A design method for suppressing vehicle jitter, electronic device and storage medium

Abstract

The application discloses a design method for inhibiting vehicle shaking, an electronic device and a storage medium, and relates to the technical field of vehicle noise control. The design method comprises the following steps: a rigid body mode of a power assembly is established, a preset excitation frequency range corresponding to a shaking state of the vehicle is obtained, an inherent frequency of a target direction is compared with the preset excitation frequency range, if the inherent frequency of the target direction is located in the preset excitation frequency range, the characteristic parameters of a suspension system are adjusted, and the rigid body mode of the power assembly is updated, if the inherent frequency of the target direction is located outside the preset excitation frequency range, and the overall inherent frequency of the rigid body mode does not exceed a preset value of an ignition excitation frequency of an engine, the characteristic parameters of the suspension system are output. The application reduces the risk of intermittent shaking of the vehicle and improves the comfort of the whole vehicle.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle noise control, and particularly relates to a design method for suppressing vehicle jitter, an electronic device and a storage medium. BACKGROUND

[0002] Vehicle jitter refers to a vibration phenomenon that makes people feel uncomfortable when a modulation phenomenon is amplified by a vehicle and a modal of a subsystem of the vehicle. During engine starting, the speed is unstable, for example, when the speed suddenly drops, the engine ignition advance angle is advanced, the noise and vibration are intensified, the jitter is serious, and the user experience is affected. SUMMARY

[0003] Therefore, the embodiments of the present application provide a design method for suppressing vehicle jitter, an electronic device and a storage medium to solve the jitter problem of engine starting.

[0004] To achieve the above object, the technical scheme of the embodiments of the present application is as follows:

[0005] In a first aspect, the present application provides a design method for suppressing vehicle jitter, comprising:

[0006] establishing a rigid body modal of a power assembly, wherein the rigid body modal comprises an inherent frequency in a target direction, and the power assembly comprises a suspension system and an engine;

[0007] obtaining a preset excitation frequency range corresponding to a jitter state of the vehicle;

[0008] comparing the inherent frequency in the target direction with the preset excitation frequency range;

[0009] if the inherent frequency in the target direction is within the preset excitation frequency range, adjusting a characteristic parameter of the suspension system, and updating the rigid body modal of the power assembly, wherein the characteristic parameter comprises at least one of stiffness and position;

[0010] if the inherent frequency in the target direction is outside the preset excitation frequency range, and the overall inherent frequency of the rigid body modal does not exceed a preset value of an ignition excitation frequency of the engine, outputting the characteristic parameter of the suspension system.

[0011] In some embodiments, the jitter state is an idle state of cold starting.

[0012] In some embodiments, obtaining a preset excitation frequency range corresponding to a jitter state of the vehicle comprises:

[0013] obtaining a speed range in an idle state of engine starting;

[0014] acquiring the preset excitation frequency range based on the rotating speed range and a coupling harmonic order, wherein the coupling harmonic order is a harmonic order capable of coupling with the natural frequency of the target direction.

[0015] In some embodiments, an XYZ coordinate system is established with the output shaft direction of the engine as the X axis, the vehicle height direction as the Z axis, and the direction perpendicular to the X axis and the Z axis as the Y axis, the natural frequency of the target direction includes a natural frequency of translation along the X axis and a natural frequency of rotation around the Y axis, the coupling harmonic order includes a 0.5 order harmonic order and a 1 order harmonic order, and the preset excitation frequency range includes a first preset excitation frequency range corresponding to the 0.5 order harmonic order and a second preset excitation frequency range corresponding to the 1 order harmonic order, and the natural frequency of the target direction is located within the preset excitation frequency range, including:

[0016] the natural frequency of translation along the X axis is located within the first preset excitation frequency range, and / or the natural frequency of rotation around the Y axis is located within the second preset excitation frequency range.

[0017] In some embodiments, the first preset excitation frequency range is a range from a difference between a lower limit value of an excitation frequency range of the 0.5 order harmonic order and a first preset frequency interval to a sum of an upper limit value of the excitation frequency range of the 0.5 order harmonic order and the first preset frequency interval.

[0018] In some embodiments, the first preset frequency interval is 2 Hz.

[0019] In some embodiments, the rotating speed range of the engine start idle speed is 800-1000 rpm, the excitation frequency range of the 0.5 order harmonic order is 6.7-8.3 Hz, and the first preset excitation frequency range is 4.7-10.3 Hz.

[0020] In some embodiments, the second preset excitation frequency range is a range from a difference between a lower limit value of an excitation frequency range of the 1 order harmonic order and a second preset frequency interval to a sum of an upper limit value of the excitation frequency range of the 1 order harmonic order and the second preset frequency interval.

[0021] In some embodiments, the second preset frequency interval is 1 Hz.

[0022] In some embodiments, the rotating speed range of the engine start idle speed is 800-1000 rpm, the excitation frequency range of the 1 order harmonic order is 13.3-16.7 Hz, and the second preset excitation frequency range is 12.3-17.7 Hz.

[0023] In some embodiments, the ignition excitation frequency preset value is a ratio of the ignition excitation frequency of the engine to a safety factor.

[0024] In a second aspect, the present application provides an electronic device, comprising:

[0025] a processor and a memory for storing a computer service capable of running on the processor, wherein the processor is configured to run the computer service to implement any of the design methods described above.

[0026] In a third aspect, the present application provides a storage medium having computer executable instructions stored therein, wherein the computer executable instructions are executed by a processor to implement any of the design methods described above.

[0027] The design method for suppressing vehicle shaking provided by the embodiments of the present application establishes the rigid body mode of the power assembly, obtains the preset excitation frequency range corresponding to the shaking state of the vehicle, compares the natural frequency of the target direction with the preset excitation frequency range, adjusts the characteristic parameters of the suspension system if the natural frequency of the target direction is within the preset excitation frequency range, and updates the rigid body mode of the power assembly; if the natural frequency of the target direction is outside the preset excitation frequency range and the overall natural frequency of the rigid body mode does not exceed the preset ignition excitation frequency of the engine, the characteristic parameters of the suspension system are output. The present application adjusts the parameters of the suspension system to avoid the preset excitation frequency range of the engine, suppresses the resonance phenomenon between the natural frequency of the target direction of the rigid body mode of the power assembly and the preset excitation frequency range of the engine when the engine is not completely combusted, reduces the risk of intermittent shaking of the vehicle, improves the overall vehicle comfort, and also makes the overall natural frequency of the rigid body mode avoid the preset ignition excitation frequency of the engine, thereby reducing the risk of continuous shaking of the vehicle. At the same time, during the overall vehicle development stage, the adjustment is made through reasonable characteristic parameter design, which reduces the later adjustment time, improves the adjustment efficiency, and reduces the cost. BRIEF DESCRIPTION OF DRAWINGS

[0028] Figure 1 A flowchart of a design method for suppressing vehicle shaking provided by the embodiments of the present application. DETAILED DESCRIPTION

[0029] It should be noted that the embodiments and technical features in the embodiments can be combined with each other without conflict, and the detailed description in the specific embodiments should be understood as an explanation and description of the purpose of the present application, and should not be regarded as an improper limitation on the present application.

[0030] The application will be described in further detail below with reference to the drawings and specific embodiments. The "first", "second", and the like in the embodiments of the application are only for the purpose of description, and cannot be understood as indicating or implying their relative importance or implicitly including at least one feature. In the description of the embodiments of the application, the meaning of "a plurality of" is at least two, for example, two, three, and the like, unless otherwise explicitly specified.

[0031] In a first aspect of the embodiments of the application, a design method for suppressing vehicle jitter is provided, comprising: Figure 1

[0032] S1, establishing a rigid body mode of a powertrain, wherein the rigid body mode comprises an inherent frequency in a target direction, and the powertrain comprises a suspension system and an engine;

[0033] S2, obtaining a preset excitation frequency range corresponding to a jitter state of the vehicle;

[0034] S3, comparing the inherent frequency in the target direction with the preset excitation frequency range;

[0035] S4, if the inherent frequency in the target direction is within the preset excitation frequency range, adjusting a characteristic parameter of the suspension system, and updating the rigid body mode of the powertrain, wherein the characteristic parameter comprises at least one of stiffness and position;

[0036] S5, if the inherent frequency in the target direction is outside the preset excitation frequency range, and the overall inherent frequency of the rigid body mode does not exceed a preset value of the ignition excitation frequency of the engine, outputting the characteristic parameter of the suspension system.

[0037] It can be understood that the inherent frequency in the target direction will resonate within the preset excitation frequency range of the engine, thereby producing intermittent jitter; if the inherent frequency in the target direction is greater than the preset value of the ignition excitation frequency of the engine, the inherent frequency in the target direction will approach the ignition excitation frequency of the engine, and resonance will occur, thereby producing continuous jitter. The stiffness of the suspension system can affect the inherent frequency of the rigid body mode of the powertrain, and the stiffness increases, the inherent frequency of the rigid body mode increases, the position of the suspension system changes the boundary conditions and further affects the stiffness distribution of the powertrain, and further affects the inherent frequency of the rigid body mode.

[0038] It can be understood that the rigid body mode of the powertrain can have multiple updating processes, and the characteristic parameter of the suspension system is adjusted multiple times to output the rigid body mode of the powertrain, so as to avoid resonance between the preset excitation frequency range and the inherent frequency of the rigid body mode.

[0039] ​The application avoids the preset excitation frequency range of the engine by adjusting the parameters of the suspension system, suppresses the resonance phenomenon between the natural frequency of the target direction of the rigid body mode of the power assembly and the preset excitation frequency range of the engine when the engine is not completely combusted, reduces the risk of intermittent shaking of the vehicle, improves the overall comfort of the vehicle, and also avoids the overall natural frequency of the rigid body mode from the preset value of the ignition excitation frequency of the engine, thereby reducing the risk of continuous shaking of the vehicle. At the same time, during the development stage of the vehicle, the adjustment and calibration are performed through reasonable characteristic parameter design, thereby reducing the later adjustment and calibration time, improving the adjustment and calibration efficiency, and reducing the cost.

[0040] The design method of the embodiments of the application will be described in detail below in combination with specific embodiments. The order of the steps can be adjusted according to requirements, and should not be understood as limiting the order.

[0041] In step S1, the rigid body mode of the power assembly is established according to the mass, inertia, mass center position parameters of the power assembly and the stiffness of the suspension system. An XYZ coordinate system is established with the output shaft direction of the engine as the X axis, the vehicle height direction as the Z axis, and the direction perpendicular to the X axis and the Z axis as the Y axis. The rigid body mode includes the natural frequency of the X axis translation, the natural frequency of the Y axis translation, the natural frequency of the Z axis translation, the natural frequency of the X axis rotation, the natural frequency of the Y axis rotation and the natural frequency of the Z axis rotation. The natural frequency of the target direction includes the natural frequency of the X axis translation and the natural frequency of the Y axis rotation.

[0042] It should be noted that the excitation generated by the engine rotation can affect the X axis translation, the Z axis translation and the Y axis rotation. The Z axis translation represents the up-down vibration of the vehicle, which is not obvious for users to perceive, and has less influence on the intermittent shaking of the vehicle. Therefore, the natural frequency of the target direction includes the natural frequency of the X axis translation and the natural frequency of the Y axis rotation.

[0043] In step S2, the shaking state of the vehicle can be a cold start idle state or a hot start idle state. The idle state means that the engine is running in neutral. The cold start means that the engine has been off for a period of time since the last shutdown, and starts under the condition that the internal temperature is consistent with the ambient temperature. The hot start means that the vehicle is started immediately after stopping during normal driving, i.e., the engine is started in a hot state.

[0044] In one embodiment, the vibration state is the idling state during a cold start. It is understood that during a cold start, the engine cylinder temperature is low, the load is small, while the friction work is relatively large, resulting in relatively poor combustion stability. During a hot start, engine combustion is stable. Simultaneously, the engine speed is unstable during a cold start, initially high and then decreasing over a wide range. During a hot start, the engine speed is the final, stable speed. For example, during a cold start, the engine speed is 1200 rpm, and the final speed is 800 rpm; during a hot start, the engine speed is the normal driving speed of 800 rpm. In other words, engine vibration mainly occurs during cold starts. By addressing engine vibration during cold starts, the risk of intermittent vehicle vibration can be reduced, improving overall vehicle comfort.

[0045] In one embodiment, step S2 includes:

[0046] S21. Obtain the engine speed range under engine idling conditions;

[0047] S22. Obtain a preset excitation frequency range based on the rotational speed range and the coupled harmonics, wherein the coupled harmonics are harmonics that can couple with the natural frequency of the target direction.

[0048] In step S21, the engine starting idle speed range is the engine speed range corresponding to the state from engine start to normal driving.

[0049] In step S22, the harmonic refers to a multiple or fraction of the engine's rotational frequency. Specifically, the rotational speed r, frequency f, and harmonic n satisfy the following relationship: f = r / 60 * n. For example, if an engine has a rotational speed r of 6000 rpm, a rotational frequency of 100 Hz, a fundamental frequency of 100 Hz, and the frequency f corresponding to the 2nd harmonic is 200 Hz.

[0050] The preset excitation frequency range refers to the range of excitation frequencies within which engine torque is corrected by a preset frequency interval when engine combustion is incomplete. In other words, the preset excitation frequency range is the range from the difference between the lower limit of the excitation frequency range for the corresponding harmonic and the preset frequency interval, to the sum of the upper limit of the excitation frequency range for the corresponding harmonic and the preset frequency interval.

[0051] The excitation frequency range refers to the engine's rotational frequency range. The preset frequency interval is a pre-set frequency interval used to prevent the natural frequency in the target direction from being too close to the corresponding harmonic excitation frequency range, causing resonance. It is obtained through multiple tests and calibrations. In other words, if the natural frequency in the target direction is outside the excitation frequency range, and the interval between it and any frequency within the excitation frequency range is greater than or equal to the preset frequency interval, the powertrain will not resonate. If the natural frequency in the target direction is outside the excitation frequency range, but the interval between it and any frequency within the excitation frequency range is less than the preset frequency interval, the powertrain may resonate, requiring further adjustment of the suspension system's characteristic parameters. For example, the preset frequency interval can be set to 1Hz to 5Hz, such as 1Hz, 2Hz, 3Hz, 4Hz, or 5Hz.

[0052] In this way, the preset excitation frequency range is corrected by the preset frequency interval, which further reduces the probability of resonance compared to simply avoiding the excitation frequency range.

[0053] It is understandable that within the rotational frequency range corresponding to the engine's coupling harmonic order, the natural frequency in the target direction may couple with the rotational frequency range, meaning the natural frequency in the target direction may resonate close to the rotational frequency range. For example, an engine with a rotational speed range of 800–1200 rpm and a rotational frequency range of 13.33 Hz–20 Hz, and a natural frequency distribution range in the target direction of 7 Hz–15 Hz, corresponds to a rotational frequency range of 6.67 Hz–10 Hz for a harmonic order of 0.5 and 13.33 Hz–20 Hz for a harmonic order of 1. Considering the correction for preset frequency intervals, a preset frequency interval of 2 Hz is used for a harmonic order of 0.5 and 1 Hz for a harmonic order of 1. Therefore, the preset excitation frequency range for a harmonic order of 0.5 is 4.67 Hz–12 Hz, and the preset excitation frequency range for a harmonic order of 1 is 12.33 Hz–21 Hz. 7Hz to 12Hz falls within the preset excitation frequency range corresponding to the 0.5th harmonic, and 12.33Hz to 15Hz falls within the preset excitation frequency range corresponding to the 1st harmonic. Therefore, the coupling harmonics are the 0.5th and 1st harmonics, and the preset excitation frequency ranges are 4.67Hz to 12Hz corresponding to the 0.5th harmonic and 12.33Hz to 21Hz corresponding to the 1st harmonic.

[0054] In other words, the engine's rotational frequency range is calculated based on the engine speed range. The coupling harmonics are determined by the relationship between the corrected rotational frequency range and the natural frequency of the target direction. Then, the preset excitation frequency range is calculated by the coupling harmonics, the rotational frequency range, and the preset frequency interval.

[0055] In one embodiment, the coupled harmonics include the 0.5th harmonic and the 1st harmonic.

[0056] That is, according to the distribution range of the inherent frequency of the translation along the X axis and the inherent frequency of the rotation around the Y axis, the coupling harmonic order is determined to include the 0.5 order harmonic and the 1 order harmonic.

[0057] In an embodiment, the preset excitation frequency range includes a first preset excitation frequency range corresponding to the 0.5 order harmonic and a second preset excitation frequency range corresponding to the 1 order harmonic, and the step of determining that the inherent frequency of the target direction is within the preset excitation frequency range includes:

[0058] The inherent frequency of the translation along the X axis is within the first preset excitation frequency range, and / or the inherent frequency of the rotation around the Y axis is within the second preset excitation frequency range.

[0059] It can be understood that the inherent frequency of the translation along the X axis and the inherent frequency of the rotation around the Y axis, one of which is within the first preset excitation frequency range or the second preset excitation frequency range, will cause the engine resonance.

[0060] It should be noted that the inherent frequency of the rotation around the Y axis is greater than the inherent frequency of the translation along the X axis. If the inherent frequency of the translation along the X axis is within the first preset excitation frequency range, the characteristic parameters of the suspension system are adjusted to re-adjust the rigid body mode of the power assembly, and based on the adjusted rigid body mode, it is re-confirmed whether the inherent frequency of the translation along the X axis avoids the first preset excitation frequency range. If it cannot be avoided, the adjustment is continued until the inherent frequency of the translation along the X axis can avoid the first preset excitation frequency range. If the inherent frequency of the rotation around the Y axis is within the second preset excitation frequency range, the characteristic parameters of the suspension system are adjusted to re-adjust the rigid body mode of the power assembly, and based on the adjusted rigid body mode, it is re-confirmed whether the inherent frequency of the rotation around the Y axis avoids the second preset excitation frequency range. If it cannot be avoided, the adjustment is continued until the inherent frequency of the rotation around the Y axis can avoid the second preset excitation frequency range. In this way, the number of tuning times is optimized, the tuning time is reduced, and the tuning efficiency is improved.

[0061] In an embodiment, the first preset excitation frequency range is a range from a difference between a lower limit value of the excitation frequency range of the 0.5 order harmonic and a first preset frequency interval to a sum of an upper limit value of the excitation frequency range of the 0.5 order harmonic and the first preset frequency interval.

[0062] The first preset frequency interval can be 1-5 Hz. In an exemplary embodiment, the first preset frequency interval is 2 Hz. In this way, the resonance probability can be reduced under the premise of meeting the inherent frequency distribution of the rigid body mode.

[0063] In an embodiment, the second preset excitation frequency range is a range from a difference between a lower limit value of the excitation frequency range of the 1 order harmonic and a second preset frequency interval to a sum of an upper limit value of the excitation frequency range of the 1 order harmonic and the second preset frequency interval.

[0064] The second preset frequency interval can be 1-5 Hz. In an example, the second preset frequency interval is 1 Hz.

[0065] In an example, the preset value of the ignition excitation frequency is a ratio of the ignition excitation frequency of the engine and a safety factor. The ignition excitation frequency refers to a frequency corresponding to an ignition harmonic order of the engine. For a four-cylinder engine, each cylinder has a cycle including four strokes of intake, compression, combustion and exhaust, and the crankshaft rotates 2 turns and the ignition is triggered once in one cycle, so the ignition is triggered 1 / 2=0.5 times in one rotation of the crankshaft of each cylinder, and the ignition harmonic order of the four-cylinder engine is 4*0.5=2 orders. The safety factor refers to a factor for avoiding resonance of the natural frequency of the rigid body mode and the ignition excitation frequency. In an example, the idle speed of a certain four-cylinder engine vehicle is 750 rpm, the safety factor is 1.4, and the ignition excitation frequency is calculated according to the relationship between the speed r, the frequency f and the harmonic order n: f=r / 60*n, and the ignition excitation frequency is 25 Hz, so the preset value of the ignition excitation frequency is 17.9 Hz.

[0066] In another example, the preset value of the ignition excitation frequency can be a sum of the ignition excitation frequency and a preset ignition interval. It can be understood that if the preset ignition interval is greater than the interval of the overall natural frequency of the rigid body mode from the ignition excitation frequency, the continuous shaking of the engine can also be suppressed.

[0067] For convenience of understanding, a certain vehicle model is taken as an example for illustration. In an example, the engine of the vehicle is a four-cylinder engine, the speed range of the starting idle speed is 800-1000 rpm, the excitation frequency range of the 0.5 order harmonic is 6.7-8.3 Hz, the first preset frequency interval is 2 Hz, i.e., the first preset excitation frequency range corresponding to the 0.5 order harmonic is 4.7-10.3 Hz; the excitation frequency range of the 1 order harmonic is 13.3-16.7 Hz, the second preset frequency interval is 1 Hz, i.e., the second preset excitation frequency range corresponding to the 1 order harmonic is 12.3-17.7 Hz. The ignition excitation frequency corresponding to the main harmonic is 26.7 Hz.

[0068] It should be noted that, in order to reduce the resonance phenomenon, there is a modal frequency interval between the natural frequencies of the rigid body mode. For example, there is a modal frequency interval of 1 or 2 Hz between the natural frequencies of the X-axis translation and the Y-axis translation. That is, when arranging the natural frequencies of the rigid body mode, the interval between the adjacent two natural frequencies needs to be 1 or 2 Hz.

[0069] The inherent frequency distribution interval of the inherent frequency along the X-axis translation, the inherent frequency along the Y-axis translation and the inherent frequency along the Z-axis translation is the same, the inherent frequency distribution interval is 7-12 Hz, the first preset excitation frequency range corresponding to the 0.5 order harmonic is 4.7-10.3 Hz, that is, the inherent frequency along the X-axis translation needs to be between 10.3-12 Hz, for example, can be 10.3 Hz, 11 Hz, 11.5 Hz or 12 Hz, etc. After the inherent frequency along the X-axis translation is determined, the inherent frequency along the Y-axis translation and the inherent frequency along the Z-axis translation are taken as 7-12 Hz under the condition of satisfying the modal frequency interval, for example, can be 7 Hz, 8 Hz, 9 Hz, 10 Hz, 11 Hz, 12 Hz, etc.

[0070] The minimum value of the distribution interval of the inherent frequency rotating around the X-axis and the inherent frequency rotating around the Z-axis is greater than the minimum value of the inherent frequency rotating around the Y-axis, the inherent frequency rotating around the Y-axis is 8-13 Hz, the inherent frequency rotating around the X-axis and the inherent frequency rotating around the Z-axis is 12-17 Hz, the safety factor is experimentally calibrated as 1.4, then the preset value of the engine ignition excitation frequency is 19 Hz, considering that the inherent frequency rotating around the Y-axis does not exceed the preset value of the engine ignition excitation frequency, at the same time, the second preset excitation frequency range corresponding to the 1st order harmonic is 12.3-17.7 Hz, that is, the inherent frequency rotating around the Y-axis needs to be between 8-12.3 Hz, for example, can be 8 Hz, 8.5 Hz, 9 Hz, 9.5 Hz, 10 Hz, 10.5 Hz, 11 Hz, 12.3 Hz, etc. After the inherent frequency rotating around the Y-axis is determined, the inherent frequency rotating around the X-axis and the inherent frequency rotating around the Z-axis are taken as 12-17 Hz under the condition of satisfying the modal frequency interval, for example, can be 12 Hz, 13 Hz, 14 Hz, 15 Hz, 16 Hz, 17 Hz, etc.

[0071] Exemplarily, the inherent frequencies of one group of rigid body modes obtained under the design method of the embodiment are as follows: the inherent frequency along the X-axis translation is 11.14 Hz, the inherent frequency along the Y-axis translation is 9.13 Hz, the inherent frequency along the Z-axis translation is 7 Hz, the inherent frequency rotating around the X-axis is 15.26 Hz, the inherent frequency rotating around the Y-axis is 12.14 Hz, and the inherent frequency rotating around the Z-axis is 16.7 Hz.

[0072] In a second aspect, the embodiments of the present application provide an electronic device including a processor and a memory for storing a computer service capable of running on the processor, wherein the processor is configured to implement any of the above design methods when running the computer service. It can be understood that the memory can be a volatile memory or a non-volatile memory, and can also include both volatile and non-volatile memories. The non-volatile memory can be a read-only memory (ROM), a programmable read-only memory (PROM), an erasable programmable read-only memory (EPROM), an electrically erasable programmable read-only memory (EEPROM), a ferromagnetic random access memory (FRAM), a flash memory, a magnetic surface memory, an optical disc, or a compact disc read-only memory (CD-ROM). The magnetic surface memory can be a disk memory or a tape memory. The volatile memory can be a random access memory (RAM) used as an external cache.By way of example and not limitation, many forms of RAM are available, such as Static Random Access Memory (SRAM), Synchronous Static Random Access Memory (SSRAM), Dynamic Random Access Memory (DRAM), Synchronous Dynamic Random Access Memory (SDRAM), Double Data Rate Synchronous Dynamic Random Access Memory (DDR SDRAM), Enhanced Synchronous Dynamic Random Access Memory (ESDRAM), SyncLink Dynamic Random Access Memory (SLDRAM), and Direct Rambus Random Access Memory (DRRAM). The memory described in embodiments of the present application is intended to include, but not be limited to, these and any other suitable types of memory.

[0073] In the present application, the design method can be applied to a processor or implemented by a processor. The processor can be an integrated circuit chip with signal processing capability. In the implementation process, the steps of the speech conversion method can be completed by the integrated logic circuit or the instruction in the form of software in the processor. The processor described above can be a general processor, a digital signal processor (DSP), or other programmable logic device, discrete gate or transistor logic device, discrete hardware component, etc. The processor can implement or execute the disclosed methods, steps, and logic block diagrams in the present application. The general processor can be a microprocessor or any conventional processor, etc. In combination with the steps of the design method disclosed in the present application, the hardware decoding processor can be directly embodied to execute the steps, or the hardware and software modules in the decoding processor can be combined to execute the steps. The software module can be located in a storage medium, which is located in a memory, and the processor reads the information in the memory and combines the hardware to complete the steps of the design method provided in the embodiments of the present application.

[0074] In a third aspect, the embodiments of the present application provide a storage medium, which stores computer executable instructions. The computer executable instructions are executed by a processor to implement any one of the design methods in the embodiments of the present application. Specifically, the storage medium can be a computer readable storage medium, for example, a memory storing a computer program, which can be executed by a processor of a processing device to complete the steps of the design method in the embodiments of the present application. The computer readable storage medium can be a ROM, a PROM, an EPROM, an EEPROM, a flash memory, a magnetic surface memory, an optical disc, or a CD-ROM memory, etc.

[0075] The above merely describes preferred embodiments of the present application, but is not intended to limit the present application. For those skilled in the art, the present application can have various modifications and changes. Any modifications, equivalent replacements, improvements, etc. within the spirit and principle of the present application are included in the protection scope of the present application.

Claims

1. A design method for suppressing vehicle vibration, characterized in that, include: Establish rigid body modes of a powertrain, wherein the rigid body modes include natural frequencies along a target direction, and the powertrain includes a suspension system and an engine; Obtain the preset excitation frequency range corresponding to the vehicle's vibration state; The natural frequency of the target direction is compared with the preset excitation frequency range; If the natural frequency of the target direction is within the range of the preset excitation frequency, the characteristic parameters of the suspension system are adjusted to update the rigid body mode of the powertrain, wherein the characteristic parameters include at least one of stiffness and position; If the natural frequency of the target direction is outside the preset excitation frequency range, and the overall natural frequency of the rigid body mode does not exceed the preset value of the engine's ignition excitation frequency, then the characteristic parameters of the suspension system are output. The shaking state refers to the idling state during a cold start.

2. The design method according to claim 1, characterized in that, Obtain the preset excitation frequency range corresponding to the vehicle's vibration state, including: Obtain the engine speed range under the starting and idling state; The preset excitation frequency range is obtained based on the rotational speed range and the coupled harmonics, wherein the coupled harmonics are harmonics that can couple with the natural frequency of the target direction.

3. The design method according to claim 2, characterized in that, An XYZ coordinate system is established with the engine output shaft direction as the X-axis, the vehicle height direction as the Z-axis, and the direction perpendicular to both the X and Z axes as the Y-axis. The natural frequency of the target direction includes the natural frequency of translation along the X-axis and the natural frequency of rotation around the Y-axis. The coupled harmonics include the 0.5th harmonic and the 1st harmonic. The preset excitation frequency range includes a first preset excitation frequency range corresponding to the 0.5th harmonic and a second preset excitation frequency range corresponding to the 1st harmonic. The natural frequency of the target direction is located within the preset excitation frequency range, including: The natural frequency of translation along the X-axis is within the range of the first preset excitation frequency, and / or the natural frequency of rotation around the Y-axis is within the range of the second preset excitation frequency.

4. The design method according to claim 3, characterized in that, The first preset excitation frequency range is: The range from the lower limit of the excitation frequency range of the 0.5th harmonic to the sum of the upper limit of the excitation frequency range of the 0.5th harmonic and the first preset frequency interval.

5. The design method according to claim 4, characterized in that, The first preset frequency interval is 2Hz.

6. The design method according to claim 5, characterized in that, The engine starting idle speed range is 800 to 1000 rpm, the excitation frequency range of the 0.5th harmonic is 6.7 to 8.3 Hz, and the first preset excitation frequency range is 4.7 to 10.3 Hz.

7. The design method according to claim 3, characterized in that, The second preset excitation frequency range is the range from the lower limit of the excitation frequency range of the first harmonic to the difference between the second preset frequency interval and the upper limit of the excitation frequency range of the first harmonic and the second preset frequency interval.

8. The design method according to claim 7, characterized in that, The second preset frequency interval is 1Hz.

9. The design method according to claim 8, characterized in that, The engine starting idle speed range is 800-1000 rpm, the excitation frequency range of the first harmonic is 13.3-16.7 Hz, and the second preset excitation frequency range is 12.3-17.7 Hz.

10. The design method according to any one of claims 1 to 9, characterized in that, The preset value of the ignition excitation frequency is the ratio of the engine's ignition excitation frequency to the safety factor.

11. An electronic device, characterized in that, include: A processor and a memory for storing computer services that can run on the processor, wherein the processor, when running the computer services, implements the design method according to any one of claims 1 to 10.

12. A storage medium, characterized in that, The storage medium contains computer-executable instructions, which are executed by a processor to implement the design method according to any one of claims 1 to 10.

Images