An engine multi-vehicle type adaptation NVH quality optimization method and system

Abstract

The application discloses an engine multi-vehicle type adaptive NVH quality optimization method and system, and belongs to the technical field of automobile engine debugging. The method comprises the following steps: after an engine is installed to a vehicle to be adapted, vehicle working condition data are collected in real time, the vehicle working condition data comprising a vehicle speed, a throttle opening degree, an engine speed, a gear position, a hydraulic torque converter locking state and an oil temperature signal; whether the engine enters a noise sensitive working condition is identified by comparing the vehicle working condition data with working conditions of the noise sensitive working condition; when the engine enters the noise sensitive working condition, an NVH control strategy embedded in an engine electronic control unit is activated; the NVH control strategy comprises adjusting an engine ignition angle and fuel injection parameters; the engine is controlled according to the ignition angle optimization control instruction and the fuel injection parameter optimization instruction; when the vehicle drives out of the working conditions of the noise sensitive working condition of the engine or gear shifting is completed, normal combustion control logic is restored. The method effectively reduces the in-cylinder pressure rise rate, thereby inhibiting structural knocking noise in the range of 150-600 Hz.

Description

Technical Field

[0001] This application relates to the field of automotive engine tuning technology, specifically to a method for optimizing NVH quality for engine adaptation across multiple vehicle models. Background Technology

[0002] With the increasing trend of platformization and modularization in the automotive industry, in order to reduce R&D costs and improve production efficiency, it has become the industry norm for the same core engine to be widely adapted to different levels and types of vehicles (such as sedans, SUVs, MPVs, etc.) as a power source. At the same time, consumers' requirements for vehicle driving comfort continue to rise, and the NVH (Noise, Vibration, and Harshness) performance of automobiles has become one of the core indicators for measuring the overall quality of a vehicle. As the most important source of noise and vibration excitation in a vehicle, the noise control effect of the engine in different vehicle adaptation scenarios directly determines the quality of the overall NVH of the vehicle.

[0003] When the same engine is paired with different vehicles, significant differences in vehicle body structure (such as stiffness and modal characteristics), wheelbase, transmission system parameters (such as gearbox type, gear ratio, and clutch characteristics), chassis tuning parameters, and in-vehicle acoustic space layout lead to marked differences in the transmission path, resonance characteristics, and in-vehicle radiation effects of the engine's noise excitation. For example, an engine in a small sedan may exhibit low-frequency resonance noise at idle, while in an SUV on the same platform, due to differences in body stiffness and acoustic package layout, it may present as structural radiation noise at medium to high speeds. In addition, differences in the matching and coordination between the transmission system and the engine in different vehicles may also lead to differentiated impact noise during clutch engagement or gear shifting.

[0004] Current mainstream technologies for engine noise control are mainly developed to meet the specific needs of individual vehicle models. These technologies primarily include three categories: mechanical structure improvement, passive acoustic treatment, and active noise reduction. Existing technologies have been widely applied in engine noise control for individual vehicle models. For example, in certain sedan models, idling noise can be effectively controlled by combining a dual-mass flywheel with an engine compartment acoustic package for optimization. In high-end SUVs, the ANC system can significantly reduce the combined effect of wind noise and engine noise during high-speed cruising.

[0005] However, when the same engine needs to be adapted to multiple different vehicles, the aforementioned existing technologies have obvious limitations and cannot meet the requirements for efficient and low-cost noise optimization in multi-vehicle adaptation scenarios. The specific defects are as follows: 1. Poor adaptability and high cost of mechanical structure improvements: Existing mechanical structure improvement solutions (such as dual-mass flywheel selection and clutch parameter optimization) are all custom-developed for the transmission system characteristics and noise issues of specific vehicle models. When the engine is adapted to other vehicle models, the noise reduction effect of the original structural improvement solutions is significantly reduced due to changes in parameters such as transmission system speed ratio and body modality. In some cases, parameter mismatch may even lead to new vibration and noise problems. Developing a customized mechanical structure for each adapted vehicle model would extend the development cycle (typically requiring 6-12 months) and drastically increase the cost of component mold making and verification, contradicting the original intention of engine platform adaptation.

[0006] 2. Passive acoustic treatment lacks flexibility and significantly increases weight: Passive acoustic treatment relies on sound insulation / absorption structure designs that match the specific vehicle body space and noise transmission path. When the engine is adapted to different vehicle models, the installation position, size, and material parameters of the original acoustic package cannot be directly reused. For example, the engine compartment acoustic package of a small sedan may have a sound insulation blind spot in an SUV due to the increased cabin space, requiring a redesign of the coverage and thickness of the acoustic package. This not only increases R&D costs but may also lead to an increase in vehicle weight due to the increased amount of acoustic materials used (the acoustic package improvement of some models can increase the vehicle weight by 5-10 kg), affecting the vehicle's fuel economy or the driving range of electric vehicles. At the same time, passive acoustic treatment has limited effectiveness in suppressing structural knocking noise in the 150-600Hz wide frequency band (such as clutch slippage excitation noise when the engine is adapted to different transmissions).

[0007] 3. Weak adaptability of active noise cancellation technology to multiple vehicle models: The parameters of existing active noise cancellation systems such as ANC (such as noise reduction frequency band and sound wave amplitude calibration) are all customized and tuned for the in-vehicle acoustic characteristics and noise spectrum of a single vehicle model. When the engine is adapted to other models, the change in the in-vehicle acoustic space will cause the noise propagation function to change, and the noise reduction effect of the original ANC system will be significantly reduced, or even the noise cancellation will be incomplete or new harmonic noise will be generated. In addition, existing active noise cancellation technology only acts on the end cancellation of in-vehicle noise and cannot solve the resonance matching problem between engine excitation and transmission system and body structure when adapting to different vehicle models.

[0008] In summary, existing engine noise control technologies are all developed for single vehicle models. When adapting the same engine to multiple different vehicles, they suffer from poor adaptability, high R&D costs, unstable noise reduction effects, and increased weight and energy consumption. These shortcomings make it difficult to meet the demands of automotive platform development for rapid and efficient engine adaptation across multiple vehicle models. Therefore, there is an urgent need for a technical solution that does not require the redevelopment of the core mechanical structure of the engine and transmission system, and can accurately identify key noise sources and transmission paths during the adaptation process based on the structural characteristics and noise transmission patterns of different vehicles, achieving efficient noise reduction. This has become a key technological bottleneck in improving the NVH quality of engine adaptation across multiple vehicle models. Summary of the Invention

[0009] This application proposes a method and system for optimizing NVH quality for engines adapted to multiple vehicle models, which solves the existing NVH quality problems for engines adapted to multiple vehicle models.

[0010] To achieve the above objectives, the technical solution adopted in this application is as follows: Firstly, this application provides a method for optimizing NVH quality across multiple vehicle models using an engine, including: After the engine is installed on the vehicle to be adapted, vehicle operating data is collected in real time. The vehicle operating data includes vehicle speed, throttle opening, engine speed, gear, torque converter lock-up status and oil temperature signal. The vehicle operating condition data is compared with the operating conditions of the engine noise-sensitive condition to identify whether the engine noise-sensitive condition has been entered. When the engine experiences noise-sensitive operating conditions, an NVH control strategy embedded in the engine electronic control unit is activated. This NVH control strategy includes adjusting the engine ignition angle and fuel injection parameters. Adjusting the engine ignition angle includes: calling an ignition angle correction map, obtaining the ignition angle delay based on the current base ignition angle map, matching the ignition angle delay with the ignition angle correction map to obtain a corresponding ignition angle correction value, and superimposing the ignition angle correction value onto the base ignition angle control command to obtain an ignition angle optimization control command. Adjusting the engine fuel injection parameters includes: calling a fuel injection parameter adjustment scheme, matching the fuel injection parameter adjustment scheme with the vehicle operating condition data to obtain a fuel injection parameter optimization command. The engine is controlled according to the ignition angle optimization control command and the fuel injection parameter optimization command; once the vehicle leaves the engine noise-sensitive operating condition or the gear shift is completed, the normal combustion control logic is restored.

[0011] As a further improvement to this application, the step of comparing the vehicle operating condition data with the operating conditions of the engine noise-sensitive condition to identify whether the engine noise-sensitive condition has been entered includes: When the vehicle speed is below 40km / h, the throttle opening is greater than 15%, the engine speed is in the range of 1500–2750rpm, the gear is 1 to 3, the torque converter is in a non-lock-up slipping state, and the engine oil temperature is above 25℃, it is determined that the engine has entered a noise-sensitive operating condition.

[0012] The operating conditions under which the engine experiences noise sensitivity are determined through prior testing, and the specific process includes: The engine is installed in different vehicles to be adapted, and vehicle operating condition data is collected in real time. The vehicle operating condition data includes vehicle speed, throttle opening, engine speed, gear, torque converter lock-up status and oil temperature signal. When the corresponding vehicle starts and a noise-sensitive condition occurs, the corresponding vehicle noise operating condition data is recorded to obtain the operating conditions of the engine when the noise-sensitive condition occurs.

[0013] As a further improvement to this application, the vehicle operating condition data also includes engine torque. If the engine torque is within the range of 50% to 100% of the rated torque, it is determined that the vehicle has entered a noise-sensitive operating condition. The vehicle speed, throttle opening, gear position, and torque converter lock-up status signals are obtained from the CAN bus communication network.

[0014] As a further improvement to this application, the ignition angle delay is dynamically adjusted according to engine speed and load, and the maximum delay does not exceed 6°CA.

[0015] As a further improvement to this application, the ignition angle correction Map is a two-dimensional lookup table structure with engine speed and load as coordinate axes; The correction map is stored as an independent subroutine module in the ECU and is triggered by logic gating under specific operating conditions.

[0016] As a further improvement to this application, the engine multi-model adaptation NVH quality optimization method is executed in real time by the engine electronic control unit, with a response time of less than 10ms.

[0017] As a further improvement to this application, when the vehicle enters high-speed cruising or rapid acceleration conditions, it automatically exits the ignition angle correction mode.

[0018] As a further improvement to this application, the step of superimposing the ignition angle correction value onto the basic ignition angle control command to obtain the ignition angle optimization control command is as follows:

[0019] in: The final output ignition advance angle serves as the ignition angle optimization control command. Base ignition angle, obtained from the base ignition angle map; : Knock feedback correction amount; Air-fuel ratio feedback compensation; : Ignition angle correction value.

[0020] As a further improvement to this application, the step of calling the fuel injection parameter adjustment scheme and obtaining the fuel injection parameter optimization instruction by matching the fuel injection parameter adjustment scheme with the vehicle operating condition data includes: A fuel injection parameter adjustment scheme library is built to enable on-demand invocation, and multiple fuel injection strategies are solidified into parameter sets to form a fuel injection scheme Map. Option A: Single pre-spray + delayed main spray; Option B: Dual pre-injection + rail pressure fine-tuning; Option C: Cancel pre-spraying + adjust phase; Based on the vehicle operating data, the most suitable combination of injection parameters is matched to obtain the injection parameter adjustment scheme, and then the injection parameter optimization instruction is obtained.

[0021] As a further improvement to this application, it also includes: a method for coordinating fuel injection timing and ignition angle, specifically: Introducing the combustion phase coordination factor CF for fuel injection phase adjustment:

[0022] In the formula: : Indicates the angular acceleration of the engine; Take the absolute value of angular acceleration; This indicates the effective sound pressure level of the vehicle interior noise in the 150–600Hz frequency range. All of these are adjustable weighting coefficients, determined through bench testing and vehicle calibration.

[0023] Secondly, this application provides a multi-model adaptive NVH quality optimization system for automotive engines, including: The data acquisition module is used to collect vehicle operating condition data in real time when noise-sensitive conditions occur during vehicle start-up after the engine is installed in the vehicle to be adapted. The vehicle operating condition data includes vehicle speed, throttle opening, engine speed, gear, torque converter lock-up status and oil temperature signal. The operating condition identification module is used to compare the vehicle operating condition data with the operating conditions of the engine noise-sensitive condition to identify whether the engine noise-sensitive condition has been entered. The NVH control module is used to activate the NVH control strategy embedded in the engine electronic control unit when the engine experiences noise-sensitive operating conditions. The NVH control strategy includes adjusting the engine ignition angle and fuel injection parameters. Adjusting the engine ignition angle includes: calling the ignition angle correction map, obtaining the ignition angle delay based on the current base ignition angle map, matching the ignition angle delay with the ignition angle correction map to obtain the corresponding ignition angle correction value, and superimposing the ignition angle correction value onto the base ignition angle control command to obtain an ignition angle optimization control command. Adjusting the engine fuel injection parameters includes: calling the fuel injection parameter adjustment scheme, matching the fuel injection parameter adjustment scheme with the vehicle operating condition data to obtain an fuel injection parameter optimization command. The execution module is used to control the engine according to the ignition angle optimization control command and the fuel injection parameter optimization command; after the vehicle leaves the working condition where the engine is in a noise-sensitive state or the gear shift is completed, the normal combustion control logic is restored.

[0024] Thirdly, this application provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements an engine multi-model adaptation NVH quality optimization method.

[0025] Fourthly, this application provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements a method for optimizing NVH quality for engine models across multiple vehicle types.

[0026] Fifthly, this application provides a computer program product, which includes computer instructions that instruct a computer to execute an engine multi-model adaptation NVH quality optimization method.

[0027] The beneficial effects of the technical solution proposed in this application are: This application establishes an integrated noise optimization mechanism encompassing operating condition identification, software correction, and combustion control. Without altering the physical structure of the engine and transmission, it significantly improves the wide-band noise problem caused by clutch slippage during start-up solely through ECU software updates. Utilizing multi-dimensional operating parameter composite judgment, it accurately identifies the critical noise-sensitive area at low speeds and high loads, preventing malfunctions from affecting performance under other operating conditions. An NVH control strategy is introduced, including adjusting engine ignition angle and fuel injection parameters. Simultaneous adjustment of these parameters allows for slight delays in combustion phase regulation, effectively reducing the in-cylinder pressure rise rate and suppressing structural knocking noise in the 150–600Hz range. Actual noise levels show a significant reduction, with subjective evaluations improving by more than two levels. The entire strategy employs a perspective-based overlay architecture, without affecting the basic control logic, exhibiting good compatibility and integrability. The calibration process combines bench combustion analysis and vehicle NVH testing to ensure that fuel consumption and emission regulations are met while reducing noise. Furthermore, this method supports OTA remote upgrades and can be continuously iterated and optimized based on user feedback, possessing long-term evolution capabilities. Compared with traditional hardware solutions that rely on dual-mass flywheels or acoustic packages, this application has advantages such as short development cycle, low cost, fast deployment, no added weight, and no sacrifice in power performance. It is particularly suitable for the refined NVH control needs of current high-power automatic transmission vehicles and has broad engineering application prospects and industrialization value. Attached Figure Description

[0028] Figure 1 Flowchart of the NVH quality optimization method for engine multi-vehicle adaptation provided in this application; Figure 2 The engine basic ignition angle Map provided in this application embodiment; Figure 3 The engine ignition angle correction Map provided in this application embodiment; Figure 4 The engine noise diagram provided in the embodiments of this application; Figure 5 This is a schematic diagram of the engine multi-vehicle adaptation NVH quality optimization system provided in this application; Figure 6 A schematic diagram of an electronic device provided in this application. Detailed Implementation

[0029] The embodiments of this application are described in detail below. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this application, and should not be construed as limiting this application. The step numbers in the following embodiments are set only for ease of explanation, and there is no limitation on the order between the steps. The execution order of each step in the embodiments can be adaptively adjusted according to the understanding of those skilled in the art.

[0030] In the description of this application, unless otherwise expressly defined, terms such as "setup," "installation," and "connection" should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this application in conjunction with the specific content of the technical solution.

[0031] The embodiments of this application are described in detail below. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this application, and should not be construed as limiting this application. The step numbers in the following embodiments are set only for ease of explanation, and there is no limitation on the order between the steps. The execution order of each step in the embodiments can be adaptively adjusted according to the understanding of those skilled in the art.

[0032] In the description of this application, unless otherwise expressly defined, terms such as "setup," "installation," and "connection" should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this application in conjunction with the specific content of the technical solution.

[0033] Terminology Explanation: The ignition timing map is a core data table in the automotive engine electronic control system used to control ignition timing. It is also known as the ignition advance angle mapping table or ignition timing diagram. It is stored in the engine control unit (ECU) in two-dimensional or three-dimensional form and defines the optimal ignition timing of the engine spark plugs under different operating conditions.

[0034] like Figure 1 As shown, the first objective of this application is to provide a method for optimizing NVH quality across multiple vehicle models. This method collects operating parameters through the vehicle's electronic control system and executes software strategies to adjust the engine combustion phase under specific operating conditions to reduce noise radiation; including: S1. When the engine is installed on the vehicle to be adapted, the vehicle operating condition data is collected in real time. The vehicle operating condition data includes vehicle speed, throttle opening, engine speed, gear, torque converter lock-up status and oil temperature signal. S2, compare the vehicle operating condition data with the operating conditions of the engine noise-sensitive condition to identify whether the engine noise-sensitive condition has been entered. S3, when the engine experiences noise-sensitive operating conditions, the NVH control strategy embedded in the engine electronic control unit is activated; the NVH control strategy includes adjusting the engine ignition angle and fuel injection parameters, wherein adjusting the engine ignition angle includes: calling the ignition angle correction Map, obtaining the ignition angle delay based on the current basic ignition angle Map, matching the ignition angle delay with the ignition angle correction Map to obtain the corresponding ignition angle correction value, and superimposing the ignition angle correction value into the basic ignition angle control command to obtain the ignition angle optimization control command; adjusting the engine fuel injection parameters includes: calling the fuel injection parameter adjustment scheme, matching the fuel injection parameter adjustment scheme with the vehicle operating condition data to obtain the fuel injection parameter optimization command; S4, the engine is controlled according to the ignition angle optimization control command and the fuel injection parameter optimization command; once the vehicle leaves the working condition where the engine is in a noise-sensitive state or the gear shift is completed, the normal combustion control logic is restored.

[0035] In the above solution, the system identifies a noise-sensitive operating condition caused by clutch slippage. Under this condition, the ignition angle and injection parameter correction map embedded in the ECU is activated. Based on the real-time operating conditions, the ignition angle delay (1-5°CA) and injection fine-tuning are output from a lookup table and superimposed on the basic combustion control strategy. By slowing down the combustion rate and reducing the in-cylinder pressure rise rate, the 150-600Hz wideband knocking noise is effectively suppressed. Once the vehicle leaves this operating condition, the correction mode is automatically exited, and the normal combustion logic is restored. This method requires no hardware changes and can achieve rapid adaptation to multiple vehicle models simply through software updates. It has the advantages of low cost, high flexibility, and OTA upgradeability, and is applicable to various transmission platforms such as AT, DCT, and CVT.

[0036] The operating conditions under which the engine experiences noise sensitivity are determined through prior testing, and the specific process includes: The engine is installed in different vehicles to be adapted, and vehicle operating condition data is collected in real time. The vehicle operating condition data includes vehicle speed, throttle opening, engine speed, gear, torque converter lock-up status and oil temperature signal. When the corresponding vehicle starts and a noise-sensitive condition occurs, the corresponding vehicle noise operating condition data is recorded to obtain the operating conditions of the engine when the noise-sensitive condition occurs.

[0037] Therefore, the operating conditions of the engine noise-sensitive operating conditions for different vehicles to be adapted can be obtained. This data can be stored in the engine electronic control unit and directly accessed according to the different vehicles to be adapted.

[0038] By collecting signals such as vehicle speed, throttle opening, engine speed, gear, torque converter lock-up status, and oil temperature of the vehicle to be adapted, for example, defining a certain vehicle as entering a noise-sensitive condition caused by clutch slippage when the following conditions are met: vehicle speed <40km / h, throttle opening >15%, engine speed 1500–2750rpm, gear 1–3, TC non-lock-up, and oil temperature >25℃; under this condition, ignition angle and injection parameter correction Map embedded in the ECU is activated, and the ignition angle delay (1–5°CA) and injection timing fine-tuning are output according to the real-time operating conditions and superimposed on the basic combustion control strategy. By slowing down the combustion rate and reducing the in-cylinder pressure rise rate, the 150–600Hz wideband knocking noise is effectively suppressed; after the vehicle leaves this condition, the correction mode is automatically exited and the normal combustion logic is restored. This method requires no hardware changes and can achieve rapid adaptation to multiple vehicle models simply by updating the software. It has the advantages of low cost, high flexibility and OTA upgradeability, and is applicable to various transmission platforms such as AT, DCT, and CVT.

[0039] Current technologies addressing engine noise during the start-up process in vehicles with automatic transmissions primarily rely on hardware modifications, such as adding a dual-mass flywheel, optimizing clutch stiffness, and increasing the acoustic envelope coverage. While these methods can mitigate vibration transmission to some extent, they generally suffer from high costs, long development cycles, and difficulties in balancing power and fuel economy. Furthermore, passive noise reduction measures cannot eliminate noise excitation at its source, especially offering limited effectiveness in controlling broadband knocking noise caused by torque converter slippage. Therefore, there is an urgent need for an active noise control method that does not require physical modifications, can be rapidly deployed, and does not affect overall vehicle performance.

[0040] The specific implementation is as follows: Taking a certain SUV model equipped with an 8AT automatic transmission as an example, its engine is a 2.0L turbocharged direct-injection gasoline engine. During vehicle start-up, signals from the vehicle speed sensor, throttle position sensor, gear controller, TC lock-up status module, and oil temperature sensor are collected in real time via the CAN bus. The ECU has a built-in operating condition recognition module that determines whether it has entered the noise-sensitive zone based on preset conditions: vehicle speed < 40km / h, throttle opening > 15%, engine speed 1500–2750rpm, gear in 1st to 3rd gear, torque converter not locked, and oil temperature > 25℃. If the above conditions are met, subsequent control actions are triggered. The ignition angle correction map is stored in the ECU's internal memory (Flash) in the form of a two-dimensional table. The horizontal axis is the engine speed (each 100rpm increment), and the vertical axis is the intake manifold absolute pressure MAP (representing the load level). Each grid corresponds to an ignition angle offset, typically 1–5°CA, with a maximum of 6°CA. The correction value is incrementally added to the original base ignition angle output port to form the final ignition command. When the clutch is fully engaged, the vehicle speed exceeds 60 km / h, or the gear is shifted to 4th or higher, the system automatically exits the correction mode to ensure that high-speed acceleration performance is not affected. In practical applications, the ECU can use the Infineon AURIX TC397 chip, which has multi-core processing capabilities and high-precision time capture functions. This application embodiment does not limit this method. This method utilizes the existing computing resources of the engine ECU to dynamically adjust the combustion initiation time under specific operating conditions by establishing an independent NVH control subroutine, thereby reducing the in-cylinder pressure rise rate (dP / dθ), thus weakening the excitation source intensity and suppressing the 150–600Hz wideband noise generated by power system resonance. This mechanism does not require additional sensors or actuators and can be implemented only through software updates, with fast response and precise control.

[0041] After adopting this technical solution, the subjective noise perception during the initial stage can be significantly improved without increasing hardware costs. According to actual measurements, the peak noise level inside the vehicle decreased by 4 dB(A), the knocking sensation was significantly reduced, and the subjective evaluation was improved by more than 2 levels. At the same time, it avoids the increase in weight and loss of transmission efficiency caused by changes in mechanical structure, and realizes a low-cost and high-efficiency NVH optimization path.

[0042] The engine noise-sensitive conditions also include engine torque within the range of 50% to 100% of rated torque. Traditional methods of judging noise based solely on engine speed or throttle opening are prone to false triggering and cannot accurately pinpoint the actual noise generation range. Therefore, engine output torque is introduced as an additional criterion to ensure that noise reduction strategies are only activated during the start-up phase under medium to high loads and with clearly defined power demands. Tests show that when torque is below 50% of the rated value, combustion excitation is weak, and noise does not pose a perceived risk to the user; however, exceeding 10% to 100% enters a safe limit zone, and further ignition delay is not advisable. Therefore, 50% to 100% is set as the effective control window. In practical applications, torque signals can be estimated through engine models or directly read from torque sensor data; this application does not limit this.

[0043] This composite operating condition improves the accuracy of the control logic, preventing erroneous intervention during low-load idling or full-throttle rapid acceleration. It enhances the system's robustness and safety, avoiding power interruption or excessive emissions due to improper ignition delay, and improving driving smoothness and regulatory compliance. The ignition angle delay is dynamically adjusted based on engine speed and load, with a maximum of 6°CA. The ignition angle correction is not a fixed value but a dynamic parameter that changes with operating conditions. A two-dimensional map with engine speed and load as variables is configured in the ECU to store the optimal delay angle for each operating condition. For example, under 2000rpm / 80kPa conditions, a delay of 3°CA can effectively reduce noise and maintain fuel consumption without significant fluctuations. To prevent excessive delay from causing combustion instability, an upper limit of 6°CA is set. Exceeding this threshold may lead to misfire, increased hydrocarbon emissions, or decreased power. The control logic includes a soft-limiting module that monitors the superimposed total ignition angle in real time to ensure it remains within reasonable boundaries. In practical applications, adaptive limits can also be set based on the catalyst temperature rise characteristics; this embodiment does not limit this.

[0044] The dynamic adjustment mechanism makes the noise reduction strategy more closely match the real combustion environment, avoiding the side effects of a one-size-fits-all approach. It can maintain a stable noise reduction effect under different altitudes and temperatures, improving environmental adaptability.

[0045] The ignition angle correction map is a two-dimensional lookup table structure with engine speed and load as the coordinate axes. This map is stored in the ECU's read-only memory as an N×M matrix, where rows correspond to engine speeds (e.g., 1500–2750 rpm, 100 rpm increments) and columns correspond to intake loads (e.g., 50 kPa–100 kPa, 10 kPa increments). Each intersection stores an ignition angle offset (unit: °CA), and a linear interpolation algorithm is used to improve resolution. The map is imported into the calibration tool INCA or CANape via ASAP2 / A2L file format, supporting online debugging and batch flashing. In practical applications, the map can be expanded to three dimensions (adding a coolant temperature dimension) or use function expressions to replace the lookup table; this embodiment does not limit this. This structure facilitates operation by engineering calibration personnel and also benefits rapid addressing calculations by the ECU, making it suitable for combustion control scenarios with millisecond-level response. It improves the maintainability and reusability of the software strategy and supports multi-platform portability.

[0046] The correction map is stored as an independent subroutine module in the ECU and is triggered by logic gating under specific operating conditions. To ensure the integrity of the original combustion control logic, the ignition angle correction function is encapsulated as an independent software module, for example, named NVH_Ignition_Correction, written in C language and conforming to the AUTOSAR specification. This module is enabled or disabled by a Boolean enable signal: when all operating conditions are met, the master task scheduler issues an Enable instruction; otherwise, it outputs zero offset. The module's running priority is set to medium to avoid preempting critical combustion calculation tasks. In practical applications, this module can be deployed on different cores of a multi-core MCU; this embodiment does not limit this.

[0047] Independent modular design improves code readability and functional isolation, aligning with modern automotive electronic architecture development trends. It facilitates later OTA upgrades and functional iterations, enhancing system intelligence. Correction values ​​are superimposed on the basic ignition angle output as offsets, without altering the original combustion control logic. In the ECU combustion management module, the original ignition angle is synthesized from multiple sub-items, including the basic ignition angle, knock feedback correction, and air-fuel ratio compensation.

[0048] The ignition angle compensation item in this application is combined with other items by addition:

[0049] in: : Final output ignition advance angle (unit: °CA); The basic ignition angle is obtained by looking up a table (i.e., Map) based on engine speed and load; : Knock feedback correction amount, used to delay ignition in real time to suppress knock; Air-fuel ratio feedback compensation fine-tunes the mixture concentration; The newly added ignition angle compensation is activated only under noise-sensitive conditions such as clutch engagement. It can be retrieved through a dedicated two-dimensional map, and the typical value is a delay of 1 to 5°CA.

[0050] in, It exists as a switchable incremental term, without affecting the original control logic; it supports OTA remote NVHMap updates without rewriting the entire ECU firmware. A knock closed-loop feedback is introduced for safety limiting, simultaneously monitoring the knock sensor signal in real time while applying NVH delay; if an increasing knock trend is detected, it automatically reduces... The absolute value of the value is used to prevent combustion instability caused by excessive delay; a smart balance is achieved that prioritizes noise reduction without losing control.

[0051] This structure ensures that basic control capabilities are retained even if the NVH module fails. The superposition operation is performed by the ECU's underlying drive layer, with a sampling frequency of 2kHz and a delay of less than 1ms. In practical applications, multiplication factors or weighted fusion methods can also be used; this application does not limit this approach. This superposition mechanism achieves transparent embedding, satisfying functional requirements while ensuring system redundancy and safety. It improves the reliability and fault tolerance of the control system, meeting ISO 26262 functional safety requirements. The correction value is determined through joint calibration of engine bench combustion performance, fuel consumption rate, and emission characteristics. An engine + 8AT powertrain system is built on the AVL Powertrain Testbed and connected to a transient operating condition simulation system. At the target operating point (e.g., 2000rpm, 75kPa), the ignition angle delay is gradually increased, and cylinder pressure curves, exhaust temperature, NOx concentration, BSFC fuel consumption data, and radiated noise spectrum are collected simultaneously. By comprehensively analyzing various indicators, the optimal firing angle combination was selected that can reduce noise peak (attenuation ≥3dB in the target frequency band), prevent fuel consumption from increasing by more than 1.5%, and control NOx increase within the China VI b limit. The calibration results are stored in a database for generating a correction map for mass production. In practical applications, DoE experimental design and RSM response surface modeling can be combined to improve calibration efficiency; however, this embodiment does not limit this approach.

[0052] As a specific solution, this application also adjusts the engine injection parameters: based on wide-band vibration suppression through pre-injection regulation and rail pressure coordination, the specific solution is as follows: Step 1. Match the noise characteristics of different operating conditions using a multi-stage fuel injection strategy, specifically as follows: Low noise mode: Reduces the number of pre-injections before the main injection, reducing combustion fluctuations; High-excitation operating conditions (such as starting slip): Add one auxiliary pre-injection or increase the pre-injection ratio to 8% to 12% of the total fuel injection to promote uniform distribution of the air-fuel mixture in the cylinder and alleviate the tendency of pre-ignition.

[0053] The above scheme uses the pre-injection ratio as an NVH control variable, adjusting the heat release phase and smoothing the pressure rise rate while keeping the total fuel quantity constant. In practical applications, it can also be combined with dynamic adjustment of common rail pressure: appropriately reducing the injection rail pressure in the noise-sensitive area (e.g., from 180MPa to 160MPa) to weaken spray impact noise; or implementing stepped pressure increase in a specific speed range to delay the mechanical excitation caused by pressure changes.

[0054] Step 2. Based on Step 1, build a fuel injection parameter adjustment scheme library to enable on-demand calling, specifically as follows: Multiple fuel injection strategies are solidified into a parameter set, forming a fuel injection scheme map: Option A: Single pre-spray + delayed main spray; Option B: Dual pre-injection + rail pressure fine-tuning; Option C: Cancel pre-spraying + adjust phase; Based on the current vehicle operating data, select the most suitable combination of fuel injection parameters. For example: When the vehicle speed is less than 20 km / h and the throttle change rate is large, activate option A. When TC is in the sliding grinding stage, activate scheme B; Once the gear shift is complete and cruise control is engaged, the system automatically switches back to the standard fuel injection strategy.

[0055] Step 3. Based on Step 2, coordinate the fuel injection timing with the ignition timing, specifically as follows: Introducing the Combustion Coordination Factor (CF):

[0056] The parameters are explained as follows: : Represents the engine's angular acceleration, i.e., the rate of change of engine speed. It is obtained by acquiring the speed signal through the crankshaft position sensor and calculating it in the ECU by time differentiation. This parameter reflects the transient excitation intensity of the powertrain, especially during clutch engagement, gear shifting, or rapid acceleration, where sudden changes in angular acceleration are key factors causing structural resonance and noise.

[0057] The absolute value of angular acceleration is used to measure the severity of mechanical impact, regardless of direction, focusing only on the energy amplitude. A larger value indicates that the transmission system is in a highly dynamic process, and is more likely to generate structural impact noise in the 150–600Hz range.

[0058] This represents the effective sound pressure level (RMS) of in-vehicle noise in the 150–600Hz frequency range. The audio signal is collected by a microphone inside the driver's cabin, and the energy integral of the target frequency band is extracted after FFT transformation. This frequency range corresponds to the distinct metallic impact and roughness perceived by the human ear, and is the core frequency domain for NVH optimization.

[0059] This is an adjustable weighting coefficient, determined through bench testing and vehicle calibration, used to balance the effects of mechanical excitation and noise feedback. For example, in SUVs, due to low body stiffness and long vibration transmission paths, it is set... More attention is paid to angular acceleration; in cars, because occupants are sensitive to noise, [the following is likely a separate point] is set. Prioritize acoustic performance.

[0060] The CF (Combination Factor) integrates the engine's dynamic behavior (angular acceleration) with actual driving experience (wideband noise) as a comprehensive input for the ECU to adjust ignition timing and injection parameters. When CF exceeds a preset threshold, the system automatically activates NVH (Noise, Vibration, and Harshness) control strategies, appropriately delaying the ignition timing, optimizing injection timing and rail pressure, and reducing the rate of cylinder pressure rise, thereby suppressing the intensity of noise sources. The main injection timing and ignition timing delay are dynamically adjusted based on the CF value, so that both work together to control the combustion center phase (CA50). This combustion phase coordination factor CF is a quantitative indicator that integrates physical excitation and acoustic feedback to guide the ECU in dynamically adjusting ignition timing and injection parameters. This approach is more effective than adjusting the ignition timing alone in suppressing high-frequency combustion excitation.

[0061] Through multi-objective joint calibration, every parameter modification is ensured to be supported by experimental evidence, avoiding uncertainties caused by empiricism. A balance is achieved between noise reduction, energy saving, and environmental protection, enhancing the product's market competitiveness. A closed-loop verification of the noise improvement effect is conducted by combining whole-vehicle semi-anechoic chamber testing with driver subjective ratings. Under whole-vehicle conditions, typical operating conditions such as constant speed start, hill start, and anti-skid testing on wet surfaces are performed in the semi-anechoic chamber. In-vehicle noise signals are collected using a microphone array, with a focus on analyzing the broadband half-order components within the 150–600Hz range. Simultaneously, five professional reviewers conduct subjective evaluations according to the SAE J2883 standard, with rating items including impact feel, roughness, and overall comfort. Comparing the test results with and without the ignition angle correction function, it was found that noise energy was reduced by 4–6 dB(A) under specific operating conditions, and the average subjective rating improved by 2.2 points (out of 10). In practical applications, AI voice emotion recognition technology can also be introduced to assist in evaluation; this application does not limit this approach.

[0062] As can be seen from the above, the method in this application can be deployed solely through ECU software upgrades; it is applicable to various platforms such as sedans, SUVs, and MPVs; in actual tests, it reduces 150–600Hz wideband knocking noise by 4–6 dB(A); all modifications have been verified through comprehensive bench calibration and comply with China VI and Euro VII emission regulations; and the noise reduction strategy can be continuously optimized through user feedback and big data analysis. This solution represents the future technological evolution of automotive NVH development from passive response to active control, and from hard modification-driven to soft tuning-dominated.

[0063] The effectiveness of the technology is comprehensively evaluated through dual verification of objective measurement and subjective experience. This enhances the credibility of the technological achievements and user experience orientation, supporting high-quality product delivery. The method is executed in real time by the engine electronic control unit (ECU), with a response time of less than 10ms. The ECU uses an Infineon AURIX TC397 multi-core microcontroller with a main frequency of up to 300MHz, running the real-time operating system FreeRTOS. The control cycle is set to 5ms, and both operating condition identification and Map lookup are completed within a single cycle. The IGBT ignition drive signal is monitored by an oscilloscope, and the delay time from signal acquisition to spark plug discharge is 8.2ms, meeting the requirements for precise combustion phase control. The system interruption response time is less than 1μs, demonstrating high reliability. In practical applications, the NXP S32K series or STMicroelectronics SPC58 series can also be used; this application does not limit the specific application to these models.

[0064] Real-time performance ensures strict synchronization between ignition angle correction and engine rotation phase, avoiding phase mismatch. This improves control precision and ensures stable and consistent noise reduction. The vehicle speed, throttle opening, gear position, and TC lock-up status signals are derived from the CAN bus communication network. Each sensor signal is transmitted to the ECU via the CAN FD bus, with message IDs of 0x7A1 (vehicle speed), 0x3F2 (throttle opening), 0x2B3 (gear position), and 0x5D4 (TC lock-up status). The communication baud rate is 500kbps, and the refresh rate is 100Hz, meeting dynamic response requirements. The ECU performs filtering (second-order Butterworth low-pass filter) upon receiving the signals to eliminate transient jitter interference. In practical applications, some signals can be accessed via the LIN bus; this embodiment does not limit this.

[0065] Standardized communication interfaces ensure system compatibility and ease of integration, reducing development difficulty. Improved signal stability provides a reliable input foundation for accurate operating condition identification. When the vehicle enters high-speed cruising or rapid acceleration conditions, it automatically exits the ignition angle correction mode. To prevent noise reduction strategies from affecting high-speed driving performance, multiple exit mechanisms are implemented: when the vehicle speed > 60 km / h, throttle opening > 80%, or gear shift to 4th gear or higher, the disable_correction flag is immediately set, forcibly resetting the correction output. The exit process uses a gradual transition rather than an abrupt one, fading out over 200ms to avoid secondary shocks caused by sudden changes in combustion phase. In practical applications, the exit threshold can be customized according to the driving style learning algorithm; this embodiment does not limit this.

[0066] This mechanism enables intelligent start-stop control, avoiding erroneous intervention under non-target operating conditions. It improves driving consistency and power response quality, enhancing user trust. The combustion phase adjustment can also be achieved through fuel injection timing adjustment to assist in noise reduction. On some engine platforms, relying solely on ignition angle adjustment may be limited. In such cases, combined with fuel injection timing optimization, noise reduction can be achieved. For example, appropriately advancing the pre-injection timing before the main injection promotes mixture homogeneity and indirectly reduces combustion fluctuations. This strategy is uniformly coordinated by the EMS system, with fuel injection pulse width and ignition angle controlled in tandem. In practical applications, dual-channel noise reduction can be achieved through the GTDi combustion system; this application does not limit this aspect.

[0067] Multi-parameter coordinated control further expands the noise optimization space and enhances system flexibility. It exhibits stronger adaptability to complex combustion systems and is suitable for future lean-burn and high-compression-ratio engines. The method is applicable to automatic transmission platforms such as 8AT, 9AT, DCT, and CVT.

[0068] Although this application focuses on the slippage condition of an 8AT torque converter, its control concept can be applied to other automatic transmission types. In dual-clutch automatic transmissions (DCTs), it can be used to solve the problem of clutch engagement jitter during start-up; in CVTs, it can be used to suppress metal friction noise caused by steel belt slippage. Different platforms can be adapted simply by redefining the triggering conditions and the correction map. It has been successfully verified on 7DCT models, with a noise reduction of 3.8 dB(A). In practical applications, cross-platform reuse can be achieved through a platform-based software architecture, which is not limited in this application. This broadens the scope of application of the technology and increases the breadth of patent coverage. It supports multi-platform sharing of development results and shortens the development cycle of new models. The correction map can be updated and optimized online via remote over-the-air (OTA) download technology. The ECU has OTA upgrade capabilities, receiving the new ignition angle correction map pushed from the cloud through the vehicle's T-Box and completing the flashing process under the condition that the vehicle is off and the battery voltage is stable. The update process uses the UDS diagnostic protocol, supporting encrypted verification and rollback mechanisms to ensure information security and system stability. During the after-sales phase, Map parameters can be iteratively optimized based on user feedback data to achieve intelligent evolution capabilities that improve with use. In practical applications, regionalized noise reduction strategies can be implemented by combining V2X vehicle networking, but this application embodiment does not limit this aspect.

[0069] The engine noise optimization method provided in this application, particularly for automatic transmissions, addresses the specific operating conditions of clutch engagement during start-up by adjusting the engine ignition timing to improve the stability of the powertrain system under those conditions, thereby enhancing engine noise reduction. Specifically, automatic transmissions utilize electronic control systems for automatic gear shifting. Unstable clutch engagement during shifting inevitably leads to engine instability and noise issues, a common problem with automatic transmissions, especially pronounced during start-up. Taking an 8AT transmission as an example, its unique torque converter design allows it to increase starting torque during vehicle start-up, with a torque amplification factor of approximately 2x, effectively improving starting power. However, this results in high engine power and noise during the start-up phase. Traditional methods, such as reducing torque converter capacity and optimizing blade design, can partially address start-up engine noise, but at the cost of some power performance. In some cases, additional engine or vehicle acoustic chamber interference designs are needed to further improve noise levels.

[0070] As industry demands continue to rise, vehicle power performance is improving, and so are the requirements for engine noise reduction. Traditional torque converter optimization and noise reduction solutions sacrifice overall vehicle power, are costly, and fail to achieve the desired engine noise improvement. Therefore, higher requirements are being placed on automatic transmissions. To achieve these goals, automatic transmission vehicles optimize engine noise under specific starting clutch engagement conditions by correcting the ignition angle: ignition angle correction is implemented by adding ignition angle correction Map software logic; the specific starting clutch engagement conditions need to be determined by combining the vehicle's automatic transmission calibration conditions and engine noise conditions; the engine ignition angle correction value needs to be determined through comprehensive calibration of engine bench combustion performance, fuel consumption, and emissions.

[0071] Table 1 shows examples of specific operating condition definitions provided in this application.

[0072] Table 1

[0073] The NVH control strategy can only be activated when all of the above conditions are met, so as to avoid malfunctions that could affect high-speed power performance.

[0074] This application aims to improve the problem of excessive engine noise caused by the clutch engagement process during the start-up phase of an automatic transmission. To better mitigate the impact of strategy optimization on other related performance aspects such as power and fuel consumption, it is necessary to identify the specific operating conditions requiring optimization based on the engine noise performance of the vehicle to be adapted. Referring to Table 1, the operating condition parameters to be optimized under specific conditions, such as vehicle speed, engine speed, gear position, oil temperature, and throttle opening, are defined to limit the range of engine operating conditions. This serves as a prerequisite for the ignition angle correction optimization software strategy of this application and is determined based on the actual conditions of different vehicles to be adapted, including but not limited to the related conditions in Table 1.

[0075] like Figure 2 The image shown is the engine's basic ignition angle map for this application. This basic ignition angle map specifies the normal engine operating ignition angle parameters. Based on the specific operating conditions of the vehicle to be adapted, the range of operating conditions requiring special NVH revisions is determined, as in this application. Figure 2 The operating conditions are defined as follows: engine speed range 1500~2750 RPM, engine load rate range 50%~100%. Engine ignition angle correction is achieved under these specific operating conditions through a separate perspective correction map.

[0076] like Figure 3The image shows the engine ignition angle correction map for this application. The final determined range of engine ignition angle correction conditions and the ignition angle correction values ​​are represented by this correction map. This ignition angle correction map is implemented using a software perspective correction table. Specific ignition angle correction values ​​under particular operating conditions need to be determined through comprehensive calibration of engine bench combustion performance, fuel consumption, and emissions.

[0077] like Figure 4 The image shown is a diagram illustrating the engine noise effect of this application. Figure 4 The optimization effect of ignition angle correction mapping on an 8AT transmission powertrain model was compared. During the clutch engagement process below 40 km / h, the engine exhibited noticeable 150-600Hz wideband half-order knocking noise. After optimization using the ignition angle correction strategy, the engine noise was significantly improved.

[0078] Example: When the engine is running at 2000 rpm and 80 kPa MAP, the base ignition angle is 28° BTDC; under clutch slippage conditions, find... CA, then the final ignition angle is BTDC.

[0079] like Figure 5 As shown, this application also provides a multi-model adaptive NVH quality optimization system for automotive engines, including a data acquisition module, a working condition identification module, an NVH control module, and an execution module. This system is deployed in the engine electronic control unit (ECU), wherein: the data acquisition module is responsible for acquiring signals such as vehicle speed, engine speed, throttle opening, gear position, TC status, and oil temperature from the CAN bus; the working condition identification module determines whether a noise-sensitive area has been entered based on preset rules; the NVH control module calls the ignition angle correction Map to generate a dynamic offset, and the execution module superimposes the correction amount onto the ignition drive circuit to control the spark plug discharge timing.

[0080] The data acquisition module is used to collect vehicle operating data in real time during the start-up process of an automatic transmission vehicle. The vehicle operating data includes vehicle speed, throttle opening, engine speed, gear position, torque converter lock-up status, and engine oil temperature signal. The operating condition identification module is used to determine whether the vehicle has entered a noise-sensitive operating condition based on the vehicle's operating condition data. The NVH control module is used to activate the ignition angle correction Map embedded in the engine electronic control unit when the engine is determined to be in a noise-sensitive operating condition. It looks up the ignition angle delay amount according to the current engine speed and load, and adds the correction value to the basic ignition angle control command to delay the actual ignition timing by 1 to 5 degrees of crankshaft rotation. The execution module is used to automatically exit the ignition angle correction mode and restore the normal combustion control logic after the vehicle leaves the engine noise-sensitive operating condition or the gear shift is completed.

[0081] The entire system operates in a coordinated manner through a task scheduler with a cycle of 5ms, forming a complete closed-loop control chain. In practical applications, the system can also be deployed in a central domain controller or a smart cockpit gateway; this embodiment does not limit this. The system achieves fully autonomous control from perception to decision-making to execution, exhibiting a high degree of integration. It provides OEMs with a reusable NVH software solution.

[0082] like Figure 6 As shown, a third objective of this application embodiment is to provide an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the aforementioned engine multi-vehicle adaptation NVH quality optimization method. It also includes a communication interface and a bus.

[0083] The above-mentioned method for optimizing NVH quality across multiple engine models includes: S1. When the engine is installed on the vehicle to be adapted, the vehicle operating condition data is collected in real time when noise-sensitive conditions occur during the vehicle start-up process. The vehicle operating condition data includes vehicle speed, throttle opening, engine speed, gear, torque converter lock-up status and oil temperature signal. S2, compare the vehicle operating condition data with the operating conditions of the engine noise-sensitive condition to identify whether the engine noise-sensitive condition has been entered. S3, when the engine experiences noise-sensitive operating conditions, the NVH control strategy embedded in the engine electronic control unit is activated; the NVH control strategy includes adjusting the engine ignition angle and fuel injection parameters, wherein adjusting the engine ignition angle includes: calling the ignition angle correction Map, obtaining the ignition angle delay based on the current basic ignition angle Map, matching the ignition angle delay with the ignition angle correction Map to obtain the corresponding ignition angle correction value, and superimposing the ignition angle correction value into the basic ignition angle control command to obtain the ignition angle optimization control command; adjusting the engine fuel injection parameters includes: calling the fuel injection parameter adjustment scheme, matching the fuel injection parameter adjustment scheme with the vehicle operating condition data to obtain the fuel injection parameter optimization command; S4, the engine is controlled according to the ignition angle optimization control command and the fuel injection parameter optimization command; once the vehicle leaves the working condition where the engine is in a noise-sensitive state or the gear shift is completed, the normal combustion control logic is restored.

[0084] The fourth objective of this application is to provide a computer-readable storage medium storing a computer program that, when executed by a processor, implements the aforementioned engine multi-model adaptation NVH quality optimization method.

[0085] The above-mentioned method for optimizing NVH quality across multiple engine models includes: S1. When the engine is installed on the vehicle to be adapted, the vehicle operating condition data is collected in real time. The vehicle operating condition data includes vehicle speed, throttle opening, engine speed, gear, torque converter lock-up status and oil temperature signal. S2, compare the vehicle operating condition data with the operating conditions of the engine noise-sensitive condition to identify whether the engine noise-sensitive condition has been entered. S3, when the engine experiences noise-sensitive operating conditions, the NVH control strategy embedded in the engine electronic control unit is activated; the NVH control strategy includes adjusting the engine ignition angle and fuel injection parameters, wherein adjusting the engine ignition angle includes: calling the ignition angle correction Map, obtaining the ignition angle delay based on the current basic ignition angle Map, matching the ignition angle delay with the ignition angle correction Map to obtain the corresponding ignition angle correction value, and superimposing the ignition angle correction value into the basic ignition angle control command to obtain the ignition angle optimization control command; adjusting the engine fuel injection parameters includes: calling the fuel injection parameter adjustment scheme, matching the fuel injection parameter adjustment scheme with the vehicle operating condition data to obtain the fuel injection parameter optimization command; S4, the engine is controlled according to the ignition angle optimization control command and the fuel injection parameter optimization command; once the vehicle leaves the working condition where the engine is in a noise-sensitive state or the gear shift is completed, the normal combustion control logic is restored.

[0086] The fifth objective of this application is to provide a computer program product, which includes computer instructions that instruct a computer to execute the above-described engine multi-model adaptation NVH quality optimization method.

[0087] The above-mentioned method for optimizing NVH quality across multiple engine models includes: S1. When the engine is installed on the vehicle to be adapted, the vehicle operating condition data is collected in real time. The vehicle operating condition data includes vehicle speed, throttle opening, engine speed, gear, torque converter lock-up status and oil temperature signal. S2, compare the vehicle operating condition data with the operating conditions of the engine noise-sensitive condition to identify whether the engine noise-sensitive condition has been entered. S3, when the engine experiences noise-sensitive operating conditions, the NVH control strategy embedded in the engine electronic control unit is activated; the NVH control strategy includes adjusting the engine ignition angle and fuel injection parameters, wherein adjusting the engine ignition angle includes: calling the ignition angle correction Map, obtaining the ignition angle delay based on the current basic ignition angle Map, matching the ignition angle delay with the ignition angle correction Map to obtain the corresponding ignition angle correction value, and superimposing the ignition angle correction value into the basic ignition angle control command to obtain the ignition angle optimization control command; adjusting the engine fuel injection parameters includes: calling the fuel injection parameter adjustment scheme, matching the fuel injection parameter adjustment scheme with the vehicle operating condition data to obtain the fuel injection parameter optimization command; S4, the engine is controlled according to the ignition angle optimization control command and the fuel injection parameter optimization command; once the vehicle leaves the working condition where the engine is in a noise-sensitive state or the gear shift is completed, the normal combustion control logic is restored.

[0088] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0089] These computer program instructions can also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0090] This application may take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application may take the form of a computer program product implemented on one or more computer-usable storage media (including, but not limited to, disk storage, readable storage media, optical storage, etc.) containing computer-usable program code.

[0091] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0092] Obviously, the described embodiments are only some, not all, of the embodiments in this application. All other embodiments obtained by those skilled in the art based on the embodiments in this application without inventive effort should fall within the scope of protection of this application.

[0093] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application and not to limit them. Although this application has been described in detail with reference to the above embodiments, those skilled in the art should understand that modifications or equivalent substitutions can still be made to the specific implementation methods of this application. Any modifications or equivalent substitutions that do not depart from the spirit and scope of this application should be covered within the protection scope of this application.

Claims

1. An engine multi-vehicle adaptation NVH quality optimization method, characterized in that, include: After the engine is installed on the vehicle to be adapted, vehicle operating data is collected in real time. The vehicle operating data includes vehicle speed, throttle opening, engine speed, gear, torque converter lock-up status and oil temperature signal. The vehicle operating condition data is compared with the operating conditions of the engine noise-sensitive condition to identify whether the engine noise-sensitive condition has been entered. When the vehicle speed is below 40km / h, the throttle opening is greater than 15%, the engine speed is in the range of 1500-2750rpm, the gear is 1 to 3, the torque converter is in a non-lock-up slipping state, and the oil temperature is above 25℃, it is determined that the engine has entered a noise-sensitive operating condition. When the engine is in a noise-sensitive operating condition, the NVH control strategy embedded in the engine electronic control unit is activated; The NVH control strategy includes adjusting the engine ignition angle and fuel injection parameters. Adjusting the engine ignition angle includes: calling the ignition angle correction Map to obtain the ignition angle correction value, and superimposing the ignition angle correction value into the basic ignition angle control command to obtain the ignition angle delay optimization control command. Adjusting the engine fuel injection parameters includes: calling the fuel injection parameter adjustment scheme, and matching the fuel injection parameter adjustment scheme according to the vehicle operating condition data to obtain the fuel injection parameter optimization command. The engine is controlled according to the ignition angle delay optimization control command and the fuel injection parameter optimization command; once the vehicle leaves the working condition where the engine is in a noise-sensitive state or the gear shift is completed, the normal combustion control logic is restored. Combustion phase coordination factor (CF) is introduced to coordinate the control of fuel injection timing and ignition angle. The coordination factor (CF) combines the engine's angular acceleration with the in-vehicle broadband noise as a comprehensive input for adjusting the ignition angle and fuel injection parameters.

2. The method of claim 1, wherein, The operating conditions under which the engine experiences noise-sensitive conditions were determined through prior testing, and the specific process includes: The engine is installed in different vehicles to be adapted, and vehicle operating condition data is collected in real time. The vehicle operating condition data includes vehicle speed, throttle opening, engine speed, gear, torque converter lock-up status and oil temperature signal. When the corresponding vehicle starts and a noise-sensitive condition occurs, the corresponding vehicle noise operating condition data is recorded to obtain the operating conditions of the engine when the noise-sensitive condition occurs.

3. The method of claim 2, wherein, The vehicle operating condition data also includes engine torque. If the engine torque is within the range of 50% to 100% of the rated torque, it is determined that the vehicle has entered a noise-sensitive operating condition. The vehicle speed, throttle opening, gear position, and torque converter lock-up status signals are obtained from the CAN bus communication network.

4. The method of claim 1, wherein, The ignition angle delay is dynamically adjusted according to engine speed and load, and shall not exceed 6°CA.

5. The method of claim 1, wherein, The ignition angle correction Map is a two-dimensional lookup table structure with engine speed and load as the coordinate axes; The correction map is stored as an independent subroutine module in the ECU and is triggered by logic gating under specific operating conditions.

6. The method of claim 1, wherein, The engine multi-model adaptation NVH quality optimization method is executed in real time by the engine electronic control unit, with a response time of less than 10ms.

7. The method of claim 1, wherein, When the vehicle enters high-speed cruising or rapid acceleration conditions, it automatically exits the ignition angle correction mode.

8. The method of claim 1, wherein: The step of superimposing the ignition angle correction value onto the basic ignition angle control command yields the ignition angle optimization control command, which specifically includes: in: : the final output spark advance angle as the spark angle optimization control command; : base ignition angle, obtained from base ignition angle Map; : Knock feedback correction amount; Air-fuel ratio feedback compensation; : Ignition angle correction value.

9. The method for optimizing NVH quality for engine adaptation across multiple vehicle models according to claim 1, characterized in that, The step of invoking the fuel injection parameter adjustment scheme, and obtaining the fuel injection parameter optimization instruction by matching the fuel injection parameter adjustment scheme with the vehicle operating data, includes: A fuel injection parameter adjustment scheme library is built to enable on-demand invocation, and multiple fuel injection strategies are solidified into parameter sets to form a fuel injection scheme Map. Option A: Single pre-spray + delayed main spray; Option B: Dual pre-injection + rail pressure fine-tuning; Option C: Cancel pre-spraying + adjust phase; Based on the vehicle operating data, the most suitable combination of injection parameters is matched to obtain the injection parameter adjustment scheme, and then the injection parameter optimization instruction is obtained.

10. The method for optimizing NVH quality of an engine for multiple vehicle models according to claim 9, characterized in that, Also includes: The method for coordinating fuel injection timing and ignition angle is as follows: Introducing the combustion phase coordination factor CF for fuel injection phase adjustment: In the formula: : Indicates the angular acceleration of the engine; Take the absolute value of angular acceleration; This indicates the effective sound pressure level of the vehicle interior noise in the 150–600Hz frequency range. All of these are adjustable weighting coefficients, determined through bench testing and vehicle calibration.

11. A multi-model NVH quality optimization system for automotive engines, characterized in that, include: The data acquisition module is used to collect vehicle operating condition data in real time when noise-sensitive conditions occur during vehicle start-up after the engine is installed in the vehicle to be adapted. The vehicle operating condition data includes vehicle speed, throttle opening, engine speed, gear, torque converter lock-up status and oil temperature signal. The operating condition identification module is used to compare the vehicle operating condition data with the operating conditions of the engine noise-sensitive condition to identify whether the engine noise-sensitive condition has been entered. When the vehicle speed is below 40km / h, the throttle opening is greater than 15%, the engine speed is in the range of 1500-2750rpm, the gear is 1 to 3, the torque converter is in a non-lock-up slipping state, and the oil temperature is above 25℃, it is determined that the engine has entered a noise-sensitive operating condition. The NVH control module is used to activate the NVH control strategy embedded in the engine electronic control unit when the engine is in a noise-sensitive operating condition. The NVH control strategy includes adjusting the engine ignition angle and fuel injection parameters. Adjusting the engine ignition angle includes: calling the ignition angle correction Map to obtain the ignition angle correction value, and superimposing the ignition angle correction value into the basic ignition angle control command to obtain the ignition angle delay optimization control command. Adjusting the engine fuel injection parameters includes: calling the fuel injection parameter adjustment scheme, and matching the fuel injection parameter adjustment scheme according to the vehicle operating condition data to obtain the fuel injection parameter optimization command. The execution module is used to control the engine according to the ignition angle delay optimization control command and the fuel injection parameter optimization command; after the vehicle leaves the working conditions where the engine is in a noise-sensitive state or the gear shift is completed, the normal combustion control logic is restored. Combustion phase coordination factor (CF) is introduced to coordinate the control of fuel injection timing and ignition angle. The coordination factor (CF) combines the engine's angular acceleration with the in-vehicle broadband noise as a comprehensive input for adjusting the ignition angle and fuel injection parameters.

12. An electronic device, characterized in that, The method includes a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the engine multi-vehicle adaptation NVH quality optimization method according to any one of claims 1-8.

13. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program, which, when executed by a processor, implements the engine multi-vehicle adaptation NVH quality optimization method according to any one of claims 1-8.

14. A computer program product, the computer program product comprising computer instructions, characterized in that, The computer instructions instruct the computer to execute the engine multi-vehicle adaptation NVH quality optimization method according to any one of claims 1-8.

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