Method and device for suppressing modal coupling noise, vehicle, medium and program product

Abstract

The application relates to the technical field of vehicle vibration, in particular to a mode coupling noise suppression method and device, a vehicle, a medium and a program product, wherein the method comprises the following steps: obtaining operation data of a motor and local modal data of the motor on a preset transmission path; based on the operation data and the local modal data, determining mode coupling noise of the vehicle; if the mode coupling noise is greater than a preset noise threshold, corresponding noise suppression instructions are generated, and the mode coupling noise is suppressed until the mode coupling noise after suppression is less than or equal to the preset noise threshold. Therefore, in the related art, the motor performance improvement and cost control are difficult to balance, the full working condition dynamic excitation under a wide speed range cannot be covered, structural changes lead to a long research and development cycle and increase the weight of the vehicle body, affect the endurance, lack of dynamic adaptive regulation and control ability based on real-time working conditions, and it is difficult to effectively solve the complex mode coupling noise and other problems from the source without sacrificing the core performance of the vehicle.

Description

Technical Field

[0001] This application relates to the field of vehicle vibration technology, and in particular to a method, device, vehicle, medium, and program product for suppressing modal coupling noise. Background Technology

[0002] Compared to gasoline-powered vehicles, electric vehicles lack the masking effect of high-frequency noise such as engine exhaust noise, resulting in a stronger subjective perception of low-frequency booming sounds. This significantly impacts driving comfort and has become one of the key bottlenecks restricting the improvement of NVH (Noise, Vibration, and Harshness) performance of electric vehicles.

[0003] In related technologies, the control technology for modal coupling noise of electric vehicles mainly follows the passive control approach of fuel vehicles. Specifically, it includes: first, optimizing the motor body design by adjusting the motor pole slot matching, optimizing the winding structure, and improving the rotor dynamic balance accuracy to reduce the intensity of the motor excitation source; second, improving the transmission path structure by increasing the wall thickness of the local structure of the transmission path, adding reinforcing ribs, and replacing the bushing with high-damping material to change the local modal frequency or attenuate the vibration transmission; and third, adding sound-absorbing / sound-insulating materials in the passenger compartment to reduce the in-vehicle radiation effect of noise.

[0004] However, the relevant technologies generally suffer from the inability to balance motor performance and cost, the inability of passive optimization schemes to adapt to dynamic changes across a wide range of speeds and operating conditions, the long development cycle of structural modifications that affect range, and the lack of dynamic adaptive control capabilities. It is difficult to effectively solve the complex modal coupling noise problem from the source without sacrificing the core performance of the vehicle, and improvements are urgently needed. Summary of the Invention

[0005] This application provides a method, device, vehicle, medium, and program product for suppressing modal coupling noise, in order to solve the problems in related technologies, such as the difficulty in balancing motor performance improvement and cost control, the inability to cover dynamic excitation under all operating conditions across a wide speed range, the lengthy development cycle caused by structural modifications and the increase in vehicle weight affecting range, and the lack of dynamic adaptive control capabilities based on real-time operating conditions, making it difficult to effectively solve complex modal coupling noise problems from the source without sacrificing the core performance of the vehicle.

[0006] The first aspect of this application provides a method for suppressing modal coupling noise, comprising the following steps: acquiring motor operating data and local modal data of the motor on a preset transmission path; determining the modal coupling noise of a vehicle based on the operating data and the local modal data; if the modal coupling noise is greater than a preset noise threshold, generating a corresponding noise suppression command based on the modal coupling noise, and suppressing the modal coupling noise based on the noise suppression command until the suppressed modal coupling noise is less than or equal to the preset noise threshold.

[0007] Optionally, in one embodiment of this application, determining the modal coupling noise of the vehicle based on the operating data and the local modal data includes: extracting motor speed data from the operating data and calculating the characteristic order excitation frequency of the motor based on the motor speed data; extracting modal frequency features from the local modal data and determining the corresponding local modal frequency based on the modal frequency features; calculating the absolute value of the difference between the characteristic order excitation frequency and the local modal frequency; and if the absolute value of the difference is less than a preset difference threshold, determining the modal coupling noise based on the absolute value of the difference.

[0008] Optionally, in one embodiment of this application, generating a corresponding noise suppression command based on the modal coupling noise includes: determining a corresponding coupling noise frequency based on the modal coupling noise; if the coupling noise frequency is less than a preset frequency threshold, generating a frequency offset command in the noise suppression command based on the modal coupling noise; if the coupling noise frequency is greater than or equal to the preset frequency threshold, generating a vibration attenuation command in the noise suppression command based on the modal coupling noise.

[0009] Optionally, in one embodiment of this application, generating the frequency offset instruction in the noise suppression instruction based on the modal coupling noise includes: determining the local modal frequencies of different transmission components on the preset transmission path based on the local modal data; obtaining the stiffness adjustment instruction of the corresponding transmission component based on the local modal frequencies; and generating the frequency offset instruction based on the stiffness adjustment instruction.

[0010] Optionally, in one embodiment of this application, generating the vibration attenuation command in the noise suppression command based on the modal coupling noise includes: determining the reverse force on the preset transmission path based on the modal coupling noise; and determining the vibration attenuation command based on the reverse force.

[0011] A second aspect of this application provides a modal coupling noise suppression device, comprising: an acquisition module for acquiring motor operating data and local modal data of the motor on a preset transmission path; a determination module for determining modal coupling noise of a vehicle based on the operating data and the local modal data; and a generation module for generating a corresponding noise suppression command based on the modal coupling noise when the modal coupling noise is greater than a preset noise threshold, and suppressing the modal coupling noise based on the noise suppression command until the suppressed modal coupling noise is less than or equal to the preset noise threshold.

[0012] Optionally, in one embodiment of this application, the determining module includes: a first extraction unit, configured to extract motor speed data from the operating data and calculate the characteristic order excitation frequency of the motor based on the motor speed data; a second extraction unit, configured to extract modal frequency features from the local modal data and determine the corresponding local modal frequency based on the modal frequency features; a calculation unit, configured to calculate the absolute value of the difference between the characteristic order excitation frequency and the local modal frequency; and a first determining unit, configured to determine the modal coupling noise based on the absolute value of the difference when the absolute value of the difference is less than a preset difference threshold.

[0013] Optionally, in one embodiment of this application, the generation module includes: a second determining module, configured to determine the corresponding coupling noise frequency based on the modal coupling noise; a first generation unit, configured to generate a frequency offset instruction in the noise suppression instruction based on the modal coupling noise when the coupling noise frequency is less than a preset frequency threshold; and a second generation unit, configured to generate a vibration attenuation instruction in the noise suppression instruction based on the modal coupling noise when the coupling noise frequency is greater than or equal to the preset frequency threshold.

[0014] Optionally, in one embodiment of this application, the first generation unit includes: a first determining subunit, configured to determine the local modal frequencies of different transmission components on the preset transmission path based on the local modal data; an acquiring subunit, configured to acquire the stiffness adjustment command of the corresponding transmission component based on the local modal frequencies; and a generating subunit, configured to generate the frequency offset command based on the stiffness adjustment command.

[0015] Optionally, in one embodiment of this application, the second generation unit includes: a second determining subunit, configured to determine the reverse force on the preset transmission path based on the modal coupling noise; and a third determining subunit, configured to determine the vibration attenuation command based on the reverse force.

[0016] A third aspect of this application provides a vehicle, including: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the modal coupling noise suppression method as described in the above embodiments.

[0017] A fourth aspect of this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the modal coupling noise suppression method described above.

[0018] A fifth aspect of this application provides a computer program product, including a computer program that, when executed, implements the modal coupling noise suppression method described above.

[0019] This application embodiment can determine the vehicle's modal coupling noise based on the acquired motor operating data and the motor's local modal data along a preset transmission path. When the modal coupling noise exceeds a preset noise threshold, a corresponding noise suppression command is generated to suppress the modal coupling noise until the suppressed modal coupling noise is less than or equal to the preset noise threshold. This achieves accurate identification of vehicle modal coupling noise at its source. By dynamically generating noise suppression commands and adjusting them in real time, it achieves accurate and efficient suppression of modal coupling noise without sacrificing the electric vehicle's range, mass production economy, or interior space. It adapts to complex and ever-changing actual driving scenarios without requiring large-scale structural modifications, resulting in a short development cycle and high feasibility. Therefore, it solves the problems in related technologies, such as the difficulty in balancing motor performance improvement and cost control, the inability to cover dynamic excitation under all operating conditions across a wide speed range, the lengthy development cycle caused by structural modifications and the increased vehicle weight affecting range, and the lack of dynamic adaptive control capabilities based on real-time operating conditions, making it difficult to effectively solve complex modal coupling noise at its source without sacrificing the vehicle's core performance.

[0020] 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

[0021] 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:

[0022] Figure 1 This is a flowchart of a method for suppressing modal coupling noise according to an embodiment of this application; Figure 2 This is a flowchart illustrating the working principle of a modal coupling noise suppression method according to an embodiment of this application; Figure 3 This is a block diagram of a modal coupling noise suppression device provided according to an embodiment of this application; Figure 4 This is a structural schematic diagram of a vehicle provided according to an embodiment of this application. Detailed Implementation

[0023] 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.

[0024] The following description, with reference to the accompanying drawings, outlines a method, apparatus, vehicle, medium, and program product for suppressing modal coupling noise according to embodiments of this application. To address the aforementioned challenges in balancing motor performance improvement and cost control, the inability to cover dynamic excitation across a wide speed range under all operating conditions, the lengthy development cycle and increased vehicle weight resulting from structural modifications impacting range, and the lack of dynamic adaptive control capabilities based on real-time operating conditions, making it difficult to effectively solve the complex modal coupling noise problem at its source without sacrificing core vehicle performance, this application provides a modal coupling noise suppression method. This method determines the vehicle's modal coupling noise based on acquired motor operating data and local modal data along a preset transmission path. When the modal coupling noise exceeds a preset noise threshold, a corresponding noise suppression command is generated to suppress the modal coupling noise until the suppressed modal coupling noise is less than or equal to the preset noise threshold. This method achieves accurate identification of vehicle modal coupling noise at its source. By dynamically generating noise suppression commands and adjusting them in real time, it achieves precise and efficient suppression of modal coupling noise without sacrificing electric vehicle range, mass production economy, or interior space. It adapts to complex and ever-changing real-world driving scenarios, requires no large-scale structural modifications, and boasts a short development cycle and high feasibility. This solves the problems in related technologies, such as the difficulty in balancing motor performance improvement and cost control, the inability to cover dynamic excitation under all operating conditions across a wide speed range, the lengthy development cycle caused by structural modifications and the increase in vehicle weight affecting range, the lack of dynamic adaptive control capabilities based on real-time operating conditions, and the difficulty in effectively solving complex modal coupling noise and other problems from the source without sacrificing the core performance of the vehicle.

[0025] Specifically, Figure 1 This is a flowchart of a method for suppressing modal coupling noise according to an embodiment of this application.

[0026] like Figure 1 As shown, the method for suppressing modal coupling noise includes the following steps: In step S101, the motor's operating data and the motor's local modal data on the preset transmission path are acquired.

[0027] It is understood that, in the embodiments of this application, the operating data may include, but is not limited to, the motor speed, torque, accelerator pedal opening, motor temperature, etc. This application does not impose specific limitations. It can be obtained from the motor controller through the CAN (Controller Area Network) bus or through other means. The specific settings can be made by those skilled in the art according to the actual situation. This application does not impose specific limitations.

[0028] Local modal data may include, but is not limited to, vibration parameters along the transmission path, such as vibration acceleration signals. This application does not impose specific limitations on these parameters. They can be collected by piezoelectric acceleration sensors installed at key nodes along the transmission path, such as the passive end of the motor mount, the connection point between the subframe and the vehicle body, and the drive shaft bracket, with a sampling frequency ≥1024Hz. The specific settings can be made by those skilled in the art according to the actual situation, and this application does not impose specific limitations on these parameters. In-vehicle noise parameters, such as in-vehicle sound pressure signals, are also not specifically limited in this application. They can be collected by microphones installed near the driver's ear and the rear passenger's ear, with a sampling frequency ≥1024Hz. The specific settings can be made by those skilled in the art according to the actual situation, and this application does not impose specific limitations on these parameters.

[0029] As one possible implementation, embodiments of this application can collect real-time operating data of the motor and local modal data of the motor along a preset transmission path. The preset transmission path starts from the motor body, passes through key nodes such as the right suspended passive end of the motor, the connection point between the subframe and the rear longitudinal beam, and the drive shaft bracket, and finally transmits the data to the target area (such as the luggage compartment, passenger compartment, or tailgate area; this application does not impose specific limitations). The specific path can be set by those skilled in the art according to actual conditions, and this application does not impose specific limitations.

[0030] For example, in this embodiment of the application, a pure electric SUV (Sport Utility Vehicle) A is used as an example. Piezoelectric acceleration sensors are installed at key nodes in the transmission path, such as the passive end of the motor mount, the connection point between the subframe and the body, and the drive shaft bracket, with a sampling frequency of 1024Hz. A microphone is installed next to the driver's ear with a sampling frequency of 1024Hz.

[0031] Furthermore, in this embodiment of the application, the driver presses the accelerator pedal to accelerate, and the motor speed gradually increases from 1000 r / min. At this time, this embodiment of the application can obtain the operating data of the motor of vehicle A, such as speed, torque, accelerator pedal opening, and motor temperature, in real time from the motor controller through the CAN bus, with an update frequency of 100Hz, and obtain local modal data, such as vibration acceleration signal and in-vehicle sound pressure signal, etc. This application does not make specific limitations.

[0032] In step S102, the modal coupling noise of the vehicle is determined based on the operating data and local modal data.

[0033] It is understood that the embodiments of this application perform coupling analysis on the running data generated by the real-time operation of the motor and the local modal data of key nodes in the transmission path (such as the right suspension passive end of the motor, the connection point between the subframe and the rear longitudinal beam, the drive shaft bracket, etc., which are not specifically limited in this application) to identify the noise that is amplified by resonance due to the motor excitation frequency being close to or overlapping with the natural frequency of the local structure on the preset transmission path, which is the modal coupling noise.

[0034] In some embodiments, the present application embodiments can determine the modal coupling noise of a vehicle based on operating data and local modal data.

[0035] Optionally, in one embodiment of this application, determining the modal coupling noise of a vehicle based on operating data and local modal data includes: extracting motor speed data from the operating data and calculating the characteristic order excitation frequency of the motor based on the motor speed data; extracting modal frequency features from the local modal data and determining the corresponding local modal frequency based on the modal frequency features; calculating the absolute value of the difference between the characteristic order excitation frequency and the local modal frequency; if the absolute value of the difference is less than a preset difference threshold, then determining the modal coupling noise based on the absolute value of the difference.

[0036] It is understood that, in the embodiments of this application, the motor speed data refers to the number of revolutions per minute of the rotor under different operating conditions (such as idling, acceleration, and constant speed) (the unit is usually r / min), and the change in its value directly determines the magnitude of the motor excitation frequency.

[0037] The characteristic order excitation frequency refers to the frequency calculated based on motor speed data that reflects the core characteristics of motor vibration excitation and is a key characterizing parameter of motor vibration excitation. The formula for calculating the characteristic order excitation frequency can be, but is not limited to,: characteristic order × motor speed / 60.

[0038] Modal frequency characteristics refer to the core feature parameters extracted from local modal data that can uniquely characterize the modal characteristics of local structures along a preset transmission path. They are the key to distinguishing the inherent vibration characteristics of different local structures. The core content is the local modal frequency, which can be separated and extracted from local modal data through signal processing (such as spectrum analysis).

[0039] Local modal frequency refers to the inherent vibration frequency of each transmission component on the preset transmission path. It is an inherent property of the local structure and is related to the material, shape, stiffness, and mass distribution of the transmission component. It is not affected by motor excitation and is the core reference parameter for determining whether modal coupling has occurred.

[0040] The absolute value of the difference refers to the value obtained by calculating the difference between the characteristic order excitation frequency and the local modal frequency and taking the absolute value. The calculation formula can be, but is not limited to: Absolute value of difference = |characteristic order excitation frequency - local modal frequency|.

[0041] In some embodiments, this application can extract motor speed data from operating data and calculate the corresponding characteristic order excitation frequency accordingly. Simultaneously, it can extract modal frequency features from local modal data and determine the corresponding local modal frequencies. Then, it can calculate the absolute value of the difference between the characteristic order excitation frequency and the local modal frequencies. If the absolute value of the difference is less than a preset difference threshold, it is determined that corresponding modal coupling noise exists. The preset difference threshold can be set by those skilled in the art according to actual conditions, and this application does not impose specific limitations.

[0042] For example, in this application embodiment, vehicle A is used as an example. Vehicle A adopts an independent ECU (Electronic Control Unit) and determines a preset difference threshold of 1.5Hz based on the local modal data of the preset transmission path. The first-order modal frequency of the drive shaft support is 140Hz and the second-order modal frequency of the subframe is 85Hz.

[0043] Furthermore, in this embodiment, motor speed data is extracted from the operating data, and then the characteristic order excitation frequencies such as the 1st, 2nd, and 6th order are calculated using the calculation formula for characteristic order excitation frequencies. For example, the 1st order frequency = 1 × motor speed / 60, the 2nd order frequency = 2 × motor speed / 60, and the 6th order frequency = 6 × motor speed / 60, etc. This application does not impose specific limitations. For example, when the motor speed increases to 1400 r / min, the 6th order frequency = 6 × 1400 / 60 = 140 Hz. By performing FFT (Fast Fourier Transform) analysis on the vibration signal at the front support of the drive shaft, the vibration peak value of 140 Hz (vibration acceleration 2.9) is extracted. The absolute value of the difference between the frequency and the first modal frequency of the transmission shaft support (140Hz) is calculated, and the corresponding absolute value of the difference is 0Hz. At this time, 0Hz≤1.5Hz. The corresponding modal coupling noise can be determined in the embodiment of this application.

[0044] In step S103, if the modal coupling noise is greater than the preset noise threshold, a corresponding noise suppression command is generated based on the modal coupling noise, and the modal coupling noise is suppressed based on the noise suppression command until the suppressed modal coupling noise is less than or equal to the preset noise threshold.

[0045] In some embodiments, when the modal coupling noise exceeds a preset noise threshold, this application can automatically generate a noise suppression command for the modal coupling noise and suppress the modal coupling noise until the suppressed modal coupling noise is less than or equal to the preset noise threshold. The preset noise threshold can be set by those skilled in the art according to actual conditions, and this application does not impose specific limitations.

[0046] For example, in this embodiment of the application, taking vehicle A as an example, the noise threshold is determined to be 55dBA based on the local modal data of the preset transmission path. When vehicle A is in acceleration mode and the motor speed is within the range of 1200-1800r / min, the 6th order frequency is calculated and coupled with the 1st order modal frequency of 140Hz of the transmission shaft bracket. The peak noise near the driver's ear in the vehicle reaches 62dBA, which is greater than 55dBA. Then, the corresponding noise suppression command is generated, and the modal coupling noise is suppressed based on the noise suppression command. The 6th order frequency = 1200×6 / 60 = 120Hz and the 6th order frequency = 1800×6 / 60 = 180Hz.

[0047] Furthermore, in this embodiment of the application, vibration acceleration signals and in-vehicle sound pressure signals were collected after suppressing modal coupling noise: the vibration acceleration at the 140Hz frequency at the front support of the driveshaft was reduced to 0.7. When the sound pressure level inside the vehicle at 140Hz near the driver's ear drops to 53dBA < 55dBA, the suppression effect is deemed satisfactory. The modal coupling noise is confirmed to be less than or equal to the preset noise threshold, and the current control parameters are maintained. Furthermore, when the motor speed continues to increase to 1800r / min, the motor's 6th-order frequency rises to 180Hz, which is no longer coupled with the local modal frequency of the preset transmission path. Therefore, no corresponding noise suppression command is generated, and the operating conditions are continuously monitored to form a closed-loop control system. The suppression effect is evaluated, and the noise suppression command is dynamically adjusted to ensure optimal suppression.

[0048] Optionally, in one embodiment of this application, generating a corresponding noise suppression command based on modal coupling noise includes: determining the corresponding coupling noise frequency based on the modal coupling noise; if the coupling noise frequency is less than a preset frequency threshold, generating a frequency offset command in the noise suppression command based on the modal coupling noise; if the coupling noise frequency is greater than or equal to the preset frequency threshold, generating a vibration attenuation command in the noise suppression command based on the modal coupling noise.

[0049] It is understood that the embodiments of this application can generate differentiated noise suppression commands based on the coupling noise frequency of the modal coupling noise: ① For low-frequency coupling noise (coupling noise frequency ≤ 50Hz, mostly second-order excitation coupled with subframe mode), control the adjustable stiffness subframe connector to adjust the stiffness so that the subframe mode frequency shifts by ≥ 2Hz, and at the same time control the active motor mount to output reverse vibration force to attenuate vibration transmission; ② For mid-to-high frequency coupling noise (150Hz ≥ coupling noise frequency > 50Hz, mostly sixth-order excitation coupled with driveshaft bracket / mount mounting seat mode), control the active damper at the transmission path node to increase the damping coefficient to suppress local structural resonance response.

[0050] In some embodiments, the present application can determine the corresponding coupling noise frequency based on the modal coupling noise, and generate a frequency offset command if the coupling noise frequency is less than a preset frequency threshold; otherwise, it generates a corresponding vibration attenuation command. The preset frequency threshold can be set by those skilled in the art according to actual conditions, and the present application does not impose specific limitations.

[0051] For example, this application embodiment takes vehicle A as an example. Vehicle A includes an active motor mount, an active damper at the transmission path node, and an adjustable stiffness subframe connector, all driven by electromagnetic actuators or magnetorheological components. These components can dynamically adjust their stiffness, damping characteristics, or output reverse vibration force according to control commands. The active motor mount adopts an electromagnetic structure with a maximum output force of 450N and an operating frequency range of 20-200Hz, used to suppress the transmission of motor excitation to the subframe. The active damper at the transmission path node is installed at modally sensitive nodes such as the connection point between the subframe and the vehicle body, and the drive shaft support, with an adjustable damping coefficient ranging from 0.2 to 8. It is used to suppress local structural resonance; the adjustable stiffness subframe connector is located at the connection point between the subframe and the rear longitudinal beam, and its stiffness is adjustable in the range of 2000-5000 N / mm. It is used to dynamically adjust the modal frequency of the subframe and avoid coupling with the motor excitation frequency.

[0052] Furthermore, in this embodiment, differentiated noise suppression commands can be generated based on the coupling noise frequency, coupling order, and current acceleration conditions (such as accelerator pedal opening, motor torque, etc., which are not specifically limited in this application). Then, based on the noise suppression commands, the magnetorheological active damper increases the damping coefficient to suppress the resonant vibration of the drive shaft support; the active motor mount outputs a reverse vibration force to attenuate the transmission of motor excitation to the subframe.

[0053] Optionally, in one embodiment of this application, generating a frequency offset command in a noise suppression command based on modal coupling noise includes: determining the local modal frequencies of different transmission components on a preset transmission path based on local modal data; obtaining stiffness adjustment commands for the corresponding transmission components based on the local modal frequencies; and generating a frequency offset command based on the stiffness adjustment commands.

[0054] In some embodiments, this application first determines the local modal frequencies of different transmission components on a preset transmission path based on local modal data, then obtains stiffness adjustment commands for the corresponding transmission components based on the local modal frequencies, and finally generates frequency offset commands based on the stiffness adjustment commands. The transmission components may include, but are not limited to, suspension brackets, shock absorbers, connecting bushings, etc., and this application does not impose specific limitations.

[0055] Furthermore, in the embodiments of this application, the stiffness adjustment command can be understood as an operation command generated based on the matching relationship between the local modal frequency and the excitation frequency, used to modify the stiffness of the transmission component. For example, increasing stiffness increases the modal frequency; decreasing stiffness decreases the modal frequency, etc., and this application does not impose specific limitations.

[0056] For example, taking vehicle A as an example, in the embodiments of this application, when the coupling noise frequency of the modal coupling noise is ≤50Hz, the stiffness of the adjustable stiffness subframe connector can be adjusted to make the subframe modal frequency shift ≥2Hz, while controlling the active motor mount to output reverse vibration force to attenuate vibration transmission.

[0057] Optionally, in one embodiment of this application, generating a vibration attenuation command in a noise suppression command based on modal coupling noise includes: determining a reverse force on a preset transmission path based on modal coupling noise; and determining a vibration attenuation command based on the reverse force.

[0058] In some embodiments, the present application can determine the reverse force on a preset transmission path based on modal coupling noise, and then generate a corresponding vibration attenuation command based on the reverse force.

[0059] For example, taking vehicle A as an example, in a scenario where the coupling noise frequency of the modal coupling noise is 140Hz, greater than 50Hz and less than or equal to 150Hz, the magnetorheological active damper at the front support of the drive shaft can be controlled to reduce the damping coefficient from the initial 0.5. Adjusted to 6 Simultaneously, the active motor suspension outputs a vibration force with a frequency of 140Hz, an amplitude of 350N, and a phase opposite to that of the passive end of the suspension.

[0060] The working principle of the modal coupling noise suppression method proposed in this application will be introduced below with reference to a specific embodiment.

[0061] in, Figure 2 This is a flowchart illustrating the working principle of a modal coupling noise suppression method provided according to an embodiment of this application.

[0062] Step S201: Determine the modal coupling noise.

[0063] In this embodiment, taking a pure electric SUV A as an example, when vehicle A is accelerating and the motor speed is in the range of 1200-1800 r / min, the 6th order frequency = 6×1200 / 60 = 120Hz and 6×1800 / 60 = 180Hz is coupled with the local modal frequency of 140Hz of the transmission shaft bracket. The peak noise near the driver's ear in the vehicle reaches 62dBA, that is, the modal coupling noise is determined to be 62dBA.

[0064] Step S202: Obtain running data and local modal data.

[0065] In this embodiment, the operating condition perception module can be used to obtain operating data and local modal data. For example, in this embodiment, piezoelectric acceleration sensors are installed at key nodes of the transmission path such as the passive end of the motor mount, the connection point between the subframe and the vehicle body, and the drive shaft bracket, with a sampling frequency of 1024Hz; a microphone is installed next to the driver's ear with a sampling frequency of 1024Hz.

[0066] Furthermore, in this embodiment of the application, the driver presses the accelerator pedal to accelerate, and the motor speed gradually increases from 1000 r / min. At this time, this embodiment of the application can obtain the operating data of the motor of vehicle A, such as speed, torque, accelerator pedal opening, and motor temperature, in real time from the motor controller through the CAN bus, with an update frequency of 100Hz, and obtain local modal data, such as vibration acceleration signal and in-vehicle sound pressure signal, etc. This application does not make specific limitations.

[0067] Step S203: Determine the preset difference threshold and the preset noise threshold.

[0068] In this embodiment, the coupling identification and control module is integrated into the vehicle controller or independent ECU as a core processing unit, and includes an excitation frequency calculation unit, a modal coupling identification unit, and a control strategy generation unit.

[0069] The excitation frequency calculation unit calculates the characteristic order excitation frequency of the motor in real time based on the motor speed data in the operation data, such as 1st order frequency = 1 × motor speed / 60, 2nd order frequency = 2 × motor speed / 60, 6th order frequency = 6 × motor speed / 60, etc. This application does not impose specific limitations.

[0070] The modal coupling identification unit performs FFT analysis on the vibration signal to extract the modal frequency characteristics of key nodes in each transmission path in the preset transmission path. Combined with local modal data, it calculates the absolute value of the difference between the characteristic order excitation frequency and the local modal frequency, and determines whether the absolute value of the difference is less than the preset difference threshold. If the absolute value of the difference is less than the preset difference threshold, it determines the corresponding modal coupling noise.

[0071] The control strategy generation unit generates targeted noise suppression commands based on modal coupling noise and the current operating conditions.

[0072] For example, in this embodiment of the application, vehicle A is used as an example. Vehicle A uses an independent ECU and determines the preset difference threshold as 1.5Hz based on the local modal data of the preset transmission path. The first-order modal frequency of the drive shaft support is 140Hz, the second-order modal frequency of the subframe is 85Hz, the preset difference threshold is 1.5Hz, and the preset noise threshold is 55dBA.

[0073] Step S204: Generate corresponding noise suppression instructions based on modal coupling noise.

[0074] It should be noted that the embodiments of this application can utilize an active control module to generate corresponding noise suppression commands. The active control module includes an active motor mount, active dampers at transmission path nodes, and adjustable stiffness subframe connectors, all driven by electromagnetic actuators or magnetorheological components. These modules can dynamically adjust their stiffness, damping characteristics, or output reverse vibration force according to control commands. The active motor mount employs an electromagnetic structure with a maximum output force of 450N and an operating frequency range of 20-200Hz, used to suppress the transmission of motor excitation to the subframe. The active dampers at transmission path nodes are installed at modally sensitive nodes such as the subframe-body connection point and driveshaft bracket, with an adjustable damping coefficient range of 0.2-8. It is used to suppress local structural resonance; the adjustable stiffness subframe connector is located at the connection point between the subframe and the rear longitudinal beam, and its stiffness is adjustable in the range of 2000-5000 N / mm. It is used to dynamically adjust the modal frequency of the subframe and avoid coupling with the motor excitation frequency.

[0075] Step S205: Suppress modal coupling noise to less than or equal to a preset noise threshold.

[0076] In this embodiment, the effect feedback module can collect vibration acceleration signals and in-vehicle sound pressure signals in real time after suppressing modal coupling noise, and transmit them to the coupling identification and control module to form a closed-loop control. The coupling identification and control module then evaluates the suppression effect based on the feedback signals and dynamically adjusts the noise suppression commands to ensure optimal suppression.

[0077] In summary, the embodiments of this application can determine a preset difference threshold of 1.5Hz and a preset noise threshold of 55dBA based on local modal data. When the driver presses the accelerator pedal to accelerate and the motor speed gradually increases from 1000r / min, the operating condition sensing module can acquire operating data and local modal data and transmit them to the coupling recognition and control module.

[0078] Furthermore, in this embodiment, when the motor speed reaches 1400 r / min, the excitation frequency calculation unit in the coupling identification and control module calculates the 6th order frequency of the motor as 6 × 1400 / 60 = 140 Hz; the modal coupling identification unit in the coupling identification and control module performs FFT analysis on the vibration signal at the front support of the drive shaft, and extracts the vibration peak value (vibration acceleration) at 140 Hz. The frequency of the first modal of the drive shaft bracket is matched with 140Hz, with a frequency difference of 0Hz≤1.5Hz. At the same time, the microphone collects a sound pressure level of 62dBA≥55dBA at the 140Hz frequency inside the vehicle, thus identifying modal coupling noise.

[0079] Furthermore, in this embodiment, the control strategy generation unit in the coupling identification and control module can utilize the coupling frequency of 140Hz, the current accelerator pedal opening of 80%, and the motor torque of 280. Under the specified operating conditions, a corresponding noise suppression command is generated: the magnetorheological active damper at the front support of the drive shaft is controlled to reduce the damping coefficient from the initial 0.5. Adjusted to 6 Simultaneously, the active motor suspension outputs a vibration force with a frequency of 140Hz, an amplitude of 350N, and a phase opposite to that of the passive end of the suspension.

[0080] Furthermore, in this embodiment, the active control module can be controlled according to noise suppression instructions: the magnetorheological active damper increases the damping coefficient to suppress the resonant vibration of the driveshaft bracket; the active motor mount outputs a reverse vibration force to attenuate the transmission of motor excitation to the subframe, thereby suppressing modal coupling noise; and the effect feedback module collects the vibration acceleration signal and in-vehicle sound pressure signal after suppressing modal coupling noise: the vibration acceleration at the 140Hz frequency at the front driveshaft bracket is reduced to 0.7. When the sound pressure level signal at a frequency of 140Hz inside the vehicle near the driver's ear drops to 53dBA < 55dBA, the suppression effect is deemed to be up to standard. The modal coupling noise is determined to be less than or equal to the preset noise threshold, and the current control parameters are maintained.

[0081] Furthermore, when the motor speed continues to increase to 1800 r / min, the motor's sixth-order frequency rises to 180 Hz, which is not coupled with the local modal frequency of the preset transmission path. Therefore, no corresponding noise suppression command will be generated. The operating conditions will be continuously monitored to form a closed-loop control, and the suppression effect will be evaluated. The noise suppression command will be dynamically adjusted to ensure the optimal suppression effect.

[0082] The modal coupling noise suppression method proposed in this application can determine the vehicle's modal coupling noise based on the acquired motor operating data and local modal data of the motor on a preset transmission path. When the modal coupling noise exceeds a preset noise threshold, a corresponding noise suppression command is generated to suppress the modal coupling noise until the suppressed modal coupling noise is less than or equal to the preset noise threshold. This achieves accurate identification of vehicle modal coupling noise at the source. By dynamically generating noise suppression commands and adjusting them in real time, it achieves accurate and efficient suppression of modal coupling noise without sacrificing the electric vehicle's range, mass production economy, or interior space. It adapts to complex and ever-changing actual driving scenarios and requires no large-scale structural modifications, resulting in a short development cycle and high feasibility. Therefore, it solves the problems in related technologies, such as the difficulty in balancing motor performance improvement and cost control, the inability to cover dynamic excitation under all operating conditions across a wide speed range, the lengthy development cycle caused by structural modifications and the increased vehicle weight affecting range, and the lack of dynamic adaptive control capabilities based on real-time operating conditions, making it difficult to effectively solve complex modal coupling noise at the source without sacrificing the vehicle's core performance.

[0083] Next, with reference to the accompanying drawings, a modal coupling noise suppression device according to an embodiment of this application is described.

[0084] Figure 3 This is a block diagram of a modal coupling noise suppression device provided according to an embodiment of this application.

[0085] like Figure 3 As shown, the modal coupling noise suppression device 10 includes: an acquisition module 100, a determination module 200, and a generation module 300.

[0086] The acquisition module 100 is used to acquire the motor's operating data and the motor's local modal data on the preset transmission path.

[0087] The determination module 200 is used to determine the modal coupling noise of the vehicle based on the running data and local modal data.

[0088] The generation module 300 is used to generate a corresponding noise suppression command based on the modal coupling noise when the modal coupling noise is greater than a preset noise threshold, and to suppress the modal coupling noise based on the noise suppression command until the suppressed modal coupling noise is less than or equal to the preset noise threshold.

[0089] Optionally, in one embodiment of this application, the determining module 200 includes: a first extraction unit, a second extraction unit, a calculation unit, and a first determining unit.

[0090] The first extraction unit is used to extract motor speed data from the operating data and calculate the characteristic order excitation frequency of the motor based on the motor speed data.

[0091] The second extraction unit is used to extract modal frequency features from local modal data and determine the corresponding local modal frequencies based on the modal frequency features.

[0092] The calculation unit is used to calculate the absolute value of the difference between the characteristic order excitation frequency and the local modal frequency.

[0093] The first determining unit is used to determine the modal coupling noise based on the absolute value of the difference when the absolute value of the difference is less than a preset difference threshold.

[0094] Optionally, in one embodiment of this application, the generation module 300 includes: a second determining module, a first generation unit, and a second generation unit.

[0095] The second determining module is used to determine the corresponding coupling noise frequency based on the modal coupling noise.

[0096] The first generation unit is used to generate a frequency offset instruction in the noise suppression instruction based on the modal coupling noise when the frequency of the coupled noise is less than a preset frequency threshold.

[0097] The second generation unit is used to generate a vibration attenuation command in the noise suppression command based on the modal coupling noise when the coupling noise frequency is greater than or equal to a preset frequency threshold.

[0098] Optionally, in one embodiment of this application, the first generation unit includes: a first determining subunit, an obtaining subunit, and a generation subunit.

[0099] The first determining subunit is used to determine the local modal frequencies of different transmission components on a preset transmission path based on local modal data.

[0100] The sub-unit is used to obtain stiffness adjustment commands for the corresponding transmission components based on local modal frequencies.

[0101] Generate sub-units to generate frequency offset commands based on stiffness adjustment commands.

[0102] Optionally, in one embodiment of this application, the second generation unit includes: a second determining subunit and a third determining subunit.

[0103] The second determining subunit is used to determine the reverse force on the preset transmission path based on the modal coupling noise.

[0104] The third determining sub-unit is used to determine the vibration damping command based on the reverse force.

[0105] It should be noted that the explanation of the above-described method for suppressing modal coupling noise also applies to the modal coupling noise suppression device of this embodiment, and will not be repeated here.

[0106] The modal coupling noise suppression device proposed in this application can determine the vehicle's modal coupling noise based on the acquired motor operating data and local modal data of the motor on a preset transmission path. When the modal coupling noise exceeds a preset noise threshold, a corresponding noise suppression command is generated to suppress the modal coupling noise until the suppressed modal coupling noise is less than or equal to the preset noise threshold. This achieves accurate identification of vehicle modal coupling noise at the source. By dynamically generating noise suppression commands and adjusting them in real time, it achieves accurate and efficient suppression of modal coupling noise without sacrificing the electric vehicle's range, mass production economy, or interior space. It adapts to complex and ever-changing actual driving scenarios and requires no large-scale structural modifications, resulting in a short development cycle and high feasibility. Therefore, it solves the problems in related technologies, such as the difficulty in balancing motor performance improvement and cost control, the inability to cover dynamic excitation under all operating conditions across a wide speed range, the lengthy development cycle caused by structural modifications and the increased vehicle weight affecting range, and the lack of dynamic adaptive control capabilities based on real-time operating conditions, making it difficult to effectively solve complex modal coupling noise at the source without sacrificing the vehicle's core performance.

[0107] Figure 4 This is a schematic diagram of the structure of a vehicle according to an embodiment of this application. The vehicle may include: The memory 401, the processor 402, and the computer program stored on the memory 401 and capable of running on the processor 402.

[0108] When the processor 402 executes the program, it implements the modal coupling noise suppression method provided in the above embodiments.

[0109] Furthermore, the vehicle also includes: Communication interface 403 is used for communication between memory 401 and processor 402.

[0110] The memory 401 is used to store computer programs that can run on the processor 402.

[0111] Memory 401 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage device.

[0112] If the memory 401, processor 402, and communication interface 403 are implemented independently, then the communication interface 403, memory 401, and processor 402 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 into address buses, data buses, control buses, etc. For ease of representation, Figure 4 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.

[0113] Optionally, in a specific implementation, if the memory 401, processor 402, and communication interface 403 are integrated on a single chip, then the memory 401, processor 402, and communication interface 403 can communicate with each other through an internal interface.

[0114] Processor 402 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.

[0115] 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 suppressing modal coupling noise.

[0116] This application also provides a computer program product, including a computer program that, when executed, implements the modal coupling noise suppression method described above.

[0117] 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.

[0118] 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.

[0119] 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 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.

[0120] 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). In addition, the computer-readable medium can even be paper or other suitable media on which the program can be printed, since the program can be obtained electronically by optically scanning the paper or other medium, followed by editing, interpreting or otherwise processing as necessary, and then stored in computer memory.

[0121] 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. If implemented in hardware, as in another embodiment, it can be implemented using any one or more 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.

[0122] Those skilled in the art will understand that all or part of the steps of the methods 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, the program includes one or a combination of the steps of the method embodiments.

[0123] 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.

[0124] 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 suppressing modal coupling noise, characterized in that, Includes the following steps: Acquire the motor's operating data and the motor's local modal data along the preset transmission path; Based on the operational data and the local modal data, the modal coupling noise of the vehicle is determined; If the modal coupling noise is greater than a preset noise threshold, a corresponding noise suppression command is generated based on the modal coupling noise, and the modal coupling noise is suppressed based on the noise suppression command until the suppressed modal coupling noise is less than or equal to the preset noise threshold.

2. The method according to claim 1, characterized in that, The determination of vehicle modal coupling noise based on the operational data and the local modal data includes: Extract the motor speed data from the operating data, and calculate the characteristic order excitation frequency of the motor based on the motor speed data; Extract modal frequency features from the local modal data, and determine the corresponding local modal frequencies based on the modal frequency features; Calculate the absolute value of the difference between the characteristic order excitation frequency and the local modal frequency; If the absolute value of the difference is less than a preset difference threshold, then the modal coupling noise is determined based on the absolute value of the difference.

3. The method according to claim 1, characterized in that, The generation of corresponding noise suppression instructions based on the modal coupling noise includes: Based on the modal coupling noise, the corresponding coupling noise frequency is determined; If the frequency of the coupled noise is less than a preset frequency threshold, then a frequency offset instruction in the noise suppression instruction is generated based on the modal coupled noise; If the frequency of the coupled noise is greater than or equal to a preset frequency threshold, then the vibration attenuation command in the noise suppression command is generated based on the modal coupled noise.

4. The method according to claim 3, characterized in that, The generation of the frequency offset command in the noise suppression command based on the modal coupling noise includes: Based on the local modal data, the local modal frequencies of different transmission components on the preset transmission path are determined; Based on the local modal frequencies, the stiffness adjustment command of the corresponding transmission component is obtained; The frequency offset command is generated based on the stiffness adjustment command.

5. The method according to claim 3, characterized in that, The generation of the vibration attenuation command in the noise suppression command based on the modal coupling noise includes: Based on the modal coupling noise, the reverse force on the preset transmission path is determined; The vibration damping command is determined based on the reverse force.

6. A device for suppressing modal coupling noise, characterized in that, include: The acquisition module is used to acquire the motor's operating data and the motor's local modal data on a preset transmission path; The determination module is used to determine the modal coupling noise of the vehicle based on the operating data and the local modal data; The generation module is used to generate a corresponding noise suppression command based on the modal coupling noise when the modal coupling noise is greater than a preset noise threshold, and to suppress the modal coupling noise based on the noise suppression command until the suppressed modal coupling noise is less than or equal to the preset noise threshold.

7. The apparatus according to claim 6, characterized in that, The determining module includes: The first extraction unit is used to extract motor speed data from the operating data and calculate the characteristic order excitation frequency of the motor based on the motor speed data. The second extraction unit is used to extract modal frequency features from the local modal data and determine the corresponding local modal frequencies based on the modal frequency features; A calculation unit is used to calculate the absolute value of the difference between the characteristic order excitation frequency and the local modal frequency; The determining unit is used to determine the modal coupling noise based on the absolute value of the difference when the absolute value of the difference is less than a preset difference threshold.

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 program to implement the modal coupling noise suppression method as described in any one of claims 1-5.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, The program is executed by the processor to implement the modal coupling noise suppression method as described in any one of claims 1-5.

10. A computer program product, characterized in that, Includes a computer program, which, when executed, is used to implement the modal coupling noise suppression method as described in any one of claims 1-5.

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