Vehicle acceleration rough sound control method and device, vehicle and storage medium

Abstract

The invention relates to the technical field of vehicles, in particular to a vehicle acceleration rough noise control method and device, a vehicle and a storage medium, and the method comprises the following steps: determining and analyzing an associated transmission path of the vehicle based on rough noise frequency and actual driving parameters of the vehicle under a target acceleration working condition, determining a target coarse noise contribution amount of each associated transmission path; when it is detected that the target coarse noise contribution amount is larger than a preset contribution amount, determining a system part of a transmission path corresponding to the target coarse noise contribution amount, and optimizing a resonance frequency band of the system part according to a first target in-vehicle acceleration coarse sound of the vehicle determined by the resonance frequency band of the system part, therefore, the acceleration rough sound of the vehicle is controlled. Therefore, the problems that in a vehicle acceleration rough sound solving method in the related technology, new parts need to be added, the later development cost of the vehicle is increased, the design complexity is improved, and the accuracy of vehicle acceleration rough sound control is reduced are solved.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a method and device for controlling rough acceleration noise of a vehicle, a vehicle and a storage medium. Background Art

[0002] With the rapid development of the automobile industry, automatic transmission vehicles are becoming more and more popular in daily life, and people's requirements for driving comfort are getting higher and higher. They have begun to upgrade from the basic stage of "vibration reduction and noise reduction" of automobile NVH (Noise, Vibration, and Harshness) control to the stage of "sound quality control". At present, the rough sound problem that is easy to appear in the acceleration process of automatic transmission vehicles in the industry has been widely concerned and complained by users. Usually, the acceleration rough sound is caused by the resonance sound of the crank-connecting rod mechanism caused by the half-order combustion energy of the engine. It sounds non-linear and "rough" (typical thumping, clacking, and gurgling) subjectively, and the noise frequency band is 200-700Hz; especially for vehicles matching CVT (Continuously Variable Transmission) and AT (Automatic Transmission) under acceleration conditions, the transmission is prone to slipping due to the structural characteristics of the internal torque converter, resulting in the phenomenon of unequal speed between the engine and the transmission turbine, which will increase the difficulty of controlling the rough sound.

[0003] Based on the above problems, the industry has proposed a method to solve the rough noise problem, which is mainly through using the OPA (Order Power Analysis) module of LMS software to model, analyze the main transmission path under conditions where rough noise problems occur, and add vibration absorbers or mass blocks to the main transmission path to solve the problem of rough noise when the vehicle accelerates.

[0004] However, the method for solving the vehicle acceleration roughness noise in the related art requires adding new parts, resulting in an increase in the later development cost of the vehicle, and increases the weight of the vehicle, increases the complexity of the design, and reduces the accuracy of the vehicle acceleration roughness noise control, which urgently needs to be solved. Summary of the invention

[0005] The present application provides a method, device, vehicle and storage medium for controlling the rough acceleration sound of a vehicle, so as to solve the problem that the method for solving the rough acceleration sound of a vehicle in the related art needs to add new parts, resulting in an increase in the later development cost of the vehicle, and increases the weight of the vehicle, increases the complexity of the design, and reduces the accuracy of controlling the rough acceleration sound of the vehicle.

[0006] A first aspect of the present application provides a method for controlling vehicle acceleration rough sound, comprising the following steps: when the vehicle is in a target acceleration condition, obtaining a rough noise frequency and actual driving parameters of the vehicle; determining associated transfer paths of the vehicle based on the rough noise frequency and the actual driving parameters, and analyzing the associated transfer paths to determine a target rough noise contribution of each associated transfer path; when it is detected that the target rough noise contribution is greater than a preset contribution, determining system components of the transfer path corresponding to the target rough noise contribution, and based on the resonant frequency band of the system components, determining a first target in-vehicle acceleration rough sound of the vehicle, and optimizing the resonant frequency band of the system components according to the first target in-vehicle acceleration rough sound to control the acceleration rough sound of the vehicle.

[0007] Optionally, in one embodiment of the present application, after optimizing the resonance frequency band of the system components, it also includes: collecting a second target in-vehicle acceleration roughness sound corresponding to the powertrain system of the vehicle; when it is detected that the second target in-vehicle acceleration roughness sound meets a preset condition, optimizing the speed difference between the engine and the gearbox of the vehicle to control the acceleration roughness sound of the vehicle.

[0008] Optionally, in one embodiment of the present application, optimizing the resonance frequency band of the system components according to the first target in-vehicle acceleration rough sound includes: detecting whether the first target in-vehicle acceleration rough sound satisfies the preset condition; and optimizing the resonance frequency band of the system components when it is detected that the first target in-vehicle acceleration rough sound satisfies the preset condition.

[0009] Optionally, in one embodiment of the present application, analyzing the associated transfer paths to determine the target coarse noise contribution of each associated transfer path includes: collecting operating condition data of the input point and the target point of each associated transfer path; determining the operating condition response data of the input point and the target point based on the operating condition data; and determining the target coarse noise contribution of each associated transfer path using the operating condition response data and the target transfer ratio of the input point and the target point.

[0010] Optionally, in one embodiment of the present application, determining a first target in-car acceleration roughness sound of the vehicle based on the resonant frequency band of the system component includes: collecting vibration data of the system component; generating a target color map of the system component according to the vibration data; generating a target correspondence between a broadband resonance band of the system component and a frequency band of in-car acceleration roughness sound of the vehicle based on the target color map; and determining a first target in-car acceleration roughness sound of the vehicle using the target correspondence.

[0011] A second aspect of the present application provides a control device for vehicle acceleration rough sound, including: an acquisition module, used to acquire the rough noise frequency and actual driving parameters of the vehicle when the vehicle is in a target acceleration condition; a determination module, used to determine the associated transfer paths of the vehicle based on the rough noise frequency and the actual driving parameters, and analyze the associated transfer paths to determine the target rough noise contribution of each associated transfer path; a control module, used to determine the system components of the transfer path corresponding to the target rough noise contribution when it is detected that the target rough noise contribution is greater than a preset contribution, and determine a first target in-vehicle acceleration rough sound of the vehicle based on the resonant frequency band of the system components, and optimize the resonant frequency band of the system components according to the first target in-vehicle acceleration rough sound to control the acceleration rough sound of the vehicle.

[0012] Optionally, in one embodiment of the present application, the device of the embodiment of the present application also includes: a collection module, which is used to collect a second target in-vehicle acceleration roughness sound corresponding to the powertrain system of the vehicle after optimizing the resonance frequency band of the system components; an optimization module, which is used to optimize the speed difference between the engine and the gearbox of the vehicle after optimizing the resonance frequency band of the system components and when it is detected that the second target in-vehicle acceleration roughness sound meets preset conditions, so as to control the acceleration roughness sound of the vehicle.

[0013] Optionally, in one embodiment of the present application, the control module includes: a detection unit, used to detect whether the first target in-vehicle acceleration rough sound meets the preset conditions; an optimization unit, used to optimize the resonance frequency band of the system components when it is detected that the first target in-vehicle acceleration rough sound meets the preset conditions.

[0014] Optionally, in one embodiment of the present application, the determination module includes: a first acquisition unit, used to collect operating condition data of the input point and the target point of each associated transfer path; a first determination unit, used to determine the operating condition response data of the input point and the target point based on the operating condition data; and a second determination unit, used to determine the target coarse noise contribution of each associated transfer path using the operating condition response data and the target transfer rate of the input point and the target point.

[0015] Optionally, in one embodiment of the present application, the control module includes: a second acquisition unit, used to acquire vibration data of the system components; a first generation unit, used to generate a target color map of the system components based on the vibration data; a second generation unit, used to generate a target correspondence between a broadband resonance band of the system components and a frequency band of an in-car acceleration roughness sound of the vehicle based on the target color map; and a third determination unit, used to determine a first target in-car acceleration roughness sound of the vehicle using the target correspondence.

[0016] A third aspect of the present application provides a vehicle, comprising: 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 the method for controlling the rough acceleration sound of the vehicle as described in the above embodiment.

[0017] A fourth aspect of the present application provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, which, when executed by a processor, implements the above-mentioned method for controlling the rough acceleration sound of a vehicle.

[0018] A fifth aspect of the present application provides a computer program product, including a computer program, which, when executed, is used to implement the above method for controlling the rough acceleration sound of a vehicle.

[0019] The embodiment of the present application can determine and analyze the associated transfer paths of the vehicle based on the rough noise frequency and actual driving parameters of the vehicle under the target acceleration condition to determine the target rough noise contribution of each associated transfer path. Then, when it is detected that the target rough noise contribution is greater than a certain contribution, the system components of the transfer path corresponding to the target rough noise contribution are determined, and the resonance frequency band of the system components is optimized according to the first target in-vehicle acceleration rough sound of the vehicle determined by the resonance frequency band of the system components, so as to control the acceleration rough sound of the vehicle, effectively reduce the complexity of the design, and improve the accuracy of the control of the vehicle acceleration rough sound. Thus, the problem that the method for solving the vehicle acceleration rough sound in the related art needs to add new components, resulting in an increase in the later development cost of the vehicle, and increases the weight of the vehicle, increases the complexity of the design, and reduces the accuracy of the control of the vehicle acceleration rough sound is solved.

[0020] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become apparent from the description below, or will be learned through the practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the following description of the embodiments in conjunction with the accompanying drawings, in which:

[0022] Figure 1 A flowchart of a method for controlling rough acceleration noise of a vehicle provided according to an embodiment of the present application;

[0023] Figure 2 This is a schematic diagram of a method for troubleshooting the associated path of accelerated roughness sound according to a specific embodiment of the present application;

[0024] Figure 3A comparative schematic diagram of the optimization of the noise and roughness in the vehicle after the suspension dynamic stiffness is improved according to a specific embodiment of the present application;

[0025] Figure 4 A schematic diagram of the comparison of the noise and roughness in the vehicle after the TCU (Transmission Control Unit) calibration strategy is optimized according to a specific embodiment of the present application;

[0026] Figure 5 A schematic diagram of a suspension structure design for a specific embodiment of the present application;

[0027] Figure 6 A comparative schematic diagram of the optimization of the noise and roughness in the vehicle after the suspension dynamic stiffness is improved according to a specific embodiment of the present application;

[0028] Figure 7 A schematic diagram of the structure of a device for controlling rough acceleration noise of a vehicle provided according to an embodiment of the present application;

[0029] Figure 8 It is a schematic diagram of the structure of a vehicle provided according to an embodiment of the present application. DETAILED DESCRIPTION

[0030] Embodiments of the present application are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present application, and should not be construed as limiting the present application.

[0031] The following describes the control method, device, vehicle and storage medium of the vehicle acceleration roughness sound of the embodiment of the present application with reference to the accompanying drawings. In view of the problem that the method for solving the vehicle acceleration roughness sound in the related art mentioned in the above background technology needs to add new components, resulting in an increase in the later development cost of the vehicle, and increases the weight of the vehicle, increases the complexity of the design, and reduces the accuracy of the vehicle acceleration roughness sound control, the present application provides a vehicle acceleration roughness sound control method, in which the vehicle's associated transfer paths can be determined and analyzed based on the rough noise frequency and actual driving parameters of the vehicle under the target acceleration condition to determine the target rough noise contribution of each associated transfer path, and then, when it is detected that the target rough noise contribution is greater than a certain contribution, the system components of the transfer path corresponding to the target rough noise contribution are determined, and the resonance frequency band of the system components is optimized according to the first target in-vehicle acceleration roughness sound of the vehicle determined by the resonance frequency band of the system components, so as to control the vehicle's acceleration roughness sound, effectively reduce the complexity of the design, and improve the accuracy of the vehicle acceleration roughness sound control. Therefore, in order to solve the problem of vehicle acceleration roughness noise in related technologies, new parts need to be added, which increases the later development cost of the vehicle, increases the weight of the vehicle, increases the complexity of the design, and reduces the accuracy of the vehicle acceleration roughness noise control.

[0032] Specifically, Figure 1 A schematic flow chart of a method for controlling rough acceleration noise of a vehicle provided in an embodiment of the present application.

[0033] like Figure 1 As shown, the method for controlling the rough acceleration sound of a vehicle comprises the following steps:

[0034] In step S101 , when the vehicle is in a target acceleration condition, the rough noise frequency and actual driving parameters of the vehicle are obtained.

[0035] In the embodiment of the present application, the target acceleration condition is a condition in which the vehicle is accelerating.

[0036] It can be understood that the embodiments of the present application can obtain the rough noise frequency and actual driving parameters of the vehicle when the vehicle is accelerating. For example, the embodiments of the present application can combine the driver's subjective evaluation and objective testing through the LMS test module to confirm the frequency of the rough acceleration sound in the vehicle and the actual driving parameters corresponding to the vehicle (engine speed, vehicle speed, throttle opening, gear information and other driving parameters), thereby effectively improving the feasibility of the vehicle's rough acceleration sound control.

[0037] In step S102 , based on the coarse noise frequency and the actual driving parameters, the associated transfer paths of the vehicle are determined, and the associated transfer paths are analyzed to determine a target coarse noise contribution amount of each associated transfer path.

[0038] In the embodiment of the present application, CAE simulation means can be used to perform modal analysis on the associated transfer path components, and the subsystem components with constraint modal frequencies of 200Hz-700Hz in the vehicle state can be sorted out, among which, Figure 2 As shown in the figure, common subsystems include suspension system, intake and exhaust system, drive shaft system, air conditioning and heating duct system and engine subsystems (crankshaft connecting rod, belt), etc., so as to determine the associated transfer paths corresponding to the subsystem components with constrained modal frequencies between 200Hz and 700Hz.

[0039] It can be understood that the embodiments of the present application can determine the associated transfer paths of the vehicle based on the coarse noise frequency and the actual driving parameters, and analyze the associated transfer paths corresponding to the subsystem components with the constrained modal frequency of 200Hz-700Hz obtained in the above steps. For example, the OPA module of the LMS software can be used to perform transfer path correlation analysis, so as to determine the coarse noise contribution of each associated transfer path, that is, to quantify the specific contribution of each associated transfer path to the noise or vibration in the vehicle. Therefore, the embodiments of the present application can identify the main noise sources and transfer paths, and provide a scientific basis for subsequent optimization design.

[0040] Optionally, in one embodiment of the present application, associated transfer paths are analyzed to determine a target coarse noise contribution of each associated transfer path, including: collecting operating condition data of an input point and a target point of each associated transfer path; determining operating condition response data of the input point and the target point based on the operating condition data; and determining the target coarse noise contribution of each associated transfer path using the operating condition response data and the target transfer ratio of the input point and the target point.

[0041] For example, the embodiments of the present application can determine the operating condition data of the input point and the target point of each associated transfer path (such as driving parameter data such as engine speed, vehicle speed, throttle opening, gear information, acceleration and sound pressure data), and based on the operating condition data, determine the operating condition response data of the input point and the target point, and calculate the rough noise contribution of each associated transfer path according to the operating condition response data and the transfer rate, that is, quantify the specific contribution of each associated transfer path to the noise or vibration in the vehicle, wherein the transfer rate can be expressed as a frequency response function, which effectively improves the accuracy and reliability of the vehicle acceleration rough sound control.

[0042] In step S103, when it is detected that the target coarse noise contribution is greater than the preset contribution, the system components of the transmission path corresponding to the target coarse noise contribution are determined, and based on the resonance frequency bands of the system components, the first target in-vehicle acceleration roughness sound of the vehicle is determined, and the resonance frequency bands of the system components are optimized according to the first target in-vehicle acceleration roughness sound to control the acceleration roughness sound of the vehicle.

[0043] In the embodiment of the present application, the first target in-vehicle acceleration roughness sound is the noise generated by system components.

[0044] It can be understood that, in the embodiment of the present application, when it is detected that the target rough noise contribution is greater than a certain contribution, it means that the contribution is large, which will cause the noise or vibration generated in the car to affect the user's driving experience. Therefore, the system components of the transmission path corresponding to the rough noise contribution, such as the right suspension assembly, etc., can be determined, so that the first target in-car acceleration rough sound of the vehicle can be determined based on the resonance frequency band of the system components, and the resonance frequency band of the system components can be optimized according to the first target in-car acceleration rough sound, for example, Figure 3 As shown in the figure, in the control system of the acceleration roughness sound in the frequency band of 200-700Hz, the CAE simulation method can be used to optimize the structure of the third point bracket of the right suspension assembly with associated influence, so that the installation point position is aligned with the center of the right suspension body, which can effectively improve the three-way dynamic stiffness of the suspension in the frequency band of 200-700Hz, thereby improving the vibration isolation performance on the conduction path, effectively reducing the transmission of noise into the vehicle, and then effectively controlling the vehicle's acceleration roughness sound and improving the user's driving experience.

[0045] It should be noted that the preset contribution amount is set by those skilled in the art according to actual conditions and is not specifically limited here.

[0046] Optionally, in one embodiment of the present application, after optimizing the resonance frequency band of the system components, it also includes: collecting a second target in-vehicle acceleration roughness sound corresponding to the vehicle's powertrain system; when it is detected that the second target in-vehicle acceleration roughness sound meets preset conditions, optimizing the speed difference between the vehicle's engine and gearbox to control the vehicle's acceleration roughness sound.

[0047] In the embodiment of the present application, the preset condition is that the rough acceleration sound inside the car is relatively large, which affects the user's comfort. The specific noise level can be set by technical personnel in this field and is not specifically limited here. The second target rough acceleration sound inside the car is the noise generated by the powertrain system.

[0048] As a possible way to achieve this, Figure 4 As shown, when it is detected that the second target in-vehicle acceleration roughness sound corresponding to the powertrain system is large and affects the comfort of the user, the embodiment of the present application can optimize the powertrain source acceleration roughness sound of the vehicle. For example, by optimizing the powertrain electronic control calibration strategy, that is, turning on the Lauchslip function of the TCU shifting strategy, the torque converter can be quickly closed, the speed difference between the engine and the transmission turbine during the acceleration process can be reduced, and the sliding and roughness sound during the acceleration process can be effectively improved.

[0049] Optionally, in one embodiment of the present application, optimizing the resonance frequency band of system components according to the first target in-vehicle acceleration roughness sound includes: detecting whether the first target in-vehicle acceleration roughness sound meets a preset condition; and optimizing the resonance frequency band of system components when detecting that the first target in-vehicle acceleration roughness sound meets the preset condition.

[0050] During the actual implementation process, the embodiment of the present application can detect whether the first target in-vehicle acceleration roughness sound meets the condition that the in-vehicle acceleration roughness sound is large and affects the user's comfort. When it is detected that the first target in-vehicle acceleration roughness sound is large and affects the user's comfort, the resonance frequency band of the system components is optimized, thereby effectively improving the accuracy of the vehicle's acceleration roughness sound control and enhancing the user's driving experience.

[0051] Optionally, in one embodiment of the present application, based on the resonant frequency band of system components, a first target in-car acceleration roughness sound of the vehicle is determined, including: collecting vibration data of the system components; generating a target color map of the system components according to the vibration data; based on the target color map, generating a target correspondence between the broadband resonant band of the system components and the in-car acceleration roughness sound frequency band of the vehicle; and determining the first target in-car acceleration roughness sound of the vehicle using the target correspondence.

[0052] For example, the embodiments of the present application can collect vibration data of system components, such as the right suspension assembly, and generate a target color map of the system components based on the vibration data, such as a COLORMAP map. Then, based on the COLORMAP map, generate a target correspondence between the broadband resonance band of the system components and the vehicle's in-car acceleration roughness sound frequency band, so as to clarify the resonance frequency band that affects the in-car acceleration roughness sound, and use the target correspondence to determine the vehicle's first target in-car acceleration roughness sound, thereby effectively optimizing the in-car acceleration roughness sound and improving the vehicle's driving comfort.

[0053] For example, Figure 5 As shown, the embodiment of the present application can optimize the structure of the suspension body, wherein: Figure 5 It includes: a suspension body 1; a suspension third point bracket 2; an Ω-shaped bracket 3; a cooling expansion pot mounting bracket 4; a cooling expansion pot 5; and a vehicle body welding bracket 6. The specific design is as follows:

[0054] (a) Structural design of the third-point bracket 2: The thickness of the third-point bracket 2 is designed to be 4 mm according to CAE simulation calculation. The mounting point position on the vehicle body is adjusted from the offset structure to be aligned with the center of the right suspension body 1. The dynamic stiffness of the suspension mounting point is significantly improved at 200-900 Hz compared with the original state. For details, see Figure 6 At the same time, the bracket 3 can flexibly adjust the position of the cooling expansion pot mounting bracket 4 in combination with the vehicle installation boundary. This structure can eliminate the body welding bracket 6, reduce costs and weight, and improve the utilization rate of the engine compartment space.

[0055] (b) Structural design of the Ω-type bracket 3: Under the boundary conditions of the whole vehicle, the Ω-type bracket is used to connect the body and the third-point suspension bracket 2, wherein the Ω-type bracket 3 and the body can be welded, the Ω-type bracket 3 and the third-point suspension bracket 2 are connected by bolts, and the mounting point of the Ω-type bracket 3 adopts a built-in convex welding nut structure.

[0056] (c) The cooling expansion pot 5 can be flexibly adjusted in combination with the installation boundary of the whole vehicle through the mounting bracket 4. This type of structure can absorb the assembly error of the workshop and improve the assembly efficiency.

[0057] (d) The cooling expansion pot 5 is installed on the suspension through the mounting bracket 4. The liquid and weight inside the pot are equivalent to the suspension vibration absorber, which can effectively suppress the vibration transmission of the engine through the suspension. This type of structure not only meets the installation requirements of the cooling pot, but also saves the cost of the suspension vibration absorber.

[0058] According to the control method of vehicle acceleration roughness sound proposed in the embodiment of the present application, the associated transfer paths of the vehicle can be determined and analyzed based on the rough noise frequency and actual driving parameters of the vehicle under the target acceleration condition to determine the target rough noise contribution of each associated transfer path. Then, when it is detected that the target rough noise contribution is greater than a certain contribution, the system components of the transfer path corresponding to the target rough noise contribution are determined, and the resonance frequency band of the system components is optimized according to the first target in-vehicle acceleration roughness sound of the vehicle determined by the resonance frequency band of the system components, so as to control the vehicle's acceleration roughness sound, effectively reduce the complexity of the design, and improve the accuracy of the vehicle acceleration roughness sound control. Thus, the problem that the method for solving the vehicle acceleration roughness sound in the related art needs to add new components, resulting in an increase in the later development cost of the vehicle, and increases the weight of the vehicle, increases the complexity of the design, and reduces the accuracy of the vehicle acceleration roughness sound control is solved.

[0059] Next, a device for controlling the rough acceleration sound of a vehicle according to an embodiment of the present application will be described with reference to the accompanying drawings.

[0060] Figure 7 It is a block diagram of a device for controlling rough acceleration sound of a vehicle according to an embodiment of the present application.

[0061] like Figure 7 As shown, the control device 10 for the rough acceleration sound of a vehicle includes: an acquisition module 100 , a determination module 200 and a control module 300 .

[0062] Specifically, the acquisition module 100 is used to acquire the rough noise frequency and actual driving parameters of the vehicle when the vehicle is in a target acceleration condition.

[0063] The determination module 200 is used to determine the associated transfer paths of the vehicle based on the coarse noise frequency and the actual driving parameters, and analyze the associated transfer paths to determine a target coarse noise contribution amount of each associated transfer path.

[0064] The control module 300 is used to determine the system components of the transmission path corresponding to the target coarse noise contribution when it is detected that the target coarse noise contribution is greater than the preset contribution, and determine the first target in-vehicle acceleration roughness sound of the vehicle based on the resonance frequency band of the system components, and optimize the resonance frequency band of the system components according to the first target in-vehicle acceleration roughness sound to control the acceleration roughness sound of the vehicle.

[0065] Optionally, in one embodiment of the present application, the device 10 of the embodiment of the present application further includes: a collection module and an optimization module.

[0066] The acquisition module is used to collect the second target in-vehicle acceleration roughness sound corresponding to the vehicle's powertrain system after optimizing the resonance frequency band of the system components.

[0067] The optimization module is used to optimize the speed difference between the engine and the gearbox of the vehicle after optimizing the resonance frequency band of the system components, so as to control the rough acceleration sound of the vehicle when it is detected that the second target in-vehicle acceleration rough sound meets the preset conditions.

[0068] Optionally, in one embodiment of the present application, the control module 300 includes: a detection unit and an optimization unit.

[0069] The detection unit is used to detect whether the first target in-vehicle acceleration roughness sound meets a preset condition.

[0070] The optimization unit is used to optimize the resonance frequency band of the system components when it is detected that the first target in-vehicle acceleration roughness sound meets the preset conditions.

[0071] Optionally, in one embodiment of the present application, the determination module 200 includes: a first acquisition unit, a first determination unit and a second determination unit.

[0072] The first acquisition unit is used to acquire the operating condition data of the input point and the target point of each associated transfer path.

[0073] The first determination unit is used to determine the operating condition response data of the input point and the target point based on the operating condition data.

[0074] The second determination unit is used to determine a target coarse noise contribution of each associated transfer path by using the operating condition response data and the target transfer ratios of the input point and the target point.

[0075] Optionally, in one embodiment of the present application, the control module 300 includes: a second acquisition unit, a first generation unit, a second generation unit and a third determination unit.

[0076] The second acquisition unit is used to collect vibration data of system components.

[0077] The first generating unit is used to generate a target color map of system components according to the vibration data.

[0078] The second generating unit is used to generate a target correspondence between a broadband resonance band of a system component and an in-vehicle acceleration roughness sound band of the vehicle based on the target color map.

[0079] The third determining unit is configured to determine a first target in-vehicle acceleration roughness sound of the vehicle by using the target correspondence relationship.

[0080] It should be noted that the above explanation of the embodiment of the method for controlling the rough acceleration sound of a vehicle is also applicable to the device for controlling the rough acceleration sound of a vehicle of this embodiment, and will not be repeated here.

[0081] According to the control device for the rough acceleration sound of a vehicle proposed in the embodiment of the present application, the associated transmission paths of the vehicle can be determined and analyzed based on the rough noise frequency and actual driving parameters of the vehicle under the target acceleration condition to determine the target rough noise contribution of each associated transmission path. Then, when it is detected that the target rough noise contribution is greater than a certain contribution, the system components of the transmission path corresponding to the target rough noise contribution are determined, and the resonance frequency band of the system components is optimized according to the first target in-vehicle acceleration rough sound of the vehicle determined by the resonance frequency band of the system components, so as to control the rough acceleration sound of the vehicle, effectively reduce the complexity of the design, and improve the accuracy of the control of the rough acceleration sound of the vehicle. Thus, the problem that the method for solving the rough acceleration sound of the vehicle in the related art needs to add new components, resulting in an increase in the later development cost of the vehicle, and increases the weight of the vehicle, increases the complexity of the design, and reduces the accuracy of the control of the rough acceleration sound of the vehicle is solved.

[0082] Figure 8 A schematic diagram of the structure of a vehicle provided in an embodiment of the present application. The vehicle may include:

[0083] A memory 801 , a processor 802 , and a computer program stored in the memory 801 and executable on the processor 802 .

[0084] When the processor 802 executes the program, the method for controlling the rough acceleration sound of the vehicle provided in the above embodiment is implemented.

[0085] Furthermore, the vehicle also includes:

[0086] The communication interface 803 is used for communication between the memory 801 and the processor 802 .

[0087] The memory 801 is used to store computer programs that can be executed on the processor 802 .

[0088] The memory 801 may include a high-speed RAM memory, and may also include a non-volatile memory (non-volatile memory), such as at least one disk memory.

[0089] If the memory 801, the processor 802 and the communication interface 803 are implemented independently, the communication interface 803, the memory 801 and the processor 802 can be connected to each other through a bus and communicate with each other. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus. The bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Figure 8 Only one thick line is used in the diagram, but this does not mean that there is only one bus or only one type of bus.

[0090] Optionally, in a specific implementation, if the memory 801, the processor 802 and the communication interface 803 are integrated on a chip, the memory 801, the processor 802 and the communication interface 803 can communicate with each other through an internal interface.

[0091] The processor 802 may be a central processing unit (CPU), or an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of the present application.

[0092] This embodiment also provides a computer-readable storage medium, on which a computer program is stored. When the program is executed by a processor, the above-mentioned method for controlling the rough acceleration sound of a vehicle is implemented.

[0093] This embodiment also provides a computer program product, including a computer program. When the computer program is executed, it is used to implement the above method for controlling the rough acceleration sound of the vehicle.

[0094] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or N embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, without contradiction.

[0095] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of the features. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0096] Any process or method description in a flowchart or otherwise described herein may be understood to represent a module, fragment or portion of code comprising one or N executable instructions for implementing the steps of a custom logical function or process, and the scope of the preferred embodiments of the present application includes alternative implementations in which functions may not be performed in the order shown or discussed, including performing functions in a substantially simultaneous manner or in reverse order depending on the functions involved, which should be understood by technicians in the technical field to which the embodiments of the present application belong.

[0097] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as an ordered list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by an instruction execution system, device or apparatus (such as a computer-based system, a system including a processor, or other system that can fetch instructions from an instruction execution system, device or apparatus and execute instructions), or in combination with these instruction execution systems, devices or apparatuses. For the purpose of this specification, "computer-readable medium" can be any device that can contain, store, communicate, propagate or transmit a program for use by an instruction execution system, device or apparatus, or in combination with these instruction execution systems, devices or apparatuses. More specific examples of computer-readable media (a non-exhaustive list) include the following: an electrical connection with one or N wirings (electronic devices), a portable computer disk box (magnetic device), a random access memory (RAM), a read-only memory (ROM), an erasable and programmable read-only memory (EPROM or flash memory), a fiber optic device, and a portable compact disk read-only memory (CDROM). In addition, the computer-readable medium may even be paper or other suitable medium on which the program is printed, since the program may be obtained electronically by optically scanning the paper or other medium and then editing, interpreting or processing in other suitable ways as necessary and then storing it in a computer memory.

[0098] It should be understood that the various parts of the present application can be implemented by hardware, software, firmware or a combination thereof. In the above embodiment, the N steps or methods can be implemented by software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented by hardware, as in another embodiment, it can be implemented by any one or a combination of the following technologies known in the art: a discrete logic circuit having a logic gate circuit for implementing a logic function for a data signal, a dedicated integrated circuit having a suitable combination of logic gate circuits, a programmable gate array (PGA), a field programmable gate array (FPGA), etc.

[0099] A person skilled in the art may understand that all or part of the steps in the method for implementing the above-mentioned embodiment may be completed by instructing related hardware through a program, and the program may be stored in a computer-readable storage medium, which, when executed, includes one or a combination of the steps of the method embodiment.

[0100] In addition, each functional unit in each embodiment of the present application may be integrated into a processing module, or each unit may exist physically separately, or two or more units may be integrated into one module. The above-mentioned integrated module may be implemented in the form of hardware or in the form of a software functional module. If the integrated module is implemented in the form of a software functional module and sold or used as an independent product, it may also be stored in a computer-readable storage medium.

[0101] The storage medium mentioned above may be a read-only memory, a magnetic disk or an optical disk, etc. Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and cannot be understood as limiting the present application. A person of ordinary skill in the art may change, modify, replace and modify the above embodiments within the scope of the present application.

Claims

1. A method for controlling the rough acceleration sound of a vehicle, characterized in that: The following steps are involved: When the vehicle is in a target acceleration condition, obtaining a coarse noise frequency and actual driving parameters of the vehicle; determining associated transfer paths of the vehicle based on the coarse noise frequency and the actual driving parameter, and analyzing the associated transfer paths to determine a target coarse noise contribution for each associated transfer path; When it is detected that the target rough noise contribution is greater than a preset contribution, system components of a transmission path corresponding to the target rough noise contribution are determined, and based on the resonance frequency bands of the system components, a first target in-vehicle acceleration roughness sound of the vehicle is determined, and the resonance frequency bands of the system components are optimized according to the first target in-vehicle acceleration roughness sound to control the acceleration roughness sound of the vehicle.

2. The method according to claim 1, characterized in that: After optimizing the resonant frequency bands of the system components, the following steps are further included: collecting a second target in-vehicle acceleration roughness sound corresponding to the powertrain system of the vehicle; When it is detected that the second target in-vehicle acceleration roughness sound meets a preset condition, the speed difference between the engine and the gearbox of the vehicle is optimized to control the acceleration roughness sound of the vehicle.

3. The method according to claim 2, characterized in that The step of optimizing the resonance frequency band of the system components according to the first target in-vehicle acceleration roughness sound comprises: Detecting whether the first target in-vehicle acceleration roughness sound meets the preset condition; When it is detected that the first target in-vehicle acceleration roughness sound meets the preset condition, the resonance frequency band of the system components is optimized.

4. The method according to claim 1, characterized in that The analyzing the associated transfer paths to determine a target gross noise contribution of each associated transfer path includes: Collecting the working condition data of the input point and the target point of each associated transfer path; Based on the operating condition data, determining operating condition response data of the input point and the target point; The target gross noise contribution of each associated transfer path is determined using the operating condition response data and the target transfer ratios of the input point and the target point.

5. The method according to claim 1, characterized in that: The determining of a first target in-vehicle acceleration roughness sound of the vehicle based on the resonance frequency band of the system components includes: Collecting vibration data of components of the system; generating a target color map of the system components based on the vibration data; Based on the target color map, generating a target correspondence between a broadband resonance band of the system component and an acceleration harshness sound band in the vehicle; A first target in-vehicle acceleration roughness sound of the vehicle is determined by using the target correspondence relationship.

6. A control device for rough acceleration noise of a vehicle, characterized in that: include: An acquisition module, used for acquiring a coarse noise frequency and actual driving parameters of the vehicle when the vehicle is in a target acceleration condition; a determination module for determining associated transfer paths of the vehicle based on the coarse noise frequency and the actual driving parameter, and analyzing the associated transfer paths to determine a target coarse noise contribution of each associated transfer path; A control module is used to determine, when it is detected that the target rough noise contribution is greater than a preset contribution, system components of a transmission path corresponding to the target rough noise contribution, determine a first target in-vehicle acceleration roughness sound of the vehicle based on a resonance frequency band of the system components, and optimize the resonance frequency band of the system components according to the first target in-vehicle acceleration roughness sound to control the acceleration roughness sound of the vehicle.

7. The device according to claim 6, characterized in that Also includes: A collection module, configured to collect a second target in-vehicle acceleration roughness sound corresponding to the powertrain system of the vehicle after optimizing the resonance frequency band of the system components; The optimization module is used to optimize the speed difference between the engine and the gearbox of the vehicle after optimizing the resonance frequency band of the system components, so as to control the rough acceleration sound of the vehicle when it is detected that the second target in-vehicle acceleration rough sound meets the preset conditions.

8. The device according to claim 7, characterized in that The control module comprises: A detection unit, configured to detect whether the first target in-vehicle acceleration roughness sound meets the preset condition; The optimization unit is used to optimize the resonance frequency band of the system components when it is detected that the first target in-vehicle acceleration roughness sound meets the preset condition.

9. A vehicle, characterized in that: include: 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 the method for controlling the rough acceleration sound of a vehicle as described in any one of claims 1 to 5.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that: The program is executed by a processor to implement the method for controlling the rough acceleration sound of a vehicle as described in any one of claims 1 to 5.

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