An engine noise control method, device, apparatus and storage medium

Abstract

The application discloses an engine noise control method, device, equipment and storage medium. The control method comprises the following steps: acquiring an actual throttle opening and a gearbox gear in an engine operating state; determining an actual throttle opening change rate according to the actual throttle opening, and determining a vehicle state according to the gearbox gear; when the actual throttle opening change rate is less than a preset throttle opening change rate, outputting a control signal to an engine fuel supply unit according to at least the actual throttle opening change rate and the vehicle state, so as to control the fuel supply state of the engine fuel supply unit and control engine combustion noise. The technical scheme of the application combines the actual throttle opening change rate and the vehicle state to output the control signal to the engine fuel supply unit, changes the engine combustion state, takes into account the vehicle power, controls the engine combustion noise, and improves the driving experience.

Description

Technical Field

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

[0002] During vehicle operation, engine noise is closely related to the driver's driving experience. One source of engine noise is determined by the combustion characteristics within the cylinder. Engines, especially diesel engines, experience a significant increase in noise during acceleration because the combustion chamber wall temperature during transient states is lower than that during steady-state states. This results in a longer ignition delay period, increased pressure rise rate, and higher-frequency pressure oscillations, ultimately leading to increased noise and affecting the driver's experience. Summary of the Invention

[0003] This invention provides a method, apparatus, device, and storage medium for controlling engine noise, in order to solve the problem in the prior art where excessive engine combustion noise affects the driver's experience.

[0004] According to a first aspect of the present invention, a method for controlling engine noise is provided, comprising:

[0005] While the engine is running, obtain the actual throttle opening and transmission gear position;

[0006] The actual throttle opening change rate is determined based on the actual throttle opening, and the vehicle status is determined based on the gearbox gear.

[0007] When the actual throttle opening change rate is greater than the preset throttle opening change rate, a control signal is output to the engine fuel supply unit based on the actual throttle opening change rate and the vehicle status to control the fuel supply status of the engine fuel supply unit and control the engine combustion noise.

[0008] Optionally, the vehicle status includes stationary status and driving status;

[0009] When the actual rate of change of throttle opening is greater than the preset rate of change of throttle opening, a control signal is output to the engine fuel supply unit based on at least the actual rate of change of throttle opening and the vehicle status, including:

[0010] When the actual throttle opening change rate is greater than the preset throttle opening change rate, a control signal is output to the engine fuel supply unit based on the vehicle's stationary state and the actual throttle opening change rate.

[0011] When the actual throttle opening change rate is greater than the preset throttle opening change rate, a control signal is output to the engine fuel supply unit based on the vehicle's driving status, the actual throttle opening change rate, and the actual throttle opening.

[0012] Optionally, when the actual throttle opening change rate is greater than the preset throttle opening change rate, a control signal is output to the engine fuel supply unit based on the vehicle's driving state, the actual throttle opening change rate, and the actual throttle opening, including:

[0013] When a non-power mode signal is received, the vehicle is in driving mode, and the actual throttle opening change rate is greater than the preset throttle opening change rate and the actual throttle opening is greater than the preset actual throttle opening, a control signal is output to the engine fuel supply unit according to the actual throttle opening change rate.

[0014] Optionally, when the actual rate of change of throttle opening is greater than the preset rate of change of throttle opening, before outputting a control signal to the engine fuel supply unit based on the actual rate of change of throttle opening and vehicle status, the following additional steps are included:

[0015] Obtain the actual noise values ​​corresponding to multiple engine speeds under the throttle opening change rate;

[0016] Determine the noise level based on the actual noise level;

[0017] The rate of change of preset throttle opening is determined based on the noise level.

[0018] Optionally, the noise level can be determined based on the actual noise level, including:

[0019] Obtain the engine's rated power and critical noise level;

[0020] When the engine's rated power is less than or equal to the engine's set power, the engine's critical noise value S jz Actual noise value S Lw The relationship between and noise level N satisfies ;

[0021] When the engine's rated power exceeds its set power, the engine's critical noise value S jz Actual noise value S Lw The relationship between and noise level N satisfies ; where a and b are both constants and a < b.

[0022] Optionally, the throttle preset opening change rate can be determined based on the noise level, including:

[0023] The number of actual noise levels that are greater than the preset level when the actual noise value is obtained under the rate of change of throttle opening;

[0024] When the actual quantity equals the preset quantity, the throttle opening change rate is determined to be the throttle preset opening change rate.

[0025] Optionally, the engine fuel supply unit includes a fuel pump and / or a fuel injection unit;

[0026] When the actual rate of change of throttle opening is greater than the preset rate of change of throttle opening, a control signal is output to the engine fuel supply unit based on at least the actual rate of change of throttle opening and the vehicle status, including:

[0027] When the actual throttle opening change rate is greater than the preset throttle opening change rate, a control signal is output to the oil pump based on the actual throttle opening change rate and the vehicle status to control the oil pump supply, adjust the oil rail pressure, and control the engine combustion noise.

[0028] And / or, when the actual throttle opening change rate is greater than the preset throttle opening change rate, at least according to the actual throttle opening change rate and the vehicle status, a control signal is output to the fuel injection unit to control the fuel injection parameters of the fuel injection unit and control the engine combustion noise; wherein, the fuel injection parameters include at least one of the main injection angle injection time, the pre-injection angle injection time, and the pre-injection quantity.

[0029] According to a second aspect of the present invention, an engine noise control device is provided for executing an engine noise control method, the engine noise control device comprising:

[0030] The operating parameter acquisition module acquires the actual throttle opening and transmission gear position while the engine is running.

[0031] The operating parameter calculation module determines the actual throttle opening change rate based on the actual throttle opening and the vehicle status based on the gearbox gear position.

[0032] The noise control module outputs a control signal to the engine fuel supply unit based on the actual throttle opening change rate and the vehicle status when the actual throttle opening change rate is greater than the preset throttle opening change rate. This control signal controls the fuel supply status of the engine fuel supply unit and thus controls engine combustion noise.

[0033] According to a third aspect of the present invention, a computer device is provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement a method for controlling engine noise.

[0034] According to a fourth aspect of the present invention, a computer-readable storage medium is provided having a computer program stored thereon that, when executed by a processor, implements a method for controlling engine noise.

[0035] The technical solution of this invention determines whether the combustion noise is too high under the transient operating conditions of the engine by obtaining the actual throttle opening change rate. When it is determined that the actual throttle opening change rate is greater than the preset throttle opening change rate, the control signal is output to the engine fuel supply unit in combination with the actual throttle opening change rate and the vehicle status to change the engine combustion state. This balances vehicle power performance, controls engine combustion noise, and improves the driving experience.

[0036] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0037] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0038] Figure 1 This is a flowchart of a first engine noise control method provided according to an embodiment of the present invention;

[0039] Figure 2 This is a flowchart of a second engine noise control method provided according to an embodiment of the present invention;

[0040] Figure 3 This is a flowchart of a third engine noise control method provided according to an embodiment of the present invention;

[0041] Figure 4 This is a flowchart of a fourth engine noise control method provided according to an embodiment of the present invention;

[0042] Figure 5 This is a flowchart of a fifth engine noise control method provided according to an embodiment of the present invention;

[0043] Figure 6 This is a flowchart of a sixth engine noise control method provided according to an embodiment of the present invention;

[0044] Figure 7 This is a flowchart of a seventh engine noise control method provided according to an embodiment of the present invention;

[0045] Figure 8 This is a connection diagram of an engine noise control device according to an embodiment of the present invention;

[0046] Figure 9 This is a schematic diagram of an electronic device structure for an engine noise control method provided according to an embodiment of the present invention. Detailed Implementation

[0047] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0048] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0049] Figure 1 This is a flowchart of a first engine noise control method according to an embodiment of the present invention. This embodiment is applicable to engine transient operating conditions. Figure 1 As shown, the control method includes:

[0050] S10. While the engine is running, obtain the actual throttle opening and transmission gear position.

[0051] Among them, noise often occurs during combustion in the engine cylinder under transient operating conditions. This is because the temperature of the combustion chamber wall is lower under transient conditions than under steady-state conditions, which leads to a longer ignition delay period, increased pressure rise rate, and increased high-frequency pressure oscillation.

[0052] The actual throttle opening can be used to characterize the vehicle's driving status, while the gearbox gear position can determine whether the vehicle is in motion.

[0053] S11. Determine the rate of change of the actual throttle opening based on the actual throttle opening, and determine the vehicle status based on the gearbox gear position.

[0054] The actual throttle opening change rate can be defined as the change in the actual throttle opening per unit time. This rate reflects the engine's fuel supply demand and thus its combustion noise. The transmission gear position can be categorized as either greater than 0 or equal to 0. A greater than 0 gear position indicates the vehicle is in motion, while a 0 gear position indicates the vehicle is stationary (not in motion).

[0055] Understandably, the vehicle's condition can determine the adjustment strategy when engine combustion noise is excessive. When the transmission is in gear 0, since the vehicle is not in motion, there is no need to consider the vehicle's power performance; the adjustment is only needed to address the excessive combustion noise. When the transmission is in gear greater than 0, since the vehicle is in motion, the adjustment strategy must balance both combustion noise and vehicle power performance.

[0056] S12. When the actual throttle opening change rate is greater than the preset throttle opening change rate, at least according to the actual throttle opening change rate and the vehicle status, a control signal is output to the engine fuel supply unit to control the fuel supply status of the engine fuel supply unit and control the engine combustion noise.

[0057] Since the actual throttle opening rate of change is positively correlated with combustion noise, when the actual throttle opening rate of change is greater than the preset throttle opening rate of change, it indicates that the combustion noise is too loud and noise control is required.

[0058] Since there is a certain relationship between the actual throttle opening change rate and combustion noise, and the vehicle status determines the engine adjustment strategy, different actual throttle opening change rates can correspond to different fuel supply parameters. By using the actual throttle opening change rate and vehicle status to output control signals to the engine fuel supply unit, the fuel supply parameters of the engine fuel supply unit can be adjusted. These fuel supply parameters may include parameters such as engine rail pressure, engine main injection angle, pre-injection angle, and pre-injection quantity, so as to change the engine fuel supply state, thereby changing the combustion state and thus changing the combustion noise.

[0059] For example, firstly, while the engine is running, the actual throttle opening and transmission gear position are acquired in real time. The vehicle status is determined by the transmission gear position, and the actual throttle opening change rate is determined by the actual throttle opening. The relationship between the actual throttle opening change rate and the preset throttle opening change rate is then used to determine if the engine noise is excessive. When the actual throttle opening change rate exceeds the preset throttle opening change rate, a control signal is output to the engine fuel supply unit based on the vehicle status, adjusting the fuel supply state of the engine fuel supply unit to control engine combustion noise.

[0060] The technical solution of this invention determines whether the combustion noise is too high under the transient operating conditions of the engine by obtaining the actual throttle opening change rate. When it is determined that the actual throttle opening change rate is greater than the preset throttle opening change rate, the control signal is output to the engine fuel supply unit in combination with the actual throttle opening change rate and the vehicle status to change the engine combustion state. This balances vehicle power performance, controls engine combustion noise, and improves the driving experience.

[0061] Based on the above embodiments, the vehicle state includes a stationary state and a driving state. Figure 2 This is a flowchart of a second engine noise control method provided according to an embodiment of the present invention, such as... Figure 2 As shown, the control method includes:

[0062] S20. While the engine is running, obtain the actual throttle opening and transmission gear position.

[0063] S21. Determine the rate of change of the actual throttle opening based on the actual throttle opening, and determine the vehicle status based on the gearbox gear position.

[0064] S22. When the actual throttle opening change rate is greater than the preset throttle opening change rate, a control signal is output to the engine fuel supply unit based on the vehicle's stationary state and the actual throttle opening change rate.

[0065] In the stationary state, since the vehicle engine is started but the wheels are not driven, the vehicle is in a non-driving state. When the actual throttle opening change rate is greater than the preset throttle opening change rate, there is no need to consider the vehicle's power performance. The control signal can be output to the engine fuel supply unit based solely on the actual throttle opening change rate.

[0066] S23. When the actual throttle opening change rate is greater than the preset throttle opening change rate, output a control signal to the engine fuel supply unit based on the vehicle's driving status, the actual throttle opening change rate, and the actual throttle opening.

[0067] When the vehicle is in motion, its power performance needs to be considered. Combustion noise regulation is only achieved when the actual throttle opening change rate exceeds the preset throttle opening change rate and the actual throttle opening is greater than the preset throttle opening. This means that normal vehicle start-up and operation are ensured first, and then the engine fuel supply unit is controlled based on the actual throttle opening change rate. In some embodiments, the preset throttle opening can be 50%.

[0068] The technical solution of this invention, combined with the vehicle's driving conditions, sets judgment conditions and correction methods for combustion noise under different vehicle conditions, which can accurately ensure the engine's power and economy while achieving optimal control of engine combustion noise and improving the driver's experience.

[0069] Based on the above embodiments, Figure 3 This is a flowchart of a third engine noise control method provided according to an embodiment of the present invention, such as... Figure 3 As shown, the control method includes:

[0070] S30. While the engine is running, obtain the actual throttle opening and transmission gear position.

[0071] S31. Determine the rate of change of the actual throttle opening based on the actual throttle opening, and determine the vehicle status based on the gearbox gear position.

[0072] S32. When the actual throttle opening change rate is greater than the preset throttle opening change rate, a control signal is output to the engine fuel supply unit based on the vehicle's stationary state and the actual throttle opening change rate.

[0073] S33. When a non-power mode signal is received, the vehicle is in driving mode, and the actual throttle opening change rate is greater than the preset throttle opening change rate and the actual throttle opening is greater than the preset actual throttle opening, a control signal is output to the engine fuel supply unit according to the actual throttle opening change rate.

[0074] The non-power mode signal can be the NVH switch for engine operation, which can be the same as the vehicle's economy mode switch. When this switch is activated, the engine control unit receives the non-power mode signal. This signal indicates that in this state, it is not necessary to maintain vehicle power. Vehicle power can be adjusted by regulating the engine's fuel supply, thereby changing combustion noise. When the engine-operated NVH switch is closed, it indicates that it is in power mode. Even if the combustion noise is too high, vehicle power must be ensured first, so no control signal is output, and engine combustion noise is not adjusted.

[0075] Understandably, even if the vehicle is in non-power mode, it is still necessary to consider the vehicle's driving power to a certain extent since the vehicle is in motion. Therefore, a function is added to judge the relationship between the actual throttle opening and the preset actual throttle opening. That is, after the vehicle starts and travels to a certain speed, the engine combustion is controlled to ensure the normal driving of the vehicle.

[0076] The technical solution of this invention achieves a balance between combustion noise, power performance, and economy by activating a combustion noise control strategy only when a non-power mode signal is received while the vehicle is in motion, and controlling engine combustion noise when the actual throttle opening change rate is greater than the preset throttle opening change rate and the actual throttle opening is greater than the preset actual throttle opening.

[0077] Based on the above embodiments, Figure 4 This is a flowchart of a fourth engine noise control method provided according to an embodiment of the present invention, such as... Figure 4 As shown, the control method includes:

[0078] S40. While the engine is running, obtain the actual throttle opening and transmission gear.

[0079] S41. Determine the rate of change of the actual throttle opening based on the actual throttle opening, and determine the vehicle status based on the gearbox gear position.

[0080] S42. Obtain the actual noise values ​​corresponding to multiple engine speeds under the throttle opening change rate.

[0081] The engine speed can be obtained first under different throttle opening rates by looking up tables, and then the actual noise value corresponding to each engine speed can be obtained. There is a one-to-one correspondence between engine speed and actual noise value.

[0082] S43. Determine the noise level based on the actual noise level.

[0083] The noise level at different engine speeds can be defined based on the actual noise level. The higher the actual noise level, the higher the noise level.

[0084] S44. Determine the throttle preset opening change rate based on the noise level.

[0085] The preset throttle opening change rate can be considered the critical throttle change rate for which transient combustion noise correction is required. Since different throttle opening change rates correspond to different actual noise values ​​at different engine speeds, the noise levels included in different throttle opening change rates also differ. The preset throttle opening change rate can be defined based on the noise levels included in different throttle opening change rates. When the real-time collected actual throttle opening change rate is greater than the preset throttle opening change rate, it indicates that there are too many high-level noise levels in the real-time collected throttle opening change rate data, thus requiring engine combustion noise control.

[0086] S45. When the actual throttle opening change rate is greater than the preset throttle opening change rate, at least according to the actual throttle opening change rate and vehicle status, a control signal is output to the engine fuel supply unit to control the fuel supply status of the engine fuel supply unit and control engine combustion noise.

[0087] Specifically, the actual noise values ​​corresponding to multiple engine speeds under different throttle opening change rates are pre-calibrated, and the noise levels of all actual noise values ​​are determined. The preset throttle opening change rate is then determined based on all noise levels corresponding to each throttle opening change rate. When the preset throttle opening change rate is determined to be less than the real-time collected actual throttle opening change rate, it indicates that engine combustion noise needs to be controlled.

[0088] The technical solution of this invention determines the noise level under different throttle opening change rates in advance, and determines the preset throttle opening change rate by determining the noise level under different throttle opening change rates, thus ensuring the balance of engine performance and fully taking into account cost and effect.

[0089] Based on the above embodiments, Figure 5 This is a flowchart of the fifth engine noise control method provided according to an embodiment of the present invention, such as... Figure 5 As shown, the control method includes:

[0090] S50: While the engine is running, obtain the actual throttle opening and transmission gear position.

[0091] S51. Determine the rate of change of the actual throttle opening based on the actual throttle opening, and determine the vehicle status based on the gearbox gear position.

[0092] S52. Obtain the actual noise values ​​corresponding to multiple engine speeds under the throttle opening change rate.

[0093] S53. Obtain the engine's rated power and critical noise level.

[0094] Since each engine may have different parameters and model, and different rated power, the combustion noise produced by the engine under operating conditions will vary. The large difference in rated power between engines will lead to a large difference in combustion noise. Therefore, setting different combustion noise control judgment standards based on the engine's rated power can further balance the vehicle's power and driving experience.

[0095] The critical value for engine noise can be obtained through pre-calibration. For example, by obtaining the actual noise values ​​corresponding to multiple engine speeds at a speed change rate of 20 r / s and a noise change gradient of 1 dBA / 100 rpm, and combining this with subjective perception, a combustion noise evaluation benchmark, i.e., the critical engine noise value, can be determined. A noise level exceeding this critical engine noise value indicates that the combustion noise affects driver comfort.

[0096] S54. When the engine's rated power is less than or equal to the engine's set power, the engine's critical noise value S jz Actual noise value S Lw The relationship between and noise level N satisfies .

[0097] The engine's set power can be used as a standard to classify the engine's rated power. When the engine's rated power is high, the corresponding noise level threshold is also high; when the engine's rated power is low, the corresponding noise level threshold is low. When the engine's rated power is less than or equal to its set power, it indicates that the engine's rated power is low, and the engine's critical noise value S... jz Actual noise value S Lw The relationship between and noise level N satisfies .

[0098] S55. When the engine's rated power exceeds the engine's set power, the engine's critical noise value S jz Actual noise value S Lw The relationship between and noise level N satisfies Where a and b are both constants and a < b.

[0099] When the engine's rated power is greater than its set power, it indicates that the engine's rated power is relatively high, and the corresponding noise level threshold is also high. The engine's critical noise value S... jz Actual noise value S Lw The relationship between and noise level N satisfies ; where a and b are both constants and a < b.

[0100] S56. Determine the throttle preset opening change rate based on the noise level.

[0101] S57. When the actual throttle opening change rate is greater than the preset throttle opening change rate, at least according to the actual throttle opening change rate and the vehicle status, a control signal is output to the engine fuel supply unit to control the fuel supply status of the engine fuel supply unit and control the engine combustion noise.

[0102] For example, the rated power is set to 200kW, and the combustion noise level is set to 1, 2, 3, or 4. When the engine's rated power P ≤ 200kW, the engine's critical noise value S jz Actual noise value S Lw The relationship between the noise level N and the S Lw =S jz +2 (N-1); When the engine rated power P > 200kW, the engine critical noise value S jz Actual noise value S Lw The relationship between the noise level N and the S Lw = S jz +3 (N-1). Noise levels for different actual noise values ​​can be defined based on the above relationship.

[0103] The technical solution of this invention establishes different noise level judgment standards based on the rated power of the engine, ensuring the accuracy of noise level classification, and taking into account both power and driver comfort when judging and controlling combustion noise.

[0104] Based on the above embodiments, Figure 6 This is a flowchart of a sixth engine noise control method provided according to an embodiment of the present invention, such as... Figure 6 As shown, the control method includes:

[0105] S60: While the engine is running, obtain the actual throttle opening and transmission gear position.

[0106] S61. Determine the rate of change of the actual throttle opening based on the actual throttle opening, and determine the vehicle status based on the gearbox gear position.

[0107] S62. Obtain the actual noise values ​​corresponding to multiple engine speeds under the throttle opening change rate.

[0108] S63. Determine the noise level based on the actual noise value.

[0109] S64. Obtain the actual number of noise levels that are greater than the preset level under the actual noise level of the throttle opening change rate.

[0110] The preset level can be the critical level of combustion noise that needs to be corrected. Since there are multiple actual noise values ​​corresponding to the same throttle opening change rate, there are multiple different noise levels. The number of actual noise levels exceeding the preset level under the same throttle opening change rate is counted. For example, if the preset level is level 2, the number of actual noise levels exceeding level 2 under the same throttle opening change rate is counted.

[0111] S65. When the actual quantity equals the preset quantity, the throttle opening change rate is determined to be the throttle preset opening change rate.

[0112] The preset quantity is the critical quantity of combustion noise that needs correction. When the actual quantity is less than the preset quantity, it means that no correction is needed for this throttle opening change rate; when the actual quantity equals the preset quantity, it means that the throttle opening change rate is the critical change rate for correction; when the actual quantity is greater than the preset quantity, it means that correction is needed for this throttle opening change rate. Therefore, the throttle opening change rate can be determined as the preset throttle opening change rate when the actual quantity equals the preset quantity.

[0113] S66. When the actual throttle opening change rate is greater than the preset throttle opening change rate, at least according to the actual throttle opening change rate and vehicle status, a control signal is output to the engine fuel supply unit to control the fuel supply status of the engine fuel supply unit and control engine combustion noise.

[0114] The technical solution of this invention determines multiple noise levels under each throttle opening change rate and determines the actual number of noise critical levels. When the actual number is equal to the preset number, the throttle opening change rate is determined to be the preset throttle opening change rate, thus ensuring the accuracy of combustion noise control judgment.

[0115] Based on the above embodiments, the engine fuel supply unit includes a fuel pump and / or a fuel injection unit. Figure 7 This is a flowchart of a seventh engine noise control method provided according to an embodiment of the present invention, such as... Figure 7 As shown, the control method includes:

[0116] S70: While the engine is running, obtain the actual throttle opening and transmission gear position.

[0117] S71. Determine the rate of change of the actual throttle opening based on the actual throttle opening, and determine the vehicle status based on the gearbox gear position.

[0118] S72. When the actual throttle opening change rate is greater than the preset throttle opening change rate, at least according to the actual throttle opening change rate and vehicle status, a control signal is output to the oil pump to control the oil pump supply, adjust the oil rail pressure, and control the engine combustion noise.

[0119] And / or, when the actual rate of change of throttle opening is greater than the preset rate of change of throttle opening, a control signal is output to the fuel injection unit based at least on the actual rate of change of throttle opening and the vehicle status, in order to control the fuel injection parameters of the fuel injection unit and control engine combustion noise. The fuel injection parameters include at least one of the main injection angle injection time, the pre-injection angle injection time, and the pre-injection quantity.

[0120] The throttle provides fuel for engine combustion, and the fuel injection unit controls fuel injection. The operating status of the fuel pump and / or fuel injection unit can affect the combustion conditions inside the engine. In this embodiment of the invention, the fuel pump and fuel injection unit are selected by pre-determining the main factors affecting the engine's combustion noise, and then determining the fuel pump and / or fuel injection unit based on these main factors.

[0121] The fuel rail pressure characterizes the fuel flow rate in the fuel rail, thus determining the intensity of the combustion reaction under transient conditions, and consequently, the noise level. Reducing the fuel rail pressure can prolong the injection time of the fuel injection unit, reducing the intensity of the combustion reaction and thus lowering the noise level. Pre-injection aims to pre-inject combustion in the cylinder, changing the cylinder temperature and promoting combustion. Interfering with the pre-injection angle and amount can also prolong the injection time of the fuel injection unit, reducing the intensity of the combustion reaction and thus lowering the noise level. The main injection angle preset time can be the injection timing during normal combustion. The injection timing determines the intensity of the combustion reaction; controlling the main injection angle preset time can also reduce the noise level.

[0122] Specifically, when controlling the fuel pump, a control signal is output to the fuel pump to control the fuel supply, adjust the fuel rail pressure, and control engine combustion noise. When controlling the fuel injection unit, a control signal is output to the fuel injection unit to control its injection parameters. Controlling the injection parameters includes changing at least one of the following: changing the main injection angle and injection time, changing the pre-injection angle and injection time, and reducing the pre-injection quantity, to change the noise generated by the combustion reaction.

[0123] The technical solution of this invention improves driver comfort by controlling the fuel supply parameters of the fuel pump and fuel injection unit when combustion noise is too loud, thereby controlling the intensity of the engine combustion reaction and thus controlling combustion noise.

[0124] Based on the same inventive concept. Figure 8 This is a connection diagram of an engine noise control device according to an embodiment of the present invention, as shown below. Figure 8 As shown, this embodiment of the invention also provides an engine noise control device, which is used to execute an engine noise control method. The engine noise control device includes:

[0125] The operating parameter acquisition module 100 acquires the actual throttle opening and transmission gear position when the engine is running.

[0126] The operating parameter calculation module 200 determines the actual throttle opening change rate based on the actual throttle opening and the vehicle status based on the gearbox gear position.

[0127] The noise control module 300 outputs a control signal to the engine fuel supply unit based on the actual throttle opening change rate and the vehicle status when the actual throttle opening change rate is greater than the preset throttle opening change rate, so as to control the fuel supply status of the engine fuel supply unit and control the engine combustion noise.

[0128] Specifically, while the engine is running, the actual throttle opening and transmission gear position are acquired by the operating parameter acquisition module 100. The operating parameter calculation module 200 then determines the actual throttle opening change rate and vehicle status. Finally, according to the noise control module 300, when the actual throttle opening change rate exceeds the preset throttle opening change rate, a control signal is output to the engine fuel supply unit based on at least the actual throttle opening change rate and the vehicle status to control the fuel supply status of the engine fuel supply unit and thus control engine combustion noise.

[0129] The technical solution of this invention includes an operating parameter acquisition module, an operating parameter calculation module, and a noise control module. These modules control the intensity of combustion in the engine fuel supply unit, change the engine combustion state, balance vehicle power performance, control engine combustion noise, and improve the driving experience.

[0130] Based on the same inventive concept, embodiments of the present invention also provide a computer device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement a method for controlling engine noise.

[0131] Based on the same inventive concept, embodiments of the present invention also provide a computer device. Figure 9 This is a schematic diagram of an electronic device structure for an engine noise control method according to an embodiment of the present invention, as shown below. Figure 9 As shown, it includes a memory, a processor, and a computer program stored in the memory and capable of running on the processor. When the processor executes the program, it implements a method for controlling engine noise.

[0132] The term "electronic device" is intended to refer to various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. Electronic devices can also refer to various forms of mobile devices, such as personal digital processors, cellular phones, smartphones, wearable devices (e.g., helmets, glasses, watches), and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely illustrative and are not intended to limit the implementation of the invention described and / or claimed herein.

[0133] like Figure 9As shown, the electronic device 50 includes at least one processor 51 and a memory, such as a read-only memory (ROM) 52 and a random access memory (RAM) 53, communicatively connected to the at least one processor 51. The memory stores computer programs executable by the at least one processor. The processor 51 can perform various appropriate actions and processes based on the computer program stored in the ROM 52 or loaded from storage unit 58 into the RAM 53. The RAM 53 can also store various programs and data required for the operation of the electronic device 50. The processor 51, ROM 52, and RAM 53 are interconnected via a bus 54. An input / output (I / O) interface 55 is also connected to the bus 54.

[0134] Multiple components in electronic device 50 are connected to I / O interface 55, including: input unit 56, such as keyboard, mouse, etc.; output unit 57, such as various types of monitors, speakers, etc.; storage unit 58, such as disk, optical disk, etc.; and communication unit 59, such as network card, modem, wireless transceiver, etc. Communication unit 59 allows electronic device 50 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0135] Processor 51 can be a variety of general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of processor 51 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special-purpose artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any suitable processor, controller, microcontroller, etc. Processor 51 performs the various methods and processes described above, such as those applied to engine noise control methods.

[0136] Based on the same inventive concept, embodiments of the present invention also provide a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements a method for controlling engine noise.

[0137] Of course, the computer-readable storage medium provided in the embodiments of the present invention has computer-executable instructions that are not limited to the method operations described above, and can also execute related operations in the engine noise control method provided in any embodiment of the present invention. (Continue referring to...) Figure 9As shown, it is tangibly contained in a computer-readable storage medium, such as storage unit 58. In some embodiments, part or all of the computer program may be loaded and / or mounted on electronic device 50 via ROM 52 and / or communication unit 59. When the computer program is loaded into RAM 53 and executed by processor 51, one or more steps of the control method for engine noise described above may be performed. Alternatively, in other embodiments, processor 51 may be configured to perform the control method for engine noise by any other suitable means (e.g., by means of firmware).

[0138] Various embodiments of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), systems-on-a-chip (SoCs), payload-programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments may include implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transmitting data and instructions to the storage system, the at least one input device, and the at least one output device.

[0139] It should be understood that the various forms of processes shown above can be used, with steps reordered, added, or deleted. For example, the steps described in this invention can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this invention can be achieved, and this is not limited herein.

[0140] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A method for controlling engine noise, characterized in that, include: While the engine is running, obtain the actual throttle opening and transmission gear position; The actual throttle opening change rate is determined based on the actual throttle opening, and the vehicle status is determined based on the gearbox gear position. Obtain the actual noise values ​​corresponding to multiple engine speeds under the throttle opening change rate; The noise level is determined based on the actual noise value. The number of actual noise levels that are greater than a preset level under the throttle opening change rate; When the actual quantity equals the preset quantity, the throttle opening change rate is determined to be the preset throttle opening change rate; when the actual throttle opening change rate is greater than the preset throttle opening change rate, at least according to the actual throttle opening change rate and the vehicle status, a control signal is output to the engine fuel supply unit to control the fuel supply status of the engine fuel supply unit and control the engine combustion noise.

2. The control method according to claim 1, characterized in that, The vehicle status includes stationary status and driving status; When the actual throttle opening change rate is greater than the preset throttle opening change rate, a control signal is output to the engine fuel supply unit based at least on the actual throttle opening change rate and the vehicle status, including: When the actual throttle opening change rate is greater than the preset throttle opening change rate, a control signal is output to the engine fuel supply unit based on the vehicle's stationary state and the actual throttle opening change rate. When the actual throttle opening change rate is greater than the preset throttle opening change rate, the control signal is output to the engine fuel supply unit according to the vehicle's driving state, the actual throttle opening change rate, and the actual throttle opening.

3. The control method according to claim 2, characterized in that, When the actual throttle opening change rate is greater than the preset throttle opening change rate, the control signal is output to the engine fuel supply unit based on the vehicle's driving state, the actual throttle opening change rate, and the actual throttle opening, including: When a non-power mode signal is received, the vehicle state is the driving state, and the actual throttle opening change rate is greater than the preset throttle opening change rate and the actual throttle opening is greater than the preset actual throttle opening, the control signal is output to the engine fuel supply unit according to the actual throttle opening change rate.

4. The control method according to claim 1, characterized in that, Determining the noise level based on the actual noise value includes: Obtain the engine's rated power and critical noise level; When the rated power of the engine is less than or equal to the set power of the engine, the critical noise value S of the engine is... jz The actual noise value S Lw The relationship between and noise level N satisfies ; When the rated power of the engine is greater than the set power of the engine, the critical noise value S of the engine is... jz The actual noise value S Lw The relationship between and noise level N satisfies ; where a and b are both constants and a < b.

5. The control method according to claim 1, characterized in that, The engine fuel supply unit includes a fuel pump and / or a fuel injection unit; When the actual throttle opening change rate is greater than the preset throttle opening change rate, a control signal is output to the engine fuel supply unit based at least on the actual throttle opening change rate and the vehicle status, including: When the actual throttle opening change rate is greater than the preset throttle opening change rate, at least according to the actual throttle opening change rate and the vehicle status, a control signal is output to the oil pump to control the oil pump's oil supply, adjust the oil rail pressure, and control engine combustion noise. And / or, when the actual throttle opening change rate is greater than the preset throttle opening change rate, at least according to the actual throttle opening change rate and the vehicle status, a control signal is output to the fuel injection unit to control the fuel injection parameters of the fuel injection unit and control the engine combustion noise; wherein, the fuel injection parameters include at least one of the main injection angle injection time, pre-injection angle injection time, and pre-injection quantity.

6. A device for controlling engine noise, characterized in that, The engine noise control device for performing any one of claims 1-5 includes: The operating parameter acquisition module acquires the actual throttle opening and transmission gear position while the engine is running. The operating parameter calculation module determines the actual throttle opening change rate based on the actual throttle opening and determines the vehicle status based on the gearbox gear position. The noise control module outputs a control signal to the engine fuel supply unit at least according to the actual throttle opening change rate and the vehicle status when the actual throttle opening change rate is greater than the preset throttle opening change rate, so as to control the fuel supply status of the engine fuel supply unit and control the engine combustion noise. The noise control module is also used to obtain the actual noise values ​​corresponding to multiple engine speeds under the throttle opening change rate; determine the noise level based on the actual noise values; obtain the actual number of actual noise levels under the throttle opening change rate that are greater than a preset level; and when the actual number is equal to the preset number, determine that the throttle opening change rate is the preset throttle opening change rate.

7. A computer device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the engine noise control method as described in any one of claims 1-5.

8. A computer-readable storage medium having a computer program stored thereon, characterized in that, When executed by the processor, the program implements the engine noise control method as described in any one of claims 1-5.

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