号计算发动机的转速和振动周期，并根据所述加速度传感器信号计算所述发动机的振动幅度；活塞状态检测模块，所述活塞状态检测模块用于获取凸轮轴传感器信号，并根据所述凸轮轴传感器信号获取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、振动周期和振动幅度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；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行驶轰鸣工 况时，获取所述混合动力汽车的车速传感器信号；第一电流修正模块，所述第一电流修正模块用于根据所述混合动力汽车的车速传感器信号和所述发动机的转速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发动机中活塞的运动位置和所述曲轴传感器信号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，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。
根据本申请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，根据加速度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行驶轰鸣工况，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，并根据加速度传感器信号计算发动机的振动幅度，进而根据发动机的转速、振动周期和振动幅度计算获得目标电流值。同时获取混合动力汽车的车速传感器信号。然后，根据混合动力汽车的车速传感器信号和发动机的转速对目标电流值进行修正以获得第一修正电流值。最后，根据凸轮轴传感器信号获取发动机中活塞的运动位置，并根据活塞的运动位置和曲轴传感器信号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，以对混合动力汽车进行减振控制。从而实现行驶轰鸣工况下汽车的主动减振控制，且具有较高的时效性，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加准确，减振效果更有效。
本申请又一方面实施例提出了一种混合动力汽车，其包括上述的混合动力汽车的主动减振控制装置。
本申请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，能够实现行驶轰鸣工况下汽车的主动减振控制，且具有较高的时效性，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加准确，减振效果更有效。
附图说明
图1是根据本申请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是根据本申请一个实施例的四缸发动机的凸轮抽传感器信号与目标电流值的关系示意图；
图3是根据本申请一个实施例的混合动力汽车处于行驶轰鸣工况时第一个通信周期(n＝1)对应的主动减振控制的流程图；
图4是根据本申请一个实施例的混合动力汽车处于行驶轰鸣工况时第二及以上个通信 周期(n≥2)对应的主动减振控制的流程图；
图5是根据本申请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是根据本申请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；以及
图7是根据本申请实施例的混合动力汽车的方框示意图。
具体实施方式
下面详细描述本申请的实施例，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，旨在用于解释本申请，而不能理解为对本申请的限制。
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相对比较特殊的工况。
下面参照附图来描述根据本申请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是根据本申请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，主动悬置系统的控制器获取混合动力汽车的加速度传感器信号和曲轴传感器信号，并根据加速度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行驶轰鸣工况。
其中，行驶轰鸣工况是指汽车行驶的过程中，由于控制发动机的电流变化或其他状态的变化引起的发动机突然变动而出现轰鸣。当汽车处于行驶轰鸣工况时，汽车的振动和噪声会突然变大，具体体现在发动机的转速异常和振动情况上，因此，可以通过曲轴传感器信号来获取发动机的转速，同时通过加速度传感器信号获取发动机的振动幅度，然后判断发动机的转速是否处于异常状态，并判断振动幅度是否过大，如果转速异常且振动幅度过大，则判断 汽车处于行驶轰鸣工况。
S2，如果混合动力汽车处于行驶轰鸣工况，则主动悬置系统的控制器根据曲轴传感器信号计算发动机的转速和振动周期，并根据加速度传感器信号计算发动机的振动幅度，以及根据发动机的转速、振动周期和振动幅度推算发动机的振动状态，并根据发动机的振动状态和振动幅度计算目标电流值。其中，发动机的振动状态包括振动周期和振动频率。
具体地，当混合动力汽车的发动机工作时，主动悬置系统(主动悬置系统可用于支撑动力装置的重量、抑制由于内部反作用力的外力造成对动力装置的动态位移、防止来自发动机等处的起振力向车身振动传递，是一种缓冲系统)获取加速度传感器信号和曲轴传感器信号并计算获得发动机的转速和振动幅度，然后判断所获取的发动机的转速和振动幅度是否在发动机的行驶轰鸣工况范围内。如果发动机的转速和振动幅度不在发动机的行驶轰鸣工况范围内，则进入其他工况(如加速、减速等)的处理；如果发动机的转速和振动幅度在发动机的行驶轰鸣工况范围内，则根据曲轴传感器信号计算发动机的转速和振动周期，并根据加速度传感器信号计算发动机的振动幅度。
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；发动机的振动幅度可通过对获取的加速度传感器信号进行采样以获得离散的信号，然后对离散的信号进行傅里叶变换以将时域信号转化为频域信号获得。
在计算出发动机的转速、振动周期和振动幅度后，可根据发动机的转速和振动周期推算出发动机的振动频率，然后根据发动机的振动频率和振动幅度利用采样法或查表法等计算获得所需的目标电流值A，具体可以采用现有技术计算获得。
S3，当根据加速度传感器信号和曲轴传感器信号判断混合动力汽车处于行驶轰鸣工况时，主动悬置系统的控制器获取混合动力汽车的车速传感器信号。
S4，主动悬置系统的控制器根据混合动力汽车的车速传感器信号和发动机的转速对目标电流值进行修正以获得第一修正电流值。
具体而言，由于混合动力汽车的车速和发动机的转速会对发动机的振动产生影响，所以还根据当前的混合动力汽车的车速传感器信号和发动机的转速通过查表来获得相应的修正值，然后根据该修正值对目标电流值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，更有利于主动悬置系统的减振降噪。
其中，一般情况下，车速传感器信号需要通过整车控制器获取，而主动悬置系统与整车控制器的通信周期比发动机的振动周期大很多倍，且曲轴传感器信号的变化较快，变化范围 大，所以为了使目标电流值与发动机当前的振动状态更加符合且节省计算时间，可以设置一个预处理(即步骤S1-S2)，该预处理的作用就是不断地获取加速度传感器信号和曲轴传感器信号，并根据曲轴传感器信号推算出发动机的转速和振动周期，以及根据加速度传感器信号获得发动机的振动幅度，并由此预先判断混合动力汽车是否处于行驶轰鸣工况和计算出一个目标电流值A，当需要目标电流值A和发动机的振动状态，如振动周期和振动幅度等时，可直接利用，从而不仅节省了工况判定过程、软件流程过程中的计算时间，而且目标电流值更能反映当前状态。
根据本申请的一个实施例，当根据加速度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行驶轰鸣工况时，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行驶轰鸣工况。
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行驶轰鸣工况。如果是，则再根据混合动力汽车的车速传感器信号和发动机的转速对目标电流值A进行修正以获得第一修正电流值A’。
进一步地，图2是根据本申请一个实施例的四缸发动机的凸轮轴传感器信号与目标电流值的关系示意图，如图2所示，Ⅰ表示发动机凸轮轴传感器信号；II表示产生目标电流A所需的PWM信号的波形示意图；a表示主动悬置系统处于行驶轰鸣工况；b表示主动悬置系统依次经d、e判断后处于休眠工况；c表示主动悬置系统依次经d、e判断后处于其他工况；d表示由传感器信号判断是否处于行驶轰鸣工况；e表示由主动悬置系统与整车控制器进行通信的通信信号判断是否处于行驶轰鸣工况；1表示主动悬置系统处于休眠状态；2表示主动悬置系统经d判断后有两种工作状态，分别为主动悬置系统处于激活状态和保持休眠状态，但只可选择其中1种；3表示主动悬置系统依次经d、e判断后有三种工作状态，分别为行驶轰鸣工况、休眠工况和其他工况，但只可选择其中1种。
具体而言，通常在汽车行驶的过程中，主动悬置系统处于休眠状态，当主动悬置系统处于休眠状态时，预先发送微小电流到主动悬置系统，以使主动悬置系统与整车控制器进行通信以获取整车控制器所判断出的当前工况以及车速传感器信号，与此同时，主动悬置系统对加速度传感器信号和曲轴传感器信号进行预处理，以获得发动机的转速、振动周期和振动幅度。由于通信周期比发动机的振动周期大很多倍，所以先进行图2中d的判断，即根据预处理获得的信号判断混合动力汽车是否处于行驶轰鸣工况，如果是，则主动悬置系统以预设的电流进入激活状态，并计算出一个目标电流值A；否则，保持休眠状态。随后进行图2中e的判断，若由整车控制器判定混合动力汽车此时处于行驶轰鸣工况，则主动悬置系统进入工作状态，若判定混合动力汽车此时处于其他工况，主动悬置系统进入其他工况工作；否则，主动悬置系统继续保持休眠状态。在主动悬置系统进入工作状态后，根据混合动力汽车的车 速传感器信号和发动机的转速对目标电流值A进行修正以获得第一修正电流值A’。
S5，主动悬置系统的控制器获取凸轮轴传感器信号，并根据凸轮轴传感器信号获取发动机中活塞的运动位置，以及根据发动机中活塞的运动位置和曲轴传感器信号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。
具体而言，可根据凸轮轴传感器信号标定出活塞的部分运动点，然后通过曲轴传感器信号来细分活塞的具体运动位置，通过活塞的运动位置可以得到发动机的点火时刻，即爆炸时刻，然后结合控制响应时间和机械响应时间可以得到延迟时间。
S6，当延迟时间到达时，将第一修正电流值施加至主动悬置系统的作动器，主动悬置系统的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。
根据本申请的一个实施例，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，在根据混合动力汽车的车速传感器信号和发动机的转速对目标电流值A进行修正以获得第一修正电流值A’后，获取发动机的凸轮轴传感器信号，并根据凸轮轴传感器信号获取发动机中活塞的运动位置，以及根据发动机中活塞的运动位置和曲轴传感器信号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，以推算出第一修正电流值A’的延迟时间。然后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。
根据本申请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行驶轰鸣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加便捷、更加准确，减振效果更有效。
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，并根据工作温度对目标电流值进行调整。
根据本申请的一个实施例，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。
根据本申请的一个实施例，上述的混合动力汽车的主动减振控制方法，还包括：根据发动机的振动幅度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，以对混合动力汽车进行主动减振控制。其中，预设振动阈值可根据实际情况进行标定。
具体而言，在对主动悬置的动刚度进行调整后，通过加速度传感器信号获取发动机的振动幅度，根据振动幅度即可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，从而达到闭环控制的效果。
也就是说，在将第一修正电流值输入驱动电路之后，利用发动机的振动幅度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，且更稳定，进而能够大大提高乘坐的舒适性。另外，由于发动机的振动幅度通过加速度传感器信号获取，因而加速度传感器不仅参与汽车工况的判定，而且能够实时获得振动幅度并反馈至主动悬置系统，以对目标电流值进行调节，从而实现了工况的判定、实时调节和反馈的功能。
进一步地，根据本申请的一个实施例，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行驶轰鸣工况时，判断获取的车速传感器信号和发动机的转速是否发生变化，其中，如果发生变化，则根据变化后的车速传感器信号和发动机的转速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，则保持输出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行驶轰鸣工况后的通信周期n＝1和n≥2。当n≥2时，如果前后工况没有改变，则直接采用上一次通信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车速传感器信号和发动机的转速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，在行驶轰鸣工况的第一个通信周期结束后，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，一直使用上一通信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行驶轰鸣工况，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车速传感器信号和发动机的转速是否有变化。如果没有，则继续使用上一通信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，并根据车速传感器信号和发动机的转速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通信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。
为使本领域技术人员更清楚的了解本申请，图3是根据本申请一个实施例的混合动力汽车处于行驶轰鸣工况时第一个通信周期(n＝1)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：
S101，与整车控制器进行通信，判断混合动力汽车是否处于行驶轰鸣工况。如果是，执行步骤S105；如果否，进入所判别出来的其它工况。
S102，在与整车控制器进行通信的同时，获取加速度传感器信号和曲轴传感器信号，进而获取发动机的转速、振动周期和振动幅度。
S103，判断混合动力汽车是否处于行驶轰鸣工况。如果是，执行步骤S104；如果否，进入所判别出来的其它工况。
S104，主动悬置系统以预设电流激活,并获取行驶轰鸣工况所需的目标电流值A。
S105，获取混合动力汽车的车速和发动机的转速，根据车速和转速对A进行修正，以获得第一修正电流值A’。
S106，获取凸轮轴传感器信号，根据凸轮轴传感器推算发动机中活塞的运动位置。
S107，根据活塞的运动位置和曲轴传感器信号推算发动机的燃烧时刻，进而计算延时时间。
S108，判断延时时间是否结束。如果是，执行步骤S109；如果否，返回步骤S108。
S109，对驱动电路进行占空比控制，从而得到第一修正电流值A’。
S110，向驱动电路输入第一修正电流值A’。
S111，检测驱动电路的工作电流。
S112，根据工作电流对第一修正电流值A’进行调整。
S113，读取发动机的振动幅度。
S114，根据发动机的振动幅度判断减振效果是否符合条件。如果是，结束本通信周期的减振降噪；如果否，执行步骤S115。
S115，根据减振效果对调整后的第一修正电流值A’进行修正，以获得第二修正电流值A”。
进一步地，图4是根据本申请一个实施例的混合动力汽车处于行驶轰鸣工况时第二及以上个通信周期(n≥2)对应的主动减振控制的流程图。如图4所示，该混合动力汽车的主动减振控制可包括以下步骤：
S201，与整车控制器进行通信，判断混合动力汽车是否仍处于行驶轰鸣工况。如果是，执行步骤S202；如果否，进入所判别出来的其它工况。
S202，判断混合动力汽车的车速和发动机的转速是否有变化。如果是，执行步骤S203；如果否，执行步骤S205。
S203，获取最新的目标电流值A1。
S204，根据混合动力汽车的车速和发动机的转速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’。
S205，直接获取第二修正电流值A”。
S206，获取凸轮轴传感器信号，根据凸轮轴传感器推算发动机中活塞的运动位置。
S207，根据活塞的运动位置和曲轴传感器信号推算发动机的燃烧时刻，进而计算延时时间。
S208，判断延时时间是否结束。如果是，执行步骤S209；如果否，返回步骤S208。
S209，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”。
S210，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”。
S211，检测驱动电路的工作电流。
S212，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。
S213，读取发动机的振动幅度。
S214，根据发动机的振动幅度判断减振效果是否符合条件。如果是，结束本通信周期的减振降噪；如果否，执行步骤S215。
S215，根据减振效果对调整后的电流值进行修正。
在上述实施例中，以曲轴传感器、凸轮轴传感器、加速度传感器、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加准确，减振效果更有效。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。而且整个控制充分利用了与整车控制器的通信时间，有效减少了通信后的计算时间，使得控制更加快速。
另外，需要说明的是，在本申请的其它实施例中，还可以在预处理阶段实现对延时时间的计算，即将图3中的步骤S106和S107并入S104中，并将图4中的步骤S206和S207并入S204中，不过需要注意的是，当混合动力汽车的车速和发动机的转速未发生变化时，直接使用的是第二修正电流值A”，而延时时间仍是获取的最新的延时时间。这样，将延时时间的计算并入预处理过程中，可以进一步减少计算时间，当然，具体是否并入预处理过程中，可根据主动悬置系统与整车控制器之间的通信时间来确定。
综上所述，根据本申请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，根据加速度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行驶轰鸣工况，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，并根据加速度传感器信号计算发动机的振动幅度，进而根据发动机的转速、振动周期和振动幅度计算获得目标电流值。同时获取混合动力汽车的车速传感器信号。然后，根据混合动力汽车的车速传感器信号和所述发动机的转速对目标电流值进行修正以获得第一修正电流值。最后，根据凸轮轴传感器信号获取发动机中活塞的运动位置，并根据活塞的运动位置和曲轴传感器信号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，以对混合动力汽车进行减振控制。从而实现行驶轰鸣工况下汽车的主动减振控制，且具有较高的时效性，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加准确，减振效果更有效。
图5是根据本申请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加速度传感器信号和曲轴传感器信号；第一判断模块12用于根据加速度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行驶轰鸣工况；振动周期运算模块13用于在混合动力汽车处于行驶轰鸣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，并根据加速度传感器信号计算发动机的振动幅度；活塞状态检测模块14用于获取凸轮轴传感器信号，并根据凸轮轴传感器信号获取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、振动周期和振动幅度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行驶轰鸣工况时，获取混合动力汽车的车速传感器信号。第一电流修正模块18用于根据混合动力汽车的车速传感器信号和发动机的转速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用于根据发动机中活塞的运动位置和曲轴传感器信号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，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。
根据本申请的一个实施例，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21进行工作。
根据本申请的一个实施例，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21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。
根据本申请的一个实施例，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用于根据发动机的振动幅度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，以对混合动力汽车进行主动减振控制。
根据本申请的一个实施例，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行驶轰鸣工况时，通过第五判断模块(图中未具体示出)判断获取的车速传感器信号和发动机的转速是否发生变化，其中，如果发生变化，第一电流修正模块18则根据变化后的车速传感器信号和发动机的转速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，在本申请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，请参照本申请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。
根据本申请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，根据加速度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行驶轰鸣工况，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，并根据加速度传感器信号计算发动机的振动幅度，进而根据发动机的转速、振动周期和振动幅度计算获得目标电流值。同时获取混合动力汽车的车速传感器信号。然后，根据混合动力汽车的车速传感器信号和发动机的转速对目标电流值进行修正以获得第一修正电流值。最后，根据凸轮轴传感器信号获取发动机中活塞的运动位置，并根据活塞的运动位置和曲轴传感器信号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，以对混合动力汽车进行减振控制。从而实现行驶轰鸣工况下汽车的主动减振控制，且具有较高的时效性，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加准确，减振效果更有效。
图7是根据本申请实施例的混合动力汽车的方框示意图。如图7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。
本申请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，能够实现行驶轰鸣工况下汽车的主动减振控制，且具有较高的时效性，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加准确，减振效果更有效。
在本申请的描述中，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申请和简化描述，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申请的限制。
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。在本申请的描述中，“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。
在本申请中，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申请中的具体含义。
在本申请中，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申请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申请的实施例，可以理解的是，上述实施例是示例性的，不能理解为对本申请的限制，本领域的普通技术人员在本申请的范围内可以对上述实施例进行变化、修改、替换和变型。

Claims (13)

  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，主动悬置系统的控制器获取所述混合动力汽车的加速度传感器信号和曲轴传感器信号，并根据所述加速度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行驶轰鸣工况；
    如果所述混合动力汽车处于行驶轰鸣工况，则所述主动悬置系统的控制器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，并根据所述加速度传感器信号计算所述发动机的振动幅度，以及根据所述发动机的转速、振动周期和振动幅度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和振动幅度计算目标电流值；
    当根据所述加速度传感器信号和曲轴传感器信号判断所述混合动力汽车处于行驶轰鸣工况时，所述主动悬置系统的控制器获取所述混合动力汽车的车速传感器信号；
    所述主动悬置系统的控制器根据所述混合动力汽车的车速传感器信号和所述发动机的转速对所述目标电流值进行修正以获得第一修正电流值；
    所述主动悬置系统的控制器获取凸轮轴传感器信号，并根据所述凸轮轴传感器信号获取所述发动机中活塞的运动位置，以及根据所述发动机中活塞的运动位置和所述曲轴传感器信号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主动悬置系统的作动器，所述所主动悬置系统的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，当根据所述加速度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行驶轰鸣工况时，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行驶轰鸣工况。
  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1-3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：
    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：
    根据所述发动机的振动幅度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，以对所述混合动力汽车进行主动减振控制。
  6. 如权利要求2-5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行驶轰鸣工况时，判断获取的所述车速传感器信号和所述发动机的转速是否发生变化，其中，
    如果发生变化，则根据变化后的所述车速传感器信号和所述发动机的转速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，则保持输出至所述作动器的工作电流不变。
  7. 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加速度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加速度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行驶轰鸣工况；
    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行驶轰鸣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，并根据所述加速度传感器信号计算所述发动机的振动幅度；
    活塞状态检测模块，所述活塞状态检测模块用于获取凸轮轴传感器信号，并根据所述凸轮轴传感器信号获取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、振动周期和振动幅度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；
    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行驶轰鸣工况时，获取所述混合动力汽车的车速传感器信号；
    第一电流修正模块，所述第一电流修正模块用于根据所述混合动力汽车的车速传感器信号和所述发动机的转速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发动机中活塞的运动位置和所述曲轴传感器信号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，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。
  8. 如权利要求7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行驶轰鸣工况时，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行驶轰鸣工况。
  9. 如权利要求7或8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。
  10. 如权利要求7-9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：
    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。
  11. 如权利要求7-10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根据所述发动机的振动幅度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，以对所述混合动力汽车进行主动减振控制。
  12. 如权利要求7-11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行驶轰鸣工况时，通过第五判断模块判断获取的所述车速传感器信号和所述发动机的转速是否发生变化，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所述车速传感器信号和所述发动机的转速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。
  13. 一种混合动力汽车，其特征在于，包括如权利要求7-12中任一项所述的混合动力汽车的主动减振控制装置。
PCT/CN2018/108041 2017-09-30 2018-09-27 混合动力汽车及其的主动减振控制方法和装置 WO2019062819A1 (zh)

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