Vehicle low-frequency noise control method, device, equipment and storage medium

Abstract

The present invention provides a vehicle low-frequency noise control method, device, equipment and storage medium, belonging to the field of automobile technology. The present invention determines the road friction type by real-time monitoring of vehicle speed and road feedback vibration data, and adjusts the tailgate stop gap distance accordingly to reduce the low-frequency noise in the vehicle. The specific steps include: using a vibration sensor and a speed sensor to obtain real-time vehicle speed and vibration data, then analyzing the vibration data, converting it into road feedback vibration data, and then further obtaining vibration parameters, including frequency peak and amplitude mean, and finally determining the road friction type according to the vibration parameters and the current vehicle speed, and adjusting the tailgate stop gap distance according to the road friction type and vehicle speed according to the corresponding plan, so as to achieve the best low-frequency noise suppression effect under different road conditions and improve driving comfort.

Description

Technical Field

[0001] The present invention relates to the field of automobile technology, and in particular to a method, device, equipment and storage medium for controlling low-frequency noise of a vehicle. Background Art

[0002] In modern society, cars have become one of the indispensable means of transportation in people's daily lives. However, with the increasing urbanization and traffic congestion, the noise generated by vehicles has become an issue that cannot be ignored. In particular, low-frequency noise not only affects the comfort of drivers and passengers, but may also have a negative impact on health, such as causing fatigue and stress. Therefore, studying how to effectively control low-frequency noise in vehicles and improve driving comfort and driving safety has become one of the important topics in the field of automotive engineering.

[0003] In the field of automotive engineering, researchers have been committed to developing various technical means to reduce vehicle noise and improve the driving experience. Among them, the control method of low-frequency noise of vehicles is particularly critical. Traditional noise reduction methods often use sound insulation materials and other methods to reduce noise transmission, but these methods are often limited in effect and cannot be adjusted according to real-time road conditions.

[0004] Therefore, it is necessary to explore a vehicle low-frequency noise control method that can sense road conditions in real time and actively adjust. In summary, the current technical problem is how to reduce the low-frequency noise of the vehicle during driving. Summary of the invention

[0005] The main purpose of the present invention is to provide a vehicle low-frequency noise control method, device, equipment and storage medium, aiming to solve the technical problem of how to reduce the low-frequency noise of the vehicle during driving.

[0006] To achieve the above object, the present invention provides a method for controlling low-frequency noise of a vehicle, the method comprising:

[0007] Obtain real-time vehicle speed and road surface feedback vibration data;

[0008] determining a road surface friction type according to the road surface feedback vibration data;

[0009] The tailgate stop gap distance is controlled according to the real-time vehicle speed and the road friction type.

[0010] Optionally, the obtaining of real-time vehicle speed and road surface feedback vibration data includes:

[0011] Collecting real-time vibration data through a vibration sensor, wherein the vibration sensor is located at the wheel core steering knuckle;

[0012] The real-time vehicle speed is collected by a speed sensor, which is located at the wheel drive shaft;

[0013] The real-time vibration data is analyzed to obtain road surface feedback vibration data.

[0014] Optionally, parsing the real-time vibration data to obtain road surface feedback vibration data includes:

[0015] Converting the real-time vibration data from the time domain to the frequency domain to obtain a plurality of vibration components;

[0016] According to the real-time vehicle speed, filtering out the vehicle's own vibration component from the multiple vibration components to obtain the remaining vibration component;

[0017] The remaining vibration components are integrated to obtain road surface feedback vibration data.

[0018] Optionally, determining the road surface friction type according to the road surface feedback vibration data includes:

[0019] Obtaining vibration parameters according to the road surface feedback vibration data, wherein the vibration parameters include a frequency peak value and an amplitude mean value;

[0020] Determining the degree of road friction according to the frequency peak value, the amplitude mean value and the real-time vehicle speed;

[0021] When the road surface friction degree is greater than or equal to a preset roughness threshold, it is determined that the road surface friction type at the current moment is a rough road surface;

[0022] When the road surface friction degree is less than a preset roughness threshold, it is determined that the road surface friction type at the current moment is a smooth road surface.

[0023] Optionally, determining the road friction degree according to the frequency peak value, the amplitude mean value and the real-time vehicle speed includes:

[0024] Calculating the vibration intensity according to the frequency peak value and the amplitude mean;

[0025] The degree of road friction is determined based on the vehicle speed vibration intensity change curve, vibration intensity and real-time vehicle speed.

[0026] Optionally, controlling the tailgate stop gap distance according to the real-time vehicle speed and the road friction type to reduce low-frequency noise in the vehicle includes:

[0027] When the real-time vehicle speed is within a first preset vehicle speed range and the road friction type is a rough road, adjusting the tailgate stop gap distance to a first preset distance;

[0028] When the real-time vehicle speed is within a second preset vehicle speed interval, the tailgate stop gap distance is adjusted to a second preset distance.

[0029] Optionally, the vehicle low-frequency noise control method further includes:

[0030] Obtain intervention adjustment instructions;

[0031] According to the intervention adjustment instruction, the gap distance setting value is obtained;

[0032] The tailgate stop gap distance is adjusted to the gap distance setting value.

[0033] In addition, in order to achieve the above-mentioned purpose, the present invention provides a vehicle low-frequency noise control device, the vehicle low-frequency noise control device comprising:

[0034] Data acquisition module, used to obtain real-time vehicle speed and road surface feedback vibration data;

[0035] A data analysis module, used to determine the road surface friction type according to the road surface feedback vibration data;

[0036] The control module is used to control the clearance distance of the tailgate stop according to the real-time vehicle speed and the road friction type, so as to reduce the low-frequency noise in the vehicle.

[0037] In addition, to achieve the above-mentioned purpose, the present invention provides a vehicle low-frequency noise control device, the vehicle low-frequency noise control device comprising: a memory, a processor, and a vehicle low-frequency noise control program stored in the memory and executable on the processor, the vehicle low-frequency noise control program being configured to implement the steps of the vehicle low-frequency noise control method.

[0038] In addition, to achieve the above-mentioned purpose, the present invention provides a storage medium, on which a vehicle low-frequency noise control program is stored, and when the vehicle low-frequency noise control program is executed by a processor, the steps of the vehicle low-frequency noise control method are implemented.

[0039] The present invention determines the road friction type by real-time monitoring of vehicle speed and road feedback vibration data, and adjusts the tailgate stop gap distance accordingly to reduce low-frequency noise in the vehicle. The specific steps include: using a vibration sensor and a speed sensor to obtain real-time vehicle speed and vibration data, then analyzing the vibration data and converting it into road feedback vibration data, and then further obtaining vibration parameters, including frequency peak and amplitude mean, and finally determining the road friction type according to the vibration parameters and the current vehicle speed, and adjusting the tailgate stop gap distance according to the road friction type and vehicle speed according to the corresponding plan, so as to achieve the best low-frequency noise suppression effect under different road conditions and improve driving comfort. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] Figure 1 A schematic diagram of the structure of a vehicle low-frequency noise control device in the hardware operating environment involved in the vehicle low-frequency noise control method of the present invention;

[0041] Figure 2 It is a flow chart of a first embodiment of a method for controlling low-frequency noise of a vehicle according to the present invention;

[0042] Figure 3 It is a flow chart of a second embodiment of a vehicle low-frequency noise control method of the present invention;

[0043] Figure 4 It is a flow chart of a third embodiment of a vehicle low-frequency noise control method of the present invention;

[0044] Figure 5 It is a structural block diagram of the first embodiment of the vehicle low-frequency noise control method of the present invention.

[0045] The realization of the purpose, functional features and advantages of the present invention will be further explained in conjunction with embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0046] It should be understood that the specific embodiments described herein are only used to explain the present invention, and are not used to limit the present invention.

[0047] Reference Figure 1 , Figure 1 The figure is a schematic diagram of the structure of a vehicle low-frequency noise control device in the hardware operating environment involved in an embodiment of the present invention.

[0048] like Figure 1 As shown, the vehicle low-frequency noise control device may include: a processor 1001, such as a central processing unit (CPU), a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. The communication bus 1002 is used to realize the connection and communication between these components. The user interface 1003 may include a display screen (Display), an input unit such as a keyboard (Keyboard), and the user interface 1003 may also include a standard wired interface and a wireless interface. The network interface 1004 may optionally include a standard wired interface and a wireless interface (such as a wireless fidelity (WIreless-FIdelity, WI-FI) interface). The memory 1005 may be a high-speed random access memory (Random Access Memory, RAM) memory, or a stable non-volatile memory (Non-Volatile Memory, NVM), such as a disk memory. The memory 1005 may also be a storage device independent of the aforementioned processor 1001.

[0049] Those skilled in the art will understand that Figure 1 The structure shown in the figure does not constitute a limitation on the vehicle low-frequency noise control device, and may include more or less components than those shown in the figure, or combine certain components, or arrange the components differently.

[0050] like Figure 1 As shown, the memory 1005 as a storage medium may include an operating system, a data storage module, a network communication module, a user interface module, and a vehicle low-frequency noise control program.

[0051] exist Figure 1 In the vehicle low-frequency noise control device shown, the network interface 1004 is mainly used for data communication with other devices; the user interface 1003 is mainly used for data interaction with the user; the processor 1001 and the memory 1005 in the vehicle low-frequency noise control device of the present invention can be set in the vehicle low-frequency noise control device, and the vehicle low-frequency noise control device calls the vehicle low-frequency noise control program stored in the memory 1005 through the processor 1001, and executes the vehicle low-frequency noise control method provided by the embodiment of the present invention.

[0052] The embodiment of the present invention provides a method for controlling low-frequency noise of a vehicle, referring to Figure 2 , Figure 2 FIG. 1 is a flow chart of a first embodiment of a method for controlling low-frequency noise of a vehicle according to the present invention.

[0053] The step S10 in the vehicle low-frequency noise control method of this embodiment includes:

[0054] Step S10: Acquire real-time vehicle speed and road surface feedback vibration data.

[0055] It should be noted that the road surface feedback vibration data here is determined based on the actual friction conditions of the current road surface and the current vehicle speed. Since the direct detection of vibration data obtains composite data of the vehicle's own vibration data and the road surface vibration data, the vibration data of the current road surface also needs to be based on the vehicle's actual speed. In order to obtain the vibration of the vehicle itself, a vibration signal related only to road surface friction is obtained from the composite vibration data. This part of the signal is the road surface feedback vibration data.

[0056] Furthermore, real-time vibration data is collected by a vibration sensor, which is located at the steering knuckle of the wheel core; real-time vehicle speed is collected by a speed sensor, which is located at the wheel drive shaft; the real-time vibration data is analyzed to obtain road surface feedback vibration data.

[0057] It is understandable that the wheel knuckle is a relatively fixed position, and installing a vibration sensor here will not affect other parts of the vehicle, and the position is suitable for easy installation and maintenance. The vibration sensor located at the wheel knuckle can directly contact the vibration source between the wheel and the road surface. These vibrations are caused by uneven, bumpy or other road conditions, so it can accurately capture the vibration of the vehicle under different road conditions. Real-time vehicle speed data is used to monitor the operating status of the vehicle in real time, including acceleration, deceleration, constant speed, etc., which helps to better understand the driving conditions of the vehicle. The speed sensor at the wheel drive shaft can accurately measure the real-time speed of the vehicle and is not affected by other factors, such as vehicle load, slope, etc., so it can provide accurate vehicle speed data.

[0058] Step S20: Determine the road surface friction type according to the road surface feedback vibration data.

[0059] It should be noted that the road surface feedback vibration data refers to a series of parameters that can represent specific situations obtained by performing time-frequency analysis on the original vibration data. These parameters include specific parameters such as the amplitude and frequency of the vibration component.

[0060] It is understandable that the friction level of the road surface will affect the contact between the vehicle and the road surface when driving. In theory, when driving on a road surface with a high degree of friction and at a high speed, the vehicle may experience greater vibration due to the roughness of the road surface. In this case, the mean amplitude may be relatively high, indicating that the vehicle is subject to greater vibration intensity under this condition. When driving on a road surface with a high degree of friction but at a low speed, the vehicle may also be subject to greater vibration, especially when the vehicle speed is low, the contact time between the wheel and the road surface increases, and the mean amplitude of the vibration signal may be relatively high. When driving on a road surface with a low degree of friction and at a high speed, the vehicle may be subject to relatively less vibration. Because the road surface is relatively smooth, the vibration response of the vehicle to the road surface will be relatively small, and the mean amplitude may be relatively low. When driving on a road surface with a low degree of friction and at a low speed, the vehicle may also be subject to relatively less vibration. Although the vehicle speed is low, due to the high smoothness of the road surface, the vibration to the vehicle may not be very strong, and the mean amplitude may be low.

[0061] It should be understood that the actual situation may be affected by many factors, such as road conditions, vehicle quality, suspension system, etc. Therefore, the specific situation needs to be analyzed in combination with actual data and experimental results.

[0062] Step S30: Controlling the tailgate stop gap distance according to the real-time vehicle speed and the road friction type.

[0063] It should be noted that when a certain relative gap is maintained between the tailgate and the stopper, this gap can play a role similar to a damper. Low-frequency vibrations will be generated between the tailgate and the stopper, and through this gap, part of the vibration energy will be dissipated, thereby reducing the conduction and amplification of low-frequency vibrations. On the other hand, the gap between the tailgate and the stopper will cause the connection between the two to be relatively loose, which can increase the damping effect of the system, slow down the amplitude and frequency of the vibration, and thus reduce the noise level generated. When there is a gap between the tailgate and the body, the coupling opportunity of the tailgate modal vibration and the road excitation will be reduced. Because the existence of the gap makes the vibration mode of the tailgate more diverse, it is not easily excited by a specific frequency, thereby reducing the resonance phenomenon and reducing the generation of high-frequency noise.

[0064] It is understandable that when there is no gap or the gap is very small between the tailgate and the stopper, a relatively closed space will be formed, and the vibration will be repeatedly reflected in this space, increasing the accumulation of vibration energy and causing more obvious frequency drum noise. However, if there is a gap and the size of the gap is adjusted, this closed space effect can be alleviated, the accumulation of vibration energy can be reduced, and the noise level can be reduced.

[0065] In this embodiment, the vibration condition of the vehicle is determined by analyzing the real-time vehicle speed and road friction, and then the gap between the tailgate and the stop is adjusted to achieve vibration control. A properly designed gap can effectively reduce the conduction and amplification of low-frequency vibrations, reduce the impact of vibrations on the vehicle, and reduce the generation of high-frequency noise, thereby improving the ride comfort of the vehicle and reducing the noise level, thereby improving the overall driving quality and driving experience.

[0066] Reference Figure 3 , Figure 3 FIG. 2 is a flow chart of a second embodiment of a method for controlling low-frequency noise of a vehicle according to the present invention.

[0067] The step S10 in the vehicle low-frequency noise control method of this embodiment includes:

[0068] Step S101: collecting real-time vibration data through a vibration sensor and collecting real-time vehicle speed through a speed sensor.

[0069] Step S102: converting the real-time vibration data from the time domain to the frequency domain to obtain a plurality of vibration components.

[0070] It should be noted that the vehicle's own vibration component is usually related to the vehicle's mechanical structure and motion state, but has nothing to do with the vibration of the road surface. This part of the vibration component can be excluded through the real-time vehicle speed, so as to obtain the feedback vibration data of the road surface more accurately.

[0071] Step S103: According to the real-time vehicle speed, the vehicle's own vibration components among the multiple vibration components are screened out to obtain the remaining vibration components.

[0072] It should be noted that the vehicle's own vibration data is relatively stable, and generally includes two categories. One is the vibration caused by components that are not related to the vehicle speed. For example, the vibration components generated by the air conditioner and ventilation system in the car are relatively stable. The amplitude and frequency of the vibration components should be certain. The other is the vibration caused by components that are related to the vehicle speed, such as the engine, drive system, and gearbox. The vibration changes of these components often show a linear relationship with the vehicle speed. This part of the vibration component can be screened out by changing the speed and frequency at multiple moments.

[0073] Step S104: Integrate the remaining vibration components to obtain road surface feedback vibration data.

[0074] It should be noted that after removing the vehicle's own vibration components, the remaining vibration components are mainly composed of vibrations caused by the road surface and the external environment. Specifically, these vibration components may include but are not limited to: unevenness, bumps, potholes, etc. on the road surface will cause the vehicle to be bumped and vibrated during driving, generating corresponding vibration components. Road surfaces of different materials (such as asphalt roads, cement roads, gravel roads, etc.) have different vibration characteristics, so the characteristics of the road surface materials will also affect the vibration components. It also includes vibrations caused by external environmental factors, such as wind, airflow, vibrations caused by other vehicles, etc., which will also affect the vehicle and cause vibrations. When the road friction is poor (such as rainy days, snowy days, etc.), the vehicle is prone to sliding and skidding during driving, which will also cause additional vibrations. In summary, the remaining vibration components are mainly composed of vibrations caused by the road surface and the external environment, which is a reflection of the external vibration effects on the vehicle during driving.

[0075] In this embodiment, real-time vibration data is collected through a vibration sensor, and real-time vehicle speed is collected through a speed sensor, the vibration data is converted from the time domain to the frequency domain, and the vehicle's own vibration components are screened out, and finally the road surface feedback vibration data is obtained. Through the above steps, the external vibration impact on the vehicle during driving can be accurately captured, and the vibration components related to the vehicle itself are excluded, thereby achieving more accurate road surface vibration data acquisition. This helps to more accurately analyze road conditions, optimize vehicle suspension systems, improve vehicle driving stability, and reduce noise levels.

[0076] Reference Figure 4 , Figure 4 FIG. 4 is a flow chart of a third embodiment of a method for controlling low-frequency noise of a vehicle according to the present invention.

[0077] The step S20 in the vehicle low-frequency noise control method of this embodiment includes:

[0078] Step S201: obtaining vibration parameters according to the road surface feedback vibration data, wherein the vibration parameters include a frequency peak and an amplitude mean.

[0079] It should be noted that the frequency peak indicates the highest frequency part of the vibration signal, which usually corresponds to the main vibration frequency of the road surface, while the amplitude mean indicates the average amplitude of the vibration signal, reflecting the intensity or amplitude of the road surface vibration. These parameters can help us understand the vibration characteristics of the road surface and then judge the friction of the road surface.

[0080] It is understandable that, in general, the more severe the vibration, the higher the total energy of the vibration. This is because the severity of the vibration is usually associated with the amplitude, and vibrations with larger amplitudes usually have higher energy. The total energy of the vibration can be calculated by the amplitude and frequency of the vibration signal, among which the amplitude is one of the important parameters of the vibration signal, representing the magnitude of the vibration.

[0081] Step S202: Determine the road friction degree according to the frequency peak value, amplitude mean value and real-time vehicle speed.

[0082] It should be noted that, according to the frequency peak, amplitude mean and real-time vehicle speed, the degree of road friction can be determined by the following steps: First, perform spectral analysis on the vibration signal to find the frequency peak of the vibration signal, that is, the part with the highest frequency in the vibration signal. This frequency usually corresponds to the main vibration frequency of the road surface and is the most important indicator of the road surface condition. Next, calculate the amplitude mean of the vibration signal, that is, the average amplitude of the vibration signal. The amplitude mean can reflect the intensity or amplitude of road vibration and is another important indicator of road surface condition. Combined with the real-time vehicle speed, consider the impact of vehicle speed on the vibration signal. Changes in vehicle speed may affect the frequency distribution and amplitude of the vibration signal, so the vehicle speed factor needs to be included in the judgment of the degree of road friction.

[0083] It is understandable that by taking the above three factors into consideration, a set of algorithms or models can be established to determine the degree of road friction. Data normalization or standardization may be required to compare the effects of different indicators in a unified manner and ultimately give an evaluation result of the road friction degree. Finally, the obtained friction degree value is compared with the preset threshold to determine whether the road friction type at the current moment is a rough road or a smooth road. According to actual needs and application scenarios, different thresholds can be set to meet specific precision and accuracy requirements. Through this process, the frequency characteristics, amplitude characteristics and vehicle speed information of the vibration signal can be used to more accurately judge the degree of road friction.

[0084] Furthermore, the vibration intensity is calculated based on the frequency peak value and the amplitude mean; and the road friction degree is determined based on the vehicle speed vibration intensity change curve, the vibration intensity and the real-time vehicle speed.

[0085] It should be noted that vibration intensity is usually described by the energy or amplitude of the vibration signal. The energy of the vibration signal is one of the indicators to measure vibration intensity, which is usually calculated by the product of the square of the amplitude and the frequency.

[0086] Step S203: When the road friction degree is greater than or equal to the preset roughness threshold, the road friction type at the current moment is determined to be a rough road; when the road friction degree is less than the preset roughness threshold, the road friction type at the current moment is determined to be a smooth road.

[0087] It should be noted that the degree of friction can usually be quantified by the friction coefficient, which is a dimensionless parameter that describes the friction properties between two contacting surfaces. The friction coefficient can be determined by measuring the force or torque required for the relative motion between the two surfaces. Generally speaking, the higher the value of the friction coefficient, the greater the current road friction and the rougher the road surface. Conversely, the lower the value of the friction coefficient, the lower the friction and the smoother the road surface.

[0088] The step S30 in the vehicle low-frequency noise control method of this embodiment includes:

[0089] Step S301: When the real-time vehicle speed is in a first preset vehicle speed range and the road friction type is a rough road, the tailgate stop gap distance is adjusted to a first preset distance.

[0090] It should be noted that when a car is driving on different roads, it will be subject to vibration and excitation from the road surface. These vibrations and excitations will propagate to different parts of the vehicle, including the tailgate. On smooth roads, the vibrations and excitations are relatively small, not enough to cause the coupling of the modal vibration of the tailgate with the road surface excitation, so the tailgate generates less noise. On rough roads, especially when the vehicle speed is low, the coupling of the modal vibration of the tailgate with the road surface excitation is not obvious, so the noise level is relatively low. In addition, when driving at high speeds, wind noise may gradually become the main source of noise. At this time, the method of actively adjusting the installation gap between the tailgate and the tailgate stop at the end of the vehicle body in the invention can avoid the coupling of the tailgate with wind noise, thereby reducing wind noise in the vehicle.

[0091] It can be understood that only when the vehicle speed reaches a certain range and the friction of the road surface is rough enough, the coupling between the tailgate modal vibration and the road surface excitation is more obvious, thereby generating low-frequency noise. Therefore, the first preset vehicle speed range here is a relatively central range, for example, within the range of 10km / h to 60km / h, low-frequency noise will be generated at this time, but no obvious wind noise will be generated.

[0092] It should be understood that in this embodiment, in the initial default state, the relative gap between the tailgate and the stop is set to 0mm, and when the above-mentioned noise reduction setting conditions are met, the relative gap between the tailgate and the stop is set to 3mm. The 3mm here is the first preset spacing, and for vehicles of different models, hardware specifications and usage conditions, the specific parameter settings need to be adjusted according to actual conditions. In short, this gap spacing can eliminate or reduce the coupling between the tailgate modal vibration and road excitation. The specific values ​​here are only for example and are not limited to specific values.

[0093] Step S302: When the real-time vehicle speed is within a second preset vehicle speed interval, the tailgate stop gap distance is adjusted to a second preset distance.

[0094] It should be noted that when the vehicle speed is high, although the road excitation increases, other noises such as engine noise and wind noise will also increase accordingly, which may mask the low-frequency roaring noise and produce a certain masking effect. Therefore, when the vehicle speed is fast, it is possible to consider controlling the gap between the tailgate and the stop within a smaller range, which is the second preset spacing, and even further adjust the gap to be completely closed, depending on the actual application scenario.

[0095] Furthermore, an intervention adjustment instruction is obtained; a gap distance setting value is obtained according to the intervention adjustment instruction; and the tailgate stop gap distance is adjusted to the gap distance setting value.

[0096] It should be noted that the solution also includes a manual control state, which needs to be manually switched by the driver and passenger. After switching to the manual state, when the driver and passenger thinks that the low-frequency roaring noise in the car is too loud, they can manually trigger the control button or control interface to set and adjust the relative gap between the tailgate and the stopper, so that the adjusted noise situation can meet user needs. When the driver and passenger no longer thinks that the low-frequency roaring noise in the car is too loud, they can manually trigger the control button to drive the relative gap between the tailgate and the stopper to a state of 0mm. When the driver and passenger no longer perform any operation after switching to the manual state, it is always in the default state that the relative gap between the tailgate and the stopper is 0mm.

[0097] In this embodiment, vibration parameters such as frequency peak and amplitude mean are obtained by monitoring road vibration data, and the friction degree of the road surface is determined in combination with the real-time vehicle speed. Then, according to different road friction degrees and vehicle speed conditions, the gap between the tailgate and the stopper of the vehicle is intelligently adjusted to reduce the impact of low-frequency noise on the in-vehicle environment. Specifically, when the road friction degree is large, that is, it is a rough road surface, by increasing the gap between the tailgate and the stopper, the interference of vibration conduction and low-frequency noise is effectively reduced. When driving at high speeds, although the road excitation increases, other noises such as engine noise and wind noise will also increase accordingly. At this time, by adjusting the gap control within a smaller range, the conduction of wind noise and other high-frequency noise can be reduced, thereby further improving the noise situation in the car.

[0098] like Figure 5 As shown, the vehicle low-frequency noise control device proposed in the embodiment of the present invention includes:

[0099] The data acquisition module 10 is used to obtain real-time vehicle speed and road surface feedback vibration data;

[0100] A data analysis module 20, for determining a road surface friction type according to the road surface feedback vibration data;

[0101] The control module 30 is used to control the clearance distance of the tailgate stop according to the real-time vehicle speed and the road friction type, so as to reduce the low-frequency noise in the vehicle.

[0102] In one embodiment, the data acquisition module 10 is also used to collect real-time vibration data through a vibration sensor, and the vibration sensor is located at the steering knuckle of the wheel core; collect real-time vehicle speed through a speed sensor, and the speed sensor is located at the wheel drive shaft; analyze the real-time vibration data to obtain road surface feedback vibration data.

[0103] In one embodiment, the data analysis module 20 is further used to convert the real-time vibration data from the time domain to the frequency domain to obtain multiple vibration components; according to the real-time vehicle speed, filter out the vehicle's own vibration components from the multiple vibration components to obtain the remaining vibration components; and integrate the remaining vibration components to obtain road surface feedback vibration data.

[0104] In one embodiment, the data analysis module 20 is further used to obtain vibration parameters based on the road surface feedback vibration data, and the vibration parameters include frequency peak and amplitude mean; determine the road surface friction degree based on the frequency peak, amplitude mean and real-time vehicle speed; when the road surface friction degree is greater than or equal to a preset roughness threshold, determine that the road surface friction type at the current moment is a rough road surface; when the road surface friction degree is less than the preset roughness threshold, determine that the road surface friction type at the current moment is a smooth road surface.

[0105] In one embodiment, the data analysis module 20 is further used to calculate the vibration intensity based on the frequency peak value and the amplitude mean; and determine the road friction degree based on the vehicle speed vibration intensity change curve, the vibration intensity and the real-time vehicle speed.

[0106] In one embodiment, the control module 30 is further used to adjust the tailgate stop gap distance to a first preset distance when the real-time vehicle speed is in a first preset vehicle speed range and the road friction type is a rough road surface; and to adjust the tailgate stop gap distance to a second preset distance when the real-time vehicle speed is in a second preset vehicle speed range.

[0107] In one embodiment, the control module 30 is further configured to obtain an intervention adjustment instruction; obtain a gap distance setting value according to the intervention adjustment instruction; and adjust the tailgate stop gap distance to the gap distance setting value.

[0108] In addition, to achieve the above-mentioned purpose, the present invention provides a vehicle low-frequency noise control device, the vehicle low-frequency noise control device comprising: a memory, a processor, and a vehicle low-frequency noise control program stored in the memory and executable on the processor, the vehicle low-frequency noise control program being configured to implement the steps of the vehicle low-frequency noise control method.

[0109] In addition, to achieve the above-mentioned purpose, the present invention provides a storage medium, on which a vehicle low-frequency noise control program is stored, and when the vehicle low-frequency noise control program is executed by a processor, the steps of the vehicle low-frequency noise control method are implemented.

[0110] It should be noted that, in this article, the terms "include", "comprises" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, article or system including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or system. In the absence of further restrictions, an element defined by the sentence "comprises a ..." does not exclude the presence of other identical elements in the process, method, article or system including the element.

[0111] The serial numbers of the above embodiments of the present invention are only for description and do not represent the advantages or disadvantages of the embodiments.

[0112] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus a necessary general hardware platform, and of course by hardware, but in many cases the former is a better implementation method. Based on such an understanding, the technical solution of the present invention is essentially or the part that contributes to the prior art can be embodied in the form of a software product, which is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes a number of instructions for a terminal device (which can be a mobile phone, a computer, a server, or a network device, etc.) to execute the methods described in each embodiment of the present invention.

[0113] The above are only preferred embodiments of the present invention, and are not intended to limit the patent scope of the present invention. Any equivalent structure or equivalent process transformation made using the contents of the present invention specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present invention.

Claims

1. A method for controlling low-frequency noise of a vehicle, characterized in that: The vehicle low-frequency noise control method comprises: Obtain real-time vehicle speed and road surface feedback vibration data; determining a road surface friction type according to the road surface feedback vibration data; Controlling the tailgate stop gap distance according to the real-time vehicle speed and the road friction type; Before obtaining the road surface feedback vibration data, the method further includes: Convert real-time vibration data from the time domain to the frequency domain to obtain multiple vibration components; According to the real-time vehicle speed, filtering out the vehicle's own vibration component from the multiple vibration components to obtain the remaining vibration component; The remaining vibration components are integrated to obtain the road surface feedback vibration data.

2. The vehicle low-frequency noise control method according to claim 1, characterized in that: The obtaining of real-time vehicle speed and road surface feedback vibration data includes: Collecting real-time vibration data through a vibration sensor, wherein the vibration sensor is located at the wheel core steering knuckle; The real-time vehicle speed is collected by a speed sensor, which is located at the wheel drive shaft; The real-time vibration data is analyzed to obtain road surface feedback vibration data.

3. The vehicle low-frequency noise control method according to claim 1, characterized in that: Determining the road surface friction type according to the road surface feedback vibration data includes: Obtaining vibration parameters according to the road surface feedback vibration data, wherein the vibration parameters include a frequency peak value and an amplitude mean value; Determining the degree of road friction according to the frequency peak value, the amplitude mean value and the real-time vehicle speed; When the road surface friction degree is greater than or equal to a preset roughness threshold, it is determined that the road surface friction type at the current moment is a rough road surface; When the road surface friction degree is less than a preset roughness threshold, it is determined that the road surface friction type at the current moment is a smooth road surface.

4. The vehicle low-frequency noise control method according to claim 3, characterized in that: Determining the road friction degree according to the frequency peak value, the amplitude mean value and the real-time vehicle speed includes: Calculating the vibration intensity according to the frequency peak value and the amplitude mean; The degree of road friction is determined based on the vehicle speed vibration intensity change curve, vibration intensity and real-time vehicle speed.

5. The vehicle low-frequency noise control method according to claim 1, characterized in that: The controlling of the tailgate stop gap distance according to the real-time vehicle speed and the road friction type to reduce the low-frequency noise in the vehicle includes: When the real-time vehicle speed is within a first preset vehicle speed range and the road friction type is a rough road, adjusting the tailgate stop gap distance to a first preset distance; When the real-time vehicle speed is within a second preset vehicle speed interval, the tailgate stop gap distance is adjusted to a second preset distance.

6. The vehicle low-frequency noise control method according to any one of claims 1 to 5, characterized in that: Also includes: Obtain intervention adjustment instructions; According to the intervention adjustment instruction, the gap distance setting value is obtained; The tailgate stop gap distance is adjusted to the gap distance setting value.

7. A vehicle low-frequency noise control device, characterized in that: The vehicle low-frequency noise control device comprises: Data acquisition module, used to obtain real-time vehicle speed and road surface feedback vibration data; A data analysis module, used to determine the road surface friction type according to the road surface feedback vibration data; A control module, for controlling the clearance distance of the tailgate stop according to the real-time vehicle speed and the road friction type, so as to reduce the low-frequency noise in the vehicle; The data acquisition module is also used to convert the real-time vibration data from the time domain to the frequency domain to obtain multiple vibration components; according to the real-time vehicle speed, filter out the vehicle's own vibration components from the multiple vibration components to obtain the remaining vibration components; and integrate the remaining vibration components to obtain the road surface feedback vibration data.

8. A vehicle low-frequency noise control device, characterized in that: The vehicle low-frequency noise control device comprises: a memory, a processor, and a vehicle low-frequency noise control program stored in the memory and executable on the processor, wherein the vehicle low-frequency noise control program is configured to implement the steps of the vehicle low-frequency noise control method according to any one of claims 1 to 6.

9. A storage medium, characterized in that: The storage medium stores a vehicle low-frequency noise control program, and when the vehicle low-frequency noise control program is executed by the processor, the steps of the vehicle low-frequency noise control method according to any one of claims 1 to 6 are implemented.

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