A method and system for bench debugging of automotive active sound waves

Abstract

The application discloses a kind of automobile active sound bench debugging method and debugging system, debugging method includes: S1, motor speed signal is input to CAN signal simulator, throttle pedal opening signal and torque signal are obtained by calculation, and motor speed signal, throttle pedal opening signal and torque signal are transmitted to the processing chip of active sound controller after being handled by the micro-control unit of active sound controller;S2, the required debugging parameter is transmitted to the processing chip by computer, and debugging parameter includes the amplitude and frequency of sound wave;S3, the processing chip calculates and outputs audio signal according to the input CAN signal and debugging parameter;S4, the audio signal is processed into analog signal by digital-analog conversion module, and each loudspeaker is excited to sound after being amplified by power amplifier.The debugging method controls the sound effect of active sound by three kinds of signals, and the matching debugging of sound and vehicle signal can be carried out without real vehicle resources.

Description

Technical Field

[0001] This invention relates to the field of active acoustics technology, specifically to a method and system for debugging an active automotive sound test bench. Background Technology

[0002] The development of electric vehicles and increasingly stringent emission policies are rapidly reducing the displacement of traditional engines, resulting in a corresponding decrease in engine noise. Many manufacturers are now recognizing the importance of engine sound and are using active sound systems to simulate the engine sound of sports cars by controlling in-car speakers, thereby enhancing the driving experience.

[0003] Active engine sound is primarily used during vehicle acceleration. It synthesizes and outputs a sound that matches the vehicle's operating state by reading signals such as accelerator pedal opening and engine speed. Besides sound design, active engine sound also requires calibration on a real vehicle, taking into account the power parameters and speaker configurations of different models. The goal is to ensure the sound matches the driver's intentions and the vehicle's operating status.

[0004] Most existing solutions require on-vehicle calibration after producing engineering prototypes, resulting in long development cycles and high resource consumption. If bench testing is used, the relationship between multiple signals under different vehicle conditions cannot be accurately determined, so most solutions only use a single signal as input for testing, which cannot accurately simulate the sound performance in a real vehicle. Summary of the Invention

[0005] The purpose of this invention is to address the problems in the prior art by providing a method for testing an active automotive sound test bench. This method can perform matching and testing of sound with the vehicle signal without the availability of actual vehicle resources.

[0006] To achieve the above objectives, the technical solution adopted by the present invention is as follows:

[0007] A method for testing an active automotive sound test bench includes the following steps:

[0008] S1, input the motor speed signal to the CAN signal simulator, calculate the throttle pedal opening signal and torque signal based on the motor speed signal, and transmit the motor speed signal, throttle pedal opening signal and torque signal to the active sound controller's processing chip ASQ Processor after processing by the microcontroller unit MCU.

[0009] S2, The required debugging parameters are transmitted to the ASQ Processor chip via a computer. The debugging parameters include the amplitude and frequency of the sound wave.

[0010] S3, the ASQ Processor chip calculates and outputs an audio signal based on the input CAN signal and debugging parameters;

[0011] S4, the audio signal is processed into an analog signal by the digital-to-analog converter module DA, and then amplified by the power amplifier PA to excite each speaker to produce sound.

[0012] Preferably, in step S1, when calculating the accelerator pedal opening signal based on the motor speed signal, the corresponding motor speed and accelerator pedal travel relationship curve is selected according to the actual driving experience of the test vehicle, and the accelerator pedal opening is obtained by interpolation calculation.

[0013] Preferably, in step S1, when calculating the torque signal based on the motor speed signal, the torque signal is calculated based on the input motor speed, through the peak external characteristic curve of the motor used in the vehicle and the reduction ratio of the reducer used in the vehicle.

[0014] Preferably, in step S2, the principle for controlling the amplitude of the sound wave is as follows:

[0015] y=a*(spdwt*spdtable+pedwt*pedtable+torwt*tortable)*VTdata

[0016] Where y is the final total sound output; a is the total amplitude of the audio output; spdwt is the total amplitude coefficient of the CAN signal for motor speed; pedwt is the total amplitude coefficient of the CAN signal for throttle pedal opening; torwt is the total amplitude coefficient of the CAN signal for torque; spdtable is the curve of amplitude coefficient changing with CAN signal for motor speed; pedtable is the curve of amplitude coefficient changing with CAN signal for throttle pedal opening; and tortable is the curve of amplitude coefficient changing with CAN signal for torque.

[0017] VTdata=(spdf[i]+ped[i]+tor[i])*vt[i]

[0018] Wherein, spdf[i] is the segmented amplitude control array for rotational speed, ped[i] is the segmented amplitude control array for accelerator pedal opening, tor[i] is the segmented amplitude control array for torque, and vt[i] is the audio array of the original sound wave function stored in the ASQ Processor chip.

[0019] Furthermore, the amplitude control of the sound wave includes custom spdtable, pedtable, and tortable. spdtable specifies that the amplitude coefficient changes slowly in the low-speed range, changes rapidly with increasing speed in the mid-to-high speed range, and remains constant in the high-speed range. pedtable specifies that the amplitude coefficient changes little with increasing throttle pedal opening in the first half of the pedal movement, and increases accordingly in the second half of the pedal movement. tortable specifies that the amplitude coefficient changes linearly with torque. Spdtable, pedtable, and tortable are then adjusted based on the sound wave effect.

[0020] Furthermore, the amplitude control of the sound wave also includes a custom total audio output amplitude value 'a', which is between 0 and 1, and is modified in the actual vehicle according to the in-vehicle audio effect and the vehicle's sound insulation.

[0021] Furthermore, the amplitude control of the sound wave also includes custom spdwt, pedwt, and torwt, all of which are between 0 and 1, and spdwt, pedwt, and torwt are adjusted according to the sound wave effect;

[0022] Furthermore, the amplitude control of the sound wave also includes custom spdf[i], ped[i], and tor[i]. spdf[i] contains N pairs of data, each pair being the current speed value and its corresponding amplitude coefficient. ped[i] contains N pairs of data, each pair being the current accelerator pedal opening value and its corresponding amplitude coefficient. tor[i] contains N pairs of data, each pair being the current torque value and its corresponding amplitude coefficient. spdf[i], ped[i], and tor[i] are then modified according to the sound wave effect.

[0023] Preferably, in step S2, the frequency control of the sound wave is achieved by defining the change curve of the audio signal frequency with the vehicle speed signal, and the change curve can be selected from three modes: linear, exponential, or logarithmic.

[0024] The present invention also provides an active automotive sound test bench system, comprising:

[0025] A CAN signal simulator is used to input motor speed signals and calculate throttle pedal opening and torque signals.

[0026] The active acoustic controller includes a microcontroller unit (MCU), an ASQ processor chip, a digital-to-analog converter (DA), and a power amplifier (PA).

[0027] The CAN signal simulator is electrically connected to the microcontroller unit (MCU) and is used to send the motor speed signal, accelerator pedal opening signal, and torque signal to the MCU for processing.

[0028] The microcontroller unit (MCU) is electrically connected to the processing chip ASQ Processor and is used to send the processed motor speed signal, accelerator pedal opening signal and torque signal to the processing chip ASQ Processor.

[0029] The ASQ Processor chip is electrically connected to the DA converter module and is used to convert the audio signal output by the ASQ Processor chip into an analog signal.

[0030] The digital-to-analog converter module DA is electrically connected to the power amplifier PA and is used to amplify the analog signal;

[0031] A computer, electrically connected to the ASQ Processor chip, is used to send debugging parameters to the ASQ Processor chip.

[0032] A loudspeaker, electrically connected to the power amplifier PA, is used to produce the desired sound waves.

[0033] Due to the application of the above technical solution, the automotive active sound test bench debugging method of the present invention has the following advantages compared with the prior art:

[0034] (1) This debugging method can calculate the throttle pedal opening signal and torque signal in real time based on the input of the motor speed signal. Finally, the three signals of motor speed, throttle pedal opening and torque are used to control the sound effect of the active sound wave. Compared with a single signal, it can more realistically reflect the performance effect of the sound wave on the actual vehicle and solve the problem of mismatch between bench debugging and actual vehicle debugging effect.

[0035] (2) By sending debugging parameters to the active sound controller through the computer, the sound can be modified in real time by continuously correcting the debugging parameters, thereby improving the debugging efficiency. Attached Figure Description

[0036] Appendix Figure 1 This is a schematic diagram of the structure of the automotive active sound test bench of the present invention;

[0037] Appendix Figure 2 This is a flowchart of the automotive active sound test bench debugging method of the present invention;

[0038] Appendix Figure 3This is a graph showing the relationship between motor speed and accelerator pedal travel in the automotive active sound test bench debugging method of the present invention.

[0039] Appendix Figure 4 This is a peak external characteristic curve of a certain motor in the automotive active sound test bench debugging method of the present invention;

[0040] Appendix Figure 5 This is a graph showing the variation of the custom amplitude coefficient with the rotational speed in the CAN signal of the active automotive sound test bench debugging method of the present invention.

[0041] Appendix Figure 6 The custom amplitude coefficient in the automotive active sound test bench debugging method of the present invention is a CAN signal curve showing the change of the accelerator pedal opening.

[0042] Appendix Figure 7 The curve showing the variation of the custom amplitude coefficient with the torque CAN signal in the automotive active sound test bench debugging method of the present invention. Detailed Implementation

[0043] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0044] Example 1

[0045] like Figure 1 As shown, the present invention provides an active sound test bench system for automobiles, including a CAN signal simulator, an active sound controller, a computer, and a speaker.

[0046] The CAN signal simulator is used to input motor speed signals and calculate throttle pedal opening and torque signals.

[0047] The active acoustic controller includes a microcontroller unit (MCU), an ASQ processor chip, a digital-to-analog converter (DA), and a power amplifier (PA).

[0048] The CAN signal simulator is electrically connected to the microcontroller unit (MCU) and is used to send three CAN signals—motor speed, throttle pedal opening, and torque—to the MCU for processing.

[0049] The microcontroller unit (MCU) is electrically connected to the ASQ processor chip, used to send the motor speed signal, throttle pedal opening signal, and torque signal processed by the MCU to the ASQ processor chip. The computer is also electrically connected to the ASQ processor chip, used to send debugging parameters to it. Thus, audio signal calculations are performed using the three CAN signals and the required debugging parameters.

[0050] The ASQ Processor chip is electrically connected to the DA converter module and is used to convert the audio signal output by the ASQ Processor chip into an analog signal.

[0051] The digital-to-analog converter (DA) is electrically connected to the power amplifier (PA) to amplify analog signals.

[0052] The loudspeaker is electrically connected to the power amplifier (PA) to produce the desired sound.

[0053] Example 2

[0054] The flowchart of the active sound test bench debugging method for automobiles of the present invention is shown in Figure 2, and specifically includes the following steps.

[0055] S1 inputs the motor speed signal to the CAN signal simulator to obtain the accelerator pedal opening signal and torque signal. After processing by the microcontroller unit (MCU) of the active sound controller, the motor speed signal, accelerator pedal opening signal and torque signal are transmitted to the ASQ Processor of the active sound controller.

[0056] In the CAN signal simulator, the accelerator pedal opening signal and torque signal are calculated based on the input motor speed signal. The calculation method is as follows.

[0057] (1) Calculation of accelerator pedal opening signal

[0058] Based on the different proportional relationships between motor speed and accelerator pedal opening, throttle response can be categorized into three types: soft, linear, and hard, each corresponding to different driving experiences. For example... Figure 3 As shown.

[0059] "Soft" means that when the pedal travel is increased in the first half of the pedal stroke, the motor speed increases more slowly. This makes it easier for the driver to control the vehicle and avoids a sudden "lurch forward" feeling, as shown in curve 1.

[0060] "Hardness" refers to the fact that the motor speed increases immediately when the pedal travel is increased in the first half of the pedal stroke, which makes the vehicle have good power performance and strong acceleration, as shown in curve 3.

[0061] Linearity lies between soft and hard, as in curve 2.

[0062] During the debugging process, the corresponding curve 1, curve 2 or curve 3 can be selected according to the actual driving experience of the vehicle being debugged, and the accelerator pedal opening can be obtained through interpolation calculation.

[0063] (2) Torque signal calculation

[0064] Based on the input motor speed, the theoretical torque value of the vehicle can be obtained from the peak external characteristic curve of the motor used in the vehicle. Then, based on the reduction ratio of the reducer used in the vehicle, the final torque signal is calculated. Different motors used in the vehicle will have different peak external characteristic curves, resulting in different torque values. This invention provides the peak external characteristic curve of a specific motor, such as... Figure 4 As shown.

[0065] S2 transmits the required debugging parameters to the ASQ Processor chip via a computer.

[0066] The sound effect of the active sound wave is changed by sending debugging parameters to the ASQ Processor chip of the active sound wave controller through a computer. The debugging parameters mainly include adjusting the amplitude and frequency of the sound wave.

[0067] (1) Amplitude control of sound waves

[0068] The principle of sound wave amplitude control is as follows:

[0069] y=a*(spdwt*spdtable+pedwt*pedtable+torwt*tortable)*VTdata

[0070] Where y is the final total sound output; a is the total amplitude of the audio output; spdwt is the total amplitude coefficient of the CAN signal for motor speed; pedwt is the total amplitude coefficient of the CAN signal for throttle pedal opening; torwt is the total amplitude coefficient of the CAN signal for torque; spdtable is the curve of amplitude coefficient changing with CAN signal for motor speed; pedtable is the curve of amplitude coefficient changing with CAN signal for throttle pedal opening; and tortable is the curve of amplitude coefficient changing with CAN signal for torque.

[0071] VTdata is calculated using the following formula:

[0072] VTdata=(spdf[i]+ped[i]+tor[i])*vt[i]

[0073] Where spdf[i] is the segmented amplitude control array for rotational speed, ped[i] is the segmented amplitude control array for accelerator pedal opening, tor[i] is the segmented amplitude control array for torque, and vt[i] is the audio array of the original sound wave function stored in the ASQ Processor chip.

[0074] The amplitude control of the sound wave specifically includes the following steps:

[0075] 1) Customize spdtable, pedtable, and tortable.

[0076] Spdtable is a continuous curve with engine speed on the horizontal axis and amplitude coefficient on the vertical axis. When customizing the spdtable, in the low-speed range, to match the sound with the driving experience, the amplitude coefficient changes relatively slowly as the engine speed increases. In the mid-to-high speed range, to reflect acceleration, the amplitude coefficient changes more rapidly as the engine speed increases. In the high-speed range, to prevent the sound from being too loud and causing user complaints, the amplitude coefficient remains basically unchanged as the engine speed continues to rise.

[0077] The pedtable is a continuous curve with the accelerator pedal opening on the horizontal axis and the amplitude coefficient on the vertical axis. When customizing the pedtable, to ensure a smaller sound amplitude when the vehicle is traveling at a constant speed, the amplitude coefficient of the curve changes little as the accelerator pedal opening increases in the first half of the pedal travel; in the second half of the pedal travel, it returns to normal, and the amplitude coefficient of the curve increases accordingly as the accelerator pedal opening increases.

[0078] The tortable is a continuous curve with torque on the horizontal axis and amplitude coefficient on the vertical axis. When defining the tortable, torque is defined as a good indicator of vehicle operating conditions, so the amplitude coefficient is defined to change linearly with the magnitude of torque.

[0079] After customizing spdtable, pedtable, and tortable using the above method, continuously adjust spdtable, pedtable, and tortable based on the output sound effect to ultimately obtain the desired sound.

[0080] 2) Customize the total amplitude of audio output a.

[0081] The total audio output amplitude 'a' is used to determine the final volume of the sound output. When 'a' is customized, the value of 'a' is taken in the range of 0 to 1. The value of 'a' needs to be corrected in the actual vehicle based on the in-vehicle audio effect and the vehicle's sound insulation.

[0082] 3) Custom spdwt, pedwt, and torwt.

[0083] When customizing spdwt, pedwt, and torwt, all three coefficients are set to values ​​between 0 and 1. These coefficients represent the weighting of the three CAN signals—motor speed, accelerator pedal opening, and torque—on the change in sound amplitude. When releasing the accelerator while the vehicle is in motion, we often want the sound to be quieter, so pedwt should be set larger than spdwt and torwt.

[0084] After customizing spdwt, pedwt, and torwt, continuously adjust spdwt, pedwt, and torwt based on the output sound effect to ultimately obtain the desired sound.

[0085] 4) Define spdf[i], ped[i], and tor[i].

[0086] spdf[i] contains N pairs of data, each pair representing the current engine speed and its corresponding amplitude coefficient. ped[i] contains N pairs of data, each pair representing the current accelerator pedal opening and its corresponding amplitude coefficient. tor[i] contains N pairs of data, each pair representing the current torque value and its corresponding amplitude coefficient. Taking ped[i] as an example, ped[i] is defined as: accelerator pedal opening 0, 20, ... 100, corresponding to amplitudes 0, 0.2, ... 1.

[0087] The larger the value of N, the finer the division of the various speed ranges, throttle pedal opening ranges, and torque ranges will be, resulting in more natural changes in sound. However, this also increases the complexity of tuning.

[0088] After customizing spdf[i], ped[i], and tor[i] according to the above method, spdf[i], ped[i], and tor[i] are continuously modified according to the output sound wave effect to finally obtain the desired sound wave.

[0089] (2) Frequency control of sound waves

[0090] The frequency control of the sound is achieved by defining the change curve of the audio signal frequency as a function of the vehicle speed signal. The change curve can be selected in three modes: linear, exponential, and logarithmic.

[0091] Taking linear change as an example:

[0092] f_a=f*y

[0093] Where f_a is the frequency of the output audio signal, f is the frequency of the original audio signal stored in the ASQ Processor chip, and y is the calculated frequency variation coefficient, which is calculated according to the following formula:

[0094] y = k*spd + b

[0095] Where spd is the rotational speed; k and b are both constants; the value of k is generally between 0 and 1, and can be selected according to the rate of frequency change; b can generally be 1.

[0096] S3, the ASQ Processor chip, calculates and outputs audio signals based on the input CAN signal and debugging parameters.

[0097] When calculating the audio signal based on the input CAN signal and debugging parameters in the ASQ Processor chip, the calculation method is not the inventive point of this patent, and calculation methods in the prior art can be used.

[0098] S4, the audio signal is processed into an analog signal by the digital-to-analog converter (DA), and then amplified by the power amplifier (PA) to drive each speaker to produce sound.

[0099] The aforementioned active automotive sound bench testing method allows for the matching and testing of sound with vehicle signals even without actual vehicle resources. It can simulate the engine sounds of traditional gasoline cars or other distinctive electric vehicle sounds as needed. This testing method shortens the development cycle and saves vehicle resources.

[0100] The above embodiments are only for illustrating the technical concept and features of the present invention. Their purpose is to enable those skilled in the art to understand the content of the present invention and implement it. They should not be used to limit the scope of protection of the present invention. All equivalent changes or modifications made in accordance with the spirit and essence of the present invention should be covered within the scope of protection of the present invention.

Claims

1. A method for debugging an active automotive sound test bench, characterized in that: Includes the following steps: S1, input the motor speed signal to the CAN signal simulator, calculate the throttle pedal opening signal and torque signal based on the motor speed signal, and transmit the motor speed signal, throttle pedal opening signal and torque signal to the active sound controller's processing chip ASQ Processor after processing by the microcontroller unit MCU. Specifically, when calculating the accelerator pedal opening signal based on the motor speed signal, the corresponding motor speed and accelerator pedal travel relationship curve is selected based on the actual driving experience of the test vehicle, and the accelerator pedal opening is obtained through interpolation calculation; when calculating the torque signal based on the motor speed signal, the torque signal is calculated based on the input motor speed, through the peak external characteristic curve of the motor used in the vehicle and the reduction ratio of the reducer used in the vehicle. S2, The required debugging parameters are transmitted to the ASQ Processor chip via a computer. The debugging parameters include the amplitude and frequency of the sound wave. The principle for controlling the amplitude of the sound wave is as follows: y=a*(spdwt*spdtable+pedwt*pedtable+torwt*tortable)*VTdata Where y is the final total sound output; a is the total amplitude of the audio output; spdwt is the total amplitude coefficient of the CAN signal for motor speed; pedwt is the total amplitude coefficient of the CAN signal for throttle pedal opening; torwt is the total amplitude coefficient of the CAN signal for torque; spdtable is the curve of amplitude coefficient changing with CAN signal for motor speed; pedtable is the curve of amplitude coefficient changing with CAN signal for throttle pedal opening; and tortable is the curve of amplitude coefficient changing with CAN signal for torque. VTdata=(spdf[i]+ped[i]+tor[i])*vt[i] Wherein, spdf[i] is the segmented amplitude control array of rotational speed, ped[i] is the segmented amplitude control array of accelerator pedal opening, tor[i] is the segmented amplitude control array of torque, and vt[i] is the audio array of the original sound wave function stored in the ASQ Processor chip; The frequency control of the sound is achieved by defining the change curve of the audio signal frequency with the vehicle speed signal. The change curve can be linear, exponential or logarithmic. S3, the ASQ Processor chip calculates and outputs an audio signal based on the input CAN signal and debugging parameters; S4, the audio signal is processed into an analog signal by the digital-to-analog converter module DA, and then amplified by the power amplifier PA to excite each speaker to produce sound.

2. The method for debugging an active automotive sound test bench according to claim 1, characterized in that: The amplitude control of the sound wave includes custom spdtable, pedtable, and tortable. The spdtable is characterized by a slow change in amplitude coefficient in the low-speed range, a rapid change in amplitude coefficient in the mid-to-high speed range, and a constant amplitude coefficient in the high-speed range. The pedtable is characterized by a small change in amplitude coefficient as the accelerator pedal opening increases in the first half of the pedal range, and a corresponding increase in amplitude coefficient as the accelerator pedal opening increases in the second half of the pedal range. The tortable is characterized by a linear change in amplitude coefficient with torque. The spdtable, pedtable, and tortable are then adjusted according to the sound wave effect.

3. The method for testing an active automotive sound test bench according to claim 1, characterized in that: The amplitude control of the sound wave also includes a custom total audio output amplitude 'a', with the value between 0 and 1, which is then adjusted in the actual vehicle based on the in-vehicle audio effect and the vehicle's sound insulation.

4. The method for testing an active automotive sound test bench according to claim 1, characterized in that: The amplitude control of the sound wave also includes custom spdwt, pedwt, and torwt, all of which are between 0 and 1, and spdwt, pedwt, and torwt are adjusted according to the sound wave effect.

5. The method for testing an active automotive sound test bench according to claim 1, characterized in that: The amplitude control of the sound wave also includes custom spdf[i], ped[i], and tor[i]. spdf[i] contains N pairs of data, each pair being the current speed value and its corresponding amplitude coefficient. ped[i] contains N pairs of data, each pair being the current accelerator pedal opening value and its corresponding amplitude coefficient. tor[i] contains N pairs of data, each pair being the current torque value and its corresponding amplitude coefficient. spdf[i], ped[i], and tor[i] are then modified according to the sound wave effect.

6. A car active sound test bench system, characterized in that: include: The CAN signal simulator is used to input motor speed signals and calculate accelerator pedal opening and torque signals. Its configuration is as follows: select the corresponding motor speed and accelerator pedal travel relationship curve according to the actual driving experience of the test vehicle, and obtain the accelerator pedal opening signal through interpolation; at the same time, based on the input motor speed, calculate the torque signal through the peak external characteristic curve of the motor used in the vehicle and the reduction ratio of the reducer used in the vehicle. The active acoustic controller includes a microcontroller unit (MCU), an ASQ processor chip, a digital-to-analog converter (DA), and a power amplifier (PA). The CAN signal simulator is electrically connected to the microcontroller unit (MCU) and is used to send the motor speed signal, accelerator pedal opening signal, and torque signal to the MCU for processing. The microcontroller unit (MCU) is electrically connected to the processing chip ASQ Processor and is used to send the processed motor speed signal, accelerator pedal opening signal and torque signal to the processing chip ASQ Processor. The ASQ Processor chip is electrically connected to the DA converter module and is used to convert the audio signal output by the ASQ Processor chip into an analog signal. The digital-to-analog converter module DA is electrically connected to the power amplifier PA and is used to amplify the analog signal; A computer, electrically connected to the ASQ Processor chip, is used to send debugging parameters to the ASQ Processor chip, the debugging parameters including the amplitude and frequency of the sound wave. The principle for controlling the amplitude of the sound wave is as follows: y=a*(spdwt*spdtable+pedwt*pedtable+torwt*tortable)*VTdata Where y is the final total sound output; a is the total amplitude of the audio output; spdwt is the total amplitude coefficient of the CAN signal for motor speed; pedwt is the total amplitude coefficient of the CAN signal for throttle pedal opening; torwt is the total amplitude coefficient of the CAN signal for torque; spdtable is the curve of amplitude coefficient changing with CAN signal for motor speed; pedtable is the curve of amplitude coefficient changing with CAN signal for throttle pedal opening; and tortable is the curve of amplitude coefficient changing with CAN signal for torque. VTdata=(spdf[i]+ped[i]+tor[i])*vt[i] Wherein, spdf[i] is the segmented amplitude control array of rotational speed, ped[i] is the segmented amplitude control array of accelerator pedal opening, tor[i] is the segmented amplitude control array of torque, and vt[i] is the audio array of the original sound wave function stored in the ASQ Processor chip; The frequency control of the sound is achieved by defining the change curve of the audio signal frequency with the vehicle speed signal. The change curve can be linear, exponential or logarithmic. A loudspeaker, electrically connected to the power amplifier PA, is used to produce the desired sound waves.

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