Method and device for improving NVH performance of skylight mechanism, vehicle, medium and product

Abstract

The invention relates to the technical field of vehicles, in particular to a sunroof mechanism NVH performance improvement method and device, a vehicle, a medium and a product, and the method comprises the steps that motor rotating speed information in the motor running process and the current position of a sunroof are obtained; a speed control area where the current position is located is determined, and the current running direction of the skylight is determined according to the motor rotating speed information; and based on a preset gradient speed regulation strategy, determining a target running speed of the skylight according to the current running direction of the skylight and the speed control area where the current position is located, and controlling the skylight to run based on the target running speed. Therefore, the Mosfet is adopted to replace a relay, and a software control algorithm of gradient speed regulation, slow start and slow stop is combined, so that the problems of large operation noise, start and stop rushing, extreme position friction abnormal sound and the like caused by relay driving and rough control of a traditional automobile skylight mechanism are solved, the NVH (Noise Vibration and Harshness) performance of a skylight system is improved, and the operation smoothness is enhanced.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a method, device, vehicle, medium, and product for improving the NVH performance of a sunroof mechanism. Background Technology

[0002] With the rapid development of the automotive industry, especially the increasing demands for quietness in new energy vehicles, the NVH (Noise, Vibration, and Harshness) performance of components such as electric sunroofs, windows, seats, and tailgates is receiving increasing attention. Currently, these components mostly use DC brushed motors as the drive source, controlling the motor's forward and reverse rotation through a combination of relays and H-bridge circuits. However, as a mechanical switch, the action of a relay's core engaging and contact disengaging produces a noticeable "clicking" sound, which is particularly prominent in the comfort-oriented in-vehicle environment, severely impacting the overall NVH performance of the vehicle. Furthermore, the slow response speed and low PWM control precision of relays also limit the finesse of motor control.

[0003] In related technologies, sunroof mechanisms are prone to jerking and shaking due to inertia during start-up and stop, producing a "thumping" noise. When approaching the fully open or closed position, the friction area between the sunroof and the body panels increases, leading to a significant increase in friction noise without a smooth transition, affecting passenger comfort. Traditional methods to alleviate these problems typically rely on adding sound-absorbing materials such as sound-dampening agents to structural components. However, this not only increases material costs but also fails to fundamentally address the noise and vibration sources at the motion control level, necessitating a solution. Summary of the Invention

[0004] This application provides a method, device, vehicle, medium, and product for improving the NVH performance of a sunroof mechanism, in order to solve problems such as high operating noise, start-stop jerking, and friction noise at extreme positions caused by relay drive and coarse control in traditional automotive sunroof mechanisms, thereby improving the NVH performance of the sunroof system and enhancing the smoothness of operation.

[0005] The first aspect of this application provides a method for improving the NVH performance of a sunroof mechanism, including the following steps: Obtain motor speed information and the current position of the sunroof during motor operation; Determine the speed control zone where the current position is located, and determine the current running direction of the sunroof based on the motor speed information; Based on a preset gradient speed control strategy, the target operating speed of the sunroof is determined according to the current operating direction of the sunroof and the speed control zone where the current position is located, and the sunroof is controlled to operate based on the target operating speed.

[0006] According to one embodiment of this application, determining the target running speed of the sunroof based on a preset gradient speed control strategy, according to the current running direction of the current position and the speed control zone in which the current position is located, includes: Identify whether the current position is located within the first speed control region; If the current position is located within the first speed control region, then when the sunroof moves from the starting position of the first speed control region to the starting position of the second speed control region, the target running speed is determined as: ; in, Let X1 be the target running speed of the sunroof at position X1 within the first speed control area. The operating speed of the sunroof at the starting position of the first speed control zone. This represents the total travel distance within the first speed control zone. To determine the total speed change that needs to be increased within the first speed control region, This refers to the current operating speed of the sunroof at the starting position in the second speed control zone.

[0007] According to one embodiment of this application, determining the target running speed of the sunroof based on a preset gradient speed control strategy, according to the current running direction of the current position and the speed control zone in which the current position is located, includes: Identify whether the current position is located within the second speed control region; If the current position is located in the second speed control region, then when the sunroof runs from the starting position of the second speed control region to the starting position of the third speed control region, the target running speed is determined to be equal to the running speed of the sunroof at the starting position of the second speed control region.

[0008] According to one embodiment of this application, determining the target running speed of the sunroof based on a preset gradient speed control strategy, according to the current running direction of the current position and the speed control zone in which the current position is located, includes: Identify whether the current position is located in the third speed control region; If the current position is located within the third speed control region, then when the sunroof moves from the starting position to the ending position of the third speed control region, the target running speed is determined as follows: ; in, The target running speed of the sunroof at position X2 within the third speed control area. The speed at which the sunroof operates from its starting position B in the third speed control zone. This is the total travel distance for the third speed control zone. This represents the total speed change that needs to be reduced within the third speed control region. This refers to the operating speed of the sunroof at the end of the third speed control zone.

[0009] According to one embodiment of this application, before obtaining the motor speed information during motor operation and the current position of the sunroof, the method further includes: Based on a preset division strategy, the running trajectory of the sunroof is divided into a first speed control region, a second speed control region, and a third speed control region. Upon receiving a motor start command, the motor is controlled to output a PWM signal based on a first preset duty cycle, and based on a preset duty cycle increase strategy, the motor's duty cycle is increased to a second preset duty cycle within a first preset duration.

[0010] According to one embodiment of this application, before dividing the sunroof's running trajectory into a first speed control region, a second speed control region, and a third speed control region based on the preset division strategy, the method further includes: The H-bridge drive circuit is constructed using MOSFET switching devices; The H-bridge drive circuit is used to drive the current motor, and the on / off state of the MOSFET switching device is controlled based on a PWM signal of a preset frequency.

[0011] According to the sunroof mechanism NVH performance improvement method provided in this application embodiment, the speed control zone of the sunroof's current position is determined, and the current running direction of the sunroof is determined based on the motor speed information. Based on a preset gradient speed regulation strategy, the target running speed of the sunroof is determined according to the current running direction and the speed control zone of the current position, and the sunroof is controlled to run at the target running speed. Therefore, by using MOSFETs to replace relays and combining gradient speed regulation, soft start and soft stop software control algorithms, the problems of high operating noise, start-stop jerking, and friction noise at extreme positions caused by relay drive and coarse control in traditional automotive sunroof mechanisms are solved, improving the NVH performance of the sunroof system and enhancing the smoothness of operation.

[0012] A second aspect of this application provides a sunroof mechanism NVH performance improvement device, comprising: The acquisition module is used to obtain information on motor speed and the current position of the sunroof during motor operation. The determining module is used to determine the speed control zone where the current position is located, and to determine the current running direction of the sunroof based on the motor speed information; The control module is used to determine the target running speed of the sunroof based on the current running direction of the sunroof and the speed control area where the current position is located, according to a preset gradient speed regulation strategy, and to control the sunroof to run based on the target running speed.

[0013] According to one embodiment of this application, the control module is configured to: Identify whether the current position is located within the first speed control region; If the current position is located within the first speed control region, then when the sunroof moves from the starting position of the first speed control region to the starting position of the second speed control region, the target running speed is determined as: ; in, Let X1 be the target running speed of the sunroof at position X1 within the first speed control area. The operating speed of the sunroof at the starting position of the first speed control zone. This represents the total travel distance within the first speed control zone. To determine the total speed change that needs to be increased within the first speed control region, This refers to the current operating speed of the sunroof at the starting position in the second speed control zone.

[0014] According to one embodiment of this application, the control module is configured to: Identify whether the current position is located within the second speed control region; If the current position is located in the second speed control region, then when the sunroof runs from the starting position of the second speed control region to the starting position of the third speed control region, the target running speed is determined to be equal to the running speed of the sunroof at the starting position of the second speed control region.

[0015] According to one embodiment of this application, the control module is configured to: Identify whether the current position is located in the third speed control region; If the current position is located within the third speed control region, then when the sunroof moves from the starting position to the ending position of the third speed control region, the target running speed is determined as follows: ; in, The target running speed of the sunroof at position X2 within the third speed control area. The speed at which the sunroof operates from its starting position B in the third speed control zone. This is the total travel distance for the third speed control zone. This represents the total speed change that needs to be reduced within the third speed control region. This refers to the operating speed of the sunroof at the end of the third speed control zone.

[0016] According to one embodiment of this application, before acquiring the motor speed information during motor operation and the current position of the sunroof, the acquisition module is further configured to: Based on a preset division strategy, the running trajectory of the sunroof is divided into a first speed control region, a second speed control region, and a third speed control region. Upon receiving a motor start command, the motor is controlled to output a PWM signal based on a first preset duty cycle, and based on a preset duty cycle increase strategy, the motor's duty cycle is increased to a second preset duty cycle within a first preset duration.

[0017] According to one embodiment of this application, before dividing the sunroof's running trajectory into a first speed control region, a second speed control region, and a third speed control region based on the preset division strategy, the acquisition module is further configured to: The H-bridge drive circuit is constructed using MOSFET switching devices; The H-bridge drive circuit is used to drive the current motor, and the on / off state of the MOSFET switching device is controlled based on a PWM signal of a preset frequency.

[0018] According to the sunroof mechanism NVH performance improvement device provided in this application embodiment, the current speed control zone of the sunroof is determined, and the current running direction of the sunroof is determined based on the motor speed information. Based on a preset gradient speed regulation strategy, the target running speed of the sunroof is determined according to the current running direction and the speed control zone of the current position, and the sunroof is controlled to run at the target running speed. Therefore, by using MOSFETs to replace relays and combining gradient speed regulation, soft start and soft stop software control algorithms, the problems of high operating noise, start-stop jerking, and friction noise at extreme positions caused by relay drive and coarse control in traditional automotive sunroof mechanisms are solved, improving the NVH performance of the sunroof system and enhancing the smoothness of operation.

[0019] A third aspect of this 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 sunroof mechanism NVH performance improvement method as described in the above embodiments.

[0020] A fourth aspect of this application provides a computer-readable storage medium storing computer instructions for causing the computer to perform the NVH performance improvement method for a sunroof mechanism as described in the above embodiments.

[0021] A fifth aspect of this application provides a computer program product, including a computer program that, when executed by a processor, implements the NVH performance improvement method for a sunroof mechanism as described in the above embodiments.

[0022] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0023] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein: Figure 1 This is a flowchart of a method for improving the NVH performance of a sunroof mechanism according to an embodiment of this application; Figure 2 This is a schematic diagram showing the division of the sunroof operating area according to an embodiment of this application; Figure 3 This is a flowchart illustrating the use of an arithmetic ramp method to increase the duty cycle during a soft start according to an embodiment of this application; Figure 4 This is a flowchart illustrating the use of a proportional boosting method to increase the duty cycle during a soft start according to an embodiment of this application; Figure 5 This is a comparison diagram of conventional direct start and software-controlled PWM soft start according to an embodiment of this application; Figure 6 A sunroof operation speed planning curve according to an embodiment of this application; Figure 7 This is a flowchart of a motor control algorithm according to an embodiment of this application; Figure 8 This is a block diagram of a sunroof mechanism NVH performance improvement device according to an embodiment of this application; Figure 9 This is a schematic diagram of the vehicle structure provided in an embodiment of this application. Detailed Implementation

[0024] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0025] Those skilled in the art will understand that in related technologies, the actuators of automotive electric sunroofs, windows, seats, and tailgates generally use DC brushed motors as power sources, and achieve forward and reverse control through a combination of H-bridge and relays. This solution is simple in structure and low in cost, but it is no longer sufficient to meet the higher NVH performance requirements of new energy vehicles.

[0026] However, the related technologies share the following common problems: First, the relay drive method itself has a loud switching sound and slow response speed. The relay relies on electromagnetic force to attract the iron core to complete the switching, and the contacts, springs and iron core generate audible "clicking" mechanical noise during the switching process. In the context of new energy vehicles, where the comfort of the in-vehicle space is emphasized more, this noise will reduce the NVH performance of the vehicle. Moreover, the switching speed is physically limited, the PWM frequency conversion performance is poor, and the control of the motor is relatively rough. Second, there is jerking noise when the mechanism starts and stops. Due to inertia, the sunroof mechanism is prone to shaking and jerking during the transition from stationary to moving and back to stationary, producing a "thumping" sound due to the change in motion. Thirdly, there is friction noise between the sunroof and the body panels when approaching the fully open or fully closed position: friction between the sunroof and the body panels, such as the sound insulation cotton, generates noise. As the sunroof approaches the fully open or fully closed position, the friction area increases, and the noise also increases accordingly. Furthermore, there is a lack of transition between the appearance and disappearance of noise when switching between stationary and moving states. Fourthly, to suppress impact noise and reduce jerking, it is usually necessary to add additional sound-absorbing materials such as sound insulation cotton and physical damping to the structural components, which increases the material cost.

[0027] Based on the technical problems existing in the above-mentioned related technologies, this application uses MOSFETs to replace relay switches and uses software algorithms to control the motor output via frequency conversion to regulate the sunroof operating speed, thereby improving the sunroof mechanism's motion performance and noise reduction in the start-stop process and key areas.

[0028] The following description, with reference to the accompanying drawings, describes a method, apparatus, vehicle, medium, and product for improving the NVH performance of a sunroof mechanism according to embodiments of this application.

[0029] Specifically, Figure 1 This is a flowchart illustrating a method for improving the NVH performance of a sunroof mechanism, as provided in an embodiment of this application.

[0030] like Figure 1As shown, the method for improving the NVH performance of the sunroof mechanism includes the following steps: In step S101, the motor speed information and the current position of the sunroof during motor operation are obtained.

[0031] Among them, the motor speed information refers to the actual rotation speed of the DC brushed motor that drives the sunroof at the current moment, and the current position of the sunroof refers to the specific physical position of the sunroof in the entire running trajectory. In this embodiment, it can be expressed as the displacement relative to the fully closed position (reference zero point).

[0032] Specifically, in this embodiment, the motor speed information during motor operation can be collected and calculated by dual Hall sensors installed inside or near the motor. The current position of the sunroof can also be obtained by accumulating and counting the pulse signals output by the Hall sensors. For example, during the system initialization phase, by performing a complete opening-closing action on the sunroof, the total number of pulses output by the Hall sensors during the process from fully closed to fully open (e.g., 10,400 pulses) is recorded, and this value is used as the reference calibration value for the entire stroke. The position where the sunroof is completely closed can be defined as the position origin, and all subsequent positions are referenced to this. When the sunroof moves in the opening direction, the controller accumulates the Hall pulses in a positive direction, which is not specifically limited here.

[0033] Furthermore, in some embodiments, before acquiring the motor speed information and the current position of the sunroof during motor operation, the method further includes: dividing the sunroof's running trajectory into a first speed control region, a second speed control region, and a third speed control region based on a preset division strategy; and upon receiving a motor start command, controlling the motor to output a PWM signal based on a first preset duty cycle, and increasing the motor's duty cycle to a second preset duty cycle within a first preset duration based on a preset duty cycle increase strategy.

[0034] The preset division strategy refers to dividing the entire operating stroke of the sunroof mechanism into several regions with different speed control targets according to functional requirements, based on the actual mechanical structure, motion characteristics and NVH performance of the sunroof mechanism.

[0035] Furthermore, the specific criteria for division may include the frictional noise that the sunroof easily generates with the body panels when it is near the fully closed and fully open positions, the "jerking" phenomenon caused by inertia during start-stop, the need to maintain high operating efficiency in the intermediate region to shorten the opening and closing time, and the number of pulses output by the Hall sensor as a position reference. Therefore, the embodiments of this application can divide the sunroof's operating trajectory into three main control regions: a first speed control region (near the fully closed region), a second speed control region (intermediate high-speed operating region), and a third speed control region (near the fully open region). Each region corresponds to a different speed control logic. A gradient speed adjustment strategy is adopted when approaching the fully closed and fully open regions, with the speed decreasing as it gets closer to the fully open or fully closed positions, while a constant speed is maintained in the intermediate region.

[0036] Optionally, the first preset duty cycle can be 10%, and the second preset duty cycle can be 40%, without any specific limitation.

[0037] For example, such as Figure 2 As shown, in this embodiment of the application, the position where the sunroof is completely closed can be defined as the position origin (P_0), corresponding to a Hall pulse count of 0, and the position where the sunroof is completely open can be defined as the fully open point (P_3). Assuming that the corresponding total Hall pulse count is 10400 (this value is obtained based on the actual motor and transmission mechanism calibration), when the sunroof moves from the fully closed position to the middle area, the speed gradually increases; when it moves from the middle area to the fully open position, the speed gradually decreases; when it moves from the fully open position to the middle position, the speed gradually increases; and when it moves from the middle position to the fully closed position, the speed gradually decreases.

[0038] The first speed control area (close to the fully closed area) is from P_0 to P_1, corresponding to the Hall pulse interval [0, 1500]. This area is close to the initial contact position between the sealing strip and the guide rail, and is prone to producing a "thump" sound due to high-speed impact, so it needs to be run at a reduced speed.

[0039] The second speed control region (intermediate operating zone): from P_1 to P_2, corresponding to the Hall pulse interval [1500, 9500]. This region is far from the extreme positions at both ends, with no significant risk of friction or impact, allowing for uniform operation at the maximum target speed, thus improving response efficiency.

[0040] The third speed control zone (nearly fully open): from P_2 to P_3, corresponding to the Hall pulse range [9500, 10400]. In this zone, the sunroof is about to enter the roof storage cavity, increasing the contact area with sound insulation cotton, sliding tracks, and other components, resulting in significant frictional noise. It is necessary to slow down in advance to achieve silent closing.

[0041] Therefore, it can be seen that the purpose of dividing the sunroof's running trajectory in this application embodiment is to achieve spatially related differentiated speed control, thereby specifically solving NVH problems at different locations. That is, a gradient deceleration strategy is adopted in the two end areas to avoid mechanical shock and friction noise caused by sudden start and stop; and high-speed uniform operation is maintained in the middle area to ensure user operation responsiveness.

[0042] Furthermore, when the sunroof mechanism, i.e. the motor, starts from a standstill, it first enters a slow start process. Once the duty cycle and speed increase to near the target speed, it enters a normal speed regulation state.

[0043] The premise of motor gradient speed regulation is that the motor has started and is running under stable conditions. The process of the motor starting from a standstill is a critical state. The speed input signal required by the PI speed regulation algorithm needs to be collected by the Hall sensor. However, during the startup process, the Hall signal value is unstable and the PI speed regulation closed-loop response time is slow. At this time, the output of the Mosfer switch is controlled by directly controlling the PWM duty cycle.

[0044] In this embodiment, the motor can start outputting at a minimum starting duty cycle Pwm_SlowStartDutyMin, approximately 15%, and increase the duty cycle to the maximum starting duty cycle, approximately 40%, within a certain time (T_SlowStart, which can be calibrated), after which the PI speed controller takes over speed control.

[0045] It should be noted that the minimum starting duty cycle Pwm_SlowStartDutyMin in this embodiment is calibrable, approximately 15%. If it is too small, it will generate motor noise and will not be able to drive the sunroof mechanism; if it is too large, it will increase the starting current and increase the circuit load. In addition, the maximum starting duty cycle Pwm_SlowStartDutyMax is also calibrable, approximately 40%, which corresponds to the duty cycle when the motor is running smoothly.

[0046] Optionally, the duty cycle increase method during slow start in the embodiments of this application can be calibrated by duty cycle increase step SlowStart_DutyStep (arithmetic increase) or gain ratio SlowStart_DutyFactor (geometric increase): in the periodic task, the duty cycle is increased from SlowStartDutyMin to SlowStartDutyMax by the response amplitude. Here, the calibration focuses on considering the jerking and noise caused by the inertia of the sunroof mechanism, as well as avoiding excessive starting current.

[0047] For example, the process of increasing the duty cycle during a soft start using arithmetic progression (increase step size) is as follows: Figure 3 As shown: When the soft start begins, the current PWM is set to the minimum value Pwm_SlowStartDutyMin (100), and the PWM signal is output to drive the motor. In each cycle, the current PWM is checked to see if it is less than the maximum value Pwm_SlowStartDutyMax (400). If the current PWM is less than the maximum value Pwm_SlowStartDutyMax, then the current PWM is increased by 20 each time, and the output is repeated. When the current PWM reaches or exceeds the maximum value Pwm_SlowStartDutyMax, the gradual increase stops, the slow start ends, and the normal speed regulation process begins.

[0048] For example, the process of increasing the duty cycle during soft start using a proportional increase is as follows: Figure 4 As shown: At the start of a slow start, the current PWM is set to the minimum value Pwm_SlowStartDutyMin (100), and a PWM signal is output to drive the motor. In each loop, check if the current PWM is less than the maximum value Pwm_SlowStartDutyMax(400). If the current PWM is less than the maximum value Pwm_SlowStartDutyMax, then the current PWM is multiplied by 1.2 to achieve exponential growth. This process is repeated until the current PWM is greater than or equal to the maximum value Pwm_SlowStartDutyMax, at which point the soft start ends and the normal speed regulation process begins.

[0049] like Figure 5 As shown, the traditional direct start method draws a very large current, causing the sunroof mechanism to jerk. In contrast, this application employs software-controlled PWM soft start to smooth the starting current. Therefore, the soft start strategy adopted according to the embodiments of this application not only significantly reduces the noise during sunroof start-up but also lowers the starting current and effectively suppresses jerking.

[0050] Furthermore, in some embodiments, before dividing the sunroof's running trajectory into a first speed control region, a second speed control region, and a third speed control region based on a preset division strategy, the method further includes: using MOSFET switching devices to construct an H-bridge drive circuit; using the H-bridge drive circuit to drive the current motor; and controlling the on / off state of the MOSFET switching devices based on a preset frequency PWM signal.

[0051] The preset frequency can be in the range of 20-40KHz, and no specific limit is set here.

[0052] It should be noted that compared with the traditional relay switch control method for motors, MOSFET switches produce less noise. MOSFET switches have a response speed in the nanosecond range, which is a huge advantage over relays. The faster response speed can support higher frequency control algorithms, thus giving the motor a smoother motion performance.

[0053] Therefore, in terms of the hardware circuit design of this application embodiment, MOSFET switches and H-bridge circuits are used to drive the sunroof motor, taking advantage of the high speed characteristic of MOSFET switches. A PI speed controller is used to control the motor speed, and PWM is supported to control the MOSFET switch at a frequency of 20-40KHz, so that the motor speed is finely adjusted and a speed control closed loop is realized.

[0054] Therefore, this embodiment of the application, by adopting a novel motor drive method and replacing relays with MOSFETs, eliminates the contact noise during relay switching, significantly improving the NVH performance of the sunroof controller in terms of both form and circuit design. MOSFET switching response speed is significantly faster than relays. Based on MOSFETs, a more refined speed control feedback closed loop and superior motor control capabilities can be achieved, providing a foundation for more precise motor speed and output control. Through the control of motor output, the software enables soft start and soft stop of the motor, and effectively reduces friction noise during sunroof operation.

[0055] In step S102, the speed control zone where the current position is located is determined, and the current running direction of the sunroof is determined based on the motor speed information.

[0056] Specifically, based on the current position of the sunroof, its running trajectory is first divided into multiple functional areas with different speed control targets (such as the first speed control area being a near-fully closed area, the second being a medium-speed running area, and the third being a near-fully open area), and the current area is determined in real time by the pulse count fed back by the Hall sensor.

[0057] For example, during the initialization phase, the system calibrates the Hall pulse values ​​corresponding to the start and end positions of each region. For instance, 0-1500 pulses represent the first region (near the closed end), 1500-9500 pulses represent the second region (the middle section), and 9500-10400 pulses represent the third region (near the open end). Once the controller obtains the current accumulated Hall pulse count, it can accurately identify the current speed control region of the sunroof by comparing this value with the boundary values ​​of each region, thereby determining which target speed curve should be used for regulation.

[0058] Furthermore, in this embodiment, the current operating direction of the sunroof can also be determined based on the orthogonal signals (phase A and phase B) output by the dual Hall sensors. Since there is a 90° phase difference between the two signals, the controller can determine the motor's rotation direction by detecting the order of the rising edges of the two pulses: if phase A leads phase B, the motor rotates forward, corresponding to the sunroof opening; if phase B leads phase A, the motor rotates in reverse, corresponding to the sunroof closing. This direction recognition mechanism is updated in real time within each control cycle, ensuring that the speed control strategy can be dynamically adjusted according to the movement trend.

[0059] In step S103, based on the preset gradient speed regulation strategy, the target running speed of the sunroof is determined according to the current running direction of the sunroof and the speed control area where the current position is located, and the sunroof is controlled to run based on the target running speed.

[0060] Furthermore, in some embodiments, based on a preset gradient speed control strategy, the target running speed of the sunroof is determined according to the current running direction of the current position and the speed control area in which the current position is located. This includes: identifying whether the speed control area in which the current position is located is a first speed control area; if the speed control area in which the current position is located is the first speed control area, then when the sunroof runs from the starting position of the first speed control area to the starting position of the second speed control area, the target running speed is determined as follows: ; in, Let X1 be the target running speed of the sunroof at position X1 within the first speed control area. The operating speed of the sunroof at the starting position of the first speed control zone. This represents the total travel distance within the first speed control zone. To determine the total speed change that needs to be increased within the first speed control region, This refers to the current operating speed of the sunroof at the starting position in the second speed control zone.

[0061] Specifically, in this embodiment, the travel distance of the skylight track can be defined based on the number of Hall pulses. The fully closed position is defined as point 0, and the fully open position is defined as being 10,400 Hall pulses from point 0. Target speeds are defined for different regions, and speed adjustments between regions are performed using a gradient approach. Regions are divided according to the specific track structure, and at least some regions may be as follows: Figure 6 As shown, it includes a near-closed region (i.e., the first speed control region), an intermediate region (i.e., the second speed control region), and a near-open region (i.e., the third speed control region).

[0062] Furthermore, such as Figure 6As shown, the current position of the sunroof is determined by accumulating the number of pulses output by the Hall sensor, and it is determined whether it is in the first speed control zone. This zone is defined as the travel segment from the fully closed position of the sunroof (i.e., the starting position of the first speed control zone) to the starting point of the middle zone (i.e., the starting position of the second speed control zone), corresponding to the Hall pulse counting interval [0, 1500]. This zone is close to the initial contact surface between the sealing strip and the guide rail, and is prone to "jerkiness" or "thump" sounds due to high-speed start-up. When the system recognizes that the current position is within this zone, and the sunroof's running direction is from the starting position of the first speed control zone to the starting position of the second speed control zone (i.e., the opening direction), the linear acceleration mode is activated, and the total speed difference at the edge of the zone is first calculated as follows: ; in, The running speed at the starting point of the intermediate region. This refers to the operating speed when the sunroof is fully closed.

[0063] Furthermore, based on the total speed difference at the edge of the region, the target running speed of the sunroof at position X within the first speed control area is calculated: ; Of these, 1500 represents the total travel distance to the near-closed area.

[0064] Furthermore, in some embodiments, based on a preset gradient speed control strategy, the target running speed of the sunroof is determined according to the current running direction of the current position and the speed control area in which the current position is located, including: identifying whether the speed control area in which the current position is located is a second speed control area; if the speed control area in which the current position is located is a second speed control area, then when the running direction of the sunroof is from the starting position of the second speed control area to the starting position of the third speed control area, the target running speed is determined to be equal to the running speed of the sunroof at the starting position of the second speed control area.

[0065] Specifically, this embodiment defines the sunroof's operating trajectory as a high-speed intermediate zone, for example, the interval from 1500 to 9500 Hall pulse counts, corresponding to the stage where the sunroof has completely detached from the sealed structure and entered the straight section of the guide rail. Within this zone, the friction between the sunroof and the vehicle body structure is low, there is no significant risk of mechanical interference, and there are no impact issues during start-stop, thus providing the physical conditions to maintain a high operating speed. To maximize opening and closing efficiency and improve the user experience, a constant speed control strategy is adopted in this zone.

[0066] When the controller determines that the current position has entered the second speed control zone based on the accumulated value of the Hall pulses, and confirms that the running direction is open (i.e., transitioning from the starting point of the second speed control zone to the third speed control zone) by combining the phase relationship of the dual Hall signals, it locks the target running speed to a preset constant value, which is the running speed of the sunroof at the starting position of the second speed control zone. For example, if the sunroof accelerates to 1600 RPM from the first speed control zone and then enters the second speed control zone, the target running speed will always remain at 1600 RPM throughout the entire second speed control zone, without adjusting with changes in position.

[0067] Furthermore, in some embodiments, based on a preset gradient speed control strategy, the target running speed of the sunroof is determined according to the current running direction of the current position and the speed control area in which the current position is located. This includes: identifying whether the speed control area in which the current position is located is a third speed control area; if the speed control area in which the current position is located is a third speed control area, then when the sunroof runs from the starting position of the third speed control area to the ending position of the third speed control area, the target running speed is determined as follows: ; in, The target running speed of the sunroof at position X2 within the third speed control area. The speed at which the sunroof operates from its starting position B in the third speed control zone. This is the total travel distance for the third speed control zone. This represents the total speed change that needs to be reduced within the third speed control region. This refers to the operating speed of the sunroof at the end of the third speed control zone.

[0068] Specifically, the third speed control zone is defined as the final region of the sunroof's trajectory, typically corresponding to a distance just before it fully opens, such as the Hall pulse count interval [9500, 10400]. Within this zone, the sunroof slider gradually enters the guide channel inside the roof, increasing the contact area with the sound insulation material, stop limit blocks, and the end of the slide rail. If it continues to move at the speed of the intermediate high-speed zone, it can easily cause NVH problems such as "bang," "click," or continuous friction whistling. Therefore, this invention introduces a linearly decreasing speed control model in this region to achieve smooth deceleration and quiet operation.

[0069] When the controller determines that the current position has entered the third speed control region by accumulating the number of pulses output by the Hall sensor, and confirms that the running direction is "from the starting position to the ending position" (i.e., the end of the starting direction) by combining the phase information of the dual Hall signals, it initiates the gradient deceleration logic. At this time, the target running speed is adjusted in real time according to the relative displacement of the current position within this region.

[0070] by Figure 6 For example, the total velocity difference at the edge of this region is: ; in, To achieve a running speed close to the starting position of the open area, The running speed as it approaches the end of the open region.

[0071] Furthermore, based on the total speed difference at the edge of the region, the target running speed of the sunroof at position X within the third speed control area is calculated.

[0072] Among them, 900 represents the total travel distance to the area near the opening zone.

[0073] To help those skilled in the art to understand more clearly and intuitively the calculation method of the target running speed of the sunroof in different speed control zones of the embodiments of this application, a detailed explanation is provided below with reference to specific examples.

[0074] Specifically, with Figure 2 For example, the motor speed is referenced to the Hall sensor position. That is, any position on the sunroof's running trajectory has a corresponding target speed. For instance, if the entire running trajectory has 10400 Hall sensors, P_0 is the fully off point, P_3 is the fully open point, and the area between P_1 and P_2 is the intermediate region, with a minimum speed of 1000 RPM at the fully open / closed points and a maximum speed of 1600 RPM in the intermediate region, then: Point P_0 is the fully off point, where the velocity Spd(P_0=0) = 1000; Point P_1 is 1500 Hall positions away from P_0, and the velocity at this point is Spd(P_1=1500) = 1600; Point P_a is 1200 Hall positions away from P_0. The velocity here is Spd(P_a = 1200) = 1000 + ((600 / 1500) * 1200) = 1480; Point P_b is 400 Hall positions away from P_3 and 10000 Hall positions away from P_0. The velocity here is Spd(P_b = 10000) = 1600 - ((600 / 900) * 500) ≈ 1267; Where 600 is the target velocity difference from P_2 to P_3; ​​900 is the Hall travel distance from P_2 to P_3; ​​and 500 is the Hall distance between point P_b and point P_2.

[0075] The above is a gradient speed regulation strategy, which can effectively reduce operating noise in specific areas, and the motor speed and noise have a gradual change process, making the user experience more comfortable.

[0076] Therefore, this application achieves smooth start and stop of the motor and sunroof mechanism through software-controlled PWM output, avoiding shaking and jerking caused by inertia during the transition between motion and stationary states. A gradient speed regulation strategy smoothly controls the sunroof's operating speed, improving frictional noise when approaching the closed and open positions; and the gradual changes in speed and noise enhance passenger comfort within the cabin, while eliminating the material costs associated with traditional methods such as adding vibration-damping materials and physical damping to combat impacts and vibrations.

[0077] Furthermore, when the sunroof stops from a moving state to a stationary state, it enters a slow stop process, controlling the duty cycle to gradually decrease to the minimum value Pwm_SlowStopDutyMin (approximately 20%, calibrable) within a preset time T_SlowStop (within 20ms). This process is the opposite of the slow start process. Subsequently, the motor is stopped, and the duty cycle is reduced to zero.

[0078] With the development of technologies such as intelligent connectivity and remote vehicle control, there is now a demand for remotely controlling the sunroof's movement position via a large cockpit screen or mobile app. Based on this, the commands for controlling the sunroof's movement in this application embodiment can be divided into automatic commands (where the target position is already known) and manual commands (where the user manually commands the stop position, and the stop position depends on when the user stops). The target position for a manual command is random for the software. Therefore, the gradual stop also has two cases: gradual stop with a known target position and gradual stop with a random stop.

[0079] Given the target position for gradual stopping, a gradient deceleration strategy is adopted in advance when approaching the target position. As the motor is about to reach the target position, the PWM duty cycle is gradually reduced, eventually causing the motor to stop.

[0080] The slow-stop strategy for random stops involves gradually reducing the PWM duty cycle to 0 after receiving a stop command, causing the motor to stop moving.

[0081] In detail, a manual command is triggered by pressing and holding the button. If the button signal is valid, the sunroof will continue to move until the user releases the button or the sunroof reaches the end position. The stopping time of a manual command depends on when the user releases the button. For the sunroof controller, the stopping position can be considered random. The slow-stop strategy in this case is the same as the slow-stop strategy described above. By gradually reducing the PWM duty cycle, the motor output torque is smoothly reduced, driving the sunroof to gradually decelerate from the current running speed to a stop within a short time (e.g., within 20ms, which can be calibrated), and finally the PWM duty cycle is reduced to zero to complete the stopping action.

[0082] Automatic commands are usually issued by the cockpit screen or mobile app, such as commands for the sunroof opening percentage or commands to move to a specified position. In this case, the sunroof controller can be considered to know the target position.

[0083] For automatic commands with a known target position, a gradient deceleration process can be performed before approaching the target position. Based on the remaining travel between the current position and the target position, combined with preset deceleration distance and time parameters (which can be calibrated independently), the target running speed is reduced linearly or in segments in advance. Then, when approaching the target position, the above-mentioned general soft stop process is seamlessly connected to further brake the motor to a stop smoothly.

[0084] The following is combined with Figure 7 The motor control algorithm of this application is described in detail.

[0085] like Figure 7 As shown, the system starts slowly according to the input command. The Hall signal acquisition unit acquires the Hall pulse signals generated during the motor rotation in real time, and uses the speed control unit to calculate the target speed based on the current speed / position. The speed control unit then dynamically adjusts the output duty cycle of the PWM motor control unit to achieve precise control of the motor speed. Finally, a slow stop is used to achieve smooth deceleration, reducing noise and vibration when closing, and ensuring the comfort and stability of the sunroof operation.

[0086] According to the sunroof mechanism NVH performance improvement method proposed in this application, the current speed control zone of the sunroof is determined, and the current running direction of the sunroof is determined based on the motor speed information. Based on a preset gradient speed regulation strategy, the target running speed of the sunroof is determined according to the current running direction and the current speed control zone, and the sunroof is controlled to run at the target running speed. Therefore, by using MOSFETs to replace relays and combining gradient speed regulation, soft start and soft stop software control algorithms, the problems of high operating noise, start-stop jerking, and friction noise at extreme positions caused by relay drive and coarse control in traditional automotive sunroof mechanisms are solved, improving the NVH performance of the sunroof system and enhancing the smoothness of operation.

[0087] Next, referring to the accompanying drawings, the NVH performance improvement device for the sunroof mechanism proposed according to the embodiments of this application is described.

[0088] Figure 8 This is a block diagram of the sunroof mechanism NVH performance improvement device according to an embodiment of this application.

[0089] like Figure 8 As shown, the sunroof mechanism NVH performance improvement device 10 includes: an acquisition module 100, a determination module 200, and a control module 300.

[0090] The acquisition module 100 is used to obtain motor speed information and the current position of the sunroof during motor operation; the determination module 200 is used to determine the speed control area where the current position is located, and to determine the current running direction of the sunroof based on the motor speed information; the control module 300 is used to determine the target running speed of the sunroof based on the current running direction and the speed control area where the current position is located, according to a preset gradient speed regulation strategy, and to control the sunroof to run based on the target running speed.

[0091] Furthermore, in some embodiments, the control module 300 is configured to: identify whether the speed control area where the current position is located is a first speed control area; if the speed control area where the current position is located is a first speed control area, then when the sunroof runs from the starting position of the first speed control area to the starting position of the second speed control area, determine the target running speed as: ; in, Let X1 be the target running speed of the sunroof at position X1 within the first speed control area. The operating speed of the sunroof at the starting position of the first speed control zone. This represents the total travel distance within the first speed control zone. To determine the total speed change that needs to be increased within the first speed control region, This refers to the current operating speed of the sunroof at the starting position in the second speed control zone.

[0092] Furthermore, in some embodiments, the control module 300 is used to: identify whether the speed control area where the current position is located is the second speed control area; if the speed control area where the current position is located is the second speed control area, then when the sunroof runs from the starting position of the second speed control area to the starting position of the third speed control area, determine that the target running speed is equal to the running speed of the sunroof at the starting position of the second speed control area.

[0093] Furthermore, in some embodiments, the control module 300 is configured to: identify whether the speed control area where the current position is located is a third speed control area; if the speed control area where the current position is located is a third speed control area, then when the sunroof runs from the starting position to the ending position of the third speed control area, the target running speed is determined as: ; in, The target running speed of the sunroof at position X2 within the third speed control area. The speed at which the sunroof operates from its starting position B in the third speed control zone. This is the total travel distance for the third speed control zone. This represents the total speed change that needs to be reduced within the third speed control region. This refers to the operating speed of the sunroof at the end of the third speed control zone.

[0094] Furthermore, in some embodiments, before acquiring the motor speed information and the current position of the sunroof during motor operation, the acquisition module 100 is also used to: divide the sunroof's running trajectory into a first speed control region, a second speed control region, and a third speed control region based on a preset division strategy; and upon receiving a motor start command, control the motor to output a PWM signal based on a first preset duty cycle, and based on a preset duty cycle increase strategy, increase the motor's duty cycle to a second preset duty cycle within a first preset duration.

[0095] Furthermore, in some embodiments, before dividing the sunroof's running trajectory into a first speed control region, a second speed control region, and a third speed control region based on a preset division strategy, the acquisition module 100 is further configured to: construct an H-bridge drive circuit using MOSFET switching devices; drive the current motor using the H-bridge drive circuit; and control the on / off state of the MOSFET switching devices based on a preset frequency PWM signal.

[0096] It should be noted that the foregoing explanation of the embodiment of the method for improving the NVH performance of the sunroof mechanism also applies to the sunroof mechanism NVH performance improvement device of this embodiment, and will not be repeated here.

[0097] According to the sunroof mechanism NVH performance improvement device proposed in this application embodiment, the current speed control zone of the sunroof is determined, and the current running direction of the sunroof is determined based on the motor speed information. Based on a preset gradient speed regulation strategy, the target running speed of the sunroof is determined according to the current running direction and the speed control zone of the current position, and the sunroof is controlled to run at the target running speed. Therefore, by using MOSFETs to replace relays and combining gradient speed regulation, soft start and soft stop software control algorithms, the problems of high operating noise, start-stop jerking, and friction noise at extreme positions caused by relay drive and coarse control in traditional automotive sunroof mechanisms are solved, improving the NVH performance of the sunroof system and enhancing the smoothness of operation.

[0098] Figure 9 A schematic diagram of the structure of a vehicle provided in an embodiment of this application. The vehicle may include: The memory 901, the processor 902, and the computer program stored on the memory 901 and capable of running on the processor 902.

[0099] When the processor 902 executes the program, it implements the NVH performance improvement method for the sunroof mechanism provided in the above embodiments.

[0100] Furthermore, the vehicle also includes: Communication interface 903 is used for communication between memory 901 and processor 902.

[0101] The memory 901 is used to store computer programs that can run on the processor 902.

[0102] The memory 901 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage device.

[0103] If the memory 901, processor 902, and communication interface 903 are implemented independently, then the communication interface 903, memory 901, and processor 902 can be interconnected via a bus to complete communication between them. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of representation, Figure 9 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0104] Optionally, in a specific implementation, if the memory 901, processor 902, and communication interface 903 are integrated on a single chip, then the memory 901, processor 902, and communication interface 903 can communicate with each other through an internal interface.

[0105] The processor 902 may be a central processing unit (CPU), an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of this application.

[0106] This application also provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the above-described method for improving the NVH performance of a sunroof mechanism.

[0107] This application also provides a computer program product, including a computer program, which, when executed by a processor, implements the above-mentioned method for improving the NVH performance of a sunroof mechanism.

[0108] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0109] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0110] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or more N executable instructions for implementing custom logic functions or processes, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as should be understood by those skilled in the art to which embodiments of this application pertain.

[0111] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Alternatively, the computer-readable medium may be paper or other suitable media on which the program can be printed, since the program can be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory.

[0112] It should be understood that the various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, the N steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0113] Those skilled in the art will understand that all or part of the steps of the methods described in the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, it includes one or a combination of the steps of the method embodiments.

[0114] Furthermore, the functional units in the various embodiments of this application can be integrated into a processing module, or each unit can exist physically separately, or two or more units can be integrated into a module. The integrated module can be implemented in hardware or as a software functional module. If the integrated module is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium.

[0115] The storage medium mentioned above can be a read-only memory, a disk, or an optical disk, etc. Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of this application.

Claims

1. A method for improving the NVH performance of a sunroof mechanism, characterized in that, Includes the following steps: Obtain motor speed information and the current position of the sunroof during motor operation; Determine the speed control zone where the current position is located, and determine the current running direction of the sunroof based on the motor speed information; Based on a preset gradient speed control strategy, the target operating speed of the sunroof is determined according to the current operating direction of the sunroof and the speed control zone where the current position is located, and the sunroof is controlled to operate based on the target operating speed.

2. The method according to claim 1, characterized in that, The preset gradient speed control strategy determines the target running speed of the sunroof based on the current running direction at the current position and the speed control zone in which the current position is located, including: Identify whether the current position is located within the first speed control region; If the current position is located within the first speed control region, then when the sunroof moves from the starting position of the first speed control region to the starting position of the second speed control region, the target running speed is determined as: ； in, Let X1 be the target running speed of the sunroof at position X1 within the first speed control area. The operating speed of the sunroof at the starting position of the first speed control zone. This is the total travel distance within the first speed control zone. To determine the total speed change that needs to be increased within the first speed control region, This refers to the current operating speed of the sunroof at the starting position in the second speed control zone.

3. The method according to claim 2, characterized in that, The preset gradient speed control strategy determines the target running speed of the sunroof based on the current running direction at the current position and the speed control zone in which the current position is located, including: Identify whether the current position is located within the second speed control region; If the current position is located in the second speed control region, then when the sunroof runs from the starting position of the second speed control region to the starting position of the third speed control region, the target running speed is determined to be equal to the running speed of the sunroof at the starting position of the second speed control region.

4. The method according to claim 1, characterized in that, The preset gradient speed control strategy determines the target running speed of the sunroof based on the current running direction at the current position and the speed control zone in which the current position is located, including: Identify whether the current position is located in the third speed control region; If the current position is located within the third speed control region, then when the sunroof moves from the starting position to the ending position of the third speed control region, the target running speed is determined as follows: ； in, The target running speed of the sunroof at position X2 within the third speed control area. The speed at which the sunroof operates from its starting position B in the third speed control zone. This is the total travel distance for the third speed control zone. This represents the total speed change that needs to be reduced within the third speed control region. This refers to the operating speed of the sunroof at the end of the third speed control zone.

5. The method according to claim 1, characterized in that, Before obtaining the motor speed information during motor operation and the current position of the sunroof, the following steps are also included: Based on a preset division strategy, the running trajectory of the sunroof is divided into a first speed control region, a second speed control region, and a third speed control region. Upon receiving a motor start command, the motor is controlled to output a PWM signal based on a first preset duty cycle, and based on a preset duty cycle increase strategy, the motor's duty cycle is increased to a second preset duty cycle within a first preset duration.

6. The method according to claim 5, characterized in that, Before dividing the sunroof's trajectory into a first speed control region, a second speed control region, and a third speed control region based on the preset division strategy, the method further includes: The H-bridge drive circuit is constructed using MOSFET switching devices; The H-bridge drive circuit is used to drive the current motor, and the on / off state of the MOSFET switching device is controlled based on a PWM signal of a preset frequency.

7. A device for improving the NVH performance of a sunroof mechanism, characterized in that, include: The acquisition module is used to obtain information on motor speed and the current position of the sunroof during motor operation. The determining module is used to determine the speed control zone where the current position is located, and to determine the current running direction of the sunroof based on the motor speed information; The control module is used to determine the target running speed of the sunroof based on the current running direction of the sunroof and the speed control area where the current position is located, according to a preset gradient speed regulation strategy, and to control the sunroof to run based on the target running speed.

8. A vehicle, characterized in that, include: A memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the computer program to implement the sunroof mechanism NVH performance improvement method as described in any one of claims 1-6.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, The computer program is executed by a processor to implement the method for improving the NVH performance of the sunroof mechanism as described in any one of claims 1-6.

10. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by the processor, it implements the method for improving the NVH performance of the sunroof mechanism as described in any one of claims 1-6.

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