A vehicle noise regulation method, device and vehicle

Abstract

The application provides a vehicle noise regulation method and device and a vehicle. The application relates to the technical field of vehicles, and the method comprises the following steps: receiving a vehicle noise mode control instruction; and controlling the switching of the noise mode of the vehicle according to the vehicle noise mode control instruction, wherein different noise modes correspond to different output voltage frequency modes of the motor of the vehicle, and the output voltage frequency mode comprises a fixed frequency mode and a variable frequency mode. The application can adjust the noise frequency mode generated by the motor during the self-heating process of the vehicle battery according to the vehicle noise mode control instruction input by the user or the vehicle noise mode control instruction automatically generated by the system on the premise that the normal heating of the battery is ensured, thereby improving the selection degree of the user for the vehicle noise mode, reducing the discomfort of the user due to being in a single frequency noise environment, and improving the noise comfort of the user during the self-heating process of the vehicle battery.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a vehicle noise control method, device, and vehicle. Background Technology

[0002] Currently, the battery self-heating process in electric vehicles mainly relies on the pulse current generated by the motor to heat the battery cells. This is achieved by controlling the amplitude and frequency of the phase voltage. However, since the frequency control of the phase voltage is currently mainly fixed frequency control, the noise generated by the motor during the battery self-heating process is fixed frequency noise. The noise frequency heard by users is relatively concentrated. If users are in this sound environment for a long time, they are prone to tinnitus and other discomfort. Summary of the Invention

[0003] This application provides a vehicle noise control method, device, and vehicle, which can change the noise frequency while ensuring normal battery heating, thereby improving user comfort during the vehicle battery self-heating process.

[0004] In a first aspect, this application proposes a vehicle noise control method, comprising: receiving a vehicle noise mode control command; and controlling the switching of the vehicle's noise mode according to the vehicle noise mode control command, wherein different noise modes correspond to different output voltage frequency modes of the vehicle motor, and the output voltage frequency modes include a fixed frequency mode and a variable frequency mode.

[0005] Optionally, before receiving the vehicle noise mode control command, the method further includes: acquiring vehicle driving condition information; determining vehicle noise roughness (NVH) information based on the vehicle driving condition information; and controlling the switching of the vehicle's noise mode based on the vehicle noise roughness (NVH) information, wherein the changing frequency mode includes an alternating frequency mode.

[0006] Optionally, the vehicle motor is a permanent magnet synchronous motor; when the noise mode of the vehicle is switched to alternating frequency, the method further includes: acquiring heating rate information of the vehicle battery; determining the calibration frequency of the output voltage of the vehicle motor based on the heating rate information; and controlling the output voltage frequency of the permanent magnet synchronous motor to be greater than or equal to the difference between the calibration frequency and a preset threshold, and the output voltage frequency of the permanent magnet synchronous motor to be less than or equal to the sum of the calibration frequency and the preset threshold, based on the calibration frequency.

[0007] Optionally, the above method further includes: determining a first boundary limit and a second boundary limit of the calibration frequency based on the heating rate information, wherein the first boundary limit is the smaller value of the output voltage frequency of the permanent magnet synchronous motor, and the second boundary limit is the larger value of the output voltage frequency of the permanent magnet synchronous motor; and controlling the output voltage frequency of the permanent magnet synchronous motor to be greater than or equal to the first boundary limit and less than or equal to the second boundary limit.

[0008] Optionally, the above method further includes: acquiring battery cell information; determining a first boundary limit based on the battery cell information; determining a second boundary limit based on the calibration frequency and the first boundary limit, wherein the second boundary limit is equal to the difference between the calibration frequency (a preset multiple) and the first boundary limit; wherein the second boundary limit is less than one-tenth of the carrier frequency of the motor controller software.

[0009] Optionally, the above method further includes: acquiring the user's historical music playback information; generating a music spectrum based on the historical music playback information; determining the amplitude information and rate of change information of the music spectrum waveform based on the music spectrum; controlling the output voltage frequency of the permanent magnet synchronous motor to be greater than or equal to the difference between the rated frequency and the amplitude information, and the output voltage frequency of the permanent magnet synchronous motor to be less than or equal to the sum of the rated frequency and the amplitude information, based on the amplitude information and the rate of change; and controlling the output voltage frequency of the permanent magnet synchronous motor to change according to the rate of change.

[0010] Optionally, the above method further includes: acquiring the user's heart rate information; generating a heart rate spectrum based on the heart rate information; determining the amplitude information and rate of change information of the heart rate spectrum waveform based on the heart rate spectrum; controlling the output voltage frequency of the permanent magnet synchronous motor to be greater than or equal to the difference between the calibrated frequency and the amplitude information, and less than or equal to the sum of the calibrated frequency and the amplitude information, based on the amplitude information and the rate of change information; and controlling the output voltage frequency of the permanent magnet synchronous motor to change according to the rate of change.

[0011] Secondly, this application proposes a vehicle noise control device, applicable to the vehicle noise control method described in any of the preceding claims. The device includes: a receiving unit for receiving a vehicle noise mode control command; and a control unit for controlling the switching of vehicle noise modes according to the vehicle noise mode control command. The different noise modes correspond to different output voltage frequency modes of the vehicle motor, and the output voltage frequency modes include a fixed frequency mode and a variable frequency mode.

[0012] Thirdly, this application proposes a vehicle, including: a vehicle noise control device as described above; a vehicle motor; and the vehicle noise control device being communicatively connected to the vehicle motor.

[0013] Optionally, the vehicle further includes: an operation controller located near the vehicle's dashboard; the operation controller is used to generate vehicle noise mode control commands, and the operation controller is communicatively connected to the vehicle noise control device.

[0014] The vehicle noise control method proposed in this application includes: receiving a vehicle noise mode control command; and controlling the switching of the vehicle's noise mode according to the vehicle noise mode control command. Different noise modes correspond to different output voltage frequency modes of the vehicle motor, including fixed frequency modes and variable frequency modes. This application can adjust the noise frequency mode generated by the motor during the vehicle battery self-heating process, based on user-inputted vehicle noise mode control commands or automatically generated vehicle noise mode control commands, while ensuring normal battery heating. This improves the user's selectivity in vehicle noise modes, reduces user discomfort caused by being in a single-frequency noise environment, and enhances user noise comfort during the vehicle battery self-heating process.

[0015] Other advantages, objectives and features of this application will be apparent in part from the description which follows, and in part will be understood by those skilled in the art through study and practice of this application. Attached Figure Description

[0016] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of exemplary embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this application. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0017] Figure 1 This application provides a schematic diagram of a battery pulse self-heating principle.

[0018] Figure 2 A flowchart illustrating a vehicle noise control method provided in this application embodiment;

[0019] Figure 3 This is a schematic diagram of the signal flow for a user manually inputting a vehicle noise mode control command via screen, according to an embodiment of this application.

[0020] Figure 4 A fixed-frequency noise spectrum diagram provided in an embodiment of this application;

[0021] Figure 5 A variable frequency noise spectrum diagram provided in an embodiment of this application;

[0022] Figure 6 This is a structural schematic diagram of a vehicle noise control device provided in an embodiment of this application. Detailed Implementation

[0023] To better understand the technical solutions provided in the embodiments of this specification, the technical solutions of the embodiments of this specification will be described in detail below with reference to the accompanying drawings and specific embodiments. It should be understood that the embodiments of this specification and the specific features in the embodiments are detailed descriptions of the technical solutions of the embodiments of this specification, rather than limitations on the technical solutions of this specification. In the absence of conflict, the embodiments of this specification and the technical features in the embodiments can be combined with each other.

[0024] In this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, without necessarily requiring or implying any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element. The term "two or more" includes two or more cases.

[0025] Currently, the battery self-heating process in electric vehicles mainly relies on the pulse current generated by the motor to heat the battery cells. This is achieved by controlling the amplitude and frequency of the phase voltage. However, since the frequency control of the phase voltage is currently mainly fixed frequency control, the noise generated by the motor during the battery self-heating process is fixed frequency noise. The noise frequency heard by users is relatively concentrated. If users are in this sound environment for a long time, they are prone to tinnitus and other discomfort.

[0026] This application provides a vehicle noise control method, device, and vehicle, which can change the noise frequency while ensuring normal battery heating, thereby improving user comfort during the vehicle battery self-heating process.

[0027] Figure 1 This is a schematic diagram illustrating the principle of a battery pulse self-heating system, provided as an embodiment of this application. During the battery self-heating process: Existing technologies generally generate an alternating bus current by inputting a reference current of a fixed frequency, thereby heating the battery. This is primarily achieved by controlling the motor output voltage to control the reference current. For example... Figure 1 As shown, firstly, a reference current I with a fixed frequency is input. d_ref and I q_ref , reference current I d_ref and I q_ref With feedback current I d_err and Iq_err The difference between the two values ​​is calculated separately and used as the input current for the two current-loop PI controllers (linear controllers). Then, the output voltage U of the current-loop PI controllers (linear controllers) is calculated. d_out U q_out The output voltage U is obtained after decoupling. d U q Subsequently, U d U q Perform the Ipark transformation (inverse Park transformation) to obtain U α U β Then U α U β The input is modulated by SVPWM (Space Vector Pulse Width Modulation) and outputs a PWM (Pulse Width Modulation) waveform signal. This, in turn, controls the switching of six transistors in the three-phase inverter, converting the DC voltage into a sinusoidal voltage signal to be applied to the permanent magnet synchronous motor. Simultaneously, the motor phase current is sampled to obtain the current component I in the three-phase stationary coordinate system. a I b I c and to I a I b I c Perform Clark transform to obtain the current component I in the two-phase stationary coordinate system. α I β Then I α I β Performing the Park transformation yields the current component I in the synchronously rotating coordinate system. d I q It should be noted that different heating effects and noise levels can be achieved by controlling the magnitude and frequency of the reference current. The reference current needs to be controlled within the capacity limits of the high-voltage battery.

[0028] According to a first aspect of the embodiments of this application, this application proposes a vehicle noise control method. Figure 2 This is a flowchart illustrating a vehicle noise control method provided in an embodiment of this application. Figure 2 As shown, the above method may include the following steps:

[0029] Step S110: Receive vehicle noise mode control command.

[0030] For example, the aforementioned vehicle noise mode control command is a command used to control the vehicle to perform a noise mode switch, that is, to control the vehicle to switch from the original noise mode to the target noise mode. This vehicle noise mode control command can be a control command manually input by the user through the screen.

[0031] The aforementioned vehicle noise mode control commands can also be control commands automatically generated by the system based on pre-recorded programs. It should be noted that the users mentioned above can be either the vehicle driver or a passenger; no specific limitation is made here.

[0032] Step S120: According to the vehicle noise mode control command, control the switching of the vehicle noise mode. Different noise modes correspond to different output voltage frequency modes of the vehicle motor. The output voltage frequency modes include fixed frequency mode and variable frequency mode.

[0033] It should be noted that the fixed noise mode corresponds to a fixed frequency mode for the vehicle motor's output voltage frequency. The variable frequency mode corresponds to a variable frequency mode for the vehicle motor's output voltage frequency.

[0034] For example, Figure 3 This is a schematic diagram illustrating the signal flow of a user manually inputting a vehicle noise mode control command via screen, according to an embodiment of this application. Figure 3 As shown, the user can input vehicle noise mode control commands through screen 100. These vehicle mode control commands are transmitted through screen 100 to vehicle controller 200 and then to motor controller 300, thereby switching the output voltage frequency of the motor and thus controlling the switching of the vehicle's noise mode.

[0035] For example, when the above-mentioned vehicle mode control command is a control command automatically generated by the system according to a pre-entered program, the above-mentioned vehicle mode control command can be automatically generated by the vehicle controller as SVPWM (Space Vector Pulse Width Modulation), thereby realizing the switching of the output voltage frequency of the motor, and thus controlling the switching of the vehicle's noise mode.

[0036] For example, Figure 4 This is a fixed-frequency noise spectrum diagram provided as an embodiment of this application. Figure 4 As shown, when the vehicle motor's output voltage frequency mode is fixed-frequency, that is, during the process of self-heating the battery through a fixed-frequency voltage, the noise generated by the motor is fixed-frequency noise. It should be noted that in this sound environment, users will feel that the noise frequency is concentrated, and if users are exposed to this sound environment for a long time, they are prone to tinnitus and other discomfort.

[0037] For example, Figure 5 This is a frequency-varying noise spectrum diagram provided as an embodiment of this application. For example... Figure 5 As shown, when the vehicle motor's output voltage frequency mode is in variable frequency mode—that is, during the process of self-heating the battery through a voltage with varying frequency—the noise generated by the motor is variable frequency noise. It should be noted that because the noise frequency is constantly changing, it can reduce the discomfort experienced by the user in a single-frequency noise environment, thus improving the user's comfort during the vehicle battery self-heating process.

[0038] The vehicle noise control method proposed in this application includes: receiving a vehicle noise mode control command; and controlling the switching of the vehicle's noise mode according to the vehicle noise mode control command. Different noise modes correspond to different output voltage frequency modes of the vehicle motor, including fixed frequency modes and variable frequency modes. This application can adjust the noise frequency mode generated by the motor during the vehicle battery self-heating process, based on user-inputted vehicle noise mode control commands or automatically generated vehicle noise mode control commands, while ensuring normal battery heating. This improves the user's selectivity in vehicle noise modes, reduces user discomfort caused by being in a single-frequency noise environment, and enhances user noise comfort during the vehicle battery self-heating process.

[0039] In one feasible implementation, before receiving the vehicle noise mode control command, the method further includes: acquiring vehicle driving condition information; determining vehicle noise roughness (NVH) information based on the vehicle driving condition information; and controlling the switching of the vehicle's noise mode based on the vehicle noise roughness (NVH) information, wherein the changing frequency mode includes an alternating frequency mode.

[0040] For example, the aforementioned vehicle operating condition information refers to the operating status information during vehicle operation. This information may include: vehicle motion type information, driver control method information, vehicle load information, and vehicle motor operating condition information. Specifically, vehicle motion type information may include: starting, acceleration, constant speed, deceleration, turning, uphill / downhill, and parking motions. Driver control method information may include: gear shifting, coasting (e.g., coasting in neutral, coasting with acceleration, coasting with a stop), braking (e.g., emergency braking, speed-controlled braking, brake braking), throttle control, steering, and reversing control methods. Vehicle load information may include: no-load, fully loaded (i.e., vehicle load equal to rated load), and overload (i.e., vehicle load greater than rated load). Motor operating condition information may include: economic operating condition (i.e., operating state with the lowest power consumption) and overload operating condition (i.e., operating state with power consumption greater than the rated value).

[0041] It should be noted that the vehicle noise and vibration (NVH) information can be determined based on the above vehicle driving condition information, and then the vehicle noise mode can be switched based on the above vehicle noise and vibration (NVH) information.

[0042] It should be noted that the above-mentioned vehicle noise roughness (NVH) information can be used to measure the overall noise level inside the vehicle. In-vehicle noise mainly includes: motor noise, body noise, and chassis noise. The above-mentioned vehicle motor operating condition information is used to characterize the level of the aforementioned motor noise, while the above-mentioned vehicle motion pattern information, driver control method information, and vehicle load information are used to characterize the levels of body noise and chassis noise.

[0043] It should be noted that when the vehicle is traveling at a high speed, or when the driver brakes suddenly, or when the vehicle is under heavy load, the level of abnormal noises from the vehicle body and chassis is high. In other words, when the noise generated by the vehicle body and chassis is high, the noise mode of the vehicle can be switched from a fixed frequency mode to a variable frequency mode to reduce the noise generated by the vehicle motor, thereby reducing the overall noise level of the in-vehicle environment.

[0044] Therefore, the above method determines the vehicle noise roughness (NVH) information based on the vehicle's driving conditions, and then controls the switching of the vehicle's noise mode based on the NVH information. By judging the overall noise level of abnormal noises from the motor, body, and chassis, the method controls the frequency conversion of the noise generated by the motor, thereby reducing the overall noise level inside the vehicle and improving the user's noise comfort.

[0045] Specifically, the aforementioned frequency variation pattern may include an alternating frequency pattern, such as a sinusoidal frequency variation pattern.

[0046] In other words, this method can control the output voltage frequency of the vehicle motor to change in a sinusoidal waveform, thereby controlling the noise generated by the motor to change in a sinusoidal regular pattern, and thus improving the user's acceptance of abnormal motor noise.

[0047] In one feasible implementation, the vehicle motor is a PMSM (permanent magnet synchronous motor); when controlling the switching of the vehicle's noise mode to alternating frequency, the method further includes: acquiring heating rate information of the vehicle battery; determining the calibration frequency of the vehicle motor's output voltage based on the heating rate information; and controlling the output voltage frequency of the permanent magnet synchronous motor to be greater than or equal to the difference between the calibration frequency and a preset threshold, and the output voltage frequency of the permanent magnet synchronous motor to be less than or equal to the sum of the calibration frequency and the preset threshold, based on the calibration frequency.

[0048] For example, the heating rate information mentioned above refers to the temperature change information of the battery cells within a preset time period. For instance, if the temperature of the battery cells rises by 1°C within 1 second, then the heating rate information is 1°C / s. The calibration frequency mentioned above is an optimal frequency determined during vehicle testing by comprehensively considering the battery heating rate information and noise level information. It should be noted that the battery heating rate is positively correlated with the motor noise level; that is, the faster the motor heats the battery during operation, the greater the noise generated. In a feasible implementation, the calibration frequency can be the frequency of the motor output voltage corresponding to a lower heating rate, provided that the temperature environment of the vehicle battery can normally support the operation of the vehicle system.

[0049] For example, the aforementioned preset threshold can be determined comprehensively based on the temperature environment of the vehicle battery and the noise level inside the vehicle, so as to ensure that the noise level inside the vehicle is low when the battery self-heating process is normal. Specifically, the output voltage frequency of the permanent magnet synchronous motor can be controlled to have a center value around the aforementioned calibrated frequency, a minimum value at the difference between the aforementioned calibrated frequency and the preset threshold, and a maximum value at the sum of the aforementioned calibrated frequency and the preset threshold, exhibiting a regular variation around the aforementioned calibrated frequency.

[0050] For example, the aforementioned calibration frequency can be represented by A. Specifically, when the frequency change mode of the motor voltage is a sinusoidal frequency change mode, the aforementioned preset threshold can also be determined based on the waveform amplitude of the sine wave. For example, when the waveform amplitude of the sine wave is 30Hz, the frequency change mode of the motor voltage is controlled to be greater than or equal to the difference between the calibration frequency A and 30Hz, and less than or equal to the sum of the calibration frequency A and 30Hz.

[0051] Therefore, by controlling the real-time output voltage frequency of the permanent magnet synchronous motor to be greater than or equal to the difference between the calibrated frequency and the preset threshold, the above method can ensure the normal operation of the battery self-heating process, thereby ensuring that the real-time output voltage frequency of the motor can be used to support the normal operation of the vehicle system. By controlling the output voltage frequency of the permanent magnet synchronous motor to be less than or equal to the sum of the calibrated frequency and the preset threshold, the noise level inside the vehicle can be kept low, thereby improving the user's driving experience inside the vehicle.

[0052] In one feasible implementation, the above method further includes: determining a first boundary limit and a second boundary limit of the calibration frequency based on the heating rate information, wherein the first boundary limit is the smaller value of the output voltage frequency of the permanent magnet synchronous motor, and the second boundary limit is the larger value of the output voltage frequency of the permanent magnet synchronous motor; and controlling the output voltage frequency of the permanent magnet synchronous motor to be greater than or equal to the first boundary limit and less than or equal to the second boundary limit.

[0053] For example, the first boundary limit can be determined based on the lower limit of the frequency that the battery cell can withstand, that is, the first boundary limit is the minimum value of the calibrated frequency. The second boundary limit can be the maximum value of the calibrated frequency while ensuring the heating effect on the battery. It should be noted that by controlling the output voltage frequency of the permanent magnet synchronous motor to be greater than or equal to the first boundary limit and controlling the output voltage frequency of the permanent magnet synchronous motor to be less than or equal to the second boundary limit, the battery cell can be prevented from being damaged due to the excessively high output voltage frequency of the motor, ensuring the heating efficiency of the battery. At the same time, it makes the frequency of the motor output voltage change regularly, thereby making the noise frequency heard by the user more dispersed and preventing the user from experiencing discomfort such as tinnitus.

[0054] In one feasible implementation, the above method further includes: acquiring battery cell information; determining a first boundary limit based on the battery cell information; determining a second boundary limit based on the calibration frequency and the first boundary limit, wherein the second boundary limit is equal to the difference between the calibration frequency (a preset multiple) and the first boundary limit; wherein the second boundary limit is less than one-tenth of the carrier frequency of the motor controller software.

[0055] For example, the first boundary limit can be represented by A1, the second boundary limit by A2, the calibration frequency by A, and the carrier frequency by A3. The battery cell information can be determined using the cell's manufacturing information. The battery cell information can be the cell's model information. Specifically, the rated bus current and frequency value to ensure normal battery operation without damage can be determined based on the cell information; the reference current and frequency value can be determined based on the rated bus current and frequency value; the motor output voltage and frequency value can be determined based on the reference current and frequency value; and the first boundary limit A1 can be determined based on the motor output voltage and frequency value. For example, the preset multiple can be determined based on actual data from the vehicle testing process. Specifically, the preset multiple can be 2 times, meaning the second boundary limit A2 can be determined using the following formula:

[0056] A2 = 2A - A1 (1)

[0057] It should be noted that, in order to ensure the stability of the FOC (Field Oriented Control) process, the second boundary limit A2 can be controlled to be less than one-tenth of the carrier frequency A3.

[0058] Therefore, the above method determines the first boundary limit based on the battery cell information, determines the second boundary limit based on the calibration frequency and the first boundary limit, and controls the second boundary limit to be less than one-tenth of the carrier frequency of the motor controller software. Under the premise of ensuring the safety of the motor battery cell devices and the stable control of the motor FOC, the method can control the motor noise frequency to change in a regular manner, thereby improving the user's adaptability to the noise environment inside the vehicle.

[0059] In one feasible implementation, the above method further includes: acquiring the user's historical music playback information; generating a music spectrum based on the historical music playback information; determining the amplitude information and rate of change information of the music spectrum waveform based on the music spectrum; controlling the output voltage frequency of the permanent magnet synchronous motor to be greater than or equal to the difference between the rated frequency and the amplitude information, and the output voltage frequency of the permanent magnet synchronous motor to be less than or equal to the sum of the rated frequency and the amplitude information, based on the amplitude information and the rate of change; and controlling the output voltage frequency of the permanent magnet synchronous motor to change according to the rate of change.

[0060] For example, the aforementioned user could be someone who has previously connected to the vehicle's media system to play music. The user's historical music playback information can be determined by obtaining the playback records of the vehicle's media system. Specifically, based on this historical music playback information, the user's preferred music segments can be determined, and then the frequency waveform of the user's preferred music can be determined. Based on this music frequency waveform, a music spectrum is generated. Then, based on the amplitude and rate of change information of the music spectrum waveform, the output voltage frequency of the permanent magnet synchronous motor is controlled to be greater than or equal to the difference between the rated frequency and the amplitude information, while being less than or equal to the sum of the rated frequency and the amplitude information. Simultaneously, the output voltage frequency of the permanent magnet synchronous motor is controlled to change at the aforementioned rate of change. Therefore, this method can achieve a frequency range and rate of change of the noise frequency generated by the motor that are consistent with the frequency range and rate of change of the user's preferred music, thereby improving the user's adaptability to the noise generated by the motor during vehicle operation and enhancing the entertainment value of the noise generated by the motor.

[0061] In one feasible implementation, the above method further includes: acquiring the user's heart rate information; generating a heart rate spectrum based on the heart rate information; determining the amplitude information and rate of change information of the heart rate spectrum waveform based on the heart rate spectrum; controlling the output voltage frequency of the permanent magnet synchronous motor to be greater than or equal to the difference between the calibrated frequency and the amplitude information, and less than or equal to the sum of the calibrated frequency and the amplitude information based on the amplitude information and the rate of change; and controlling the output voltage frequency of the permanent magnet synchronous motor to change according to the rate of change.

[0062] For example, the aforementioned users can be drivers and passengers in the vehicle. The user's heart rate information can be determined using an onboard vital signs monitor. Specifically, based on the user's heart rate information measured within a preset time period, a heart rate frequency is generated. Based on the heart rate spectrum, the amplitude and rate of change information of the heart rate spectrum waveform are determined. The output voltage frequency of the permanent magnet synchronous motor is controlled to be greater than or equal to the difference between the calibrated frequency and the amplitude information, while simultaneously being less than or equal to the sum of the calibrated frequency and the amplitude information. The output voltage frequency of the permanent magnet synchronous motor is synchronously controlled to change at the aforementioned rate of change. Therefore, the above method can control the frequency range and rate of change of the noise frequency generated by the motor to be consistent with the user's heartbeat frequency and its change frequency, thereby improving the user's heart's adaptability to the noise generated by the motor, avoiding discomfort caused by motor noise to the user's heart, and improving the user's safety during vehicle operation.

[0063] According to a second aspect of this application, this application proposes a vehicle noise control device applicable to the vehicle noise control method as described in any of the preceding claims. Figure 6 This is a structural schematic diagram of a vehicle noise control device 10 according to an embodiment of this application, as shown below. Figure 6 As shown, the above-mentioned device 10 may include a receiving unit 400 and a control unit 500.

[0064] The receiving unit 400 is used to receive vehicle noise mode control commands.

[0065] The control unit 500 is used to control the switching of the vehicle's noise mode according to the vehicle noise mode control command. Different noise modes correspond to different output voltage frequency modes of the vehicle motor, including fixed frequency mode and variable frequency mode.

[0066] It should be noted that the aforementioned control unit 500 can be a motor controller or a vehicle controller; no specific restrictions are made here.

[0067] According to a third aspect of this application, this application proposes a vehicle, including: a vehicle noise control device as described above; a vehicle motor; and the vehicle noise control device being communicatively connected to the vehicle motor.

[0068] In some examples, the vehicle also includes: an operation controller located near the vehicle's dashboard; the operation controller is used to generate vehicle noise mode control commands and is communicatively connected to the vehicle noise control device.

[0069] Those skilled in the art can understand the specific details and beneficial effects of the vehicle noise control device and the vehicle by reading the above description of the vehicle noise control method, which will not be repeated here for the sake of brevity.

[0070] It should be noted that the descriptions of each embodiment in the above embodiments have different focuses. For parts that are not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0071] The above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.

[0072] Although preferred embodiments have been described in this specification, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of this specification.

[0073] Obviously, those skilled in the art can make various modifications and variations to this specification without departing from its spirit and scope. Therefore, if such modifications and variations fall within the scope of the claims and their equivalents, this specification is also intended to include such modifications and variations.

Claims

1. A method for controlling vehicle noise, characterized in that, include: Receive vehicle noise mode control commands; According to the vehicle noise mode control command, the noise mode of the vehicle is switched. Different noise modes correspond to different output voltage frequency modes of the vehicle motor. The output voltage frequency modes include a fixed frequency mode and a variable frequency mode. The vehicle motor is a permanent magnet synchronous motor. The variable frequency mode includes an alternating frequency mode. When the vehicle noise mode is switched to an alternating frequency mode, the method further includes: acquiring heating rate information of the vehicle battery; determining the calibration frequency of the output voltage of the vehicle motor based on the heating rate information; and controlling the output voltage frequency of the permanent magnet synchronous motor to be greater than or equal to the difference between the calibration frequency and a preset threshold, and controlling the output voltage frequency of the permanent magnet synchronous motor to be less than or equal to the sum of the calibration frequency and the preset threshold. Obtain the user's historical music playback information; Based on the historical music playback information, a music spectrum is generated; Based on the music spectrum, determine the amplitude and rate of change information of the music spectrum waveform; Based on the amplitude information and the rate of change information, the output voltage frequency of the permanent magnet synchronous motor is controlled to be greater than or equal to the difference between the rated frequency and the amplitude information, and the output voltage frequency of the permanent magnet synchronous motor is less than or equal to the sum of the rated frequency and the amplitude information; In addition, the output voltage frequency of the permanent magnet synchronous motor is controlled to change at the rate of change.

2. The vehicle noise control method as described in claim 1, characterized in that, Before receiving vehicle noise mode control commands, it also includes: Obtain vehicle operating condition information; Based on the vehicle driving condition information, determine the vehicle noise and harshness (NVH) information; Based on the vehicle noise harshness (NVH) information, the noise mode of the vehicle is switched.

3. The vehicle noise control method as described in claim 1, characterized in that, Also includes: Based on the heating rate information, a first boundary limit and a second boundary limit of the calibration frequency are determined, wherein the first boundary limit is the smaller value of the output voltage frequency of the permanent magnet synchronous motor, and the second boundary limit is the larger value of the output voltage frequency of the permanent magnet synchronous motor. The output voltage frequency of the permanent magnet synchronous motor is controlled to be greater than or equal to the first boundary limit and less than or equal to the second boundary limit.

4. The vehicle noise control method as described in claim 3, characterized in that, Also includes: Obtain battery cell information, and determine the first boundary limit based on the battery cell information; The second boundary limit is determined based on the calibration frequency and the first boundary limit, wherein the second boundary limit is equal to the difference between the calibration frequency and the first boundary limit by a preset multiple; The second boundary limit is less than one-tenth of the carrier frequency of the motor controller software.

5. The vehicle noise control method as described in claim 1, characterized in that, Also includes: Obtain the user's heart rate information; Based on the heart rate information, a heart rate spectrum is generated; Based on the heart rate spectrum, determine the amplitude and rate of change information of the heart rate spectrum waveform; Based on the amplitude information and the rate of change information, the output voltage frequency of the permanent magnet synchronous motor is controlled to be greater than or equal to the difference between the calibration frequency and the amplitude information, and less than or equal to the sum of the calibration frequency and the amplitude information; In addition, the output voltage frequency of the permanent magnet synchronous motor is controlled to change at the rate of change.

6. A vehicle noise control device, characterized in that, The device, applicable to the vehicle noise control method as described in claims 1 to 5, comprises: The receiving unit is used to receive vehicle noise mode control commands. The control unit is used to control the switching of the vehicle's noise mode according to the vehicle noise mode control command, wherein different noise modes correspond to different output voltage frequency modes of the vehicle motor, and the output voltage frequency modes include fixed frequency mode and variable frequency mode.

7. A vehicle, characterized in that, include: The vehicle noise control device as described in claim 6; Vehicle motor; The vehicle noise control device is communicatively connected to the vehicle motor.

8. The vehicle as described in claim 7, characterized in that, Also includes: The operation controller is located near the vehicle's dashboard. The operation controller is used to generate vehicle noise mode control commands, and the operation controller is communicatively connected to the vehicle noise control device.

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