A method, device, equipment and storage medium for predicting in-vehicle noise

Abstract

The application relates to the field of simulation technology, in particular to a method and device for predicting in-vehicle noise, equipment and a storage medium. The method comprises the following steps: setting the rotating speed of an engine module in a first dynamic model as a first rotating speed and performing first simulation; the first dynamic model further comprises a power assembly module; the engine module is used for inputting load excitation to the power assembly module based on the first rotating speed; the power assembly module is used for driving a suspension bushing module to generate a dynamic response based on the load excitation; in the process of the first simulation, the following steps are periodically performed until the first simulation is completed: determining the displacement of the power assembly module; determining the displacement of the suspension bushing module based on the displacement of the power assembly module; determining the acceleration of the suspension bushing module based on the displacement of the suspension bushing module; determining time-domain acceleration data of the suspension bushing module based on the acceleration of the suspension bushing module obtained in multiple periods; and the time-domain acceleration data is used for predicting in-vehicle noise.

Description

Technical Field

[0001] This application relates to the field of simulation technology, and in particular to a method, apparatus, device, and computer-readable storage medium for predicting in-vehicle noise. Background Technology

[0002] As competition in the vehicle market intensifies, users are placing increasingly higher demands on vehicle noise, vibration, and harshness (NVH) performance. Control measures for overall vehicle NVH performance are becoming more stringent during the project development phase. Accurately predicting and effectively controlling in-vehicle noise in the early stages of project development is a significant challenge in the field of vehicle NVH development. Summary of the Invention

[0003] One objective of this application is to provide a method for predicting in-vehicle noise to improve the accuracy of in-vehicle noise prediction; another objective is to provide a device for predicting in-vehicle noise; a third objective is to provide an apparatus for predicting in-vehicle noise; and a fourth objective is to provide a computer-readable storage medium.

[0004] To achieve the above objectives, the technical solution adopted in this application is as follows: This application provides a method for predicting in-vehicle noise. The method includes: setting the rotational speed of an engine module in a first dynamic model to a first rotational speed and performing a first simulation; the first dynamic model further includes a powertrain module; the engine module is used to output load excitation to the powertrain module based on the first rotational speed; the powertrain module is used to drive a suspension bushing module to generate a dynamic response based on the load excitation; during the first simulation, the following steps are periodically executed until the first simulation ends: determining the displacement of the powertrain module; determining the displacement of the suspension bushing module based on the displacement of the powertrain module and the positional relationship between the powertrain module and the suspension bushing module; determining the acceleration of the suspension bushing module based on the displacement of the suspension bushing module; determining the time-domain acceleration data of the suspension bushing module based on the acceleration of the suspension bushing module acquired in multiple cycles; the time-domain acceleration data is used to predict in-vehicle noise.

[0005] This application embodiment obtains the time-domain acceleration data of the suspension bushing through simulation using a first dynamic model. This time-domain acceleration data can be used to predict in-vehicle noise. During the simulation, based on the actual displacement of the powertrain module, the displacement and acceleration of the suspension bushing module are calculated step by step in combination with the positional relationship between the modules. This follows the true mechanical logic of power transmission and structural motion, effectively improving the accuracy of the collected time-domain acceleration data of the suspension bushing module, thereby helping to improve the accuracy of in-vehicle noise prediction.

[0006] This application provides an apparatus for predicting in-vehicle noise, comprising: a simulation unit for setting the rotational speed of an engine module in a first dynamic model to a first rotational speed and performing a first simulation; the first dynamic model further comprising a powertrain module; the engine module for outputting load excitation to the powertrain module based on the first rotational speed; the powertrain module for driving a suspension bushing module to generate a dynamic response based on the load excitation; a calculation unit for periodically executing the following steps during the first simulation until the first simulation ends: determining the displacement of the powertrain module; determining the displacement of the suspension bushing module based on the displacement of the powertrain module and the positional relationship between the powertrain module and the suspension bushing module; determining the acceleration of the suspension bushing module based on the displacement of the suspension bushing module; and a determination unit for determining time-domain acceleration data of the suspension bushing module based on the acceleration of the suspension bushing module acquired over multiple cycles; the time-domain acceleration data is used to predict in-vehicle noise.

[0007] This application provides a device for predicting in-vehicle noise, characterized in that it includes one or more processors and a memory; the memory is used to store one or more programs, which, when executed by the one or more processors, cause the simulation device to perform the method as described in any of the preceding descriptions.

[0008] This application provides a computer-readable storage medium storing a computer program thereon, which, when executed by a computer's processor, causes the computer to perform any of the methods described above.

[0009] In the early stages of project development, time-domain acceleration data of the suspension bushings was obtained through simulation using dynamic models, such as the first dynamic model. This time-domain acceleration data was used to predict in-vehicle noise. During the simulation, based on the actual displacement of the powertrain modules, the displacement and acceleration of the suspension bushing modules were calculated step by step, taking into account the positional relationships between modules. This followed the true mechanical logic of power transmission and structural motion, effectively improving the accuracy of the collected time-domain acceleration data of the suspension bushing modules, and thus contributing to the improvement of the accuracy of in-vehicle noise prediction. Attached Figure Description

[0010] Figure 1 This is a schematic diagram of the components of the dynamic model provided in the embodiments of this application; Figure 2 This is one of the flowcharts illustrating a method for predicting in-vehicle noise provided in an embodiment of this application; Figure 3 This is a second schematic flowchart of a method for predicting in-vehicle noise provided in this application embodiment; Figure 4 This is a flowchart illustrating a method for constructing a first dynamic model according to an embodiment of this application; Figure 5 This is a schematic diagram of the structure of a device for predicting in-vehicle noise provided in an embodiment of this application; Figure 6 This is a schematic diagram of the structure of a device for predicting in-vehicle noise provided in an embodiment of this application. Detailed Implementation

[0011] The embodiments of this application will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of this application from the content disclosed in this specification. This application can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this application. It should be understood that the preferred embodiments are only for illustrating this application and are not intended to limit the scope of protection of this application.

[0012] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of this application. Therefore, the drawings only show the components related to this application and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0013] As competition in the vehicle market intensifies, users are placing increasingly higher demands on vehicle noise, vibration, and NVH performance. This necessitates stricter control over NVH performance indicators during the project development phase. A key industry consensus and challenge lies in accurately predicting and effectively controlling in-vehicle noise in the early stages of development to quickly achieve goals during real-vehicle verification, reduce the frequency of problem rectification, shorten project development cycles, and save on redundant costs. In-vehicle noise can specifically refer to vehicle acceleration noise. Vehicle acceleration noise refers to the vibration generated by the engine during operation, caused by the gas pressure generated by fuel combustion pushing the piston and connecting rod in reciprocating motion and the crankshaft in rotation. The engine body experiences a reaction force, which is transmitted to the vehicle interior through the engine mounts, resulting in noise that is perceived by the driver.

[0014] In conventional techniques, the combustion torque, reciprocating inertial force, and torque generated by the engine under operating conditions are first derived using theoretical mathematical models such as formulas. Then, a finite element frequency domain analysis technique is used to build a whole-vehicle finite element simulation analysis model. The forces and torques are applied to the center of the engine crankshaft of the whole-vehicle finite element model to calculate the in-vehicle noise. This technique has the problem of not being able to control the acceleration noise of the whole vehicle, resulting in batches of problems requiring rectification in physical prototype vehicles. The in-vehicle noise obtained by simulation based on this technique differs significantly from the actual in-vehicle noise.

[0015] To address this issue, the inventors extracted and compared the excitation data of the suspension bushing module from the finite element simulation with the excitation data of the suspension bushing from the actual vehicle test, discovering a significant difference between the two. In other words, by directly applying force and torque to the center of the engine crankshaft in the whole vehicle finite element model, the final excitation data of the suspension bushing module does not match the excitation data from the actual vehicle test. This is the reason for the large difference between the simulated in-vehicle noise and the actual in-vehicle noise.

[0016] Therefore, embodiments of this application provide a method, apparatus, device, and computer-readable storage medium for predicting in-vehicle noise. In the early stages of project development, time-domain acceleration data of the suspension bushing is obtained through simulation using a dynamic model, such as a first dynamic model. This time-domain acceleration data is used to predict in-vehicle noise. For example, this time-domain acceleration data can be processed into frequency-domain acceleration data and then used to simulate in-vehicle noise in a whole-vehicle finite element model.

[0017] As mentioned above, this application predicts in-vehicle noise using a model in the early stages of project development. The model involved in this application will be introduced first. The embodiments of this application involve a first dynamic model and a whole-vehicle finite element model. The first dynamic model is used to simulate the vibration excitation of the suspension bushing module by the engine module during operation, while the whole-vehicle finite element model is used to simulate the in-vehicle noise response generated by the suspension bushing module under the vibration excitation of the engine module. Here, excitation refers to an external input applied to an object and / or system that causes it to vibrate or have a dynamic response.

[0018] In some embodiments, the first dynamic model includes an engine module and a suspension bushing module for supporting the engine module. The engine module may include at least one cylinder, such as a three-cylinder or four-cylinder engine module. The suspension bushing module is a component used to support the engine module, generally composed of rubber, hydraulic, or active damping structures, and is installed between the engine module and the vehicle body.

[0019] The first dynamic model is used to simulate the dynamic response of the suspension bushing module that supports the engine module during operation. In other words, the first dynamic model is used to simulate the vibration, forces, and motion of the suspension bushing module when the engine module is running. That is, the dynamic response can be characterized by dynamic parameters such as vibration, displacement, acceleration, and forces generated by the suspension bushing module under the excitation of the engine module.

[0020] In the field of simulation technology, the engine module is the simulation model representing the engine in the first dynamics model. The engine module can include engine dynamics motion modules and corresponding subsystems divided according to the number of cylinders. For example, a three-cylinder engine module corresponds to three subsystems, and a four-cylinder engine module corresponds to four subsystems. Each subsystem consists of modules such as the crankshaft, connecting rod, piston, cylinder, and cylinder pressure input module. Before performing the first simulation based on the first dynamics model, the parameters of each module need to be filled in according to the physical design parameters and performance parameters of the engine module to simulate the dynamic state of the engine module during actual operation, ensuring that the simulation can output the force and torque exerted by the cylinder on the powertrain module at each operating point. The physical design parameters include, but are not limited to, parameters such as mass, inertia, center of mass, dimensions, and coordinates. Performance parameters include, but are not limited to, the cylinder pressure corresponding to each cylinder at different load conditions. In addition to the subsystems, the engine module should also consider the torsional vibration damper (TVD) subsystem mounted on the crankshaft, and the connection stiffness between subsystems, etc., which can be referred to in existing technologies and will not be elaborated further.

[0021] In the field of simulation technology, the suspension bushing module is the simulation model representing the suspension bushing in the first dynamic model. The first dynamic model can include at least one suspension bushing module; for example, taking a three-point suspension bushing module as an example, it can include a left suspension bushing module, a right suspension bushing module, and a rear suspension bushing module. Figure 1 As shown, the first dynamic model may also include a flywheel module, an inertia unit module, a control module, a powertrain module, an acceleration sensor module, and a grounding module.

[0022] In some embodiments, the purpose of this application is to obtain suspension acceleration consistent with the accuracy of actual vehicle testing. Since the principal order frequency of interest is much lower than the overall modal frequency of the engine housing, the engine housing can be simplified based on the frequency avoidance principle of vibration theory, while ensuring the simulation accuracy requirements. A creative method is proposed to establish separate modeling methods for the engine module and powertrain module. To ensure model accuracy, two model calibrations are required. These will be described in detail below with reference to specific embodiments, and will not be elaborated upon here.

[0023] In this embodiment of the application, the whole vehicle finite element model includes at least the suspension bushing module.

[0024] In some embodiments, the engine module, powertrain module, and suspension bushing module are connected in sequence. The engine module provides load excitation to the powertrain module based on a rotational speed, such as a first rotational speed. The powertrain module drives the suspension bushing module to generate a dynamic response based on the load excitation. That is, the load excitation refers to the torque generated when the engine module is operating, which acts on the powertrain module to cause it to generate a dynamic response. Since the powertrain module is connected to the suspension bushing module, the powertrain module generates a dynamic response under the load excitation provided by the engine, thereby driving the suspension bushing module to generate a corresponding dynamic response. This dynamic response may include, for example, vibration, rotation, or translation. In other words, the load excitation is the force and torque acting on the powertrain module when the engine module is operating.

[0025] In this embodiment, the powertrain is decoupled and modeled based on the requirements of dynamic simulation. For example, the engine is used as a separate load excitation source, and the powertrain module is an equivalent rigid body used to characterize the total mass, moment of inertia, and center of mass coordinates of the powertrain components other than the engine. During simulation, the engine module outputs load excitation to the powertrain module according to a first rotational speed. The powertrain module is driven by this load excitation, causing the suspension bushing module to generate a dynamic response.

[0026] In some embodiments, the engine module may further include a crankshaft module, which can be processed as a discretized crankshaft module before performing the first simulation. It should be understood that the crankshaft module is the simulation model representing the crankshaft in the first dynamic model. The discretized crankshaft module includes multiple torsion shaft elements connected in series with multiple torsion nodes.

[0027] For example, the crankshaft is a core torsional vibration component of an engine. As a continuous elastic body structure, it undergoes torsional deformation and vibration during operation. Using a rigid body modeling approach cannot accurately characterize the dynamic torsional characteristics of the crankshaft. Therefore, this embodiment employs a discretized modeling method, segmenting the complete crankshaft structure. For instance, several torsional nodes are arranged along the crankshaft's axial direction, effectively dividing the continuous crankshaft structure into multiple torsional shaft units. Adjacent torsional shaft units are connected through corresponding torsional nodes, thus constructing a discretized crankshaft module including multiple torsional nodes. Each torsional node can independently characterize the torsional displacement, torsional angular velocity, and torsional angular acceleration at its corresponding position. Adjacent torsional nodes transmit torque and vibration loads through torsional stiffness and damping constraints.

[0028] For example, this application discretizes the crankshaft module based on the actual structural parameters of the engine module. According to the number of cylinders in the engine module, the overall crankshaft module is divided into units, creating multiple crank units that correspond one-to-one with each cylinder. During engine operation, each cylinder independently performs work and drives the corresponding crank unit. The force and torsional vibration characteristics of each crank unit are independent and differ. Therefore, using the number of cylinders as the basis for division allows for precise matching of the actual working structure and force characteristics of the crankshaft. After the crank unit division is completed, each crank unit is mapped to an independent torsional node.

[0029] Based on this, each torsional node obtained from the mapping is matched and assigned corresponding simulation parameters. The simulation parameters include physical property parameters such as mass, moment of inertia, torsional stiffness, and structural damping at the corresponding position of each crank unit, and are also associated with dynamic motion parameters such as torsional displacement, torsional angular velocity, and torsional angular acceleration of each node. Then, based on multiple torsional nodes, the crankshaft module is discretized into a discretized crankshaft composed of multiple torsional shaft units connected in series with multiple torsional nodes.

[0030] During engine operation, each cylinder independently performs work and drives the corresponding crankshaft unit. The force and torsional vibration characteristics of each crankshaft unit are independent and different. Therefore, using the number of cylinders as the basis for division can accurately match the actual working structure and force characteristics of the crankshaft. This discretization modeling method based on cylinder correspondence ensures the consistency between the model and the actual physical structure, improving the simulation accuracy and precision.

[0031] By using discretization modeling, the elastic torsional deformation, segmented torsional vibration, and torque transmission characteristics of the crankshaft during operation can be effectively simulated. This solves the problem that the overall rigid body model cannot reflect the differences in crankshaft elastic vibration, and effectively improves the calculation accuracy of engine load excitation output and vehicle powertrain dynamics simulation.

[0032] In some embodiments, the first dynamic model may further include a flywheel module and an inertia unit module, with each module connected in series according to the power transmission path. For example, the input end of the flywheel module is dynamically connected to the discretized crankshaft module, the output end of the flywheel module is connected to the input end of the inertia unit module, and the output end of the inertia unit module is finally coupled to the powertrain module, thereby realizing the step-by-step transmission and optimization of engine load excitation.

[0033] In the dynamic simulation process, the calculation and transmission process of load excitation is as follows: First, the real-time cylinder pressure data of each cylinder of the engine module under the first speed condition is collected. The cylinder pressure of each cylinder is used as the original excitation input. Combined with the torsional node parameters, torsional stiffness and torque transmission characteristics of the discretized crankshaft module, the first load excitation output by the engine is calculated and input to the flywheel module.

[0034] Subsequently, the received first load excitation is dynamically optimized using the flywheel module. Utilizing the rotational inertia energy storage and damping characteristics of the flywheel module, high-frequency fluctuations and instantaneous torque impact components contained in the original first load excitation are filtered out and smoothed, reducing the torque fluctuation interference caused by crankshaft torsional vibration. This results in a second load excitation with higher stability and lower impact, which is then input to the subsequent inertia unit module.

[0035] Finally, the inertia unit module receives the second load excitation. Based on its own inertia parameters and transmission constraints, it performs torque adaptation and smooth transmission of the second load excitation, accurately delivering the optimized second load excitation to the powertrain module. This drives the powertrain module to generate corresponding translational, rotational, and vibrational dynamic responses, providing accurate and stable load excitation input for the subsequent displacement, acceleration, and dynamic characteristic solving of the suspension bushing module, further improving the simulation accuracy and realism of the overall dynamic model.

[0036] This application uses a discretized crankshaft module, as well as a flywheel module, an inertial unit module, and an IPD control module included in the first dynamic model, to simulate the actual torsional motion state of the engine, so that the engine module outputs accurate load excitation.

[0037] In this embodiment of the application, the first dynamic model includes at least one suspension bushing module, such as a left suspension bushing module, a right suspension bushing module, and a rear suspension bushing module. The suspension bushing module is at least one of the at least one suspension bushing modules included in the first dynamic model.

[0038] The method for predicting in-vehicle noise provided in this application can be executed by an electronic device with data processing capabilities, such as a computer, server, edge computing device, etc., and this application does not impose specific limitations. The following describes this solution with an electronic device as the execution subject. Figure 2 This is a flowchart illustrating a method for predicting in-vehicle noise provided in an embodiment of this application, as shown below. Figure 2 As shown, the method includes: S101, Set the rotational speed of the engine module in the first dynamic model to the first rotational speed and execute the first simulation.

[0039] The first dynamic model can be referred to in the previous introduction and will not be repeated here. The first simulation is used to obtain the frequency domain acceleration data of the suspension bushing module, such as the suspension bushing module, at the dominant order frequency corresponding to the first rotational speed of the engine module.

[0040] In some embodiments, the first speed is a speed point selected at a first interval within the engine's operating speed range. For example, the electronic device iterates through the engine modules in the first dynamic model within the engine's operating speed range, setting the speeds at each first interval, and performs simulations at each speed. For example, the operating speed range is a range from the minimum speed to the maximum speed. For instance, the operating speed range is [1000 rpm, 5000 rpm], where 1000 rpm is the minimum speed and 5000 rpm is the maximum speed. The first interval refers to the speed difference between two adjacent engine module speeds within the operating speed range. That is, the first interval is the amount of each speed increase, also known as the first step size. The value of the first interval can be, for example, 30 rpm, 60 rpm, or 100 rpm.

[0041] For example, the operating speed range is [1000rpm, 5000rpm], and the first interval is 30rpm. The electronic device can sequentially set the engine module speed in the first dynamic model to 1030rpm, 1060rpm, 1090rpm, ..., 4090rpm. After each setting, the first simulation is executed. That is, the first speed is a speed point selected according to the first interval within the operating speed range, and simulation is performed for each first speed point. By selecting multiple first speed points according to the first interval within the operating speed range and performing simulation for each speed point separately, the operating conditions of the engine module can be comprehensively covered, avoiding the one-sidedness of single-condition analysis. Simultaneously, point-by-point independent simulation can accurately obtain excitation characteristics such as frequency domain acceleration data at different speeds, providing comprehensive and accurate data support for mount optimization and overall vehicle NVH performance improvement. Mounts refer to component assemblies used to flexibly connect and support the powertrain, such as the engine module and transmission, to the vehicle body or frame, mainly including mount bushings, mount brackets, and limiting structures.

[0042] In other embodiments, the first rotational speed is the rotational speed of the engine module corresponding to the target operating condition, such as the rotational speed corresponding to idling, normal driving, or maximum torque conditions. For this specific rotational speed, a first simulation is performed to obtain the frequency domain acceleration data of the suspension bushing module at the corresponding dominant order frequency. This frequency domain data is then used as an excitation and applied to the vehicle finite element model for finite element analysis. This allows for an accurate assessment of the vibration transmission characteristics of the suspension bushing module and in-vehicle noise under the target operating condition, while significantly reducing redundant simulation and data processing workload, improving simulation analysis efficiency, reducing computational resource consumption, and achieving a balance between operating condition specificity and analysis efficiency.

[0043] In this embodiment, the electronic device responds to a user's command, sets the rotational speed of the engine module in the first dynamics model to a first rotational speed, and executes the simulation. This command can be, for example, a command where the user inputs a rotational speed value and triggers the simulation to start, and can be issued through voice input, touch operation, keyboard input, parameter selection, or file import.

[0044] S102, During the first simulation, the following steps are executed periodically until the first simulation ends.

[0045] For example, during the first simulation, the method shown in S1021-S1023 is executed periodically at a preset frequency until the first simulation ends.

[0046] S1021, determine the displacement of the powertrain module.

[0047] In some embodiments, the displacement of the powertrain module is determined based on the Lagrange equations. The Lagrange equations can be, for example, shown in Equation (1).

[0048] , formula (1).

[0049] in, It is the kinetic energy term; It is a potential energy term; It is a dissipative energy term; This is a generalized force term. q represents the six-degree-of-freedom coordinate of the powertrain module; for example, q = .in,( ) is the displacement of the powertrain module, ( () is the rotation angle of the powertrain module around the X, Y, and Z axes; This is the speed of the powertrain module, obtained by differentiating with respect to q, and includes linear velocity and angular velocity. T is the kinetic energy function, V is the potential energy function, and D is the dissipated energy function.

[0050] For example, based on the six-degree-of-freedom coordinates of the powertrain module, the kinetic energy term, potential energy term, and dissipated energy term of the powertrain module are constructed.

[0051] For example, based on the six-degree-of-freedom coordinate q of the powertrain module, the kinetic energy term of the powertrain module is constructed. Specifically, based on the six-degree-of-freedom coordinate q of the powertrain module, the translational kinetic energy term and rotational kinetic energy term of the powertrain are constructed according to the mass and inertia matrix of the powertrain module, respectively. Adding the two together yields the kinetic energy term of the powertrain module. .

[0052] Based on the six-degree-of-freedom coordinate q of the powertrain module, construct the potential energy term of the powertrain module. Potential energy refers to the elastic potential energy generated by the powertrain module under rigid body motion, resulting in compression or tension on the suspension bushing module. Generally, the powertrain module is flexibly connected to the vehicle chassis by three or more suspension bushing modules. The displacement of each suspension bushing needs to be calculated based on the displacement of the powertrain module and the spatial coordinates of the suspension bushing modules. This displacement represents the tension or compression of the suspension bushing module in each direction. Then, the potential energy in a single direction is calculated by combining this with the stiffness of the suspension bushing module in each direction. Adding these together yields the total potential energy of the system. For example, based on the positional relationship between the powertrain module and the suspension bushing modules, the displacement of each suspension bushing is constructed as the tension or compression. Based on the stiffness of each suspension bushing module in each degree of freedom direction, the elastic potential energy in a single direction is constructed. The potential energy term is obtained by summing the elastic potential energies of all suspension bushings and all degrees of freedom directions. .

[0053] Based on the six-degree-of-freedom coordinate q of the powertrain module, the dissipation energy term of the powertrain module is constructed. For example, by differentiating the displacements of the suspension bushing module in each direction, the velocities of the suspension bushing module in each direction can be obtained. Then, by combining these velocities with the damping coefficients of the suspension bushing module in each direction, the dissipation energy in a single direction can be constructed. Adding these together yields the dissipation energy term. .

[0054] Next, based on the load excitation output by the engine module at the first rotational speed, the generalized force term of the powertrain module is determined. Here, load excitation refers to the torque generated by the engine operation and its application to the powertrain module, causing a dynamic response. This dynamic response may include, for example, vibration and rotation. In other words, during operation, the engine module can output load excitation based on the first rotational speed, which acts on the powertrain module, causing it to produce dynamic responses such as rotation and vibration.

[0055] For example, firstly, the load excitation of the engine module under the first operating speed condition is acquired. Then, through coordinate transformation, the torque in the engine coordinate system is converted to the system coordinate system of the powertrain module. Subsequently, based on the torque equivalence relationship, the working torque after coordinate transformation is equivalently decomposed and converted to obtain the force and torque of the powertrain module. The force and torque obtained through equivalent conversion are the generalized force terms of the powertrain module.

[0056] In some embodiments, the load excitation of the engine module under a first speed condition can be, for example, the first load excitation output by the discretized crankshaft module. Exemplarily, the load excitation output by the engine module determines the generalized force term of the powertrain module. Specifically, this can be achieved by: acquiring the first load excitation output by the discretized crankshaft module; transforming the first load excitation to the coordinate system of the powertrain module through coordinate transformation; and determining the force and torque of the powertrain module based on the torque equivalence relationship, where the force and torque are the generalized force term of the powertrain module. In this embodiment, the first torque obtained by the discretized crankshaft module includes the real dynamic characteristics of crankshaft elastic torsional vibration and the differentiated work done by each cylinder, making the final generalized force term more closely match the actual vehicle power output state, effectively improving the accuracy of the powertrain dynamic response solution, and providing an accurate load input basis for subsequent calculations of parameters such as suspension bushing displacement and acceleration.

[0057] Substitute the kinetic energy, potential energy, dissipated energy and generalized force terms constructed above into the Lagrange equation as shown in formula (1) to solve the six-degree-of-freedom coordinates q of the powertrain module and obtain the displacement of the powertrain module as (x, y, z).

[0058] S1022, Based on the displacement of the powertrain module and the positional relationship between the powertrain module and the suspension bushing module, determine the displacement of the suspension bushing module.

[0059] For example, firstly, the real-time displacement information of the powertrain module during the dynamic response process is acquired. This displacement information can characterize the three-dimensional translational displacement of the powertrain module's center of mass in the vehicle coordinate system, which can be, for example, three-dimensional displacement coordinates (x, y, z). Simultaneously, preset installation position parameters are pre-stored or recalled, including the position coordinates of the powertrain module and each suspension bushing module, to clarify the positional constraints and spatial relative positional relationships between the powertrain module and each suspension bushing module. Through spatial coordinate mapping and rigid body motion relationship conversion, the real-time displacement of the suspension bushing module is obtained. The position coordinates of the powertrain module can be, for example, the position coordinates of its center of mass, and the position coordinates of the suspension bushing module can be, for example, the position coordinates of its center of mass. The displacement of the powertrain module can be, for example, the displacement of its center of mass, and the displacement of the suspension bushing module can be, for example, the displacement of its center of mass.

[0060] This application is based on six-degree-of-freedom coordinates combined with the Lagrange equation, and solves by integrating the generalized force terms corresponding to kinetic energy, potential energy, dissipated energy and torque excitation. It fully considers the multidimensional motion characteristics and mechanical state of the powertrain, effectively improving the accuracy of the powertrain displacement calculation results, and providing reliable basic data for subsequent suspension bushing acceleration extraction and in-vehicle noise prediction.

[0061] S1023, Determine the acceleration of the suspension bushing module based on the displacement of the suspension bushing module.

[0062] Based on the displacement of the suspension bushing module obtained in S1022, the displacement is processed to obtain the acceleration of the suspension bushing module. For example, the first derivative of the displacement of the suspension bushing module is first performed to obtain the velocity of the suspension bushing module; the second derivative of the velocity is then performed to obtain the acceleration of the suspension bushing module.

[0063] S103, Based on the acceleration of the suspension bushing module acquired over multiple cycles, determine the time-domain acceleration data of the suspension bushing module.

[0064] For example, the acceleration data of the suspension bushing module acquired in multiple cycles are sorted according to the acquisition time to obtain the time-domain acceleration data of the suspension bushing module.

[0065] In this embodiment, during the early stages of project development, the time-domain acceleration data of the suspension bushing is obtained through simulation using a first dynamic model. During the simulation, based on the actual displacement of the powertrain modules, and considering the positional relationships between modules, the displacement and acceleration of the suspension bushing modules are calculated step-by-step. This follows the true mechanical logic of power transmission and structural motion, effectively improving the accuracy of the collected time-domain acceleration data of the suspension bushing modules.

[0066] After obtaining the time-domain acceleration data of the suspension bushing module, it is applied to predict in-vehicle noise. For example, steps 1-2 can be performed to predict in-vehicle noise.

[0067] Step 1: Based on the time-domain acceleration data of the suspension bushing module, obtain the frequency-domain acceleration data of the suspension bushing module at the dominant order frequency corresponding to the first rotational speed.

[0068] The data pertains to frequency-domain acceleration data at the dominant order frequency corresponding to the engine module's rotational speed. The dominant order frequency is the frequency characteristic that generates the strongest energy during engine module operation due to cylinder ignition excitation and has the greatest impact on vehicle NVH. The frequency-domain acceleration data at the dominant order frequency accurately reflects the dominant excitation characteristics of the engine module on the suspension bushing module. In other words, the frequency-domain acceleration data at the dominant order frequency accurately reflects the vibration characteristics transmitted from the engine module to the suspension bushing module. That is, the frequency-domain acceleration data at the dominant order frequency reflects the main vibration intensity and patterns of the engine module acting on the suspension bushing module. This application loads this frequency-domain acceleration data onto the suspension bushing module in the vehicle finite element model, accurately simulating the main vibration effects of the engine module on the suspension bushing module, and efficiently and accurately simulating the in-vehicle noise response generated by the vibration of the suspension bushing module under the excitation of the engine module.

[0069] In this embodiment, the electronic device acquires the frequency domain acceleration data of the suspension bushing module corresponding to the current simulation. Specifically, this frequency domain acceleration data is the frequency domain acceleration data at the dominant order frequency corresponding to the first rotational speed. This frequency domain acceleration data is used to characterize the vibration response characteristics of the suspension bushing module under the dominant excitation of the engine module at the first rotational speed. The dominant order refers to the ignition order that generates the strongest vibration excitation and / or has the greatest impact on noise during operation, determined by the number of cylinders and ignition method of the engine module; it is the core excitation order of the engine module. For example, the dominant order of a four-cylinder four-stroke engine module is order 2, that of a three-cylinder engine is typically order 1.5, and that of a six-cylinder engine is typically order 3. The dominant order frequency is the frequency corresponding to the dominant order, obtained jointly from the rotational speed and the dominant order. For example, dominant order frequency = (engine module rotational speed × dominant order) / 60. The dominant order frequency is the most significant frequency component that causes vibration of the suspension bushing module at the current rotational speed. Taking the second dominant order as an example, if the first speed is 1030rpm, 1060rpm, 1090rpm, ..., 4090rpm, then the corresponding dominant order frequencies are 34.33Hz, 35.33Hz, 36.33Hz, ..., 136.33Hz, respectively.

[0070] In some embodiments, frequency domain acceleration data may include, for example, the amplitude and phase of acceleration. The amplitude of acceleration characterizes the fluctuation range of acceleration, i.e., the intensity of vibration; a larger amplitude indicates more intense vibration at that frequency. The phase of acceleration characterizes the temporal starting position of the vibration, reflecting the temporal characteristics of vibration occurrence. The combination of amplitude and phase can comprehensively characterize the amplitude and temporal characteristics of the suspension bushing module's vibration at the dominant order frequency, providing a realistic and complete excitation load for subsequent finite element analysis. For example, the frequency domain acceleration data of the suspension bushing module at the dominant order frequency may include, for instance, the amplitude and phase of acceleration at 34.33Hz, 35.33Hz, 36.33Hz, ..., 136.33Hz. It should be understood that one rotational speed corresponds to one dominant order frequency, and the frequency domain acceleration data at a dominant order frequency includes both the amplitude and phase of acceleration at that dominant order frequency. As in the previous example, this frequency domain acceleration data could be, for example, the amplitude and phase of the acceleration of the suspension bushing module at 34.33Hz, 35.33Hz, 36.33Hz, ..., and 136.33Hz. In other words, one rotational speed corresponds to one dominant order frequency, and the acceleration data at a dominant order frequency includes both amplitude and phase.

[0071] In some embodiments, acceleration is a physical quantity that includes direction, and the frequency domain acceleration data of the suspension bushing module at the dominant order frequency corresponding to the first rotational speed can specifically be frequency domain acceleration data in the target direction. The target direction is at least one of the lateral, longitudinal, and vertical directions in the vehicle coordinate system. The lateral direction is the width direction of the vehicle, the longitudinal direction is the length direction of the vehicle, and the vertical direction is the direction of gravity.

[0072] For example, taking the second dominant order as an example, the first rotational speeds are 1030 rpm, 1060 rpm, 1090 rpm, ..., 4090 rpm. The frequency domain acceleration data at the corresponding dominant order frequencies can be, for example, the amplitude and phase of the acceleration of the suspension bushing module in the horizontal direction at 34.33 Hz, 35.33 Hz, 36.33 Hz, ..., 136.33 Hz; the amplitude and phase of the acceleration of the suspension bushing module in the vertical direction at 34.33 Hz, 35.33 Hz, 36.33 Hz, ..., 136.33 Hz; and the amplitude and phase of the acceleration of the suspension bushing module in the vertical direction at 34.33 Hz, 35.33 Hz, 36.33 Hz, ..., 136.33 Hz.

[0073] Taking the suspension bushing module, which includes the left suspension bushing module, the right suspension bushing module, and the rear suspension bushing module, as an example, after the electronic device performs a simulation based on a first rotational speed, it can obtain nine sets of frequency domain acceleration data corresponding to the first rotational speed, such as (A). Rx φ Rx ), (A Ry φ Ry ), (A Rz φ Rz ), (A Lx φ Lx ), (A Ly φ Ly ), (A Lz φ Lz ), (A Bx φ Bx ), (A By φ By ) and (A Bz φ Bz Among them, (A) Rx φ Rx ), (A Ry φ Ry ) and (A Rz φ Rz (A) represents the frequency domain acceleration data of the right suspension bushing module in the lateral, longitudinal, and vertical directions; Lx φ Lx ), (A Ly φ Ly ) and (A Lz φ Lz (A) represents the frequency domain acceleration data of the left suspension bushing module in the lateral, longitudinal, and vertical directions; Bx φ Bx ), (A By φ By ) and (A Bz φ Bz () is the frequency domain acceleration data of the rear suspension bushing module in the lateral, longitudinal, and vertical directions.

[0074] In other words, the frequency domain acceleration data of the suspension bushing module at the dominant order frequency corresponding to the first rotational speed can be the frequency domain acceleration data of at least one suspension bushing module included in the first dynamic model in any one or more of the lateral, longitudinal, and vertical directions. In actual implementation, frequency domain acceleration data of one or more suspension bushing modules in any of the lateral, longitudinal, and vertical directions can be acquired as needed.

[0075] In some embodiments, for a single simulation, the electronic device can obtain the frequency domain acceleration data of the suspension bushing module at the dominant order frequency corresponding to the first rotational speed by using the time-domain acceleration data of the suspension bushing module. It should be understood that the vibration generated by the engine module during operation is a composite excitation composed of multiple vibration components of different frequencies, and the vibration excitation at the dominant order frequency is the main source of in-vehicle noise. The time-domain acceleration signal is a mixed response of multiple frequency components, making it impossible to separate the excitation component of a single frequency. Frequency domain acceleration data can independently characterize vibration components at different frequencies, accurately extracting the vibration component at the dominant order frequency to match the input requirements of frequency response-based NVH simulation analysis, thereby accurately simulating the noise response transmitted to the in-vehicle interior by the suspension bushing module under the excitation of the vibration component at that dominant order frequency.

[0076] For example, the electronic device can acquire the time-domain acceleration signal of the suspension bushing module in the target direction during this simulation, and based on the time-domain acceleration signal in that direction, acquire the frequency-domain acceleration data of the suspension bushing module at the dominant order frequency corresponding to the first rotational speed in the target direction. The target direction is at least one of the transverse, longitudinal, and vertical directions.

[0077] Taking a simulation as an example, the frequency domain acceleration data of the suspension bushing module in the target direction can be determined by executing the method shown in steps a-c.

[0078] Step a: Perform Fourier transform processing on the time-domain acceleration data of the suspension bushing module in the target direction to obtain the frequency-domain acceleration signal of the suspension bushing module in the target direction.

[0079] In this embodiment of the application, the electronic device can acquire the acceleration frequency domain signal of at least one suspension bushing module included in the first dynamic model in at least one of the lateral, longitudinal, and vertical directions. The acceleration frequency domain signal includes the amplitude and phase of acceleration at different frequencies.

[0080] In some embodiments, the electronic device can first acquire time-domain acceleration data of the suspension bushing module in the target direction, and then acquire the acceleration frequency-domain signal in the corresponding direction based on the time-domain acceleration data in the target direction. Here, the time-domain acceleration data is a discrete signal of acceleration varying over time, used to characterize the magnitude of acceleration at different times. In other words, the time-domain acceleration data is a discrete signal, consisting of a series of time points and their corresponding accelerations. That is, the time-domain acceleration data includes acceleration at different times.

[0081] For example, the electronic device can acquire time-domain acceleration data of the suspension bushing module in the target direction and perform Fourier transform processing on the time-domain acceleration data to obtain the acceleration frequency domain signal. For instance, the electronic device can acquire time-domain acceleration data of at least one of the left, right, and rear suspension bushing modules in any one or more of the lateral, longitudinal, and vertical directions. A Fourier transform is performed on one of the acquired time-domain acceleration data to obtain the corresponding acceleration frequency domain signal. The Fourier transform is used to convert the acceleration signal, which changes continuously with time in the time domain, into amplitude and phase information corresponding to different frequency components in the frequency domain, thereby separating and extracting the dominant order frequency components that play a dominant role in NVH characteristics.

[0082] For example, time-domain acceleration data can be represented as {[0ms, 0.25m / s²], [1s, 0.32m / s²], [2m, 0.40m / s²], ..., [17ms, 4.8m / s²], [18ms, 4.9m / s²], [19ms, 4.9m / s²], [20ms, 5m / s²]}. The frequency-domain acceleration signal characterizes the distribution of acceleration at different frequencies and is obtained by performing a Fourier transform on the time-domain acceleration data. The frequency-domain acceleration signal consists of several frequency points and the corresponding acceleration amplitude and phase at each frequency point, used to characterize the distribution characteristics of vibration at different frequencies. For example, acceleration frequency domain signals can be represented as {[10Hz, 0.2m / s², 30°], [20Hz, 0.5m / s², 60°], [34.33Hz, 0.5m / s², 90°], [50Hz, 0.4m / s², 120°], [68.67Hz, 0.3m / s², 150°], [80Hz, 0.1m / s², 180°]}. Step b: Determine the dominant order frequency corresponding to the first rotational speed.

[0083] The electronic equipment determines the dominant order frequency corresponding to the first rotational speed, the number of cylinders in the engine module, and the dominant order. For example, if the engine module has 4 cylinders and the corresponding dominant order is 2, the dominant order frequency f = (1030 × 2) / 60 ≈ 34.33 Hz when the first rotational speed is 1030 rpm; and f = (1060 × 2) / 60 ≈ 35.33 Hz when the first rotational speed is 1060 rpm. As another example, if the engine module has 3 cylinders and the corresponding dominant excitation order is 1.5, the dominant order frequency f = (1030 × 1.5) / 60 ≈ 25.75 Hz when the first rotational speed is 1030 rpm; and f = (1060 × 1.5) / 60 ≈ 26.5 Hz when the first rotational speed is 1060 rpm.

[0084] Step c: Extract the amplitude and phase of the acceleration corresponding to the dominant order frequency from the acceleration frequency domain signal to obtain the frequency domain acceleration data of the suspension bushing module in the target direction.

[0085] For example, an electronic device filters and extracts the acceleration amplitude and phase corresponding to the dominant order frequency from the acquired acceleration frequency domain signal. For instance, the lateral frequency domain acceleration data of the suspension bushing module can be represented as {[10Hz, 0.2m / s², 30°], [20Hz, 0.5m / s², 60°], [34.33Hz, 0.5m / s², 90°], [50Hz, 0.4m / s², 120°], [68.67Hz, 0.3m / s², 150°], [80Hz, 0.1m / s², 180°]}. Here, [34.33Hz, 0.5m / s², 90°] indicates that the acceleration amplitude is 0.5m / s² and the acceleration phase is 90° at a frequency of 34.33Hz. If the dominant order frequency is 34.33Hz, the electronic device uses [0.5m / s², 90°] as the lateral acceleration frequency domain data of the suspension bushing module at the dominant order frequency corresponding to the first rotational speed. If the dominant order frequency is 68.67Hz, the electronic device uses [0.3m / s², 150°] as the lateral acceleration frequency domain data of the suspension bushing module at the dominant order frequency corresponding to the first rotational speed. This embodiment is illustrated by taking the acquisition of frequency domain acceleration data of a suspension bushing module at the dominant order frequency in one direction as an example. It should be understood that the acceleration frequency domain data at the dominant order frequency in each direction can be acquired for each suspension bushing module using the method shown in this embodiment.

[0086] After obtaining the frequency domain acceleration data of the suspension bushing module at the dominant order frequency corresponding to the first rotational speed, the electronic device can use the frequency domain acceleration data as excitation data to perform a second simulation and obtain the in-vehicle noise response.

[0087] Step 2: Load the frequency domain acceleration data onto the suspension bushing module included in the whole vehicle finite element model and perform the second simulation to obtain the in-vehicle noise response.

[0088] In this embodiment of the application, the second simulation is the finite element simulation, which is used to obtain the in-vehicle noise response of the suspension bushing module under the excitation of the dominant order frequency of the engine.

[0089] In this embodiment, the frequency domain acceleration data of the suspension bushing module at the dominant order frequency corresponding to the first rotational speed is loaded onto the suspension bushing module included in the whole vehicle finite element model, and finite element simulation is performed to obtain the in-vehicle noise response. This in-vehicle noise response characterizes the sound pressure level response of the in-vehicle noise caused by the suspension bushing module under the excitation of the dominant order frequency. For example, the sound pressure level response of the in-vehicle noise can be specifically represented as a response curve of in-vehicle sound pressure changing with frequency, with the horizontal axis representing frequency and the vertical axis representing sound pressure level amplitude. Through this curve, the in-vehicle noise sound pressure level corresponding to the dominant order frequency can be obtained, thereby characterizing the magnitude and distribution characteristics of the in-vehicle noise caused by the suspension bushing module under the excitation of the dominant order frequency.

[0090] For example, taking the frequency domain acceleration data (A, φ) as an example, the electronic device uses this frequency domain acceleration data as a frequency domain excitation load to calculate the in-vehicle noise response using the finite element method. For example, this set of frequency domain acceleration data (A, φ) can be used to construct a harmonic excitation such as a(t) = A The simple harmonic excitation sin(2πft+φ) is applied to the suspension bushing module, such as on the active side of the suspension bushing module, and the noise response inside the vehicle generated by the suspension bushing module under this simple harmonic excitation is simulated based on finite element method. The active side of the suspension bushing module is the location where the suspension bushing module connects to the vehicle body.

[0091] In some embodiments, when frequency domain acceleration data of multiple suspension bushing modules in multiple directions are acquired, the electronic device can load the frequency domain acceleration data accordingly. For example, the frequency domain acceleration data of the left suspension bushing module can be loaded onto the left suspension bushing module, the frequency domain acceleration data of the right suspension bushing module can be loaded onto the right suspension bushing module, and the frequency domain acceleration data of the rear suspension bushing module can be loaded onto the rear suspension bushing module. For a single suspension bushing module, frequency domain acceleration data in multiple directions can also be loaded accordingly. For example, for a single suspension bushing module, the horizontal frequency domain acceleration data can be loaded into the horizontal direction of the suspension bushing module, the vertical frequency domain acceleration data can be loaded into the vertical direction of the suspension bushing module, and the perpendicular frequency domain acceleration data can be loaded into the perpendicular direction of the suspension bushing module.

[0092] Specifically, the electronic device acquires frequency domain acceleration data for each suspension bushing module in the corresponding direction and constructs harmonic excitation based on the frequency domain acceleration data. The electronic device synchronously loads the harmonic excitation of each suspension bushing module in each direction to the active side of the corresponding suspension bushing module, and simulates the in-vehicle noise response under the combined excitation of multiple suspension bushing modules and multiple directions based on finite element simulation.

[0093] For example, for multiple suspension bushing modules and multiple directions, based on the frequency domain acceleration data of each suspension bushing module in each direction, such as (A) ij , φ ij ), construct the corresponding harmonic excitation: a ij (t)=A ij sin(2πft+φ ij ), where subscript i represents the i-th suspension bushing module, and subscript j represents the j-th direction of that suspension bushing module. Next, each harmonic excitation is synchronously applied to the active end of the corresponding direction of the corresponding suspension bushing module, and the in-vehicle noise response under the combined input of multiple excitations is obtained through finite element simulation. Taking a suspension bushing module including a left suspension bushing module, a right suspension bushing module, and a rear suspension bushing module as an example, for the left suspension bushing module, the corresponding harmonic excitation is constructed as follows: a Lj (t)=A Lj sin(2πft+φ Lj For the right suspension bushing module, construct the corresponding harmonic excitation: a Rj (t)=A Rj sin(2πft+φ Rj For the rear suspension bushing module, a corresponding harmonic excitation is constructed: a Bj (t)=A Bj sin(2πft+φ Bj Here, the subscript j represents the j-th direction of the suspension bushing module. Subsequently, the electronic device applies each harmonic excitation to the corresponding direction of the corresponding suspension bushing module according to different suspension bushing modules and different directions, and performs finite element analysis.

[0094] It should be understood that in actual implementation, loading can be performed as needed for combined simulation. For example, only some or all of the suspension bushing modules can be loaded with simple harmonic excitation in some or all directions to simulate the sound pressure level distribution of in-vehicle noise under various combinations of suspension bushing modules and directions.

[0095] This application provides a method for predicting in-vehicle noise. In the early stages of project development, frequency domain acceleration data of the suspension bushing module at the dominant order frequency corresponding to the engine module's rotational speed can be obtained through simulation. This frequency domain acceleration data can characterize the vibration response of the suspension bushing module under the dominant excitation of the engine module at the first rotational speed. Then, a second simulation is performed based on this frequency domain acceleration data to obtain the in-vehicle noise response, which can improve simulation accuracy, shorten the project development cycle, and save development costs.

[0096] In some embodiments, the engine module is used to solve for mechanical loads during operation, wherein the mechanical loads include gas combustion torque, reciprocating inertial force, and reciprocating inertial moment. For example, the engine module is used to calculate the gas combustion torque, reciprocating inertial force, and reciprocating inertial moment generated during engine module operation. The engine module is connected to the powertrain module. The powertrain module is used to solve for frequency domain acceleration data of the suspension bushing module at the dominant order frequency corresponding to the rotational speed of the engine module based on the mechanical loads. For example, the powertrain module includes the total mass and total inertia of the engine, transmission, damping unit, and control unit integrated into the housing, etc., to simulate the rigid body motion of the assembly components under the support of the suspension bushing. The parallel axis theorem is used to translate the rotational inertia of each component to the center of mass of the assembly component to obtain the mass and inertia parameters required by the powertrain module. In addition, the powertrain module receives the forces and torques calculated by the engine module and decomposes them to the center of each bushing in space according to the force and torque balance, so as to calculate the frequency domain acceleration data of each suspension bushing module at the dominant order frequency corresponding to the rotational speed of the engine module.

[0097] In some embodiments, before performing simulation based on the first dynamic model, the engine module can be calibrated. The goal of calibration is to enable the first dynamic model to reproduce real operating conditions. For example, the engine module is calibrated based on a preset mechanical load, which is calculated based on a theoretical mathematical model. For instance, the model parameters of the engine module in the first dynamic model are set to preset model parameters. The first dynamic model is run, and the mechanical load calculated by the engine module during this run is obtained. This mechanical load is then compared with the preset mechanical load calculated based on the theoretical mathematical model. The theoretical mathematical model is a mathematical model used to calculate the force and torque output by the engine; existing technologies can be referenced, and details are omitted here. If the two are consistent, the model parameters of the engine module are fixed to the preset model parameters. If the two are inconsistent, the model parameters of the engine module are adjusted, and the first dynamic model is run again until a mechanical load consistent with the preset mechanical load calculated based on the theoretical mathematical model is obtained. The model parameters of the engine module are then fixed.

[0098] In some embodiments, before performing simulation based on the first dynamic model, the powertrain module can be calibrated. The calibration goal is to enable the first dynamic model to reproduce real operating conditions. For example, the powertrain module is calibrated based on preset excitation data; this preset excitation data is collected for the suspension bushings included in the prototype vehicle. Specifically, based on the first dynamic model, target excitation data for the suspension bushing module included in the first dynamic model is obtained. Based on the consistency between the target excitation data and the preset excitation data, the model parameters of the powertrain module are adjusted; this adjustment enables the first dynamic model to output target excitation data consistent with the preset excitation data. Here, the prototype vehicle is also called a test vehicle, and the suspension bushings in the prototype vehicle correspond to the suspension bushing module in the first dynamic model. In other words, the suspension bushing module represents the simulation model of the suspension bushing.

[0099] The excitation data includes frequency domain acceleration data of the suspension bushing or suspension bushing module at the dominant order frequency corresponding to at least one engine speed. For example, the preset excitation data is collected for the suspension bushing in the prototype vehicle. For instance, the acceleration of the suspension bushing in the prototype vehicle is collected by sensors when the engine is running, and the frequency domain acceleration data at the dominant order frequency corresponding to the current engine speed is calculated. The engine speed is taken at a second fixed interval within the operating speed range [1000 rpm, 5000 rpm], and the frequency domain acceleration data of the suspension bushing at the dominant order frequency corresponding to each speed is obtained in the manner described above to obtain the preset excitation data.

[0100] The electronic device can first set the model parameters of the powertrain module to preset model parameters, and then obtain the target excitation data of the suspension bushing module based on the first dynamic model. The suspension bushing module can be the same as or different from other suspension bushing modules. For example, within the operating speed range of the engine module, the speeds of the engine module in the first dynamic model are traversed at a second fixed interval, and simulations are performed at each speed. After each simulation, the frequency domain acceleration data of the suspension bushing module at the dominant order frequency corresponding to the first speed is obtained, thus obtaining the target excitation data of the suspension bushing module. That is, the target excitation data of the suspension bushing module includes the amplitude and phase of the acceleration of the suspension bushing module at at least one dominant order frequency corresponding to at least one speed. Obtaining the frequency domain acceleration data of the suspension bushing module at the dominant order frequency corresponding to the first speed in each simulation can be done using the method described above, and will not be repeated here. The suspension bushing module can be at least one of at least one suspension bushing module included in the first dynamic model. The target excitation data of the suspension bushing module can be excitation data in the target direction, which can be at least one of the horizontal, vertical and perpendicular directions.

[0101] For example, the target excitation data for the suspension bushing module can be represented as [Fn, An, φn], where Fn is the dominant order frequency corresponding to the rotational speed n, An is the amplitude of the acceleration of the suspension bushing module at the dominant order frequency, and φn is the phase of the acceleration of the suspension bushing module at the dominant order frequency. The rotational speed n is taken at a second fixed interval within the operating speed range [1000 rpm, 5000 rpm]. The preset excitation data can be represented as [Fn, A`n, φ`n], where A`n is the amplitude of the acceleration of the suspension bushing in the prototype vehicle at the dominant order frequency, and φ`n is the phase of the acceleration of the suspension bushing in the prototype vehicle at the dominant order frequency.

[0102] Next, the electronic device compares the target excitation data with the preset excitation data for consistency. Specifically, the electronic device determines whether the target excitation data and the preset excitation data are consistent by comparing their trends. For example, the electronic device compares the overall trend of acceleration amplitude with rotational speed in the target excitation data with the trend of acceleration amplitude with rotational speed in the preset excitation data, and judges whether the target excitation data obtained by simulation meets the accuracy requirements based on the consistency of trends. If the trends of the two are similar and consistent, the target excitation data and the preset excitation data are considered consistent; if the trends differ significantly, they are considered inconsistent. For example, if the acceleration amplitude in the preset excitation data increases steadily with increasing rotational speed, and the acceleration amplitude in the target excitation data also increases steadily with increasing rotational speed, and the slope and fluctuation pattern are basically consistent with the preset data, then the electronic device determines that the target excitation data and the preset excitation data are consistent. If the target excitation data obtained by simulation shows abrupt changes in amplitude, decreases with increasing rotational speed, or other situations that clearly contradict the preset trend, then they are considered inconsistent.

[0103] If the target excitation data matches the preset excitation data, it indicates that the simulation accuracy of the current first dynamic model meets the requirements. The first dynamic model can accurately reflect the real dynamic characteristics of the actual vehicle's suspension bushing module. The first simulation can be performed based on this first dynamic model, providing accurate, reliable, and vehicle-like frequency domain acceleration data for the subsequent second simulation. For example, if the excitation data matches the preset excitation data, the model parameters of the powertrain module are fixed.

[0104] If the target excitation data is inconsistent with the preset data, it indicates that the simulation accuracy of the current first dynamic model is insufficient. Therefore, it is necessary to continue adjusting the model parameters of the powertrain module and re-perform the simulation calculation. For example, when the excitation data is inconsistent with the preset excitation data, adjust the model parameters of the powertrain module, and based on the adjusted model parameters, execute the simulation again to obtain the target excitation data of the suspension bushing module until the target excitation data matches the preset excitation data, at which point the model parameters of the powertrain module are fixed.

[0105] In this embodiment, the model parameters of the engine module and the powertrain module may include, but are not limited to, structural inertial parameters, structural dynamic parameters, connection parameters, boundary parameters, etc. Existing technologies can be consulted, and they will not be elaborated here.

[0106] In some embodiments, a first dynamic model can be built first. The method for building the first dynamic model will be described below with reference to specific embodiments. After building the first dynamic model, the electronic device can debug the first dynamic model. The purpose of debugging is to obtain the target control parameters used by the control module to stably control the speed of the engine module at the set speed.

[0107] In some embodiments, setting the engine module's rotational speed to a first speed and performing a first simulation in the first dynamic model can be replaced by: setting the control parameters of the control module to target control parameters, setting the engine module's rotational speed to the first speed in the first dynamic model, and performing a first simulation. The target control parameters are used to stably control the engine module's rotational speed at the first speed.

[0108] In some embodiments, target control parameters may be obtained before performing a first simulation based on a first dynamic model.

[0109] For example, the electronic device first sets the rotational speed of the engine module in the first dynamic model to a first preset rotational speed, sets the control parameters of the control module to a first parameter, and then executes the simulation. Based on the consistency between the real-time rotational speed of the engine module during steady-state operation in this simulation and the first preset rotational speed, the electronic device determines the control parameters of the control model. Taking a proportional-integral-derivative (PID) controller as an example, the control parameters may include one or more of the proportional parameter (P parameter), integral parameter (I), and output limits.

[0110] Specifically, the electronic device acquires the actual rotational speed of the engine module during steady-state operation in this simulation. If the actual rotational speed matches the first preset rotational speed, the first parameter is used as the target control parameter of the control module. If the actual rotational speed does not match the first preset rotational speed, the first parameter is adjusted. The simulation is then performed based on the adjusted first parameter until the target control parameter that makes the actual rotational speed of the engine module match the first preset rotational speed is obtained. For example, if the actual rotational speed does not match the first preset rotational speed, the first parameter is adjusted. Then, the rotational speed of the engine module is set to the first preset rotational speed, the control parameter of the control module is set to the adjusted first parameter, and the simulation is performed. Next, the actual rotational speed of the engine module during steady-state operation in this simulation is acquired, and the control parameters of the control model are determined based on the consistency between the acquired actual rotational speed and the first preset rotational speed, as described above. Consistency can be understood as the difference between the actual rotational speed and the first preset rotational speed being within a preset range. When the actual rotational speed matches the first preset rotational speed, it indicates that the control module can control the rotational speed of the engine module to the first preset rotational speed based on the first parameter. The control parameters of the control module can be increased or decreased according to a preset ratio and preset step size to gradually correct the control parameters until the actual rotational speed of the engine module during steady-state operation matches the first preset rotational speed.

[0111] In some embodiments, after obtaining the target control parameters, the target control parameters can be further verified by at least one second preset speed. For example, the electronic device verifies the control capability of the control module based on the target control parameters using at least one second preset speed. Specifically, after obtaining the target control parameters, the electronic device sets the control parameters of the control module to the target control parameters, and sequentially sets the speed of the engine module to at least one second preset speed, performing a simulation after each setting. The first preset speed and the at least one second preset speed are speed points selected at a second interval within the operating range of the engine module. The second interval can be, for example, 1000 rpm. For example, the first preset speed is 1000 rpm, and the at least one second preset speed is 2000 rpm, 3000 rpm, 4000 rpm, and 5000 rpm, respectively.

[0112] Subsequently, the electronic equipment acquires the actual rotational speed of the engine module during steady-state operation in each simulation. For example, during the simulation, the electronic equipment reads the real-time rotational speed signal of the engine module output by the first dynamic model in real time. After determining that the engine module has entered a steady-state operating state (e.g., the real-time rotational speed fluctuation is less than a set threshold and remains stable for a preset duration), it samples or calculates the mean of the rotational speed signal during that period to obtain the actual rotational speed of the engine module during steady-state operation in this simulation. Alternatively, after a single simulation is completed, the electronic equipment extracts the real-time rotational speed of the engine module from the simulation results output by this simulation, and filters out the rotational speed values ​​of the engine module in the steady-state operating phase based on the real-time rotational speed, using these as the actual rotational speed corresponding to this simulation.

[0113] If the actual rotational speed obtained in each simulation is consistent with the second preset rotational speed of the simulation device, the target control parameter is used as the final control parameter. The consistency between the actual rotational speed obtained in each simulation and the second preset rotational speed indicates that the engine module's rotational speed can be stably controlled within the target range based on the target control parameter. This target control parameter can be used as the control parameter for the control module in the first dynamics model. For example, before performing the first simulation based on the first dynamics model, the control parameters of the control module are set as the target control parameter. Specifically, the target control parameter is loaded into the control module in the first dynamics model, the engine module's rotational speed is set sequentially at a first interval, and the simulation is performed after each setting. Here, the consistency between the actual rotational speed and the preset rotational speed can be understood as the difference between the actual rotational speed and the preset rotational speed being within a preset range.

[0114] If the actual rotational speed differs from the corresponding second preset rotational speed, the electronic device can redetermine the target control parameters. For example, the electronic device adjusts the first parameter, and then, based on the first preset rotational speed and the adjusted first parameter, redetermines the target control parameters. Subsequently, the redetermined target control parameters are verified again using at least one second preset rotational speed until the target control parameters that meet the requirements are obtained.

[0115] The following describes a method, apparatus, device, and computer-readable storage medium for predicting in-vehicle noise, provided by embodiments of this application, in conjunction with specific application scenarios.

[0116] Regarding simulation analysis methods for in-vehicle acceleration noise under engine excitation, existing publicly available technologies mainly introduce simulation analysis methods that obtain engine torque load and apply the engine torque load to the whole vehicle finite element model to calculate in-vehicle noise. However, they do not mention methods that directly obtain powertrain mounting acceleration using simulation analysis to calculate in-vehicle noise response.

[0117] Related technology 1 provides a method for obtaining engine radiated noise. This involves creating a finite element model of the engine, calculating the crankshaft main bearing load, applying the crankshaft main bearing load to the finite element model, calculating the surface vibration of the engine housing, and further applying the acoustic boundary element method to calculate the engine's radiated noise. This patent proposes a method for building a finite element dynamics model of the engine to obtain the crankshaft main bearing load, and then using frequency response analysis to convert the engine main bearing load into the surface vibration acceleration of the engine housing. This method is mainly used in the detailed design stage of the engine. However, it is complex to model and has low computational efficiency. Even using the finite element reduction method, completing calculations across the engine speed range at intervals of 30 or 50 revolutions (requiring excitation for vehicle acceleration noise control) requires significant computational resources. Furthermore, the model built by this method cannot be rapidly iterated and reused. When the engine is integrated with different transmissions (or reducers), a new finite element model needs to be built, resulting in problems such as high accuracy, low efficiency, and poor flexibility.

[0118] Related technology two provides a simulation method for calculating in-vehicle engine noise. It calculates the engine's frequency-domain torque using a dynamics analysis module and applies this calculated torque to the engine crankshaft center and cylinder block of the vehicle's finite element model to calculate the in-vehicle noise response. However, this method does not explain how the dynamics analysis module calculates the engine's frequency-domain load, nor does it mention a simulation analysis method for obtaining the suspension acceleration. While efficient, it suffers from low accuracy. This application proposes a method for obtaining powertrain mount acceleration. This method can obtain acceleration data with accuracy comparable to measured mount acceleration. The mount acceleration is then applied to the whole vehicle finite element model to calculate in-vehicle acceleration noise, achieving comprehensive vehicle control over engine acceleration noise. This method solves the problems of complex modeling, low simulation efficiency, and poor model reusability in existing technologies, and better meets the acceleration noise simulation needs of powertrains with different architectures (ICE, PHEV, REEV). It offers high accuracy, high efficiency, and good flexibility.

[0119] For example, Figure 3 This is a flowchart illustrating a method for predicting in-vehicle noise according to an embodiment of this application. The method may include: S1, build the first dynamic model.

[0120] The following text will combine Figure 6 The specific setup process will not be detailed here.

[0121] S1 discretizes the crankshaft module in the engine module into a discretized crankshaft module.

[0122] Based on the number of engine cylinders and the crankshaft forces under operating conditions, the engine crankshaft is discretized, and a powertrain rigid-flexible coupling model considering the torsional flexibility of the engine crankshaft system and the power transmission system is established.

[0123] Given the complexity and low computational efficiency of existing finite element analysis methods, and considering the simulation and control requirements of engine main-order acceleration noise below 200Hz for a complete vehicle project, the main-order frequencies of interest are much lower than the overall modal frequencies of the powertrain housing. Therefore, the multi-degree-of-freedom system model of the powertrain can be simplified, focusing on the influence of torsional vibration of the engine crankshaft and the power transmission system connected to the crankshaft on the suspension acceleration. This application proposes a rigid-flexible coupling modeling method. Based on the number of engine cylinders and the crankshaft forces under operating conditions, the engine crankshaft is discretized, with a focus on the torsional flexibility of the crankshaft, which has a significant impact on dynamic torque. Furthermore, considering the rotating components connected to the rear end of the crankshaft, according to the principle of kinetic energy equivalence, they are simplified to inertial elements at the rear end of the damper (which may include clutches, gears, gear shafts, motor rotors, etc., depending on the different powertrain structures).

[0124] The rigid-flexible coupling model includes an engine module, a flywheel module, an inertia unit module, and a PID control module to simulate the torsional motion of the engine. The PID module controls the engine to operate stably at any point within its operating speed range, allowing for the calculation of the output load at the current operating point.

[0125] S2, Create the suspension load calculation module.

[0126] A mounting load calculation module is created to calculate the acceleration of the mounting bushing module under engine operating conditions. The process of calculating the acceleration of the mounting bushing module under engine operating conditions is described below.

[0127] Theoretically, the powertrain in a vehicle is a 6-DOF system with a single-stage suspension connection, exhibiting three translational motions. ) and three rotations ( The motion in a total of 6 directions is governed by the Lagrange dynamics equations. The motion of the powertrain in six directions can be calculated, and the displacement, velocity, and angular velocity at each suspension bushing can be further calculated. It is the system's kinetic energy, It is the system's potential energy, It is the system's energy dissipation, It is the load excitation of the engine. This refers to the motion of the powertrain in six directions. According to the Lagrange equations of dynamics, to calculate the acceleration of the suspension bushing, it is necessary to calculate the kinetic energy, potential energy, dissipated energy, and load (i.e., the generalized force F) of the powertrain.

[0128] Therefore, this application uses the method shown in steps one to six to calculate the acceleration of the suspension bushing module.

[0129] Step 1: Vehicle coordinate system transformation. Transform the powertrain inertia tensor in the powertrain module coordinate system to the vehicle coordinate system, and transform the stiffness coordinates of the suspension bushing module to the vehicle coordinate system so that all physical quantities are defined in a unified coordinate system.

[0130] Step 2: Construct the kinetic energy term. Kinetic energy refers to the rigid body motion of the powertrain in six directions, assuming the displacement vector... The translational kinetic energy and rotational kinetic energy are calculated based on the mass and inertia matrix of the powertrain module, and the total kinetic energy can be obtained by adding the two together.

[0131] Step 3: Calculate the potential energy. Potential energy refers to the elastic potential energy exerted on the suspension bushing module by the rigid body motion of the powertrain under compression or tension. Generally, the powertrain consists of three or more suspension bushing modules flexibly connected to the vehicle chassis. The displacement of each bushing needs to be calculated based on the displacement of the powertrain and the spatial coordinates of the bushing. This displacement represents the tension or compression in each direction of the bushing. Then, the potential energy in a single direction is calculated by combining the stiffness of the bushing in each direction. The total potential energy can be obtained by adding these components together.

[0132] Step 4: Calculate the dissipated energy. Differentiate the displacements of the bushing in each direction calculated in Step 3 to obtain the velocity of the bushing in each direction. Then, combine the damping coefficients of the bushing in each direction to calculate the dissipated energy in a single direction. Add them together to get the total dissipated energy.

[0133] Step 5: Calculate the resultant force and resultant moment at the center of mass of the powertrain module. Calculate the resultant force and resultant moment using the engine module load calculated for each cylinder in S1 and the coordinates of the load application point in the powertrain module's center of mass coordinate system.

[0134] Step 6: Substitute the results from Steps 2 to 5 into the Lagrange dynamics equations, and use the same calculation step size as the S1 model to calculate the displacement of the powertrain module in 6 directions. Calculate the displacement of each suspension in three translational directions based on the spatial position of the suspension hard point and the center of mass coordinates of the powertrain module, and calculate the suspension acceleration by taking the derivative.

[0135] It should be understood that the mass and inertia tensors in the center-of-mass coordinate system of the powertrain module include the total mass and inertia of components such as the engine module, shock absorbers, and transmission, as well as the oils and fluids present in each component. These tensors are used to simulate the actual state of the powertrain module in a real vehicle. Depending on the different development stages of the project, in the early stages, based on the center-of-mass and inertia of each component provided by the product designers, the rotational inertia of each component is translated to the center-of-mass position of the assembly component using the parallel axis theorem to obtain the mass and inertia parameters of the powertrain module. After the physical prototype is completed, the relevant parameters can be directly measured on a test bench. Both methods meet the control requirements of different stages in the vehicle development process.

[0136] S3, Correction and calibration of the first dynamic model.

[0137] First, collect parameters and update the model. Based on the parameters required for S1 and S2, formulate a parameter collection table, and select two to three existing projects to complete the parameter collection and calculation of the first dynamic model parameter update.

[0138] Secondly, the first dynamic model is initialized. Before starting the accuracy calibration of the first dynamic model, the initial compression or tension of the bushing is calculated based on the mass of the powertrain module, the coordinates of the suspension hard point, and the stiffness of the suspension bushing, thus completing the initialization of the first dynamic model.

[0139] Finally, the accuracy of the first dynamic model was calibrated according to the formula. Calculate the initial value of the damping coefficient (where, For dynamic stiffness, ω is the static stiffness, ω is the angular frequency, and C is the damping coefficient (generally calculated using 25Hz data provided by the supplier). Then, using the measured suspension acceleration as the target, the damping coefficient is corrected to complete the accuracy calibration of the first dynamic model.

[0140] S4, obtain the excitation data of the suspension module based on the first dynamic model.

[0141] Based on the new product project development requirements, parameter collection and model parameter updates were completed. The engine module acceleration speed range was traversed according to a certain speed interval to calculate the suspension acceleration and generate a specific text format for vehicle loading.

[0142] The traversal of the engine module's speed range refers to the engine module operating within the 1000-5000 rpm range. Generally, the engine module speed points are determined at 30 or 50 rpm intervals, and the model is run sequentially to calculate the suspension acceleration at each speed. This method aims to meet the vehicle acceleration simulation and control requirements within 200Hz, focusing only on the primary excitation of the engine module. The primary order is determined by the number of cylinders and ignition method of the engine module. For a four-cylinder, four-stroke engine module, the primary order is 2nd; for a three-cylinder engine, it is typically 1.5th; and for a six-cylinder engine, it is typically 3rd.

[0143] S5 applies the suspension acceleration excitation to the suspension bushing of the whole vehicle finite element model to calculate the impact of in-vehicle noise.

[0144] To extract suspension acceleration and control vehicle acceleration noise to meet project development requirements, the focus is on building and simulating the rigid-flexible coupling model and suspension load calculation module described in S1 and S2. The model building process will be detailed below. Based on the descriptions in S1 and S2, to achieve the above functions, the specific implementation requires an engine module, flywheel module, inertia unit module, PID control module, powertrain module, suspension bushing module, acceleration sensor module, and grounding module. Each module is a specialized functional module. The model building process is as follows: Figure 4 As shown.

[0145] S401, build the engine module.

[0146] The engine module is divided into subsystems based on cylinder units. The subsystems are rigidly connected through the discretization of the engine module crankshaft. Each subsystem consists of input modules such as crankshaft, connecting rod, piston, cylinder, and cylinder pressure. Based on the product design physical parameters (mass, inertia, center of mass, dimensions, coordinates, etc.) and performance parameters (cylinder pressure of 0~720 degrees corresponding to each cylinder under different load conditions), the parameters of each module are input to simulate the dynamic state of the engine module during actual operation and output the load excitation of the engine module at each operating point.

[0147] S402, build the flywheel module.

[0148] Based on its energy storage and vibration reduction functions, the flywheel module focuses on parameters such as the inertia of the main and secondary poles, the stiffness of the vibration damping springs, and the damping. The main pole is connected to the engine module, and the secondary pole is connected to the inertia unit module.

[0149] S403, build the inertia unit module.

[0150] An inertia unit module refers to a rotating motion component connected to the rear end of the flywheel module. Depending on the different powertrain module structures, it may include gears, shafts, motor rotor components, etc. According to the principle of kinetic energy equivalence, it is simplified into an inertia unit.

[0151] S404, build a PID control module.

[0152] A PID control module is built, and the PID control module is connected to the inertia unit module through a signal / torque converter. The P parameter, I parameter and output limit are adjusted to stabilize the engine module speed, so that the engine module can work stably under the corresponding speed and torque conditions.

[0153] S405, build the powertrain module.

[0154] The powertrain module is an important functional module for realizing S2. Considering parameters such as the mass, inertia, and center of mass coordinates of the powertrain module, it receives load excitation from the engine module and calculates the suspension displacement in cooperation with the suspension bushing module.

[0155] S406, Build the suspension bushing module.

[0156] Based on the way the powertrain module is mounted on the subframe, a corresponding number of suspension bushing modules are constructed. Taking a three-point suspension bushing module as an example, it mainly includes left, right, and rear suspension bushing modules. The suspension bushing module must include the bushing's stiffness, damping, and the coordinates of its elastic center point.

[0157] S407, build an acceleration sensor module.

[0158] The accelerometer module is connected to the suspension bushing module to receive suspension displacement data and convert it into suspension acceleration. Furthermore, the accelerometer module must also have the ability to easily output the acceleration results in the X, Y, and Z directions for each suspension.

[0159] S408, install the grounding module.

[0160] Connect the grounding module to the acceleration sensor module. The grounding module simulates the characteristics of the whole vehicle. The powertrain module being installed on the whole vehicle can be equivalent to the powertrain module being installed on the ground.

[0161] After completing the model construction, the model debugging speed needs to be selected according to the engine module's operating speed range, and the PID control module parameters need to be adjusted to ensure that the engine module operates stably at the corresponding speed point. Taking the engine module's operating speed range of 1000rpm~5000rpm as an example, select a speed point every 1000rpm, which includes a total of 5 speed points. Substitute these into the model sequentially to complete the debugging work. First, for the 1000rpm operating point, calibrate the PID control module parameters to make the model converge quickly, and the speed fluctuation meets a certain threshold requirement. The threshold can be referenced from the speed fluctuation of the engine module after vibration reduction obtained from experimental testing. Then, adjust the subsequent speed points sequentially to ensure that the PID parameters meet the requirements for each speed fluctuation.

[0162] This application presents a highly efficient and reusable simulation analysis method specifically designed for engine module acceleration noise under primary excitation. Implementation of this method improves efficiency by over 90% (the original finite element method requires 20 working days from data release, mesh generation, modeling, and solution calculation, while this method only takes 2 days). Compared with measured suspension acceleration results, the simulation accuracy is ≥90%. This method can effectively control vehicle acceleration noise in the early stages of project development, preventing issues from escalating to real-vehicle verification and avoiding significant manpower and resources invested by NVH test engineers in rectifying these problems, thus shortening the project development cycle and saving project development costs.

[0163] It should be understood that the first dynamic model in this application comprises functional modules, each capable of performing its specified function. Based on different software platforms, these modules need to be combined and constructed in different ways. It is particularly important to note the acceleration sensor module, which, in addition to reading acceleration data from the model, should also possess batch data input and post-processing capabilities. This includes converting hundreds or thousands of data sets from the time domain to the frequency domain, directly generating the text format required for vehicle loading. To meet these functionalities, secondary development can be implemented.

[0164] This application enables effective control of vehicle acceleration noise in the early stages of project development, preventing issues from being passed on to real-vehicle verification results and avoiding the need for NVH test engineers to invest significant manpower and resources in rectifying the problem. This shortens the project development cycle and saves project development costs.

[0165] As can be seen, this application's embodiment employs a simulation analysis method in the frequency domain (vehicle finite element model) after the first dynamic model, utilizing two models to complete the calculation of in-vehicle noise response. First, a dynamic model is built to simulate the engine module's operation, directly obtaining excitation data consistent with the accuracy of actual vehicle testing, achieving partial substitution between simulation and testing. Then, the excitation data obtained based on the first dynamic model is directly loaded onto the suspension bushing module side of the vehicle finite element model to complete the in-vehicle noise simulation. This application extracts a novel excitation extraction method to obtain excitation data consistent with experimental test results, enabling effective control of vehicle acceleration noise during the virtual prototype development stage, preventing problems from escalating to the physical prototype. Existing technologies mostly obtain the suspension-side acceleration results and in-vehicle noise under engine module excitation through testing after the physical prototype is produced, primarily for problem rectification and analysis. The method proposed in this application can obtain results with accuracy comparable to test data through a virtual prototype (dynamic model), offering high efficiency and a short cycle.

[0166] The preceding text has described the method embodiments of this application in conjunction with specific examples and accompanying drawings. The following text has described the device embodiments of this application in conjunction with specific examples and methods.

[0167] Figure 5This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application, as shown below. Figure 5 As shown, the device 500 includes a simulation unit 510, a calculation unit 520, and a determination unit 530.

[0168] The simulation unit 510 is used to set the rotational speed of the engine module in the first dynamic model to a first rotational speed and perform a first simulation; the first dynamic model also includes a powertrain module; the engine module is used to output load excitation to the powertrain module based on the first rotational speed; the powertrain module is used to drive the suspension bushing module to generate a dynamic response based on the load excitation.

[0169] The calculation unit 520 is used to periodically execute the following steps during the first simulation until the first simulation ends: determine the displacement of the powertrain module; determine the displacement of the suspension bushing module based on the displacement of the powertrain module and the positional relationship between the powertrain module and the suspension bushing module; and determine the acceleration of the suspension bushing module based on the displacement of the suspension bushing module.

[0170] The determination unit 530 is used to determine the time-domain acceleration data of the suspension bushing module based on the acceleration acquired over multiple cycles; the time-domain acceleration data is used to predict in-vehicle noise.

[0171] The calculation unit 520 is also used to construct the kinetic energy term, potential energy term, and dissipated energy term of the powertrain module based on the six-degree-of-freedom coordinates of the powertrain module; determine the generalized force term of the powertrain module based on the load excitation output by the engine module at the first speed; and substitute the kinetic energy term, potential energy term, dissipated energy term, and generalized force term into the Lagrange equation to solve the six-degree-of-freedom coordinates of the powertrain module and obtain the displacement of the powertrain module.

[0172] Simulation unit 510 is also used to discretize the crankshaft module in the engine module into a discretized crankshaft module including multiple torsional nodes.

[0173] Simulation unit 510 is also used to divide the crankshaft module into multiple crank unit modules corresponding to each cylinder based on the number of cylinders in the engine module, with each crank unit module mapped to a torsion node; and to assign corresponding simulation parameters to each torsion node to form a discretized crankshaft module composed of multiple torsion nodes connected in series.

[0174] The calculation unit 520 is also used to acquire the first load excitation output by the discretized crankshaft module; transform the first load excitation to the coordinate system of the powertrain module through coordinate transformation, and determine the force and torque of the powertrain module based on the torque equivalence relationship; the force and torque are the generalized force terms of the powertrain module.

[0175] The simulation unit 510 is further configured to acquire frequency domain acceleration data of the suspension bushing module at the dominant order frequency corresponding to the first rotational speed based on the time domain acceleration data; load the frequency domain acceleration data onto the suspension bushing module included in the whole vehicle finite element model and perform a second simulation to obtain the in-vehicle noise response; the in-vehicle noise response characterizes the sound pressure level distribution of in-vehicle noise caused by the suspension bushing module under the excitation of the dominant order frequency.

[0176] Simulation unit 510 is also used to calibrate the engine module based on preset mechanical loads; the preset mechanical loads are calculated based on theoretical mathematical models; and to calibrate the powertrain module based on preset excitation data; the preset excitation data is collected for the suspension bushings included in the prototype vehicle.

[0177] The simulation unit 510 is also used to acquire target excitation data of the suspension bushing module included in the first dynamic model based on the first dynamic model; adjust the model parameters of the powertrain module based on the consistency between the target excitation data and the preset excitation data; and adjust the ability of the first dynamic model to output target excitation data consistent with the preset excitation data.

[0178] Figure 6 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application, as shown below. Figure 6 As shown, device 600 includes one or more processors 610 and one or more memories 620.

[0179] The processor 610 can support the control device in implementing the methods described in the preceding method embodiments.

[0180] The memory 620 stores a program that can be executed by the processor 610, causing the processor 610 to perform the methods described in the preceding method embodiments. The memory 620 may be independent of the processor 610 or integrated into the processor 610.

[0181] Optionally, vehicle 600 may also include transceiver 630. Processor 610 can communicate with other devices or chips via transceiver 630. For example, processor 610 can send and receive data with other devices or chips via transceiver 630.

[0182] This application provides a computer storage medium that stores one or more programs, which can be executed by one or more processors to implement the steps of the methods described in any of the above embodiments.

[0183] It should be noted that the descriptions of the storage medium and device embodiments above are similar to the descriptions of the method embodiments above, and have similar beneficial effects. For technical details not disclosed in the storage medium and device embodiments of this application, please refer to the descriptions of the method embodiments of this application for understanding.

[0184] The aforementioned processor can be at least one of the following: application-specific integrated circuit (ASIC), digital signal processor (DSP), digital signal processing device (DSPD), programmable logic device (PLD), field-programmable gate array (FPGA), central processing unit (CPU), control module, microcontroller module, and microprocessor. It is understood that other electronic devices can also implement the functions of the aforementioned processor, and this application does not specifically limit the specific implementation.

[0185] The aforementioned computer storage media / memory can be read-only memory, programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), ferromagnetic random access memory (FRAM), flash memory, magnetic surface memory, optical disc, or compact disc read-only memory (CD ROM), etc.

[0186] This application provides a computer program including computer-readable code. When the computer-readable code runs in an electronic device, the processor in the electronic device executes some or all of the steps in the above-described method.

[0187] This application provides a computer program product, which includes a non-transitory computer-readable storage medium storing a computer program. When the computer program is read and executed by a computer, it implements some or all of the steps in the above-described method. This computer program product can be implemented specifically through hardware, software, or a combination thereof. In some embodiments, the computer program product is specifically embodied as a computer storage medium; in other embodiments, the computer program product is specifically embodied as a software product, such as a software development kit (SDK), etc.

[0188] It should be understood that the phrase "one embodiment" or "an embodiment" throughout the specification means that a specific feature, structure, or characteristic related to the embodiment is included in at least one embodiment of this application. Therefore, "in one embodiment" or "in an embodiment" appearing throughout the specification does not necessarily refer to the same embodiment. Furthermore, these specific features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. It should be understood that in the various embodiments of this application, the sequence numbers of the above steps / processes do not imply a sequential order of execution; the execution order of each step / process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application. The sequence numbers of the above embodiments of this application are merely descriptive and do not represent the superiority or inferiority of the embodiments.

[0189] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0190] In the several embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. The device embodiments described above are merely illustrative. For example, the division of units is only a logical functional division, and in actual implementation, there may be other division methods, such as: multiple units or components can be combined, or integrated into another system, or some features can be ignored or not executed. In addition, the coupling, direct coupling, or communication connection between the various components shown or discussed can be through some interfaces, and the indirect coupling or communication connection between devices or units can be electrical, mechanical, or other forms.

[0191] The units described above as separate components may or may not be physically separate. The components shown as units may or may not be physical units. They may be located in one place or distributed across multiple network units. Some or all of the units may be selected to achieve the purpose of this embodiment according to actual needs.

[0192] In addition, each functional unit in the various embodiments of this application can be integrated into one processing unit, or each unit can be a separate unit, or two or more units can be integrated into one unit; the integrated unit can be implemented in hardware or in the form of hardware plus software functional units.

[0193] Those skilled in the art will understand that all or part of the steps of the above method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When the program is executed, it performs the steps of the above method embodiments. The aforementioned storage medium includes various media that can store program code, such as mobile storage devices, read-only memory (ROM), magnetic disks, or optical disks.

[0194] Alternatively, if the integrated units described above are implemented as software functional modules and sold or used as independent products, they can also be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence or the part that contributes to related technologies, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause an in-vehicle terminal (which may be a personal computer, server, or network device, etc.) to execute all or part of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as mobile storage devices, ROM, magnetic disks, or optical disks.

[0195] The above are merely embodiments of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application.

[0196] The above embodiments are merely preferred embodiments provided to fully illustrate this application, and the scope of protection of this application is not limited thereto. Equivalent substitutions or modifications made by those skilled in the art based on this application are all within the scope of protection of this application.

Claims

1. A method for predicting in-vehicle noise, characterized in that, The method includes: The engine module in the first dynamic model is set to a first rotational speed, and a first simulation is performed. The first dynamic model also includes a powertrain module. The engine module is used to output load excitation to the powertrain module based on the first rotational speed. The powertrain module is used to drive the suspension bushing module to generate a dynamic response based on the load excitation. During the first simulation, the following steps are periodically executed until the first simulation ends: determine the displacement of the powertrain module; determine the displacement of the suspension bushing module based on the displacement of the powertrain module and the positional relationship between the powertrain module and the suspension bushing module; determine the acceleration of the suspension bushing module based on the displacement of the suspension bushing module. Based on the acceleration of the suspension bushing module acquired over multiple cycles, the time-domain acceleration data of the suspension bushing module is determined; the time-domain acceleration data is used to predict in-vehicle noise.

2. The method according to claim 1, characterized in that, Determining the displacement of the powertrain module includes: The displacement of the powertrain module is determined based on its six-degree-of-freedom coordinates and the Lagrange equation.

3. The method according to claim 2, characterized in that, The determination of the displacement of the powertrain module based on its six-degree-of-freedom coordinates and the Lagrange equations includes: Based on the six-degree-of-freedom coordinates of the powertrain module, the kinetic energy term, potential energy term, and dissipated energy term of the powertrain module are constructed. Based on the load excitation output by the engine module at the first speed, the generalized force term of the powertrain module is determined; Substituting the kinetic energy term, the potential energy term, the dissipated energy term, and the generalized force term into the Lagrange equation, the six-degree-of-freedom coordinates of the powertrain module are solved to obtain the displacement of the powertrain module.

4. The method according to claim 3, characterized in that, The engine module further includes a crankshaft module, and the method further includes: The crankshaft module in the engine module is discretized into a discretized crankshaft module including multiple torsion nodes.

5. The method according to claim 4, characterized in that, Discretizing the crankshaft module in the engine module into a discretized crankshaft module including multiple torsional nodes includes: Based on the number of cylinders in the engine module, the crankshaft module is divided into multiple crank unit modules that correspond one-to-one with the cylinders, and each crank unit module is mapped to a torsion node. Each torsion node is assigned corresponding simulation parameters to form a discretized crankshaft module consisting of multiple torsion nodes connected in series. The discretized crankshaft module, along with the flywheel module, inertial unit module, and IPD control module included in the first dynamic model, simulate the actual torsional motion state of the engine, enabling the engine module to output precise load excitation.

6. The method according to claim 5, characterized in that, The load excitation output by the engine module at the first speed is the first load excitation output by the discretized crankshaft module; determining the generalized force term of the powertrain module based on the load excitation output by the engine module at the first speed includes: The first load excitation output by the discretized crankshaft module is acquired; The first load excitation is transformed to the coordinate system of the powertrain module through coordinate transformation. Based on the torque equivalence relationship, the forces and torques of the powertrain module are determined. The forces and torques are the generalized force terms of the powertrain module.

7. The method according to any one of claims 1-6, characterized in that, The method further includes: Based on the time-domain acceleration data, obtain the frequency-domain acceleration data of the suspension bushing module at the dominant order frequency corresponding to the first rotational speed; The frequency domain acceleration data is loaded onto the suspension bushing module included in the whole vehicle finite element model and a second simulation is performed to obtain the in-vehicle noise response; the in-vehicle noise response characterizes the sound pressure level distribution of in-vehicle noise caused by the suspension bushing module under the excitation of the dominant order frequency.

8. The method according to any one of claims 1-6, characterized in that, Before setting the engine module's rotational speed to a first rotational speed in the first dynamic model, the method further includes: The engine module is calibrated based on a preset mechanical load; the preset mechanical load is calculated based on a theoretical mathematical model. The powertrain module is calibrated based on preset excitation data; the preset excitation data is collected for the suspension bushings included in the prototype vehicle.

9. The method according to claim 8, characterized in that, The calibration of the powertrain module based on preset excitation data includes: Based on the first dynamic model, obtain the target excitation data of the suspension bushing module included in the first dynamic model; Based on the consistency between the target excitation data and the preset excitation data, the model parameters of the powertrain module are adjusted; the adjustment is used to enable the first dynamic model to output target excitation data consistent with the preset excitation data.

10. A device for predicting in-vehicle noise, characterized in that, include: The simulation unit is used to set the rotational speed of the engine module in the first dynamics model to a first rotational speed and to execute the first simulation. The first dynamic model also includes a powertrain module; the engine module is used to output load excitation to the powertrain module based on the first rotational speed; The powertrain module is used to drive the suspension bushing module to generate a dynamic response based on the load excitation. The calculation unit is used to periodically execute the following steps during the first simulation until the first simulation ends: determine the displacement of the powertrain module; Based on the displacement of the powertrain module and the positional relationship between the powertrain module and the suspension bushing module, the displacement of the suspension bushing module is determined; based on the displacement of the suspension bushing module, the acceleration of the suspension bushing module is determined. A determining unit is used to determine the time-domain acceleration data of the suspension bushing module based on the acceleration acquired over multiple cycles; the time-domain acceleration data is used to predict in-vehicle noise.

11. A device for predicting in-vehicle noise, characterized in that, It includes one or more processors and a memory; the memory is used to store one or more programs, which, when executed by the one or more processors, cause the device to perform the method as described in any one of claims 1 to 9.

12. A computer-readable storage medium, characterized in that, It stores a computer program that, when executed by the computer's processor, causes the computer to perform the method according to any one of claims 1 to 9.

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