Vehicle noise reduction methods, devices, electronic equipment and vehicles

Abstract

This invention relates to the field of vehicle technology and discloses a vehicle noise reduction method, device, electronic device, and vehicle. The method includes: determining the resonant frequency corresponding to the LC resonant signal generated by the high-voltage circuit of a motor controller; determining the quality factor of the high-voltage circuit of the motor controller based on the resonant frequency; the quality factor is used to characterize the resonant characteristics of the high-voltage circuit of the motor controller; determining a target frequency range according to the resonant frequency and the quality factor; the target frequency range includes the resonant frequency, and the width of the target frequency range is negatively correlated with the quality factor; and determining a first operating frequency as the target operating frequency of the switching devices of the motor controller, which is outside the target frequency range, based on the target frequency range. Applying the technical solution of this invention can improve the noise reduction effect of a vehicle.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and specifically to a vehicle noise reduction method, device, electronic equipment, and vehicle. Background Technology

[0002] In a vehicle's electric drive system, the motor controller is crucial. To achieve precise control of the motor, power switching devices such as Insulated Gate Bipolar Transistors (IGBTs) or Metal-Oxide-Semiconductor Field-Effect Transistors (MOSFETs) within the motor controller are used to regulate the voltage and current of the motor windings through high-frequency switching, thereby achieving precise control of the motor's speed and torque. However, during the high-frequency switching process, the switching devices generate periodic current harmonics on the high-voltage DC bus. When the switching frequency is close to or coincides with the LC resonant frequency of the high-voltage circuit, significant frequency resonance will be excited, causing the harmonic current to be greatly amplified. The amplified harmonic current will be conducted through the circuit to the electric drive housing, battery pack housing, and vehicle body structure, exciting the electric drive housing, battery pack, or vehicle body structure to produce unpleasant high-frequency howling noise, seriously affecting the overall vehicle noise, vibration, and harshness (NVH) performance.

[0003] In related technologies, a fixed frequency avoidance range is generally used to prevent the switching frequency from coinciding with the LC resonant frequency. This involves pre-testing the LC resonant frequency of the high-voltage circuit, setting a fixed frequency avoidance range, and controlling the switching devices to operate outside the frequency avoidance range. However, the fixed frequency avoidance range is either too wide, compressing the selectable range of switching frequencies and affecting the motor's operating efficiency, or too narrow, resulting in the switching frequency falling within the frequency avoidance range, failing to effectively avoid resonance risks, and having limited noise reduction effects.

[0004] Therefore, improving the noise reduction effect of vehicles is an urgent problem to be solved. Summary of the Invention

[0005] In view of the shortcomings of the prior art, the purpose of this application is to provide a vehicle noise reduction method, device, electronic device and vehicle, which aims to improve the noise reduction effect of the vehicle.

[0006] In a first aspect, embodiments of this application provide a vehicle noise reduction method, comprising: determining the resonant frequency corresponding to the LC resonant signal generated by the high-voltage circuit of the motor controller; the energy of the LC resonant signal being greater than a preset energy threshold; determining the quality factor of the high-voltage circuit of the motor controller based on the resonant frequency; the quality factor being used to characterize the resonant characteristics of the high-voltage circuit of the motor controller; determining a target frequency range according to the resonant frequency and the quality factor; the target frequency range including the resonant frequency, the width of the target frequency range being negatively correlated with the quality factor; and determining the target operating frequency of the switching device of the motor controller as a first operating frequency according to the target frequency range, the first operating frequency being outside the target frequency range.

[0007] The beneficial effects of this application are as follows: Since only high-energy LC resonant signals can generate significant noise, this application can accurately identify the resonant frequency that causes noise by determining the resonant frequency corresponding to the LC resonant signal with energy greater than a preset energy threshold. A higher quality factor results in a sharper resonance peak and a narrower target frequency range. This application determines the target frequency range by combining the resonant frequency and the quality factor, ensuring that the target frequency range accurately matches the actual distribution range of the resonant energy. This ensures that the target operating frequency of the switching device always precisely avoids the target frequency range, preventing either an excessively wide range from compressing the frequency space for efficient motor operation or an excessively narrow range from causing frequency avoidance failure, thus significantly improving the noise reduction effect of the vehicle.

[0008] In one possible embodiment, determining the target operating frequency of the switching device of the motor controller as the first operating frequency according to the target frequency range includes: when the driving scenario is a quiet-priority scenario, determining the target operating frequency of the switching device of the motor controller as the first operating frequency according to the target frequency range.

[0009] It should be understood that the requirement for quiet operation scenarios is to suppress vehicle body vibration and electromagnetic noise caused by LC resonance in the high-voltage circuit, thereby improving driving comfort. This application uses the first operating frequency that avoids the target frequency range as the switching frequency, which can block the resonant excitation source from the source and meet the user's ultimate demand for in-vehicle quietness.

[0010] In one possible embodiment, the method further includes: when the driving scenario is an adaptive scenario, determining a first weight and a second weight based on the vehicle's throttle opening change rate, average vehicle speed, and motor output power; the first weight is used to characterize the current vehicle's demand for motor noise reduction; the second weight is used to characterize the current vehicle's demand for motor operating efficiency; weighting a first operating frequency based on the first weight and weighting a second operating frequency based on the second weight, and summing the weighted first operating frequency and the weighted second operating frequency to obtain the target operating frequency of the switching device of the motor controller; the second operating frequency represents the operating frequency of the switching device corresponding to a motor operating efficiency greater than a preset efficiency threshold.

[0011] It should be understood that the first and second weights are determined based on three parameters: throttle opening change rate, average vehicle speed, and motor output power. This ensures that the weight allocation is highly matched with the real-time operating status of the vehicle. Then, by weighted fusion of the first operating frequency that prioritizes noise reduction and the second operating frequency that prioritizes efficiency, a target operating frequency that is precisely adapted to the current operating conditions is output, so that the target operating frequency takes into account both quietness and operating efficiency.

[0012] In one possible embodiment, the first operating frequency is weighted based on a first weight, and the second operating frequency is weighted based on a second weight. The weighted first operating frequency and the weighted second operating frequency are summed to obtain the target operating frequency of the switching device of the motor controller. This includes: determining a user-set driving mode; the driving mode includes at least one of the following: economy mode, comfort mode, and sport mode; increasing the first weight and decreasing the second weight when the driving mode is economy mode; or keeping the first weight and the second weight unchanged when the driving mode is comfort mode; or decreasing the first weight and increasing the second weight when the driving mode is sport mode; weighting the first operating frequency based on the modified first weight and the second operating frequency based on the modified second weight, and summing the weighted first operating frequency and the weighted second operating frequency to determine the target operating frequency of the switching device of the motor controller.

[0013] It should be understood that driving modes can reflect user preferences or needs. In Eco mode, the weight of quietness is increased, which can enhance the quietness of scenarios such as urban commuting. In Sport mode, the weight of performance is increased, which can ensure the power response in scenarios such as rapid acceleration and hill climbing. Comfort mode maintains a balanced weight, taking into account both driving quietness and efficiency.

[0014] In one possible embodiment, determining the operating frequency of the switching device of the motor controller as the first operating frequency according to the target frequency range includes: determining the low-order harmonic frequency corresponding to the low-order harmonic generated by the switching device according to the number of rotor pole pairs of the motor and the candidate operating frequency of the switching device; and determining the candidate operating frequency as the first operating frequency if neither the candidate operating frequency nor the low-order harmonic frequency falls within the target frequency range.

[0015] It should be understood that when the switching devices of the motor controller are operating, they not only generate a fundamental signal consistent with the resonant frequency, but also low-order harmonic signals. If the frequencies of these low-order harmonics fall within the target frequency range, they will also excite the LC resonance of the high-voltage circuit and generate noise. Only verifying the fundamental frequency of the candidate operating frequency will miss the risk of noise reduction failure caused by harmonics. Therefore, during noise reduction, it is also necessary to identify and avoid the target frequency range for low-order harmonic frequencies. This application determines the first operating frequency based on the number of rotor pole pairs of the motor and the candidate operating frequency of the switching devices, which can achieve dual frequency avoidance of the fundamental and harmonics, blocking the resonant excitation source and improving the noise reduction effect.

[0016] In one possible embodiment, the method further includes: correcting the operating frequency to the upper limit of the rated frequency range if the first operating frequency exceeds the upper limit of the rated frequency range; and / or correcting the operating frequency to the lower limit of the rated frequency range if the first operating frequency exceeds the lower limit of the rated frequency range.

[0017] It should be understood that the rated frequency range of a switching device is the frequency range that ensures its safe operation. Exceeding the upper limit of the frequency can easily lead to damage to the switching device, while exceeding the lower limit will cause increased motor torque pulsation and decreased operating efficiency. This application corrects the first operating frequency that exceeds the rated frequency range to the upper and lower limits of the rated frequency range, which can achieve frequency avoidance and noise reduction while ensuring the safe operation of the switching device.

[0018] In one possible embodiment, determining the resonant frequency corresponding to the LC resonant signal whose energy generated by the high-voltage circuit of the motor controller is greater than a preset energy threshold includes: determining the target frequency band corresponding to the LC resonance generated by the high-voltage circuit of the motor controller; and determining the frequency corresponding to the highest energy point within the target frequency band as the resonant frequency.

[0019] It should be understood that when the high-voltage circuit of the motor controller resonates with LC, the current value of the high-voltage circuit is at its maximum, which is reflected in the frequency spectrum as the highest energy point. This application uses the frequency corresponding to the highest energy point in the target frequency band as the resonant frequency, which can truly reflect the true resonant frequency of the high-voltage circuit.

[0020] In one possible embodiment, determining the frequency corresponding to the highest energy point within the target frequency band as the resonant frequency includes: determining the correlation between the harmonic signal corresponding to the LC resonance and the vibration signal of the motor controller; and determining the frequency corresponding to the highest energy point within the target frequency band as the resonant frequency if the correlation is greater than or equal to a preset correlation threshold.

[0021] It should be understood that electromagnetic interference exists in the high-voltage circuit of the motor controller. The interference signal may overlap with the resonant signal, and relying solely on the energy peak value cannot distinguish between the true resonant signal and the interference signal. Since the current harmonics caused by LC resonance directly excite the controller housing to vibrate, there is a strong causal relationship between the resonant harmonic signal and the vibration signal, while the interference signal does not have this relationship. This application calculates the correlation. When the correlation is greater than or equal to a preset correlation threshold, using the frequency corresponding to the highest energy point within the target frequency band as the resonant frequency can effectively remove electromagnetic interference and improve the accuracy of the resonant frequency.

[0022] In one possible embodiment, determining the quality factor of the high-voltage circuit of the motor controller based on the resonant frequency includes: determining the half-power bandwidth corresponding to the resonant signal; and determining the ratio of the resonant frequency to the half-power as the quality factor of the high-voltage circuit of the motor controller.

[0023] It should be understood that the half-power bandwidth is the difference between two boundary frequency points in the resonant amplitude-frequency characteristic curve of the high-voltage circuit of the motor controller when the power of the resonant signal decays to half of the peak power. It directly reflects the width of the resonant peak. The smaller the half-power bandwidth, the sharper the resonant peak. This application can accurately calculate the quality factor by determining the half-power bandwidth.

[0024] Secondly, embodiments of this application provide a vehicle noise reduction device, comprising: a first determining unit, configured to determine the resonant frequency corresponding to the LC resonant signal generated by the high-voltage circuit of the motor controller; the energy of the LC resonant signal is greater than a preset energy threshold; a second determining unit, configured to determine the quality factor of the high-voltage circuit of the motor controller based on the resonant frequency; the quality factor is used to characterize the resonant characteristics of the high-voltage circuit of the motor controller; a third determining unit, configured to determine a target frequency range based on the resonant frequency and the quality factor; the target frequency range includes the resonant frequency, and the width of the target frequency range is negatively correlated with the quality factor; and a processing unit, configured to determine, based on the target frequency range, the target operating frequency of the switching device of the motor controller as a first operating frequency, wherein the first operating frequency is outside the target frequency range.

[0025] Thirdly, embodiments of this application provide an electronic device, including: a processor and a memory configured to store processor-executable instructions; wherein the processor is configured to execute the instructions to implement any of the optional vehicle noise reduction methods described in the first aspect above.

[0026] Fourthly, embodiments of this application provide a vehicle including the electronic equipment described in the third aspect.

[0027] Fifthly, embodiments of this application provide a computer-readable storage medium storing instructions that, when executed by a device, enable the device to perform any of the optional vehicle noise reduction methods described in the first aspect.

[0028] In a sixth aspect, this application provides a computer program product including computer instructions that, when executed on a device's processor, enable the device to perform any of the optional vehicle noise reduction methods described in the first aspect above. Attached Figure Description

[0029] To more clearly illustrate the technical solutions in the embodiments of this application or the background art, the accompanying drawings used in the embodiments of this application will be described below.

[0030] Figure 1 This is a schematic diagram of the structure of a vehicle noise reduction system disclosed in an embodiment of this application; Figure 2 This is a schematic diagram of another vehicle noise reduction system disclosed in an embodiment of this application; Figure 3 This is a schematic flowchart of a vehicle noise reduction method disclosed in an embodiment of this application; Figure 4 This is a schematic flowchart of another vehicle noise reduction method disclosed in an embodiment of this application; Figure 5 This is a schematic flowchart of another vehicle noise reduction method disclosed in an embodiment of this application; Figure 6 This is a schematic diagram illustrating the weight of quietness requirement and the intensity of power requirement corresponding to different modes disclosed in the embodiments of this application; Figure 7 This is a schematic diagram illustrating a vehicle noise reduction effect disclosed in an embodiment of this application; Figure 8 This is a schematic diagram of the structure of a vehicle noise reduction device disclosed in an embodiment of this application; Figure 9 This is a schematic diagram of the structure of an electronic device disclosed in an embodiment of this application. Detailed Implementation

[0031] The terms “first,” “second,” etc., are used for descriptive purposes only and have no sequential or technical meaning, nor should they be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated.

[0032] In the embodiments of this application, "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, the character " / " in this document generally indicates that the preceding and following related objects have an "or" relationship.

[0033] The embodiments of this application are described below with reference to the accompanying drawings.

[0034] In some embodiments, the following vehicle noise reduction system can be applied in a vehicle, wherein the vehicle can be, but is not limited to, any type of vehicle with vehicle noise reduction function, such as a pure electric vehicle (PEV / BEV), a hybrid electric vehicle (HEV), a range-extended electric vehicle (REEV), a plug-in hybrid electric vehicle (PHEV), or a new energy vehicle.

[0035] Please see Figure 1 , Figure 1 This is a schematic diagram of the structure of a vehicle noise reduction system disclosed in an embodiment of this application. The vehicle noise reduction system of this application includes: a controller 101, a vibration sensor 102, a current sensor 103, and a PWM generator 104.

[0036] In some embodiments, a current sensor is used to acquire real-time current signals from the high-voltage circuit of the motor controller and transmit these signals to the controller. The controller receives the real-time current signals from the current sensor, identifies the resonant frequency and quality factor, calculates the target frequency range and the target operating frequency of the switching devices of the motor controller based on the resonant frequency and quality factor, generates a frequency control command based on the target operating frequency, and sends the frequency control command to the PWM generator. The PWM generator generates a corresponding pulse width modulation wave according to the received frequency control command to drive the switching devices to operate at the target operating frequency.

[0037] The vibration sensor is used to collect vibration signals from the motor controller and transmit these signals to the controller. The controller receives the vibration signals from the sensor, calculates the correlation between the vibration signals and the harmonic signals corresponding to the LC resonance, and thus determines the resonant frequency.

[0038] The controller is also used to extract the amplitude of the vibration signal and determine whether the vibration amplitude exceeds the preset threshold. If so, it recalculates the resonant frequency, quality factor and target frequency range until the vibration amplitude meets the noise reduction requirement.

[0039] like Figure 2 As shown, the controller can be the main control chip, and the current sensor can be a high-precision analog-to-digital converter (ADC) (sampling rate ≥200kHz) for current signal acquisition. The PWM generator can be an SVPWM generator unit, and the vibration sensor is installed in a key location on the electric drive housing or battery pack.

[0040] See again Figure 2 , Figure 2 This is a schematic diagram of the functional architecture of the vehicle noise reduction system disclosed in an embodiment of this application.

[0041] The controller includes: an online resonant frequency identification module and a multi-modal collaborative control decision module. The online resonant frequency identification module calculates the resonant frequency based on the real-time current signal. The multi-modal collaborative control decision module calculates the quality factor and target frequency range, and determines the target operating frequency of the motor controller's switching devices based on the target frequency range and information such as throttle and vehicle speed transmitted via the vehicle bus.

[0042] The current sensor corresponds to the signal acquisition module, which is used to acquire the real-time current signal (ripple current) of the high-voltage circuit (high-voltage DC bus) of the motor controller. The PWM generator corresponds to the power execution module, which is used to output frequency adjustment commands to the motor controller based on the target operating frequency, controlling the switching devices to operate at the target operating frequency to achieve vehicle noise reduction.

[0043] The multimodal collaborative control decision module is also used to acquire vibration signals detected by vibration sensors, extract the amplitude of vibration signals, and determine whether the vibration amplitude exceeds the preset threshold. If so, the resonant frequency, quality factor, and target frequency range are recalculated to complete auxiliary verification and closed loop.

[0044] In some embodiments, the vehicle noise reduction method of this application can be applied to the controller of the above-mentioned vehicle noise reduction system.

[0045] like Figure 3 As shown, the vehicle noise reduction method of this application includes the following steps: S301. Determine the resonant frequency corresponding to the LC resonant signal generated by the high-voltage circuit of the motor controller.

[0046] The high-voltage circuit of the motor controller refers to the high-voltage electrical transmission and conversion path connecting the battery pack and the power module of the motor controller. It is used to receive the DC power output from the battery pack and convert it into adjustable frequency and voltage three-phase AC power through the switching action of the switching device to drive the motor.

[0047] The LC resonant signal is generated by the LC resonant circuit composed of capacitor (C) and inductor (L) in the high voltage circuit. When the switching frequency of the switching device in the circuit or its low-order harmonics are close to the LC resonant frequency of the high voltage circuit, significant frequency resonance will be excited, resulting in a large amplification of the harmonic current, which in turn excites the electric drive housing, battery pack or body structure to produce unpleasant high-frequency howling noise.

[0048] The condition that the energy of an LC resonant signal is greater than a preset energy threshold means that only high-energy resonant signals will generate significant noise, while low-energy resonant signals can be ignored. By screening LC resonant signals with energy exceeding the preset energy threshold, the resonant frequency that causes noise can be accurately identified.

[0049] One possible implementation involves acquiring real-time current waveform data of the high-voltage circuit using a current sensor; performing a Fourier transform on the acquired waveform to extract the energy values ​​of all frequency components; and selecting the frequency components with energy greater than a preset energy threshold, which is then identified as the resonant frequency. Specifically, this process can be implemented by selecting the frequency range with energy greater than the preset energy threshold and determining the average frequency of that range as the resonant frequency.

[0050] As another possible implementation, the target frequency band corresponding to the LC resonance generated by the high voltage circuit of the motor controller is determined; the frequency corresponding to the highest energy point within the target frequency band is determined as the resonant frequency.

[0051] The target frequency band represents the frequency range that the LC resonance of the high-voltage circuit may cover, which can be determined by the equivalent LC parameters of the high-voltage circuit, the output voltage characteristics of the battery pack, and the capacity of the battery pack.

[0052] It should be understood that when the high-voltage circuit of the motor controller experiences LC resonance, the current value of the high-voltage circuit is at its maximum, which is reflected in the frequency spectrum as the energy peak. This application uses the frequency corresponding to the energy peak within the target frequency band as the resonant frequency to accurately reflect the true resonant frequency of the high-voltage circuit. Generally speaking, the energy peak (energy peak) when significant LC resonance occurs is quite significant, and this energy peak must be greater than the preset energy threshold.

[0053] In one possible implementation, the acquired current signal is bandpass filtered to extract the ripple component within the target frequency band (e.g., 5kHz–15kHz). Short-time Fourier transform (STFT) combined with windowing (e.g., Hanning window) and peak interpolation algorithm is used to perform spectrum analysis. By identifying the highest energy peak in the spectrum, the highest energy point and the frequency corresponding to the highest energy point are obtained.

[0054] In one possible implementation, the correlation between the harmonic signal corresponding to the LC resonance and the vibration signal of the motor controller is determined; if the correlation is greater than or equal to a preset correlation threshold, the frequency corresponding to the highest energy point in the target frequency band is determined as the resonant frequency.

[0055] It should be understood that electromagnetic interference exists in the high-voltage circuit of the motor controller. The interference signal may overlap with the resonant signal, and relying solely on the energy peak value cannot distinguish between the true resonant signal and the interference signal. Since the current harmonics caused by LC resonance directly excite the controller housing to vibrate, there is a strong causal relationship between the resonant harmonic signal and the vibration signal, while the interference signal does not have this relationship. This application calculates the correlation. When the correlation is greater than or equal to a preset correlation threshold, using the frequency corresponding to the highest energy point within the target frequency band as the resonant frequency can effectively remove electromagnetic interference and improve the accuracy of the resonant frequency.

[0056] It should be noted that the correlation between the harmonic signal corresponding to LC resonance and the vibration signal of the motor controller can be calculated using any method that can calculate the correlation, such as the Pearson correlation coefficient method or the coherence coefficient method.

[0057] S302. Determine the quality factor of the high-voltage circuit of the motor controller based on the resonant frequency.

[0058] Among them, the quality factor is used to characterize the resonance characteristics of the high-voltage circuit of the motor controller. The larger the quality factor, the sharper the resonance peak and the more concentrated the resonance energy. The smaller the quality factor, the flatter the resonance peak and the more dispersed the energy distribution.

[0059] As one possible implementation, the half-power bandwidth corresponding to the resonant signal is determined; the ratio of the resonant frequency to the half-power is determined as the quality factor of the high-voltage circuit of the motor controller.

[0060] In one possible implementation, the quality factor satisfies the following relationship:

[0061] Where Q represents the quality factor, fp represents the resonant frequency, and Bw represents the half-power bandwidth, which is also the bandwidth corresponding to -3dB.

[0062] S303. Determine the target frequency range based on the resonant frequency and quality factor.

[0063] The target frequency range includes the resonant frequency, and the width of the target frequency range is negatively correlated with the quality factor.

[0064] The target frequency range refers to the frequency range that needs to be forcibly avoided. If the switching frequency falls into this range, it will excite LC resonance and generate noise.

[0065] As one possible implementation, the width of the target frequency range is determined based on the resonant frequency and the quality factor. Then, with the resonant frequency as the center, the upper and lower limits of the target frequency range are calculated to obtain the target frequency range. Specifically, the target frequency range satisfies the following relationship:

[0066] Where Δf represents the width of the target frequency range, k represents the safety factor, which can be 1.1 to 1.5, and f_r represents the resonant frequency, which is the same as fp.

[0067] It should be noted that, in actual operation, the circuit inductance L and capacitance C will drift slightly due to temperature and current, resulting in errors in the calculated values ​​of the resonant frequency and quality factor. This may lead to some resonant energy regions not being covered, and the switching frequency still carries the risk of generating noise. Setting k ensures that the target frequency range can completely cover the actual resonant energy distribution range, preventing the switching frequency from falling into the target frequency range due to parameter drift.

[0068] It should be understood that the quality factor directly determines the sharpness of the resonant peak and the energy distribution range. A larger quality factor results in lower energy loss in the circuit, a sharper resonant peak, and energy highly concentrated near the resonant frequency. In this case, the target frequency range to be avoided is narrower. Conversely, a smaller quality factor indicates greater energy loss in the circuit, a flatter resonant peak, and energy dispersed over a wider frequency range. In this case, the target frequency range to be avoided is wider. This application determines the target frequency range by using both the resonant frequency and the quality factor, ensuring that the target frequency range accurately matches the actual distribution range of the resonant energy.

[0069] S304. Based on the target frequency range, determine the target operating frequency of the switching devices of the motor controller as the first operating frequency.

[0070] The target operating frequency refers to the switching frequency of the switching devices in the motor controller.

[0071] The first operating frequency is outside the target frequency range. The first operating frequency can be any frequency outside the target frequency range, or it can be the frequency that has the least impact on motor efficiency.

[0072] As one possible implementation, the low-order harmonic frequency corresponding to the low-order harmonic generated by the switching device is determined based on the number of rotor pole pairs of the motor and the candidate operating frequency of the switching device; if neither the candidate operating frequency nor the low-order harmonic frequency falls within the target frequency range, the candidate operating frequency is determined as the first operating frequency.

[0073] In one possible implementation, the first operating frequency satisfies the following relationship:

[0074] Where fs represents the candidate operating frequency, also known as the first operating frequency, and n represents the number of rotor pole pairs, which can be 1, 2, 3, etc.

[0075] It should be understood that when the switching devices of the motor controller are operating, they not only generate a fundamental signal consistent with the resonant frequency, but also low-order harmonic signals. If the frequencies of these low-order harmonics fall within the target frequency range, they will also excite the LC resonance of the high-voltage circuit and generate noise. Only verifying the fundamental frequency of the candidate operating frequency will miss the risk of noise reduction failure caused by harmonics. Therefore, during noise reduction, it is also necessary to identify and avoid the target frequency range for low-order harmonic frequencies. This application determines the first operating frequency based on the number of rotor pole pairs of the motor and the candidate operating frequency of the switching devices, which can achieve dual frequency avoidance of the fundamental and harmonics, blocking the resonant excitation source and improving the noise reduction effect.

[0076] As another possible implementation, if the first operating frequency exceeds the upper limit of the rated frequency range, the operating frequency is corrected to the upper limit of the rated frequency range; and / or, if the first operating frequency exceeds the lower limit of the rated frequency range, the operating frequency is corrected to the lower limit of the rated frequency range.

[0077] It should be understood that the rated frequency range of a switching device is the frequency range that ensures its safe operation. Exceeding the upper limit of the frequency can easily lead to damage to the switching device, while exceeding the lower limit will cause increased motor torque pulsation and decreased operating efficiency. This application corrects the first operating frequency that exceeds the rated frequency range to the upper and lower limits of the rated frequency range, which can achieve frequency avoidance and noise reduction while ensuring the safe operation of the switching device.

[0078] Therefore, since only high-energy LC resonant signals can generate significant noise, this application can accurately identify the resonant frequency that causes noise by determining the resonant frequency corresponding to the LC resonant signal with energy greater than a preset energy threshold. A higher quality factor results in a sharper resonance peak and a narrower target frequency range. This application determines the target frequency range by combining the resonant frequency and the quality factor, ensuring that the target frequency range accurately matches the actual distribution range of the resonant energy. This ensures that the target operating frequency of the switching device always precisely avoids the target frequency range, preventing either an excessively wide range from compressing the frequency space for efficient motor operation or an excessively narrow range from causing frequency avoidance failure, thus significantly improving the noise reduction effect of the vehicle.

[0079] In some embodiments, when determining the target operating frequency of the switching device, user needs also need to be considered. For example, when users have high requirements for quiet driving, they tend to choose a frequency control strategy that prioritizes quietness; when users have high requirements for vehicle power response, they tend to choose a frequency control strategy that prioritizes performance. Therefore, the above-mentioned S304 can be implemented as follows: when the driving scenario is a quietness-priority scenario, the target operating frequency of the switching device of the motor controller is determined as the first operating frequency according to the target frequency range.

[0080] As one possible approach, the driving scenario is determined to be a quiet-priority scenario based on the user-triggered silent mode command, or when the vehicle is in a low-noise cruising or in-vehicle voice interaction activation.

[0081] It should be understood that the requirement for quiet operation scenarios is to suppress vehicle body vibration and electromagnetic noise caused by LC resonance in the high-voltage circuit, thereby improving driving comfort. This application uses the first operating frequency that avoids the target frequency range as the switching frequency, which can block the resonant excitation source from the source and meet the user's ultimate demand for in-vehicle quietness.

[0082] In some embodiments, S304 can also be implemented as follows: when the driving scenario is a performance-priority scenario, the target operating frequency of the switching device of the motor controller is determined to be a second operating frequency. The second operating frequency represents the operating frequency of the switching device corresponding to a motor operating efficiency greater than a preset efficiency threshold.

[0083] As one possible approach, based on user-triggered motion mode commands, or when the vehicle is in high-power demand conditions such as rapid acceleration, hill climbing, or high-speed overtaking, the driving scenario is determined to be a performance-priority scenario.

[0084] It should be understood that the requirement for performance-priority scenarios is to maximize the motor's output power and operating efficiency, and to prioritize the vehicle's power performance. In this case, there is no need to forcibly avoid the target frequency range. Instead, the second operating frequency corresponding to the peak motor efficiency can be selected, which can put the electric drive system in the optimal energy conversion state. At the same time, the maximum output power of the current battery needs to be evaluated based on the battery pack capacity change pattern to ensure that the motor power requirement corresponding to the second operating frequency matches the battery power supply capacity, thereby meeting the user's needs for vehicle power response.

[0085] In some embodiments, when the user has no explicit requirement, the frequency strategy can be dynamically adjusted based on the vehicle's real-time operating conditions and driving mode. Therefore, as... Figure 4 As shown, the above S304 also includes the following steps: S401. In the case of an adaptive driving scenario, determine the first weight and the second weight based on the vehicle's throttle opening change rate, average vehicle speed, and motor output power.

[0086] The first weight is used to characterize the current vehicle's demand for motor noise reduction; the second weight is used to characterize the current vehicle's demand for motor operating efficiency.

[0087] As one possible implementation, the throttle opening change rate, average vehicle speed, and motor output power are used as inputs. The fuzzy logic controller queries a preset fuzzy logic table and outputs the basic noise requirement weight α0 (first weight) and the basic performance requirement weight β0 (second weight), where α0 + β0 = 1.

[0088] Specifically, the throttle opening change rate, average vehicle speed, and motor output power are divided into three fuzzy subsets: low, medium, and high. A membership function is set for each subset. Based on the constructed fuzzy logic rule table, the basic noise reduction requirement weight α0 and the basic performance requirement weight β0 are output through fuzzy reasoning and defuzzification operations.

[0089] S402. The first operating frequency is weighted based on the first weight, and the second operating frequency is weighted based on the second weight. The weighted first operating frequency and the weighted second operating frequency are summed to obtain the target operating frequency of the switching device of the motor controller.

[0090] The second operating frequency refers to the operating frequency of the switching device when the motor's operating efficiency is greater than a preset efficiency threshold.

[0091] As one possible implementation, the user-set driving mode is determined; the driving mode includes at least one of the following: economy mode, comfort mode, and sport mode; when the driving mode is economy mode, a first weight is increased and a second weight is decreased; or, when the driving mode is comfort mode, the first weight and the second weight remain unchanged; or, when the driving mode is sport mode, the first weight is decreased and the second weight is increased; a first operating frequency is weighted based on the modified first weight, and a second operating frequency is weighted based on the modified second weight; the weighted first operating frequency and the weighted second operating frequency are summed to determine the target operating frequency of the switching device of the motor controller.

[0092] In one possible implementation, a driving mode signal (e.g., "Economy / Comfort / Sport") is received from the vehicle. A feedforward gain factor G is set for this signal. For Economy mode, G is biased towards quietness (e.g., 1.2); for Sport mode, G is biased towards performance (e.g., 0.8); and for Comfort mode, G is 1.0. The weights after gain are calculated: α1 = G α0, β1 = 1 - α0, thus obtaining α1 (the corrected first weight) and β1 (the corrected second weight).

[0093] It should be understood that driving modes can reflect user preferences or needs. In Eco mode, the weight of quietness is increased, which can enhance the quietness of scenarios such as urban commuting. In Sport mode, the weight of performance is increased, which can ensure the power response in scenarios such as rapid acceleration and hill climbing. Comfort mode maintains a balanced weight, taking into account both driving quietness and efficiency.

[0094] Therefore, the first and second weights are determined based on three parameters: throttle opening change rate, average vehicle speed, and motor output power. This ensures that the weight allocation is highly matched with the real-time operating status of the vehicle. Then, by weighted fusion of the first operating frequency that prioritizes noise reduction and the second operating frequency that prioritizes efficiency, a target operating frequency that is precisely adapted to the current operating conditions is output, so that the target operating frequency takes into account both quietness and operating efficiency.

[0095] like Figure 5 As shown, this application executes the following process cyclically on the main control chip at a fixed period (e.g., 10ms): Step S1: Acquire current and vibration signals. Acquire DC bus current at a high sampling rate and perform digital bandpass filtering.

[0096] Step S2: Resonant Frequency and Quality Factor Identification. Perform STFT analysis on the filtered signal to identify the main peak frequency f_p in the spectrum, calculate the -3dB bandwidth Bw of this peak, and obtain the Q value. After performing coherence verification, output f_r and Q.

[0097] Step S3: Pattern Judgment and Frequency Decision.

[0098] S31. Calculate the dynamic warning frequency band: Δf=k f_r / Q; the warning frequency band is [f_r-Δf / 2, f_r+Δf / 2].

[0099] S32. Scene Awareness: Determine if the preset silent scene is met, such as "Follow-the-Car Mode", "Music Mode", or "Open Window Mode". If so, directly apply the corresponding mode logic.

[0100] For example, when the vehicle speed is less than 40 km / h and the throttle opening is less than 20%, it is judged as "follow-the-car mode". At this time, the car is relatively quiet, and the high-frequency whistling sound is more prominent. The driver and passengers are sensitive to the high-frequency whistling sound, so "silence priority" is forcibly adopted. If the music in the car is turned on and the volume is greater than level 5, it is judged as "music mode". If the car window is open, it is judged as "open window mode". In these two modes, because the background noise such as music, wind noise and road noise is large, it will mask the high-frequency whistling sound. At this time, the driver and passengers are not sensitive to the high-frequency whistling sound, so "performance priority" is forcibly adopted.

[0101] (1) Quiet priority: Applicable scenarios: Conditions where extreme quietness is required, such as constant speed cruising, low-speed crawling, reversing into a parking space, and in-vehicle communication.

[0102] Decision logic: Within the safe operating frequency range of power devices (e.g., 5kHz~15kHz), find a frequency range that satisfies that f_s1 and its main low-order harmonics are completely out of the dynamic warning frequency band, and that |n×(f_s1-f_r)|>Δf / 2.

[0103] (2) Performance priority: Applicable scenarios: High-load conditions with extremely high requirements for power response and system efficiency, such as rapid acceleration, high-speed overtaking, and continuous uphill climbing.

[0104] Decision logic: Ignoring minor noise differences, the switching frequency f_s2 is locked at a preset value that maximizes system efficiency at the current speed and torque. This preset value can be obtained by looking up a table from the "efficiency-frequency-speed-torque" MAP obtained from offline testing.

[0105] (3) Intelligent Adaptation: Based on signals such as throttle opening Apd and vehicle speed Ves, the noise demand weight α and power demand weight β are calculated in real time (satisfying α+β=1). The decision results of the above two modes are weighted and fused to output the globally optimal f_s.

[0106] like Figure 6 As shown, in Silent Mode (low power demand, low speed), the weight of quietness demand is high, and the intensity of power demand is low. In Performance Mode (rapid acceleration, high speed mode), the weight of quietness demand is low, and the intensity of power demand is high. In Intelligent Adaptive Mode (dynamically balancing quietness and power), the weight of quietness demand and the intensity of power demand are adaptively adjusted.

[0107] S33. Basic weight calculation: Using the throttle opening change rate and motor power as inputs, query the preset fuzzy logic table to obtain the basic weights α0 and β0.

[0108] S34. Driving Mode Gain: Select a gain factor G (e.g., 1.2 / 1.0 / 0.8) based on the current driving mode (Eco / Comfort / Sport).

[0109] S35. Parallel Computation: Calculate f_s1 according to the silence priority logic. Look up f_s2 in the efficiency MAP table.

[0110] S36. Fusion Output: f_s=α1 f_s1+β f_s2.

[0111] Step S4: Execution and Monitoring. f_s is sent to the power module for execution, and vibration feedback is continuously monitored to achieve closed-loop optimization.

[0112] like Figure 7 As shown, under normal temperature conditions, the system initially identifies f_r=8.6kHz and f_s=7.4kHz, effectively avoiding frequencies. After high-temperature aging test, the LC resonant frequency drifts to 7.6kHz. After completing the above steps, the system automatically identifies and adjusts f_s to 6.2kHz, thereby achieving vehicle noise reduction.

[0113] The foregoing mainly describes the solutions provided by the embodiments of this application from a methodological perspective. To achieve the above functions, the vehicle noise reduction device or electronic device includes hardware structures and / or software modules corresponding to the execution of each function. Those skilled in the art should readily recognize that, based on the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein, this application can be implemented in hardware or a combination of hardware and computer software. Whether a function is executed in hardware or by computer software driving hardware depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0114] This application embodiment can, according to the above method, exemplarily divide a vehicle noise reduction device or electronic device into functional modules. For example, the vehicle noise reduction device or electronic device may include functional modules corresponding to each functional division, or two or more functions may be integrated into one processing module. The integrated module can be implemented in hardware or as a software functional module. It should be noted that the module division in this application embodiment is illustrative and only represents one logical functional division; in actual implementation, there may be other division methods.

[0115] Please see Figure 8 , Figure 8 This is a schematic diagram of the structure of a vehicle noise reduction device disclosed in an embodiment of this application. The vehicle noise reduction device 800 includes: a first determining unit 810, a second determining unit 820, a third determining unit 830, and a processing unit 840.

[0116] The first determining unit 810 is used to determine the resonant frequency corresponding to the LC resonant signal generated by the high-voltage circuit of the motor controller; the energy of the LC resonant signal is greater than a preset energy threshold.

[0117] The second determining unit 820 is used to determine the quality factor of the high-voltage circuit of the motor controller based on the resonant frequency; the quality factor is used to characterize the resonant characteristics of the high-voltage circuit of the motor controller.

[0118] The third determining unit 830 is used to determine the target frequency range based on the resonant frequency and the quality factor; the target frequency range includes the resonant frequency, and the width of the target frequency range is negatively correlated with the quality factor.

[0119] The processing unit 840 is used to determine the target operating frequency of the switching device of the motor controller as a first operating frequency based on the target frequency range, wherein the first operating frequency is outside the target frequency range.

[0120] In one possible embodiment, the processing unit 840 is specifically configured to determine the target operating frequency of the switching device of the motor controller as a first operating frequency based on the target frequency range when the driving scenario is a quiet-priority scenario.

[0121] In one possible embodiment, the processing unit 840 is further configured to, when the driving scenario is an adaptive scenario, determine a first weight and a second weight based on the vehicle's throttle opening change rate, average vehicle speed, and motor output power; the first weight is used to characterize the current vehicle's demand for motor noise reduction; the second weight is used to characterize the current vehicle's demand for motor operating efficiency; the first operating frequency is weighted based on the first weight, and the second operating frequency is weighted based on the second weight, and the weighted first operating frequency and the weighted second operating frequency are summed to obtain the target operating frequency of the switching device of the motor controller; the second operating frequency represents the operating frequency of the switching device corresponding to a motor operating efficiency greater than a preset efficiency threshold.

[0122] In one possible embodiment, the processing unit 840 is specifically configured to determine the driving mode set by the user; the driving mode includes at least one of the following: economy mode, comfort mode, and sport mode; when the driving mode is economy mode, increase the first weight and decrease the second weight; or, when the driving mode is comfort mode, keep the first weight and the second weight unchanged; or, when the driving mode is sport mode, decrease the first weight and increase the second weight; weight the first operating frequency based on the modified first weight, and weight the second operating frequency based on the modified second weight, and sum the weighted first operating frequency and the weighted second operating frequency to determine the target operating frequency of the switching device of the motor controller.

[0123] In one possible embodiment, the processing unit 840 is specifically configured to determine the low-order harmonic frequency corresponding to the low-order harmonic generated by the switching device based on the number of rotor pole pairs of the motor and the candidate operating frequency of the switching device; and to determine the candidate operating frequency as the first operating frequency if neither the candidate operating frequency nor the low-order harmonic frequency falls within the target frequency range.

[0124] In one possible embodiment, the processing unit 840 is further configured to correct the operating frequency to the upper limit of the rated frequency range if the first operating frequency exceeds the upper limit of the rated frequency range; and / or, correct the operating frequency to the lower limit of the rated frequency range if the first operating frequency exceeds the lower limit of the rated frequency range.

[0125] In one possible embodiment, the first determining unit 810 is specifically used to determine the target frequency band corresponding to the LC resonance generated by the high voltage circuit of the motor controller; and to determine the frequency corresponding to the highest energy point within the target frequency band as the resonant frequency.

[0126] In one possible embodiment, the first determining unit 810 is specifically used to determine the correlation between the harmonic signal corresponding to the LC resonance and the vibration signal of the motor controller; if the correlation is greater than or equal to a preset correlation threshold, the frequency corresponding to the highest energy point in the target frequency band is determined as the resonant frequency.

[0127] In one possible embodiment, the second determining unit 820 is specifically used to determine the half-power bandwidth corresponding to the resonant signal; and to determine the ratio of the resonant frequency to the half-power as the quality factor of the high-voltage circuit of the motor controller.

[0128] Please see Figure 9 The electronic device 900 provided in this application embodiment includes, but is not limited to, a processor 901 and a memory 902.

[0129] The aforementioned memory 902 is used to store the executable instructions of the aforementioned processor 901. It is understood that the aforementioned processor 901 is configured to execute instructions to implement the vehicle noise reduction method in the above embodiments.

[0130] It should be noted that those skilled in the art will understand that Figure 9 The electronic device structure shown does not constitute a limitation on electronic device 900; electronic device may include, but is not limited to, other electronic devices. Figure 9 This may indicate more or fewer components, or combinations of certain components, or different component arrangements.

[0131] Processor 901 is the control center of electronic device 900. It connects various parts of the electronic device via various interfaces and lines. By running or executing software programs and / or modules stored in memory 902, and by calling data stored in memory 902, it performs various functions and processes data of electronic device 900, thereby providing overall monitoring of electronic device 900. Processor 901 may include one or more processing units. Optionally, processor 901 may integrate an application processor and a modem processor. The application processor mainly handles the operating system, user interface, and applications, while the modem processor mainly handles wireless communication. It is understood that the modem processor may not be integrated into processor 901.

[0132] The memory 902 can be used to store software programs and various data. The memory 902 may primarily include a program storage area and a data storage area. The program storage area may store the operating system, application programs required by at least one functional module (such as a determination unit, processing unit, etc.), etc. Furthermore, the memory 902 may include high-speed random access memory, and may also include non-volatile memory, such as at least one disk storage device, flash memory device, or other volatile solid-state storage device.

[0133] In an exemplary embodiment, a vehicle is also provided, including the electronic equipment described above.

[0134] In an exemplary embodiment, a computer-readable storage medium including instructions is also provided, such as a memory 902 including instructions, which can be executed by a processor 901 of an electronic device 900 to implement the methods in the above embodiments.

[0135] In actual implementation, Figure 8 The functions of each module can be provided by Figure 9 The processor 901 calls the computer program stored in the memory 902 to implement the process. The specific execution process can be found in the description of the method section in the previous embodiment, and will not be repeated here.

[0136] Optionally, the computer-readable storage medium may be a non-transitory computer-readable storage medium, such as a read-only memory (ROM), random access memory (RAM), CD-ROM, magnetic tape, floppy disk, and optical data storage device.

[0137] In an exemplary embodiment, this application also provides a computer program product including one or more instructions, which can be executed by the processor 901 of the electronic device 900 to perform the methods described above.

[0138] It should be noted that when one or more instructions in the computer-readable storage medium or computer program product are executed by the processor of an electronic device, they implement the various processes of the above method embodiments and achieve the same technical effect as the above method. To avoid repetition, they will not be described again here.

[0139] Through the above description of the embodiments, those skilled in the art can clearly understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0140] In the several embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another apparatus, or some features may be ignored or not executed. Furthermore, the mutual coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0141] The units described as separate components may or may not be physically separate. A component shown as a unit can be one or more physical units; that is, it can be located in one place or distributed in multiple different locations. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0142] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0143] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a readable storage medium. Based on this understanding, the technical solutions of the embodiments of this application, essentially, or the parts that contribute to the prior art, or all or part of the technical solutions, can be embodied in the form of a software product. This software product is stored in a storage medium and includes several instructions to cause a device (which may be a microcontroller, chip, etc.) or processor to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, ROM, RAM, magnetic disks, or optical disks.

[0144] It should be understood that the application of this application is not limited to the examples above. Those skilled in the art can make improvements or modifications based on the above description, and all such improvements and modifications should fall within the protection scope of the appended claims. Those skilled in the art can understand that implementing all or part of the processes of the above embodiments and making equivalent changes according to the claims of this application still fall within the scope of this application.

Claims

1. A vehicle noise reduction method, characterized in that, The method includes: Determine the resonant frequency corresponding to the LC resonant signal generated by the high-voltage circuit of the motor controller; the energy of the LC resonant signal is greater than a preset energy threshold. Based on the resonant frequency, the quality factor of the high-voltage circuit of the motor controller is determined; the quality factor is used to characterize the resonant characteristics of the high-voltage circuit of the motor controller. A target frequency range is determined based on the resonant frequency and the quality factor; the target frequency range includes the resonant frequency, and the width of the target frequency range is negatively correlated with the quality factor. Based on the target frequency range, the target operating frequency of the switching device of the motor controller is determined to be a first operating frequency, which is outside the target frequency range.

2. The method according to claim 1, characterized in that, The step of determining the target operating frequency of the switching device of the motor controller as the first operating frequency based on the target frequency range includes: In a driving scenario where quietness is the priority, the target operating frequency of the switching device of the motor controller is determined as the first operating frequency based on the target frequency range.

3. The method according to claim 2, characterized in that, The method further includes: In an adaptive driving scenario, a first weight and a second weight are determined based on the vehicle's throttle opening change rate, average vehicle speed, and motor output power. The first weight is used to characterize the current vehicle's demand for motor noise reduction, and the second weight is used to characterize the current vehicle's demand for motor operating efficiency. The first operating frequency is weighted based on the first weight, and the second operating frequency is weighted based on the second weight. The weighted first operating frequency and the weighted second operating frequency are summed to obtain the target operating frequency of the switching device of the motor controller. The second operating frequency represents the operating frequency of the switching device corresponding to a motor operating efficiency greater than a preset efficiency threshold.

4. The method according to claim 3, characterized in that, The step of weighting the first operating frequency based on the first weight and weighting the second operating frequency based on the second weight, and then summing the weighted first operating frequency and the weighted second operating frequency to obtain the target operating frequency of the switching device of the motor controller includes: Determine the user-set driving mode; the driving mode includes at least one of the following: Eco mode, Comfort mode, Sport mode; When the driving mode is the economy mode, increase the first weight and decrease the second weight; or... When the driving mode is the comfort mode, the first weight and the second weight remain unchanged; or... When the driving mode is the sport mode, decrease the first weight and increase the second weight; The first operating frequency is weighted based on the modified first weight, and the second operating frequency is weighted based on the modified second weight. The weighted first operating frequency and the weighted second operating frequency are summed to determine the target operating frequency of the switching device of the motor controller.

5. The method according to claim 1, characterized in that, The step of determining the operating frequency of the switching device of the motor controller as the first operating frequency based on the target frequency range includes: Based on the number of rotor pole pairs of the motor and the candidate operating frequency of the switching device, determine the low-order harmonic frequency corresponding to the low-order harmonic generated by the switching device. If neither the candidate operating frequency nor the lower harmonic frequency falls within the target frequency range, the candidate operating frequency is determined as the first operating frequency.

6. The method according to claim 1, characterized in that, The method further includes: If the first operating frequency exceeds the upper limit of the rated frequency range, the operating frequency is corrected to the upper limit of the rated frequency range; and / or, If the first operating frequency exceeds the lower limit of the rated frequency range, the operating frequency is corrected to the lower limit of the rated frequency range.

7. The method according to claim 1, characterized in that, Determining the resonant frequency corresponding to the LC resonant signal generated by the high-voltage circuit of the motor controller includes: Determine the target frequency band corresponding to the LC resonance generated by the high-voltage circuit of the motor controller; The frequency corresponding to the highest energy point within the target frequency band is determined as the resonant frequency.

8. The method according to claim 7, characterized in that, The step of determining the frequency corresponding to the highest energy point within the target frequency band as the resonant frequency includes: Determine the correlation between the harmonic signal corresponding to the LC resonance and the vibration signal of the motor controller; If the correlation is greater than or equal to a preset correlation threshold, the frequency corresponding to the highest energy point in the target frequency band is determined as the resonant frequency.

9. The method according to claim 1, characterized in that, Determining the quality factor of the high-voltage circuit of the motor controller based on the resonant frequency includes: Determine the half-power bandwidth corresponding to the resonant signal; The ratio of the resonant frequency to the half-power is determined as the quality factor of the high-voltage circuit of the motor controller.

10. A vehicle noise reduction device, characterized in that, include: The first determining unit is used to determine the resonant frequency corresponding to the LC resonant signal generated by the high-voltage circuit of the motor controller. The energy of the LC resonant signal is greater than a preset energy threshold. The second determining unit is used to determine the quality factor of the high-voltage circuit of the motor controller based on the resonant frequency; the quality factor is used to characterize the resonant characteristics of the high-voltage circuit of the motor controller. The third determining unit is used to determine the target frequency range based on the resonant frequency and the quality factor; The target frequency range includes the resonant frequency, and the width of the target frequency range is negatively correlated with the quality factor. The processing unit is configured to determine, based on the target frequency range, the target operating frequency of the switching device of the motor controller as a first operating frequency, wherein the first operating frequency is outside the target frequency range.

11. An electronic device, characterized in that, include: processor; Memory used to store the processor's executable instructions; The processor is configured to execute the instructions to implement the method as described in any one of claims 1 to 9.

12. A vehicle, characterized in that, include: The electronic device as claimed in claim 11.

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