Vehicle active noise reduction methods and devices, electronic devices, and storage media

Abstract

This invention provides a method, device, electronic equipment, and storage medium for active noise reduction in vehicles. During vehicle operation, the method searches for a target amplitude in a pre-defined mapping relationship between the current motor speed and the target amplitude. A noise reduction signal is generated based on the current motor frequency, the target amplitude, and the reverse motor phase to cancel out gear-induced noise, thus actively reducing vehicle noise. This method eliminates the need to adjust the torque distribution between the front and rear electric drive systems. Instead, it queries the corresponding noise spectrum based on the current motor speed and plays the inverse noise reduction signal for active noise reduction. This improves the suppression of whistling noise under heavy loads. Because this invention does not require adjusting the torque distribution between the front and rear electric drive systems, it does not affect driving safety.

Description

Technical Field

[0001] This application relates to the field of active noise reduction technology for automobiles, specifically to a vehicle active noise reduction method and device, electronic equipment, and storage medium. Background Technology

[0002] Gear squealing in electric drive systems and hybrid transmissions is a key NVH (Noise, Vibration, and Harshness) issue. The source of gear squealing is the transmission error of the driven gears. Currently, gear squealing is generally mitigated from a design perspective. For example, Chinese patent CN115195646A, "Vehicle Gear Noise Adjustment Method and Related Equipment," discloses a method and related equipment for adjusting vehicle gear noise. This method determines the gear squealing value of a target vehicle at a target constant speed. If the squealing value exceeds a preset squealing value, the torque distribution ratio between the front and rear electric drive systems at the target constant speed is adjusted to reduce the squealing value. This patent is primarily for four-wheel drive vehicles, comparing vehicle noise with a preset squealing threshold and then adjusting the torque distribution between the front and rear electric drive systems to reduce squealing. However, this prior art only applies to four-wheel drive systems, and reducing squealing through torque adjustment can affect driving performance and may even compromise driving safety. Furthermore, the torque distribution is strictly calibrated, and the torque cannot be adjusted arbitrarily under normal circumstances. If a heavy load is encountered, i.e. the total torque value is large, the torque adjustment range of the front and rear electric drives is small, and the suppression effect on howling is not ideal. Summary of the Invention

[0003] In view of the shortcomings of the prior art described above, the present invention provides a method and apparatus for active noise reduction of vehicles, an electronic device, and a storage medium to solve the above-mentioned technical problems.

[0004] This invention provides a vehicle active noise reduction method, comprising: if the vehicle to be noise-reduced is in motion, acquiring current noise data of the electric drive system in the vehicle, the current noise data including current motor speed, current motor frequency, and current motor phase; searching for a target amplitude based on the current motor speed in a pre-set mapping relationship between a target amplitude and motor speed, the mapping relationship including the correlation between the target amplitude and motor speed; and generating a noise reduction signal based on the current motor frequency, the first target amplitude, and the inverse motor phase to actively reduce noise in the vehicle.

[0005] In one embodiment of the present invention, before searching for the first target amplitude in the pre-set mapping relationship between the target amplitude and the motor speed based on the current motor speed, the method further includes: acquiring sample noise data of the sample electric drive system, the sample noise data including multiple sample motor speeds, sample noise sound pressure levels, sample motor frequencies, and sample motor phases; generating a mapping relationship between the sample noise sound pressure level and the sample motor speed based on sample motor speeds and sample noise sound pressure levels of different orders; setting a first target sound pressure level corresponding to the sample motor speed and generating a mapping relationship between the sample motor speed and the first target sound pressure level; comparing the magnitudes of the sample noise sound pressure level and the first target sound pressure level at the same sample motor speed, and obtaining the mapping relationship between the target amplitude and the motor speed based on the comparison result.

[0006] In one embodiment of the present invention, obtaining the mapping relationship between the target amplitude and the motor speed based on the comparison result includes: finding the sample noise sound pressure level in the mapping relationship between the sample noise sound pressure level and the sample motor speed based on the sample motor speed, and finding the first target sound pressure level in the mapping relationship between the sample motor speed and the first target sound pressure level; determining whether the sample noise sound pressure level is less than the first target sound pressure level; if the sample noise sound pressure level is greater than or equal to the first target sound pressure level, then determining the difference between the sample noise sound pressure level and the first target sound pressure level as the target amplitude; if the sample noise sound pressure level is less than the target sound pressure level, then determining the first preset threshold as the first target amplitude; and generating the mapping relationship between the target amplitude and the motor speed based on the motor speed and the target amplitude.

[0007] In one embodiment of the present invention, obtaining the mapping relationship between the target amplitude and the motor speed based on the comparison result includes: adjusting the first target sound pressure level according to the first scaling factor to obtain the second target sound pressure level; generating a mapping relationship between the second target sound pressure level and the sample motor speed based on the sample motor speed and the second target sound pressure level; finding the sample noise sound pressure level in the mapping relationship between the sample noise sound pressure level and the sample motor speed based on the sample motor speed, and finding the second target sound pressure level in the mapping relationship between the second target sound pressure level and the sample motor speed; determining whether the sample noise sound pressure level is less than the second target sound pressure level; if the sample noise sound pressure level is greater than or equal to the second target sound pressure level, then determining the difference between the sample noise sound pressure level and the second target sound pressure level as the target amplitude; if the sample noise sound pressure level is less than the second target sound pressure level, then determining the second preset threshold as the target amplitude; and generating a mapping relationship between the target amplitude and the motor speed based on the motor speed and the target amplitude.

[0008] In one embodiment of the present invention, after generating an anti-phase noise reduction signal based on the frequency corresponding to the current motor speed, the amplitude, and the reverse phase information, the process includes: adjusting the target amplitude according to a second scaling factor to obtain an adjusted amplitude; and generating an anti-phase noise reduction signal based on the frequency corresponding to the current motor speed, the adjusted amplitude, and the reverse phase, wherein the reverse phase is opposite to the phase of the current motor speed.

[0009] In one embodiment of the present invention, the sample noise data is collected by a noise acquisition device, and the noise reduction signal is transmitted by a sound wave transmitting device; the relative positional relationship between the noise acquisition device and the sample electric drive system is taken as the first relative positional relationship, and the relative positional relationship between the sound wave transmitting device and the electric drive system in the vehicle to be noise-reduced is taken as the second relative positional relationship, wherein the second relative positional relationship is consistent with the first relative positional relationship.

[0010] In one embodiment of the present invention, a minimum first scaling factor is determined by the maximum power of the sound wave transmitting device, and a maximum second scaling factor is determined by the minimum power of the sound wave transmitting device.

[0011] In one embodiment of the present invention, a vehicle active noise reduction device is provided, comprising: an acquisition module configured to acquire current noise data of the electric drive system of the vehicle to be noise-reduced if the vehicle to be noise-reduced is in a driving state, the current noise data including current motor speed, current motor frequency, and current motor phase; a search module configured to search for a target amplitude in a pre-set mapping relationship between a target amplitude and a motor speed based on the current motor speed, the mapping relationship between the target amplitude and the motor speed including the correlation between the target amplitude and the motor speed; and a generation module configured to generate a noise reduction signal based on the current motor frequency, the target amplitude, and the opposite motor phase, for active noise reduction of the vehicle.

[0012] The beneficial effects of this invention are as follows: During vehicle operation, this invention searches for a target amplitude in a pre-set mapping relationship between the current motor speed and the target amplitude. Based on the current motor frequency, the target amplitude, and the reverse motor phase, a noise reduction signal is generated to cancel out the order noise of the gears, thus actively reducing vehicle noise. This method does not require adjusting the torque distribution between the front and rear electric drive systems. Instead, it queries the corresponding noise spectrum based on the current motor speed and plays the reverse-phase noise reduction signal for active noise reduction. This improves the suppression of howling noise under heavy loads. Because this invention does not require adjusting the torque distribution between the front and rear electric drive systems, it does not affect driving safety.

[0013] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0014] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort. In the drawings:

[0015] Figure 1 This is a schematic diagram illustrating the architecture of a vehicle active noise cancellation system, as shown in an exemplary embodiment of the present invention.

[0016] Figure 2 This is a schematic diagram illustrating the specific process of an active noise reduction method for vehicles according to an exemplary embodiment of the present invention;

[0017] Figure 3 This is a schematic diagram illustrating the specific process of an active noise reduction method for vehicles according to an exemplary embodiment of the present invention;

[0018] Figure 4 This is an exemplary embodiment of the present invention illustrating a ColourMap;

[0019] Figure 5 This is a schematic diagram illustrating the specific process of an active noise reduction method for vehicles according to an exemplary embodiment of the present invention;

[0020] Figure 6 This is the sample noise sound pressure level curve of the 6.1st order gear squeal of the reducer of the present invention, and the first target sound pressure level curve corresponding to the sample noise sound pressure level curve;

[0021] Figure 7 This is a schematic diagram illustrating a specific embodiment of the active noise reduction method for vehicles according to the present invention;

[0022] Figure 8 This is a schematic diagram illustrating the specific process of an active noise reduction method for vehicles according to an exemplary embodiment of the present invention;

[0023] Figure 9 This is a schematic diagram illustrating the specific process of an active noise reduction method for vehicles according to an exemplary embodiment of the present invention;

[0024] Figure 10 This is a schematic diagram of the structure of a computer system used to implement the electronic device of the present invention. Detailed Implementation

[0025] The embodiments of the present invention will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are only for illustrating the present invention and not for limiting the scope of protection of the present invention.

[0026] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. Therefore, the drawings only show the components related to the present invention and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0027] In the following description, numerous details are explored to provide a more thorough explanation of embodiments of the invention. However, it will be apparent to those skilled in the art that embodiments of the invention may be practiced without these specific details. In other embodiments, well-known structures and devices are shown in block diagram form rather than in detail to avoid obscuring embodiments of the invention.

[0028] The core technologies of new energy vehicles, namely the electric drive system, battery system, and electronic control system, are: The electric drive system, also called the electric motor drive system, generally consists of an electric motor, a reducer (transmission mechanism), and a converter. The battery system is the core of the "three-electric" system and is also the most expensive and complex system among them. Power batteries are generally composed of cells of varying sizes, which come in three types based on their packaging: cylindrical, pouch, and prismatic. Cells are connected in series or parallel to form modules, and these modules are then integrated in series with components such as the thermal management system and battery management system, ultimately forming a battery pack. The electronic control system comprises three subsystems: the vehicle control unit (VCU), the motor control unit (MCU), and the battery management system (MBS).

[0029] Research on automotive noise, vibration, and harshness (NVH) involves adjusting the noise and vibration characteristics of vehicles across the entire frequency range and their impact on passenger comfort. Active noise control inside cars is a crucial aspect of automotive NVH research. Traditional noise control methods, known as passive noise reduction, primarily rely on controlling the noise source and isolating it from the ear using materials like sound insulation. Active noise reduction, also known as ANC, generates an anti-phase sound wave equal to or opposite to the external noise level, neutralizing it and achieving noise reduction.

[0030] Gear squealing in new energy electric vehicles is one of the key NVH (Noise, Vibration, and Harshness) issues that customers complain about, directly affecting the user's driving experience. The source of the squealing is the transmission error of the gears under load. Solutions to gear squealing generally include: modifying gear profiles to reduce transmission error; increasing housing rigidity to reduce radiated noise; and reducing torque to decrease the input excitation force and thus reduce radiated noise. These methods aim to avoid gear squealing from a design perspective, because in the actual manufacturing process of reducers, the most common cause of gear squealing is insufficient consistency in manufacturing processes. However, even if gear squealing is theoretically not expected during the design phase, in actual production, factors such as tool wear, errors in the machining equipment itself, environmental changes, and temperature variations can lead to slight differences between the actually produced gears, which can still produce squealing sounds. To address this, companies establish motor production line testing standards. Only motors that pass the squealing noise test can be released for installation. For example, a threshold is set for the order noise; if the noise does not exceed this threshold across the entire frequency range, the motor passes the test and can be released. However, setting the threshold too high leads to a low yield rate, increased costs, and production disruptions. Setting it too low results in poor gear performance, noticeable whistling, and increased customer complaints. This invention addresses this by using the current motor speed to find a target amplitude within a pre-defined mapping between target amplitude and motor speed. Based on the current motor frequency, the target amplitude, and the reverse motor phase, a noise reduction signal is generated to cancel out the order noise of the gears, thus actively reducing noise in the electric vehicle. This method eliminates the need to adjust the torque distribution between the front and rear electric drive systems. Instead, it queries the corresponding noise spectrum based on the motor's current speed and plays the reverse-phase noise reduction signal, improving whistling suppression under heavy loads. Furthermore, this invention's active noise reduction method does not require adjusting the torque distribution between the front and rear electric drive systems, thus ensuring driving safety.

[0031] like Figure 1 As shown, Figure 1 A schematic diagram of an exemplary system architecture to which the technical solutions of embodiments of the present invention can be applied is shown. For example... Figure 1 As shown, the system architecture may include a noise acquisition device 101, a data analysis instrument 102, and an electric vehicle device 103. The electric vehicle device 103 includes an electric drive system and an electronic control system. The noise acquisition device may be a microphone. Technical personnel can use the noise acquisition device 101 to collect sample noise data from the electric drive system in the electric vehicle device 103. The noise acquisition device 101 sends the collected sample noise data to the data analysis instrument 102, obtains the mapping relationship between the target amplitude and the motor speed based on the sample noise data, and stores the mapping relationship between the target amplitude and the motor speed in the vehicle controller of the electronic control system.

[0032] Figure 2 A flowchart of a vehicle active noise reduction method according to an embodiment of this application is shown, with reference to... Figure 2 As shown, the active noise reduction method for vehicles includes at least steps S210 to S230, which are described in detail below:

[0033] Step S210: If the vehicle to be noise-reduced is in motion, obtain the current noise data of the electric drive system in the vehicle to be noise-reduced. The current noise data includes the current motor speed, the current motor frequency, and the current motor phase.

[0034] An electric drive system, also called an electric drive system, generally consists of a motor, a reducer (transmission mechanism), and a converter. In one embodiment of this application, the tested motor speed was 4000 rpm, the corresponding reducer's current noise sound pressure level (SPL) of order 6.1 was 57 dB, and the current motor frequency was 416 Hz.

[0035] Step S220: Based on the current motor speed, find the target amplitude in the pre-set mapping relationship between the target amplitude and the motor speed. The mapping relationship between the target amplitude and the motor speed includes the correlation between the target amplitude and the motor speed.

[0036] Step S230: Generate a noise reduction signal based on the current motor frequency, target amplitude and reverse motor phase to perform active noise reduction on the vehicle.

[0037] exist Figure 2In the technical solution of the illustrated embodiment, the target amplitude is searched in the pre-set mapping relationship between the target amplitude and the motor speed based on the current motor speed. A noise reduction signal is generated based on the current motor frequency, the target amplitude, and the reverse motor phase to cancel out the order noise of the gears, thus actively reducing noise in the vehicle. This method does not require adjusting the torque distribution between the front and rear electric drive systems. Instead, it queries the corresponding noise spectrum based on the current motor speed and plays the reverse-phase noise reduction signal for active noise reduction. This improves the suppression of howling under heavy loads. Furthermore, this invention does not require adjusting the torque distribution between the front and rear electric drive systems, thus not affecting driving safety. Because it does not require complex algorithms, it avoids the delay lag and unreliability of traditional active noise reduction adaptive filtering algorithms—such as the LMS (LeastMeanSquare) algorithm. This not only results in better noise reduction but also improves the sensitivity of noise reduction.

[0038] Please see Figure 3 ,based on Figure 2 The active noise reduction method for vehicles shown includes steps S310 to S340 before step S220, as detailed below:

[0039] Step S310: Obtain sample noise data of the sample electric drive system. The sample noise data includes multiple sample motor speeds, sample noise sound pressure levels, sample motor frequencies, and sample motor phases.

[0040] In one embodiment of this application, the electric drive system undergoes offline testing on an offline testing bench. In this embodiment, the noise acquisition device is a microphone. The microphone is positioned in a first relative position. Noise is then collected on the bench for various operating conditions of the electric vehicle, including full-throttle acceleration, half-throttle acceleration, rapid deceleration, slow deceleration, and constant speed. A data analysis instrument analyzes the noise data under each operating condition to obtain the mapping relationship between the target amplitude and the motor speed for each condition.

[0041] Step S320: Generate a mapping relationship between sample noise sound pressure level and sample motor speed based on sample motor speed and sample noise sound pressure level of different orders.

[0042] The order primarily applies to rotating machinery, representing the number of times a certain event occurs per revolution of a rotating component. As a rotating component, it generates a response (vibration and / or noise) of a certain amplitude. This response changes with the rotational speed. In this embodiment, the typical order and harmonic order of the reducer are calculated based on the number of teeth on each shaft of the reducer gear in the electric drive system. In this embodiment, the input shaft gear of the reducer has 26 teeth, so the first typical gear order of the reducer is 26th, and its harmonic orders are 52nd, 78th, etc.

[0043] Step S330: Set the first target sound pressure level corresponding to the sample motor speed, and generate the mapping relationship between the sample motor speed and the first target sound pressure level.

[0044] In one embodiment of this application, a first target sound pressure level is set based on a database, empirical values, or benchmark values.

[0045] Step S340: Compare the sample noise sound pressure level and the first target sound pressure level at the same sample motor speed, and obtain the mapping relationship between the target amplitude and the motor speed based on the comparison results.

[0046] exist Figure 3 In the technical solution of the illustrated embodiment, the order sample noise data of the reducer gear squealing, collected in advance during the offline testing of the electric drive system, is utilized. The sample noise data includes sample motor speed, sample noise sound pressure level, sample motor frequency, and sample motor phase. A first target sound pressure level corresponding to the sample motor speed is set. The sample noise sound pressure level at the same sample motor speed is compared with the first target sound pressure level, and the mapping relationship between the target amplitude and the motor speed is obtained based on the comparison result. Since traditional active noise cancellation methods require first collecting noise and then calculating the frequency and target amplitude of the noise with opposite phase to be emitted using a certain algorithm, this process requires multiple acquisitions and repeated corrections using the algorithm, which may potentially lead to some lag or delay. This invention uses sample noise data of typical orders of reducer gear squeal collected in advance. After processing the sample noise data, a mapping relationship between the target amplitude and the sample motor speed is obtained. This mapping relationship is stored in the vehicle controller. Based on the current motor speed, the target amplitude is found in the mapping relationship between the target amplitude and the sample motor speed. Based on the target amplitude, a noise reduction signal is directly applied through the sound wave transmission device to cancel the noise. This avoids the lag or delay caused by traditional active noise reduction algorithms, thus improving the user experience.

[0047] Please see Figure 4 , Figure 4The noise color map shown in this exemplary embodiment is a method that simultaneously displays two variables and their corresponding functions through variations in color intensity. It is frequently used in processing experimental data. Its principle is to use an mx3 matrix to transform specific colors into corresponding index data in the color map; that is, the corresponding values ​​are converted through matrix transformation, mapping a specified numerical vector (matrix) to the corresponding color to form the color map. Color mapping is an important method for NVH data analysis. By simultaneously displaying noise sound pressure level, motor speed, and motor frequency through color mapping, the current vibration or noise state can be clearly and comprehensively reflected. The color map is obtained by analyzing sample noise data under various operating conditions, as shown below. Figure 3 As shown, the typical order and harmonic order of the reducer are calculated based on the number of teeth on each shaft of the reducer gears. In one embodiment of this application, the number of teeth on a certain input shaft gear of the reducer is 26, the number of teeth on the intermediate shaft large gear is 98, and the number of teeth on the intermediate shaft small gear is 23. Therefore, the first typical gear order of the reducer is 26, and its harmonic orders are 52, 78, etc. The second typical gear order of the reducer is 26*23 / 98 = 6.1, and its harmonic orders are 12.2, 18.3, 24.4, etc. Figure 4 As can be seen, the gear squealing noise at the above-mentioned levels is quite severe.

[0048] Please see Figure 5 , Figure 5 An exemplary embodiment according to this application is shown. Figure 3 The flowchart of step S340 in the active noise reduction method for vehicles shown is illustrated below. Figure 5 In the embodiment shown, step S340 of the vehicle active noise reduction method includes the following steps:

[0049] Step S510: Find the sample noise sound pressure level in the mapping relationship between the sample motor speed and the sample noise sound pressure level, and find the first target sound pressure level in the mapping relationship between the sample motor speed and the first target sound pressure level.

[0050] Step S520: Determine whether the sample noise sound pressure level is less than the first target sound pressure level.

[0051] Step S530: If the sample noise sound pressure level is greater than or equal to the first target sound pressure level, then the difference between the sample noise sound pressure level and the first target sound pressure level is determined as the target amplitude. If the sample noise sound pressure level is less than the target sound pressure level, then the first preset threshold is determined as the target amplitude.

[0052] Step S540: Generate a mapping relationship between the target amplitude and the motor speed based on the motor speed and the target amplitude.

[0053] exist Figure 5 In the technical solution of the illustrated embodiment, a mapping relationship between the target amplitude and the motor speed is generated. During vehicle operation, the target amplitude is directly found in the mapping relationship between the current motor speed and the target amplitude, and then a noise reduction signal is generated based on the target amplitude. Since complex algorithms are not required, the latency and unreliability of traditional active noise reduction adaptive filtering algorithms—such as LMS (LeastMeanSquare)—are avoided. This results in better noise reduction performance and improved sensitivity.

[0054] In one embodiment of this application, the mapping relationship between the sample noise sound pressure level and the sample motor speed is represented by the sample noise sound pressure level curve, and the mapping relationship between the sample motor speed and the first target sound pressure level is represented by the first target sound pressure level curve. Please refer to [link to relevant documentation]. Figure 6 , Figure 6 This is a slice diagram, specifically the sample noise sound pressure level curve of the 6.1st order gear squeal of the reducer and the corresponding first target sound pressure level curve. If the sample noise sound pressure level is greater than or equal to the first target sound pressure level, the difference between the sample noise sound pressure level and the first target sound pressure level is determined as the target amplitude; if the sample noise sound pressure level is less than the first target sound pressure level, a first preset threshold is determined as the target amplitude. In this embodiment, when the sample motor speed is 5000 rpm, according to... Figure 6 The sample noise sound pressure level curve shown indicates that the sample noise sound pressure level at this time is 71 dB. Figure 6 The curve showing the first target sound pressure level indicates a target sound pressure level of 63 dB at the current motor speed. Since the sample noise sound pressure level of 71 dB is greater than the first target sound pressure level of 63 dB, the difference of 8 dB between the sample noise sound pressure level and the first target sound pressure level is determined as the target amplitude. When the sample motor speed is 2500 rpm, according to... Figure 6 The sample noise sound pressure level curve shown indicates that the sample noise sound pressure level at this time is 40 dB. Figure 6 The first target sound pressure level curve shown indicates that the first target sound pressure level at the current motor speed is 45 dB. Since the sample noise sound pressure level of 40 dB is less than the first target sound pressure level of 45 dB, the first preset threshold is determined as the target amplitude. In this embodiment, the first preset threshold is 0, that is, the target amplitude is 0 at this time.

[0055] Please see Figure 7 , Figure 7 An exemplary embodiment according to this application is shown. Figure 3 The flowchart of step S340 in the active noise reduction method for vehicles shown is illustrated below. Figure 7In the embodiment shown, step S340 of the vehicle active noise reduction method further includes the following steps:

[0056] Step S710: Adjust the first target sound pressure level according to the first scaling factor to obtain the second target sound pressure level, and generate the mapping relationship between the second target sound pressure level and the sample motor speed.

[0057] In one embodiment of this application, a user-friendly physical or virtual button is provided in the driver's cockpit for adjusting the scaling factor. This allows the user to easily decrease or increase the first scaling factor, adjusting the first target sound pressure level to a second target sound pressure level according to their noise tolerance. A mapping relationship between the target amplitude and motor speed is then generated based on a comparison between the second target sound pressure level and the sample noise sound pressure level. In another embodiment, as the vehicle is used for an extended period, a vehicle with initially mild gearbox whistling may experience increased gear whistling due to gear wear. In this case, the first scaling factor can be decreased using the adjustment button to reduce the gearbox whistling noise. In the above embodiment, the minimum first scaling factor can be determined by the maximum power of the sound wave transmitting device. Since the second target sound pressure level is the first target sound pressure level multiplied by the first scaling factor, a smaller first scaling factor results in a smaller second target sound pressure level, indicating less whistling noise from the final gearbox. Therefore, the minimum first scaling factor is determined based on the maximum power of the sound wave transmitting device.

[0058] Step S720: Based on the sample motor speed, find the sample noise sound pressure level in the mapping relationship between the sample noise sound pressure level and the sample motor speed, and find the second target sound pressure level in the mapping relationship between the second target sound pressure level and the sample motor speed.

[0059] Step S730: Determine whether the sample noise sound pressure level is less than the first target sound pressure level.

[0060] In step S740, if the sample noise sound pressure level is greater than or equal to the second target sound pressure level, the difference between the sample noise sound pressure level and the second target sound pressure level is determined as the target amplitude; if the sample noise sound pressure level is less than the second target sound pressure level, the second preset threshold is determined as the target amplitude.

[0061] In one embodiment of this application, the second preset threshold is 0.

[0062] Step S750: Generate a mapping relationship between the target amplitude and the motor speed based on the motor speed and the target amplitude.

[0063] exist Figure 7In the technical solution of the illustrated embodiment, the user can easily adjust the mapping relationship between the first target sound pressure level and the sample motor speed to a second target sound pressure level and the sample motor speed by adjusting the first scaling factor. This allows the user to obtain the target amplitude from the mapping relationship between the current motor speed and the second target sound pressure level and the sample motor speed during vehicle operation, and then generate a noise reduction signal based on the target amplitude. Thus, the first scaling factor enables personalized adjustment of the reducer's whistling sound, thereby improving the user experience.

[0064] Please see Figure 8 Following step S240, steps S810 to S820 are also included, as detailed below:

[0065] Step S810: Adjust the target amplitude according to the second scaling factor to obtain the adjusted amplitude.

[0066] In one embodiment of this application, a user-friendly physical or virtual button is provided in the driver's cockpit for adjusting the second scaling factor. This allows the user to easily increase or decrease the second scaling factor, adjusting the target amplitude according to their tolerance for noise. In another embodiment, if a vehicle's decelerator whine becomes more pronounced due to gear wear after prolonged use, the second scaling factor can be increased using this adjustment button to reduce the decelerator whine noise. In this embodiment, the maximum second scaling factor can be determined by the maximum power of the sound wave transmitting device. Since the adjustment amplitude is the target amplitude multiplied by the second scaling factor, a larger second scaling factor results in a larger adjustment amplitude, which in turn indicates less whine noise from the decelerator. Therefore, the maximum second scaling factor is determined based on the maximum power of the sound wave transmitting device.

[0067] Step S820: Generate an anti-phase noise reduction signal based on the frequency corresponding to the current motor speed, the adjusted amplitude, and the reverse phase. The reverse phase is opposite to the phase of the current motor.

[0068] exist Figure 8 In the technical solution of the embodiment shown, the target amplitude is adjusted by setting a second proportional factor to obtain the adjusted amplitude, and then a noise reduction signal is generated based on the adjusted amplitude, thereby making personalized adjustments to the order noise of the reducer gear. Then, the adjusted amplitude, the current motor frequency and the reverse motor phase are directly input into the sound wave transmitting device to generate the noise reduction signal, which improves the sensitivity of noise reduction and thus improves the user experience.

[0069] In one embodiment of this application, the relative positional relationship between the noise acquisition device and the sample electric drive system is taken as the first relative positional relationship, and the relative positional relationship between the sound wave transmitting device and the electric drive system in the vehicle to be noise-reduced is taken as the second relative positional relationship. The second relative positional relationship is consistent with the first relative positional relationship.

[0070] In one embodiment of this application, such as Figure 9 As shown, Figure 9 A schematic diagram illustrating a specific process for an active noise reduction method for vehicles, such as... Figure 9 As shown, the mapping relationship between the first target sound pressure level and the sample rotation speed is the first target sound pressure level curve, and the mapping relationship between the target amplitude and the sample motor rotation speed is the target amplitude curve. Sample noise data of the electric drive system under various operating conditions of new energy electric vehicles is collected and analyzed. The sample noise data includes sample motor rotation speed, sample noise sound pressure level, sample motor frequency, and sample motor phase. The noise data is processed to obtain a noise chromaticity map, and the typical gear howling order is identified. The typical gear howling orders are extracted separately, and a first target sound pressure level curve is set for each order of howling noise. The first target sound pressure level needs to be multiplied by a first scaling factor to obtain the second target sound pressure level. The target amplitude curve is obtained based on the comparison between the target amplitude and the second sound pressure level of the order noise. The target amplitude curve is stored in the vehicle controller. When the vehicle is in motion, the controller extracts the current motor speed, frequency, and phase in real time. Based on the target amplitude curve, it finds the target amplitude at the current speed and inputs the target amplitude, current motor frequency, and the phase opposite to the current motor phase into a sound wave transmitter. The transmitter outputs a noise reduction signal to cancel the reducer's whistling noise. If the whistling noise is still significant after canceling the noise with the target amplitude obtained from the set first target sound pressure level, a second scaling factor can be adjusted via a control button to further reduce the reducer's whistling noise. This method, by setting a mapping relationship between the target amplitude and the sample motor speed, reduces reducer whistling noise without needing to adjust the torque distribution of the front and rear electric drive systems, ensuring driving safety. Furthermore, this method improves noise reduction sensitivity because it does not require complex algorithms. Furthermore, the present invention can also personalize the target amplitude by setting a scaling factor, which makes it convenient for users to make personalized adjustments according to their tolerance for the whistling sound of the reducer. In addition, when the reducer ages and the whistling sound becomes louder, the noise reduction signal can also be adjusted by adjusting the scaling factor, thereby reducing the whistling noise.

[0071] Embodiments of this application also provide an electronic device, including: one or more processors; and a storage device for storing one or more programs, which, when executed by the one or more processors, cause the electronic device to implement the vehicle active noise reduction method provided in the above embodiments.

[0072] Figure 10 A schematic diagram of a computer system suitable for implementing the embodiments of this application is shown. It should be noted that... Figure 10 The computer system 1000 of the electronic device shown is merely an example and should not impose any limitation on the functionality and scope of use of the embodiments of this application.

[0073] like Figure 10 As shown, the computer system 1000 includes a Central Processing Unit (CPU) 1001, which can perform various appropriate actions and processes based on programs stored in Read-Only Memory (ROM) 502 or programs loaded from storage portion 1008 into Random Access Memory (RAM) 1003, such as performing the methods described in the above embodiments. Various programs and data required for system operation are also stored in RAM 1003. The CPU 501, ROM 1002, and RAM 1003 are interconnected via bus 1004. Input / output (I / O) interface 1005 is also connected to bus 1004.

[0074] The following components are connected to I / O interface 1005: an input section 1006 including a keyboard, mouse, etc.; an output section 1007 including a cathode ray tube (CRT), liquid crystal display (LCD), etc., and speakers, etc.; a storage section 1008 including a hard disk, etc.; and a communication section 1009 including a network interface card such as a LAN (Local Area Network) card, modem, etc. The communication section 1009 performs communication processing via a network such as the Internet. A drive 1010 is also connected to I / O interface 1005 as needed. Removable media 1011, such as a disk, optical disk, magneto-optical disk, semiconductor memory, etc., are installed on drive 1010 as needed so that computer programs read from them can be installed into storage section 1008 as needed.

[0075] Specifically, according to embodiments of this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments of this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program including a computer program for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via communication section 1009, and / or installed from removable medium 1011. When the computer program is executed by central processing unit (CPU) 1001, it performs various functions defined in the system of this application.

[0076] It should be noted that the computer-readable medium shown in the embodiments of this application can be a computer-readable signal medium or a computer-readable storage medium, or any combination of the two. A computer-readable storage medium can be, for example, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of a computer-readable storage medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), flash memory, optical fiber, portable compact disc read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof. In this application, a computer-readable signal medium may include a data signal propagated in baseband or as part of a carrier wave, carrying a computer-readable computer program. Such propagated data signals can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. Computer-readable signal media can also be any computer-readable medium other than computer-readable storage media, which can send, propagate, or transmit a program for use by or in connection with an instruction execution system, apparatus, or device. The computer program contained on the computer-readable medium can be transmitted using any suitable medium, including but not limited to wireless, wired, etc., or any suitable combination thereof.

[0077] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. Each block in a flowchart or block diagram may represent a module, segment, or portion of code, which contains one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram or flowchart, and combinations of blocks in a block diagram or flowchart, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0078] The units described in the embodiments of this application can be implemented in software or hardware, and the described units can also be located in a processor. The names of these units do not necessarily limit the specific unit itself.

[0079] Another aspect of this application provides a computer-readable storage medium storing a computer program that, when executed by a computer's processor, causes the computer to perform the vehicle active noise reduction method as described above. This computer-readable storage medium may be included in the electronic device described in the above embodiments, or it may exist independently and not incorporated into the electronic device.

[0080] Another aspect of this application provides a computer program product or computer program including computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the computer device to perform the vehicle active noise cancellation method provided in the various embodiments described above.

[0081] The above embodiments are merely illustrative of the principles and effects of the present invention and are not intended to limit the invention. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of the present invention. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in the present invention should still be covered by the claims of the present invention.

Claims

1. A method for active noise reduction in vehicles, characterized in that, The active noise reduction method for vehicles includes: If the vehicle to be noise-reduced is in motion, obtain the current noise data of the electric drive system in the vehicle to be noise-reduced. The current noise data includes the current motor speed, the current motor frequency, and the current motor phase. The target amplitude is found in the pre-set mapping relationship between the target amplitude and the motor speed based on the current motor speed. The mapping relationship between the target amplitude and the motor speed includes the correlation between the target amplitude and the motor speed. A noise reduction signal is generated based on the current motor frequency, the target amplitude, and the reverse motor phase to perform active noise reduction on the vehicle. Before searching for the target amplitude in the pre-set mapping relationship between the target amplitude and the motor speed based on the current motor speed, the method further includes: acquiring sample noise data of the sample electric drive system, the sample noise data including multiple sample motor speeds and sample noise sound pressure levels; generating a mapping relationship between the sample noise sound pressure level and the sample motor speed based on sample motor speeds and sample noise sound pressure levels of different orders; setting a first target sound pressure level corresponding to the sample motor speed and generating a mapping relationship between the sample motor speed and the first target sound pressure level; comparing the magnitudes of the sample noise sound pressure level and the first target sound pressure level at the same sample motor speed, and obtaining the mapping relationship between the target amplitude and the motor speed based on the comparison result; The process of obtaining the mapping relationship between the target amplitude and the motor speed based on the comparison results includes: adjusting the first target sound pressure level according to the first scaling factor to obtain the second target sound pressure level; generating a mapping relationship between the second target sound pressure level and the sample motor speed based on the sample motor speed and the second target sound pressure level; finding the sample noise sound pressure level in the mapping relationship between the sample noise sound pressure level and the sample motor speed based on the sample motor speed, and finding the second target sound pressure level in the mapping relationship between the second target sound pressure level and the sample motor speed; determining whether the sample noise sound pressure level is less than the second target sound pressure level; if the sample noise sound pressure level is greater than or equal to the second target sound pressure level, then determining the difference between the sample noise sound pressure level and the second target sound pressure level as the target amplitude; if the sample noise sound pressure level is less than the second target sound pressure level, then determining the second preset threshold as the target amplitude; and generating a mapping relationship between the target amplitude and the motor speed based on the motor speed and the target amplitude.

2. The vehicle active noise reduction method according to claim 1, characterized in that, The sample noise data also includes the sample motor frequency and sample motor phase.

3. The vehicle active noise reduction method according to claim 2, characterized in that, The mapping relationship between the target amplitude and the motor speed is obtained based on the comparison results, including: The sample noise sound pressure level is found in the mapping relationship between the sample motor speed and the sample noise sound pressure level, and the first target sound pressure level is found in the mapping relationship between the sample motor speed and the first target sound pressure level. Determine whether the sample noise sound pressure level is less than the first target sound pressure level; If the sample noise sound pressure level is greater than or equal to the first target sound pressure level, the difference between the sample noise sound pressure level and the first target sound pressure level is determined as the target amplitude; if the sample noise sound pressure level is less than the target sound pressure level, the first preset threshold is determined as the first target amplitude. A mapping relationship between the target amplitude and the motor speed is generated based on the motor speed and the target amplitude.

4. The active noise reduction method for vehicles according to claim 1, characterized in that, After generating an anti-phase noise reduction signal based on the frequency corresponding to the current motor speed, the amplitude, and the reverse phase information, the process includes: The target amplitude is adjusted according to the second proportional factor to obtain the adjustment amplitude; An anti-phase noise reduction signal is generated based on the frequency corresponding to the current motor speed, the adjustment amplitude, and the reverse phase, wherein the reverse phase is opposite to the phase of the current motor phase.

5. The active noise reduction method for vehicles according to claim 2, characterized in that, The noise data of the sample is collected by a noise acquisition device, and the noise reduction signal is sent by a sound wave transmission device. The relative positional relationship between the noise acquisition device and the sample electric drive system is taken as the first relative positional relationship, and the relative positional relationship between the sound wave transmitting device and the electric drive system in the vehicle to be noise-reduced is taken as the second relative positional relationship. The second relative positional relationship is consistent with the first relative positional relationship.

6. The vehicle active noise reduction method according to claim 4, characterized in that, The minimum first scaling factor is determined by the maximum power of the sound wave transmitting device, and the maximum second scaling factor is determined by the minimum power of the sound wave transmitting device.

7. A vehicle active noise reduction device, characterized in that, include: The acquisition module is configured to acquire the current noise data of the electric drive system in the vehicle to be noise-reduced if the vehicle to be noise-reduced is in a driving state. The current noise data includes the current motor speed, the current motor frequency and the current motor phase. The lookup module is configured to look up a target amplitude in a pre-set mapping relationship between a target amplitude and a motor speed based on the current motor speed, wherein the mapping relationship between the target amplitude and the motor speed includes the correlation between the target amplitude and the motor speed. The generation module is configured to generate a noise reduction signal based on the current motor frequency, the target amplitude, and the reverse motor phase, so as to perform active noise reduction on the vehicle. Before searching for the target amplitude based on the current motor speed within the pre-set mapping relationship between the target amplitude and the motor speed, the search module further includes: acquiring sample noise data of the sample electric drive system, the sample noise data including multiple sample motor speeds and sample noise sound pressure levels; generating a mapping relationship between the sample noise sound pressure level and the sample motor speed based on sample motor speeds and sample noise sound pressure levels of different orders; setting a first target sound pressure level corresponding to the sample motor speed and generating a mapping relationship between the sample motor speed and the first target sound pressure level; comparing the magnitudes of the sample noise sound pressure level and the first target sound pressure level at the same sample motor speed, and obtaining the mapping relationship between the target amplitude and the motor speed based on the comparison result; The process of obtaining the mapping relationship between the target amplitude and the motor speed based on the comparison results includes: adjusting the first target sound pressure level according to the first scaling factor to obtain the second target sound pressure level; generating a mapping relationship between the second target sound pressure level and the sample motor speed based on the sample motor speed and the second target sound pressure level; finding the sample noise sound pressure level in the mapping relationship between the sample noise sound pressure level and the sample motor speed based on the sample motor speed, and finding the second target sound pressure level in the mapping relationship between the second target sound pressure level and the sample motor speed; determining whether the sample noise sound pressure level is less than the second target sound pressure level; if the sample noise sound pressure level is greater than or equal to the second target sound pressure level, then determining the difference between the sample noise sound pressure level and the second target sound pressure level as the target amplitude; if the sample noise sound pressure level is less than the second target sound pressure level, then determining the second preset threshold as the target amplitude; and generating a mapping relationship between the target amplitude and the motor speed based on the motor speed and the target amplitude.

8. An electronic device, characterized in that, The electronic device includes: One or more processors; A storage device for storing one or more programs, which, when executed by one or more processors, cause the electronic device to implement the vehicle active noise cancellation method as described in any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that, It stores a computer program that, when executed by the computer's processor, causes the computer to perform the vehicle active noise reduction adjustment method as described in any one of claims 1 to 6.

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