Vehicle boom suppression method, vehicle boom suppression system, and vehicle

Abstract

The application provides a vehicle boom suppression method, a vehicle boom suppression system and a vehicle, and comprises the following steps: obtaining vehicle running information of a target vehicle and noise information of a target area in the vehicle; determining an engine target order based on the engine running information, and determining target order noise characteristic information and reference noise characteristic information corresponding to the engine target order; determining target order noise prominence information based on the target order noise characteristic information and the reference noise characteristic information; in the case that the target order noise prominence information meets a preset boom judgment condition, determining a target control mode from a preset candidate control mode based on the target order noise prominence information and the vehicle running information; and controlling the target vehicle to perform a boom suppression operation corresponding to the target control mode. In this way, by determining the target order noise prominence information, the target control mode can be dynamically selected in combination with the vehicle running information, so as to accurately suppress the boom in the vehicle and improve the driving comfort.

Description

Technical Field

[0001] This application relates to the field of vehicle noise reduction technology, and in particular to a vehicle noise suppression method, a vehicle noise suppression system, and a vehicle. Background Technology

[0002] In the development of automotive NVH (Noise, Vibration and Harshness) performance, low-frequency rumbling noise inside the vehicle caused by specific order excitation of the engine is a common and serious problem that affects the ride quality. This problem is usually caused by the coupling resonance between the engine excitation frequency and the vehicle structure modal frequency.

[0003] Existing technologies primarily suppress roaring through static solutions such as adding dynamic vibration absorbers or fixing the engine idle speed. However, these static control solutions lack dynamic adaptability and are prone to failure once the vehicle's operating conditions or its own state change. Furthermore, existing methods mostly aim to reduce the absolute sound pressure level, neglecting the subjective evaluation dimension of the relative prominence of specific order noise, making it difficult to accurately quantify and suppress the actual roaring sensation.

[0004] In summary, existing technologies are unable to accurately and objectively quantify the actual roaring sensation inside the vehicle, and lack dynamic control methods that can adapt to vehicle operating conditions, resulting in poor roaring suppression in various scenarios. Summary of the Invention

[0005] In view of this, the purpose of this application is to provide a vehicle noise suppression method, a vehicle noise suppression system and a vehicle, which can dynamically select a target control mode by determining the target order noise prominence information and combining it with vehicle operation information, thereby accurately suppressing vehicle noise and improving driving comfort.

[0006] In a first aspect, this application provides a method for suppressing vehicle noise, comprising: Acquire vehicle operation information and noise information of the target vehicle's interior target area; the vehicle operation information includes engine operation information.

[0007] The engine target order is determined based on engine operating information, and the target order noise characteristic information and reference noise characteristic information corresponding to the engine target order are determined from the noise information.

[0008] Based on the target order noise feature information and the reference noise feature information, target order noise prominence information is determined to characterize the prominence of the engine's target order noise relative to the background noise.

[0009] If the target order noise prominence information meets the preset roar judgment conditions, the target control mode is determined from the preset candidate control modes based on the target order noise prominence information and vehicle operation information.

[0010] Control the target vehicle to perform a noise suppression operation corresponding to the target control mode.

[0011] In an optional implementation, the engine operating information includes engine speed and target order identifier.

[0012] Based on engine operating information, the target engine order is determined, and the target order noise characteristic information and reference noise characteristic information corresponding to the target engine order are determined from the noise information, including: The target order of the engine is determined based on the target order identifier.

[0013] The engine rotation frequency is determined based on the engine speed.

[0014] The target order frequency is determined based on the engine rotation frequency and the engine target order.

[0015] Based on the target order frequency, the target order noise component corresponding to the target order frequency is extracted from the noise information.

[0016] The target order noise feature information is determined based on the target order noise components.

[0017] Determine total noise characteristics based on noise information, and / or determine other noise characteristics based on other noise components in the noise information other than the target order noise component.

[0018] Reference noise characteristics are determined based on total noise characteristics and / or other noise characteristics.

[0019] In an optional implementation, the target order noise characteristic information includes the target order sound pressure level and the target order loudness, and the reference noise characteristic information includes the total sound pressure level, the reference order sound pressure level, and the average loudness within a preset frequency band; wherein, the reference order sound pressure level is the sound pressure level corresponding to a preset engine order other than the engine target order.

[0020] Based on the target order noise characteristic information and the reference noise characteristic information, target order noise salience information is determined to characterize the prominence of the engine's target order noise relative to the background noise, including: Subtract the total sound pressure level from the target sound pressure level to obtain the first sound pressure level difference.

[0021] The second sound pressure level difference is obtained by subtracting the reference sound pressure level from the target sound pressure level.

[0022] The loudness difference is obtained by subtracting the average loudness from the target loudness.

[0023] Based on the preset weights corresponding to the first sound pressure level difference, the second sound pressure level difference, and the loudness difference, respectively, the first sound pressure level difference, the second sound pressure level difference, and the loudness difference are weighted and processed to obtain the corresponding weighted processing results.

[0024] The results of each weighted processing are fused to obtain the target order noise salience information.

[0025] In an optional implementation, the vehicle operation information also includes at least one of vehicle speed, engine load, gear position, and driving mode, and the preset candidate control modes include active acoustic control mode, powertrain adjustment mode, and chassis system cooperative control mode.

[0026] When the target order noise prominence information meets the preset roar judgment conditions, based on the target order noise prominence information and vehicle operation information, the target control mode is determined from the preset candidate control modes, including: Based on vehicle operation information, a target protrusion threshold that matches the vehicle operation information is determined from a set of preset protrusion thresholds.

[0027] The target order noise prominence information is compared with the target prominence threshold.

[0028] If the target order noise prominence information exceeds the target prominence threshold, the target order noise prominence information is determined to meet the preset roar judgment condition.

[0029] The degree of boom is determined based on the difference between the target order noise prominence information and the target prominence threshold.

[0030] Based on the noise level and vehicle operation information, at least one control mode is selected from the active acoustic control mode, the powertrain adjustment mode, and the chassis system coordinated control mode as the target control mode.

[0031] In an optional implementation, when the target control mode includes an active acoustic control mode, controlling the target vehicle to perform a roar suppression operation corresponding to the target control mode includes: The target order frequency corresponding to the engine's target order is determined based on engine operating information.

[0032] Based on the target noise characteristic information and the acoustic transmission characteristics between the target vehicle's sound output device and the target area inside the vehicle, the target amplitude and target phase of the target sound wave are determined.

[0033] Active acoustic control signals are generated based on the target order frequency, target amplitude, and target phase.

[0034] The sound output device is controlled by an active acoustic control signal to output a secondary sound wave, so that the secondary sound wave at least partially cancels out the noise corresponding to the target order of the engine in the target area inside the vehicle after acoustic superposition.

[0035] In an optional implementation, when the target control mode includes a powertrain adjustment mode, controlling the target vehicle to perform a roar suppression operation corresponding to the target control mode includes: The target resonant frequency band that matches the vehicle operation information is determined based on the vehicle operation information.

[0036] The target order frequency corresponding to the engine's target order is determined based on engine operating information.

[0037] Determine whether the target order frequency falls within the target resonant frequency band.

[0038] When the target order frequency is within the target resonant frequency band, determine the direction and amount of engine speed adjustment to shift the target order frequency out of the target resonant frequency band.

[0039] A speed adjustment request containing the direction and amount of engine speed adjustment is sent to the engine control unit of the target vehicle, so that the engine control unit adjusts the engine speed according to the speed adjustment request and places the adjusted target order frequency outside the target resonant frequency band.

[0040] In an optional implementation, when the target control mode includes a chassis system cooperative control mode, controlling the target vehicle to perform a roar suppression operation corresponding to the target control mode includes: Obtain vibration information corresponding to multiple preset vibration transmission paths in the target vehicle.

[0041] Based on engine operating information and engine target order, order tracking analysis is performed on each vibration information to obtain the target order vibration characteristic information corresponding to each preset vibration transmission path.

[0042] Based on the vibration characteristic information and noise characteristic information of each target order, a target vibration transmission path is determined from multiple preset vibration transmission paths to transmit the target order vibration to the target area inside the vehicle.

[0043] The target damping adjustment amount is determined based on the target order noise prominence information.

[0044] The active suspension system and / or chassis control system of the target vehicle adjust the equivalent damping of the target vibration transmission path based on the target damping adjustment amount, so as to reduce the target order vibration transmitted to the target area inside the vehicle through the target vibration transmission path.

[0045] In an optional implementation, after controlling the target vehicle to perform a roar suppression operation corresponding to the target control mode, the method further includes: Obtain updated vehicle operation information and updated noise information after performing the noise suppression operation; wherein, the updated vehicle operation information includes updated engine operation information.

[0046] Based on the updated engine operating information, the updated target order noise characteristic information and the updated reference noise characteristic information are determined from the updated noise information.

[0047] Based on the updated target order noise feature information and the updated reference noise feature information, the updated target order noise salience information is determined.

[0048] Determine whether the updated target order noise prominence information still meets the preset roar judgment conditions.

[0049] If the updated target order noise prominence information still meets the preset roar judgment conditions, adjust the control parameters corresponding to the target control mode, and / or based on the updated target order noise prominence information and updated vehicle operation information, redetermine the target control mode from the preset candidate control modes, and control the target vehicle to continue to perform the corresponding roar suppression operation.

[0050] If the updated target order noise prominence information does not meet the preset roar judgment conditions, maintain the roar suppression operation corresponding to the current target control mode, or stop the roar suppression operation.

[0051] In an optional implementation, the method further includes: Obtain the change information between the target order noise prominence information before and after performing the roar suppression operation.

[0052] Establish a control record corresponding to this noise suppression operation; the control record includes vehicle operation information before and after the noise suppression operation, target order noise prominence information before and after the noise suppression operation, target control mode, control parameters corresponding to the target control mode, and change information.

[0053] The control effect corresponding to the target control mode is determined based on the change information.

[0054] Based on the control effect, update the correspondence between vehicle operation information, target order noise salience information and preset candidate control modes, and / or update the control parameters of the target control mode.

[0055] Once the vehicle operation information and target order noise salience information that match the control record are obtained again, the target control mode is determined based on the updated correspondence and / or control parameters.

[0056] Secondly, this application provides a vehicle noise suppression system, comprising: The information acquisition module is used to acquire vehicle operation information of the target vehicle and noise information of the target area inside the vehicle; among which, vehicle operation information includes engine operation information.

[0057] The noise evaluation module is used to determine the engine target order based on engine operating information, and to determine the target order noise characteristic information and reference noise characteristic information corresponding to the engine target order from the noise information.

[0058] The noise evaluation module is also used to determine target order noise prominence information, which characterizes the prominence of the engine's target order noise relative to the background noise, based on target order noise feature information and reference noise feature information.

[0059] The control decision module is used to determine the target control mode from the preset candidate control modes based on the target order noise prominence information and vehicle operation information, provided that the target order noise prominence information meets the preset roar judgment conditions.

[0060] The control execution module is used to control the target vehicle to perform noise suppression operations corresponding to the target control mode.

[0061] Thirdly, this application provides a vehicle including a controller, a noise acquisition device, and a sound output device.

[0062] The controller integrates a vehicle noise suppression system as described above, and the controller is communicatively connected to both the noise acquisition device and the sound output device.

[0063] The noise acquisition device is installed in the target area inside the vehicle to collect noise information from the target area and send it to the controller.

[0064] This application provides a vehicle noise suppression method, a vehicle noise suppression system, and a vehicle. By determining the target engine order based on engine operating information and combining the target order noise characteristic information with reference noise characteristic information to determine the target order noise prominence information, the prominence of the target order noise relative to the background noise can be objectively quantified, improving the accuracy of noise evaluation. At the same time, by determining and executing a suitable target control mode based on the target order noise prominence information and vehicle operating information, the targeting and dynamic adaptability of noise suppression can be improved, thereby enhancing the noise suppression effect under different vehicle operating conditions, and ultimately improving vehicle NVH performance and ride comfort.

[0065] Other features and advantages of this application will be set forth in the following description and will be apparent in part from the description or may be learned by practicing the application.

[0066] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0067] To more clearly illustrate the technical solutions in the specific embodiments of this application or the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0068] Figure 1 This is a schematic diagram of a vehicle provided in an embodiment of this application; Figure 2 This is a schematic diagram of a vehicle noise suppression system provided in an embodiment of this application; Figure 3 A flowchart illustrating the vehicle noise suppression method provided in this application embodiment.

[0069] Icons: 11-Controller; 12-Noise acquisition device; 13-Sound output device; 21-Information acquisition module; 22-Noise evaluation module; 23-Control decision module; 24-Control execution module. Detailed Implementation

[0070] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0071] To help those skilled in the art better understand this application, a brief introduction to its application scenarios and design concepts is provided.

[0072] In scenarios such as vehicle idling, low-speed crawling, or acceleration, the target-order excitation generated by the engine may couple with the modal frequencies of the exhaust system, suspension system, subframe, or body structure, amplifying the vibrational energy of the corresponding order and transmitting it into the vehicle interior, thus creating a low-frequency booming sound in the target area inside the vehicle. This booming sound is related not only to the absolute sound pressure level of the target-order noise but also to the prominence of the target-order noise relative to the total noise and other background noises. For example, when the background noise is low, even if the target-order sound pressure level is not high, the user may still clearly perceive the booming sound; when the background noise is high, the target-order noise at the same sound pressure level may be masked by other noises.

[0073] Existing technologies typically locate the noise source and vibration transmission path after the roaring sound occurs through order analysis and modal testing, and then address it by adding dynamic vibration absorbers, adjusting structural parameters, or changing the engine idle speed. These methods are primarily pre-calibrated for specific vehicle models and operating conditions, making it difficult to dynamically adjust to changes in vehicle speed, engine load, gear, driving mode, and vehicle aging. Furthermore, some active noise control methods primarily use the absolute value of the total sound pressure level or a specific order sound pressure level as the control basis, which is insufficient to accurately reflect the actual degree of roaring perceived by the user, and is prone to problems such as inaccurate control triggering or mismatch between the control method and actual operating conditions.

[0074] Based on this, this application determines the target engine order according to engine operating information, and separately determines the target order noise characteristic information and reference noise characteristic information from the noise information of the target area inside the vehicle. Combining these two information, the target order noise prominence information is determined to objectively characterize the prominence of the engine's target order noise relative to the background noise. When the target order noise prominence information meets the preset roar judgment conditions, this application further combines vehicle operating information to determine a target control mode adapted to the current roar level and vehicle operating information from preset candidate control modes, and controls the target vehicle to perform corresponding roar suppression operations.

[0075] Therefore, this application enables the noise evaluation results to more closely reflect the user's actual perception of the target order noise, improving the accuracy of noise identification and control triggering. Simultaneously, by implementing targeted control through at least one of the control modes such as active acoustic control, powertrain adjustment, and chassis system coordinated control, it can adapt to the noise characteristics under different vehicle operating conditions, improving the dynamic adaptability and effectiveness of noise suppression. After performing noise suppression operations, the prominence of the target order noise can be re-evaluated and control parameters or control modes adjusted, thereby forming closed-loop control and further improving the stability of vehicle NVH performance and ride comfort.

[0076] To facilitate understanding of this embodiment, the embodiments of this application will be described in detail below.

[0077] This application provides a vehicle, referring to... Figure 1 The vehicle provided in this application embodiment includes a controller 11, a noise acquisition device 12, and a sound output device 13.

[0078] The controller 11 integrates a vehicle noise suppression system and is communicatively connected to the noise acquisition device 12 and the sound output device 13.

[0079] The noise acquisition device 12 is installed in the target area inside the vehicle to collect noise information of the target area inside the vehicle and send it to the controller 11.

[0080] Here, the controller 11 can be a vehicle domain component or a separately configured NVH control unit. The controller 11 includes a processor, memory, a noise signal input interface, a sound control signal output interface, and a vehicle communication interface. The memory stores the vehicle noise suppression program, reference data, prominence thresholds, resonance bands, control strategies corresponding to preset candidate control modes, and historical control records. The processor runs the vehicle noise suppression program to implement the various functions of the vehicle noise suppression system. The vehicle communication interface connects to the vehicle communication bus, enabling the controller 11 to interact with different electronic control units within the vehicle.

[0081] The noise acquisition device 12 may include a microphone that meets the requirements for in-vehicle use, and may also include multiple microphones distributed in multiple target areas inside the vehicle. The target areas inside the vehicle may be the area near the driver's right ear, or the area near the ear of the front passenger. The microphones convert the changes in sound pressure inside the vehicle into time-domain sound pressure signals, and send the time-domain sound pressure signals to the controller 11 through a noise signal input interface. The controller 11 uses the time-domain sound pressure signals as noise information for the target areas inside the vehicle.

[0082] The sound output device 13 can be composed of the front speakers of the vehicle's existing audio system, or it can be composed of multiple speakers from the vehicle's existing audio system. The sound output device 13 is connected to the controller 11 via a sound control signal output interface. When the target control mode includes an active acoustic control mode, the controller 11 sends an active acoustic control signal to the sound output device 13. The sound output device 13 outputs secondary sound waves according to the active acoustic control signal, causing the secondary sound waves to propagate to the target area inside the vehicle, and at least partially canceling out the noise corresponding to the target order of the engine after acoustic superposition.

[0083] The vehicle also includes an engine and an engine control unit (ECU). The controller 11 can obtain engine speed, engine load, and target order identifier from the ECU via the vehicle communication bus, and can also directly obtain engine speed from the engine speed sensor. The controller 11 also obtains vehicle speed, gear position, and driving mode via the vehicle communication bus. Engine speed, engine load, target order identifier, vehicle speed, gear position, and driving mode constitute at least a portion of the vehicle's operating information.

[0084] In one embodiment, the vehicle further includes a vibration acquisition device. The vibration acquisition device includes multiple vibration acceleration sensors. These sensors are respectively located on the active and passive sides of the engine mount, near the exhaust system hook, and at the connection point between the subframe and the vehicle body. Each vibration acceleration sensor acquires a vibration acceleration signal corresponding to a preset vibration transmission path and sends the signal to the controller 11. The controller 11 determines, based on the vibration acceleration signals, how the engine's target order vibration is transmitted to the target area inside the vehicle via different preset vibration transmission paths.

[0085] When the target control mode includes the powertrain adjustment mode, the controller 11 sends a speed adjustment request to the engine control unit via the vehicle communication bus. The engine control unit adjusts the engine speed according to the speed adjustment request, shifting the adjusted target order frequency out of the target resonant frequency band. During the engine speed adjustment process, the engine control unit maintains the smoothness of the vehicle's power output.

[0086] The vehicle can be equipped with an active suspension system and a chassis control system with damping adjustment function. When the target control mode includes a chassis system cooperative control mode, the controller 11 communicates with the active suspension system or chassis control system and sends a damping control command corresponding to the target damping adjustment amount. The active suspension system or chassis control system adjusts the equivalent damping of the target vibration transmission path according to the damping control command to reduce the target order vibration transmitted to the target area inside the vehicle via the target vibration transmission path.

[0087] The controller 11 synchronizes engine operating information, noise information, and vibration information in time. The controller 11 can use a unified acquisition clock to synchronously acquire different information, and can also add timestamps to different information and align them according to the timestamps. The time-synchronized engine operating information, noise information, and vibration information correspond to the same vehicle operating time, thus providing a data basis for target-order noise evaluation and roar suppression control.

[0088] The vehicle noise suppression system includes an information acquisition module, a noise evaluation module, a control decision module, and a control execution module. The information acquisition module receives vehicle operating information and noise information. The noise evaluation module determines the engine's target noise level, target noise characteristic information, reference noise characteristic information, and target noise prominence information. The control decision module determines the target control mode based on the target noise prominence information and vehicle operating information. The control execution module controls the corresponding vehicle components to perform noise suppression operations. In another embodiment, the vehicle noise suppression system also includes an effect verification and learning module. This module records vehicle operating information, target noise prominence information, target control mode, and control parameters before and after noise suppression, and updates the control strategy based on the control effect.

[0089] During vehicle operation, the controller 11 acquires vehicle operation information and noise information of the target area inside the vehicle to determine the prominence of the engine target noise relative to the background noise. When the prominence information of the target noise meets the preset roar judgment conditions, the controller 11 determines at least one target control mode from the active acoustic control mode, powertrain adjustment mode, and chassis system coordinated control mode, and controls the corresponding sound output device 13, engine control unit, active suspension system, or chassis control system to perform a roar suppression operation. After the roar suppression operation is completed, the controller 11 continues to collect noise information to verify the roar suppression effect and adjust the control method.

[0090] The vehicle provided in this application embodiment can utilize the vehicle's existing microphones, speakers, engine control unit, vehicle communication bus, and chassis actuators to complete target order noise evaluation and roar suppression, reducing the amount of new hardware required. Simultaneously, the controller 11 can select the corresponding target control mode based on the prominence of the target order noise relative to background noise and vehicle operating information, thereby improving the accuracy and dynamic adaptability of roar suppression under different vehicle operating scenarios.

[0091] Based on this, embodiments of this application provide a vehicle noise suppression system, referring to... Figure 2 The vehicle noise suppression system provided in this application includes: The information acquisition module 21 is used to acquire the vehicle operation information of the target vehicle and the noise information of the target area inside the vehicle; wherein, the vehicle operation information includes engine operation information.

[0092] The noise evaluation module 22 is used to determine the engine target order based on engine operating information, and to determine the target order noise characteristic information and reference noise characteristic information corresponding to the engine target order from the noise information.

[0093] The noise evaluation module 22 is also used to determine target order noise prominence information, which characterizes the prominence of the engine's target order noise relative to the background noise, based on the target order noise feature information and the reference noise feature information.

[0094] The control decision module 23 is used to determine the target control mode from the preset candidate control modes based on the target order noise prominence information and vehicle operation information, provided that the target order noise prominence information meets the preset roar judgment conditions.

[0095] The control execution module 24 is used to control the target vehicle to perform a noise suppression operation corresponding to the target control mode.

[0096] In an optional implementation, the engine operating information includes engine speed and target order identifier. The noise evaluation module 22 is also used for: The target order of the engine is determined based on the target order identifier.

[0097] The engine rotation frequency is determined based on the engine speed.

[0098] The target order frequency is determined based on the engine rotation frequency and the engine target order.

[0099] Based on the target order frequency, the target order noise component corresponding to the target order frequency is extracted from the noise information.

[0100] The target order noise feature information is determined based on the target order noise components.

[0101] Determine total noise characteristics based on noise information, and / or determine other noise characteristics based on other noise components in the noise information other than the target order noise component.

[0102] Reference noise characteristics are determined based on total noise characteristics and / or other noise characteristics.

[0103] In an optional implementation, the target order noise characteristic information includes the target order sound pressure level and the target order loudness, and the reference noise characteristic information includes the total sound pressure level, the reference order sound pressure level, and the average loudness within a preset frequency band; wherein, the reference order sound pressure level is the sound pressure level corresponding to a preset engine order other than the engine target order. The noise evaluation module 22 is further used for: Subtract the total sound pressure level from the target sound pressure level to obtain the first sound pressure level difference.

[0104] The second sound pressure level difference is obtained by subtracting the reference sound pressure level from the target sound pressure level.

[0105] The loudness difference is obtained by subtracting the average loudness from the target loudness.

[0106] Based on the preset weights corresponding to the first sound pressure level difference, the second sound pressure level difference, and the loudness difference, respectively, the first sound pressure level difference, the second sound pressure level difference, and the loudness difference are weighted and processed to obtain the corresponding weighted processing results.

[0107] The results of each weighted processing are fused to obtain the target order noise salience information.

[0108] In optional implementations, the vehicle operating information further includes at least one of vehicle speed, engine load, gear position, and driving mode, and the preset candidate control modes include active acoustic control mode, powertrain adjustment mode, and chassis system cooperative control mode. The control decision module 23 is also used for: Based on vehicle operation information, a target protrusion threshold that matches the vehicle operation information is determined from a set of preset protrusion thresholds.

[0109] The target order noise prominence information is compared with the target prominence threshold.

[0110] If the target order noise prominence information exceeds the target prominence threshold, the target order noise prominence information is determined to meet the preset roar judgment condition.

[0111] The degree of boom is determined based on the difference between the target order noise prominence information and the target prominence threshold.

[0112] Based on the noise level and vehicle operation information, at least one control mode is selected from the active acoustic control mode, the powertrain adjustment mode, and the chassis system coordinated control mode as the target control mode.

[0113] In an optional implementation, the control execution module 24 is further configured to: The target order frequency corresponding to the engine's target order is determined based on engine operating information.

[0114] Based on the target order noise characteristics and the acoustic transmission characteristics between the target vehicle's sound output device and the target area inside the vehicle, the target amplitude and target phase of the target sound wave are determined.

[0115] Active acoustic control signals are generated based on the target order frequency, target amplitude, and target phase.

[0116] The sound output device is controlled by an active acoustic control signal to output a secondary sound wave, so that the secondary sound wave at least partially cancels out the noise corresponding to the target order of the engine in the target area inside the vehicle after acoustic superposition.

[0117] In an optional implementation, when the target control mode includes a powertrain adjustment mode, the control execution module 24 is further configured to: The target resonant frequency band that matches the vehicle operation information is determined based on the vehicle operation information.

[0118] The target order frequency corresponding to the engine's target order is determined based on engine operating information.

[0119] Determine whether the target order frequency falls within the target resonant frequency band.

[0120] When the target order frequency is within the target resonant frequency band, determine the direction and amount of engine speed adjustment to shift the target order frequency out of the target resonant frequency band.

[0121] A speed adjustment request containing the direction and amount of engine speed adjustment is sent to the engine control unit of the target vehicle, so that the engine control unit adjusts the engine speed according to the speed adjustment request and places the adjusted target order frequency outside the target resonant frequency band.

[0122] In an optional implementation, when the target control mode includes a chassis system cooperative control mode, the control execution module 24 is further configured to: Obtain vibration information corresponding to multiple preset vibration transmission paths in the target vehicle.

[0123] Based on engine operating information and engine target order, order tracking analysis is performed on each vibration information to obtain the target order vibration characteristic information corresponding to each preset vibration transmission path.

[0124] Based on the vibration characteristic information and noise characteristic information of each target order, a target vibration transmission path is determined from multiple preset vibration transmission paths to transmit the target order vibration to the target area inside the vehicle.

[0125] The target damping adjustment amount is determined based on the target order noise prominence information.

[0126] The active suspension system and / or chassis control system of the target vehicle adjust the equivalent damping of the target vibration transmission path based on the target damping adjustment amount, so as to reduce the target order vibration transmitted to the target area inside the vehicle through the target vibration transmission path.

[0127] In an optional implementation, the control execution module 24 is further configured to: Obtain updated vehicle operation information and updated noise information after performing the noise suppression operation; wherein, the updated vehicle operation information includes updated engine operation information.

[0128] Based on the updated engine operating information, the updated target order noise characteristic information and the updated reference noise characteristic information are determined from the updated noise information.

[0129] Based on the updated target order noise feature information and the updated reference noise feature information, the updated target order noise salience information is determined.

[0130] Determine whether the updated target order noise prominence information still meets the preset roar judgment conditions.

[0131] If the updated target order noise prominence information still meets the preset roar judgment conditions, adjust the control parameters corresponding to the target control mode, and / or based on the updated target order noise prominence information and updated vehicle operation information, redetermine the target control mode from the preset candidate control modes, and control the target vehicle to continue to perform the corresponding roar suppression operation.

[0132] If the updated target order noise prominence information does not meet the preset roar judgment conditions, maintain the roar suppression operation corresponding to the current target control mode, or stop the roar suppression operation.

[0133] In an optional implementation, the vehicle noise suppression system provided in this application embodiment further includes a verification and learning module. The verification and learning module is used for: Obtain the change information between the target order noise prominence information before and after performing the roar suppression operation.

[0134] Establish a control record corresponding to this noise suppression operation; the control record includes vehicle operation information before and after the noise suppression operation, target order noise prominence information before and after the noise suppression operation, target control mode, control parameters corresponding to the target control mode, and change information.

[0135] The control effect corresponding to the target control mode is determined based on the change information.

[0136] Based on the control effect, update the correspondence between vehicle operation information, target order noise salience information and preset candidate control modes, and / or update the control parameters of the target control mode.

[0137] Once the vehicle operation information and target order noise salience information that match the control record are obtained again, the target control mode is determined based on the updated correspondence and / or control parameters.

[0138] The vehicle noise suppression system provided in this application embodiment works collaboratively through an information acquisition module, a noise evaluation module, a control decision module, and a control execution module. It can objectively quantify the prominence of the engine target order noise relative to the background noise, and dynamically determine and execute a suitable target control mode in combination with vehicle operating information. This improves the accuracy, pertinence, and dynamic adaptability of in-vehicle noise recognition and suppression, thereby improving the NVH performance and ride comfort of the vehicle under different operating conditions.

[0139] Based on this, this application provides a vehicle noise suppression method. Before executing the vehicle noise suppression method, the controller loads initialization parameters corresponding to the target vehicle. The initialization parameters include a target order identifier, a prominence threshold, reference data, a resonance frequency band, and a control strategy. The reference data is obtained by collecting noise information corresponding to a noise-free state at different engine speeds, engine loads, and ambient temperatures. The reference data is used to characterize the normal noise range under different vehicle operating conditions. The prominence threshold is pre-calibrated based on the reference data and subjective listening evaluation results. The control strategy is used to characterize the correspondence between vehicle operating information, target order noise prominence information, and preset candidate control modes. After completing the status checks of the noise acquisition interface, vehicle communication interface, and control output interface, the controller enters the noise monitoring state.

[0140] Reference Figure 3The vehicle noise suppression method provided in this application includes: Step S101: Obtain vehicle operation information and noise information of the target area inside the vehicle; wherein, the vehicle operation information includes engine operation information.

[0141] Here, vehicle operation information is used to characterize the target vehicle's operating status at the time of noise acquisition. Engine operation information includes at least engine speed. Vehicle operation information may also include engine load, vehicle speed, and gear position, as well as driving mode, air conditioning status, and ambient temperature. The controller can obtain vehicle operation information from the engine control unit and different electronic control units within the vehicle via the vehicle communication bus, and can also directly obtain vehicle operation information from engine speed sensors, vehicle speed sensors, or corresponding status detection devices.

[0142] The target area inside the vehicle refers to the space within the vehicle that requires roar evaluation and suppression. This target area can be the area near the driver's right ear or the area near the ears of front-seat passengers. A noise acquisition device positioned within the target area continuously collects sound pressure changes, generates a time-domain sound pressure signal, and sends this signal as noise information to the controller. This noise information characterizes the sound state of the target area within the vehicle under the current vehicle operating conditions.

[0143] The controller synchronizes vehicle operation information and noise information in time, ensuring that the vehicle operation information and noise information within the same analysis time window correspond to the same vehicle operation process. The controller can use a unified acquisition clock for time synchronization, or it can add timestamps to the vehicle operation information and noise information separately and align them according to the timestamps. In one specific implementation, the controller synchronously acquires engine speed and noise information at a sampling frequency of 1000Hz. When the target vehicle is equipped with a vibration acquisition device, the controller also synchronously acquires vibration information corresponding to different preset vibration transmission paths.

[0144] Step S102: Determine the engine target order based on engine operating information, and determine the target order noise feature information and reference noise feature information corresponding to the engine target order from the noise information.

[0145] Here, the target engine order represents the multiple relationship between the periodic noise components of the engine to be evaluated and the engine's rotational frequency. The target order identifier can be sent from the engine control unit to the controller, or it can be read by the controller from order configuration data corresponding to the engine type. The order configuration data is pre-calibrated based on the number of engine cylinders, operating cycle, and ignition characteristics. For example, for a four-stroke, four-cylinder engine, order two can be determined as the engine target order. For different engine types, the order configuration data can also determine order one, order 1.5, order three, or order four as the engine target order.

[0146] The controller determines the engine rotational frequency based on the engine speed, and then determines the target order frequency based on the engine rotational frequency and the target engine order. When the target engine order remains constant within the same target vehicle, the target order frequency varies with the engine speed. For example, for a four-stroke, four-cylinder engine with a target engine order of second order, at an engine speed of 930 r / min, the engine rotational frequency is 15.5 Hz, and the target order frequency is 31 Hz.

[0147] The controller extracts the target order noise component from the noise information based on the target order frequency. The controller can use order tracking analysis to extract the target order noise component along the frequency trajectory formed by the change of the target order frequency with engine speed; within the analysis time window where the engine speed change is small, the controller can also establish a narrow frequency range centered on the target order frequency and extract the target order noise component from the narrow frequency range.

[0148] The controller determines target order noise characteristic information based on the target order noise components. This target order noise characteristic information characterizes the acoustic features of the target order noise itself and may include the target order sound pressure level and loudness. The controller determines reference noise characteristic information based on at least one of the overall acoustic features of the noise information and the acoustic features of non-target order noise components. This reference noise characteristic information characterizes the background noise environment in which the target order noise exists and may include the total sound pressure level within a preset frequency band, as well as the reference order sound pressure level, average loudness, and sharpness.

[0149] Step S103: Based on the target order noise feature information and the reference noise feature information, determine the target order noise prominence information used to characterize the prominence of the engine target order noise relative to the background noise.

[0150] Here, the target order noise prominence information is used to evaluate whether the target order noise forms a prominent tone that is easily perceived by occupants within the overall in-vehicle sound. The target order noise prominence information is related not only to the absolute sound pressure level of the target order noise, but also to the differences between the target order noise and the total noise, the reference order noise, and the average loudness. At the same target order sound pressure level in a low background noise environment, the target order noise has a higher degree of prominence; at the same target order sound pressure level in a high background noise environment, the target order noise may be partially masked by the background noise.

[0151] The controller determines the relative differences between the target order noise feature information and each reference noise feature information, and fuses these relative differences based on pre-calibrated weights to obtain the target order noise prominence information. The target order noise prominence information can be represented by a continuous numerical value or by prominence levels corresponding to multiple numerical intervals. A higher target order noise prominence information indicates a more prominent engine target order noise relative to background noise, and a higher probability of a booming sensation occurring in the target area inside the vehicle.

[0152] Step S104: If the target order noise prominence information meets the preset roar judgment conditions, the target control mode is determined from the preset candidate control modes based on the target order noise prominence information and vehicle operation information.

[0153] Here, the controller compares the target order noise prominence information with a preset prominence threshold. The preset prominence threshold can be a uniform threshold applicable to multiple vehicle operating conditions, or it can be multiple prominence thresholds specifically matched to different vehicle speeds, engine loads, gear positions, and driving modes. When the target order noise prominence information exceeds the matched prominence threshold, the controller determines that the target order noise prominence information meets the preset roar detection condition. When the target order noise prominence information does not exceed the matched prominence threshold, the controller maintains the roar monitoring state and does not trigger roar suppression operation.

[0154] The preset candidate control modes include active acoustic control mode, powertrain adjustment mode, and chassis system collaborative control mode. The controller determines the roar level based on the target order noise prominence information and determines the applicability of each preset candidate control mode in the current vehicle operation based on vehicle operating information. The controller then queries the pre-established control strategy and selects one preset candidate control mode or a combination of at least two preset candidate control modes as the target control mode.

[0155] In one specific implementation, the controller prioritizes the active acoustic control mode, which has a smaller impact on vehicle dynamics, as the target control mode. When the active acoustic control mode fails to meet the noise suppression requirements, the controller further selects a powertrain adjustment mode. When vibration information indicates that the target order vibration is mainly transmitted to the target area inside the vehicle via the engine mount, subframe, or corresponding chassis path, the controller selects a chassis system cooperative control mode.

[0156] Step S105: Control the target vehicle to perform a noise suppression operation corresponding to the target control mode.

[0157] Here, when the target control mode includes an active acoustic control mode, the controller controls the sound output device to output a secondary sound wave that matches the target order frequency, so that the secondary sound wave at least partially cancels out the noise corresponding to the engine's target order in the target area inside the vehicle after acoustic superposition. When the target control mode includes a powertrain adjustment mode, the controller sends a speed adjustment request to the engine control unit, causing the engine's target order frequency to shift out of the target resonant frequency band. When the target control mode includes a chassis system cooperative control mode, the controller controls the active suspension system or chassis control system to adjust the equivalent damping of the target vibration transmission path, reducing the target order vibration transmitted into the target area inside the vehicle.

[0158] When the target control mode includes at least two preset candidate control modes, the controller can execute different noise suppression operations sequentially according to preset priorities. It can also control different vehicle actuators to simultaneously execute corresponding noise suppression operations. When performing powertrain adjustment operations and chassis system coordinated control operations, the controller limits the range of engine speed adjustment, torque change, and damping adjustment to maintain the target vehicle's power smoothness, driving stability, and control safety.

[0159] In one implementation, after performing a roar suppression operation, the controller continues to acquire updated vehicle operating information and updated noise information, and redetermines the target order noise prominence information. When the updated target order noise prominence information still meets the preset roar judgment condition, the controller adjusts the control parameters corresponding to the current target control mode, or redetermines the target control mode. When the updated target order noise prominence information no longer meets the preset roar judgment condition, the controller maintains the current roar suppression operation or stops performing the roar suppression operation.

[0160] In one implementation, the controller records vehicle operating information, target order noise prominence information, target control mode, and control parameters before and after the noise suppression operation, and evaluates the control effect based on changes in the target order noise prominence information. The controller updates the control strategy based on the control effect, enabling it to quickly determine the target control mode when matching vehicle operating information and target order noise prominence information subsequently appear.

[0161] Based on this, the vehicle noise suppression method provided in this application can objectively evaluate the prominence of the engine target order noise relative to the background noise, and dynamically select the corresponding noise suppression operation according to the vehicle operation information, thereby improving the noise recognition accuracy and suppression effect under different vehicle operation scenarios.

[0162] In an optional implementation, the engine operating information includes engine speed and target order identifier.

[0163] Step S102 includes the following steps S201-S207.

[0164] Step S201: Determine the engine target order based on the target order identifier.

[0165] Here, the target order identifier is used to indicate the engine order that needs to be evaluated and controlled. The target order identifier can directly record the numerical value of the engine's target order, or it can record the index of the engine's target order in the order configuration table. The controller can obtain the target order identifier from the engine control unit via the vehicle communication bus, or it can read the target order identifier matching the target vehicle from a pre-stored order configuration table.

[0166] The engine order configuration table is pre-established based on the number of engine cylinders, operating cycle, ignition characteristics, and vehicle noise test results. The table records the correspondence between engine type and target engine order. For example, a four-stroke, four-cylinder engine generates an average of two combustion excitations per crankshaft rotation cycle; the order configuration table would configure order two as the target engine order for this engine. For different engine types, the order configuration table can also configure order one, order 1.5, order three, or order four as the target engine order.

[0167] The controller reads the target order identifier and directly obtains the engine target order based on it, or it queries the order configuration table to obtain the engine target order corresponding to the target order identifier. The engine target order is represented by an order value, denoted as k.

[0168] Step S202: Determine the engine rotation frequency based on the engine speed.

[0169] Here, engine speed represents the number of crankshaft rotations per unit time. The controller acquires engine speed within the analysis time window corresponding to the noise information. When the change in engine speed within the analysis time window is less than a preset speed change threshold, the controller averages multiple engine speed samples within the analysis time window and uses the average result as the engine speed used in the calculation. When the change in engine speed within the analysis time window is not less than the preset speed change threshold, the controller determines the engine rotation frequency corresponding to each sampling time according to the timestamp corresponding to each engine speed sample value.

[0170] The engine speed is denoted as n, with the unit being revolutions per minute (rpm). The engine rotation frequency is denoted as fr, with the unit being Hz. The controller determines the engine rotation frequency using the following formula: .

[0171] For example, when the engine speed is 930 revolutions per minute, the controller determines the engine rotation frequency to be 15.5 Hz.

[0172] Step S203: Determine the target order frequency based on the engine rotation frequency and the engine target order.

[0173] Here, the target order frequency represents the actual frequency corresponding to the engine's target order at the current engine speed. The controller multiplies the engine rotation frequency by the order value of the engine's target order to obtain the target order frequency. The target order frequency is denoted as ft, and the controller determines the target order frequency according to the following formula: .

[0174] Where k represents the order of the engine target order, fr represents the engine rotation frequency, and n represents the engine speed.

[0175] For example, if the target engine order is second order and the engine speed is 930 rpm, the controller multiplies the order value 2 by the engine rotation frequency of 15.5 Hz to obtain a target order frequency of 31 Hz. When the target engine order remains unchanged, the target order frequency changes synchronously with the engine speed.

[0176] Step S204: Based on the target order frequency, extract the target order noise component corresponding to the target order frequency from the noise information.

[0177] Here, the noise information refers to the time-domain sound pressure signal collected by the noise acquisition device within the analysis time window. The controller determines the frequency change trajectory of the target order frequency within the analysis time window based on the engine speed change over time, and extracts the target order noise component from the noise information along this trajectory.

[0178] The controller can extract the target order noise components using an order tracking method, or it can extract the target order noise components using a narrowband extraction method within an analysis time window where the engine speed changes little.

[0179] When the controller employs order tracking, it establishes a correspondence between sampling time and engine crankshaft angle based on engine speed, and resamples the noise information at equal crankshaft angle intervals. The controller performs order analysis on the resampled noise information to obtain an order spectrum containing multiple engine orders. Based on the target engine order, the controller selects the corresponding order component from the order spectrum and converts the selected order component into a time-domain signal or retains it as frequency-domain data to obtain the target order noise component.

[0180] When the controller employs a narrowband extraction method, it establishes a target frequency range centered on the target order frequency. The bandwidth of the target frequency range is preset based on the engine speed fluctuation range, speed acquisition error, and frequency resolution. The controller performs frequency analysis on the noise information and retains the noise components within the target frequency range to obtain the target order noise components.

[0181] The target order noise component retains the amplitude, frequency, and phase information corresponding to the target order noise.

[0182] Step S205: Determine the target order noise feature information based on the target order noise components.

[0183] Here, the target order noise feature information is used to characterize the acoustic state of the target order noise itself. The controller can use the target order sound pressure level as the target order noise feature information, or it can use both the target order sound pressure level and the target order loudness as the target order noise feature information.

[0184] When determining the target order sound pressure level, the controller calculates the effective sound pressure value of the target order noise component within the analysis time window and determines the target order sound pressure level based on the ratio between the effective sound pressure value and the reference sound pressure. The reference sound pressure is 20 μPa. When determining the target order loudness, the controller performs auditory frequency correction on the target order noise component and determines the loudness corresponding to the target order noise based on the corrected sound pressure energy. The target order sound pressure level characterizes the physical intensity of the target order noise, and the target order loudness characterizes the perceived intensity of the target order noise by the human ear.

[0185] Step S206: Determine total noise characteristic information based on noise information, and / or determine other noise characteristic information based on other noise components in the noise information other than the target order noise component.

[0186] Here, the noise information is the complete sound signal of the target area inside the vehicle, including the target order noise component and other noise components. The total noise characteristic information is the overall acoustic characteristic determined based on the complete noise information, rather than independent noise components listed alongside the target order noise component.

[0187] When determining the total noise characteristic information, the controller selects sound signals within a preset frequency band from the noise information and calculates at least one of the total sound pressure level, total loudness, or sharpness of all sound signals within the preset frequency band. The preset frequency band is pre-set based on the frequency range of the roar to be evaluated. For example, for low-frequency roaring inside a vehicle, the controller sets the frequency range below 200Hz as the preset frequency band and calculates the total sound pressure level corresponding to noise below 200Hz.

[0188] Other noise components include engine order noise and non-order background noise, excluding the target order noise component. When determining other noise characteristics, the controller selects one or more order components corresponding to non-target engine orders from the order spectrum of the noise information and determines the reference order sound pressure level based on the selected order components. The controller can also remove the target order noise component from the noise information and determine the average loudness, background sound pressure level, or sharpness based on the sound signal after removing the target order noise component.

[0189] When the prominence assessment only needs to reflect the prominence of the target order noise relative to the overall in-vehicle noise, the controller determines the total noise characteristic information. When the prominence assessment needs to reflect the prominence of the target order noise relative to a specific non-target order noise, the controller determines other noise characteristic information. When the prominence assessment needs to consider both the overall noise environment and non-target order noise, the controller determines both the total noise characteristic information and other noise characteristic information simultaneously.

[0190] Step S207: Determine reference noise characteristic information based on total noise characteristic information and / or other noise characteristic information.

[0191] Here, the reference noise feature information is used to characterize the background noise environment in which the target order noise exists. The controller reads the reference feature configuration corresponding to the engine's target order, and the reference feature configuration records the types of reference noise features participating in the salience evaluation. Based on the reference feature configuration, the controller selects corresponding acoustic features from the total noise feature information and other noise feature information, and combines the selected acoustic features in a preset order to obtain the reference noise feature information.

[0192] When the reference feature configuration specifies only the total noise feature information, the controller uses the total sound pressure level or total loudness within a preset frequency band as the reference noise feature information. When the reference feature configuration specifies only other noise feature information, the controller uses at least one of the following: reference order sound pressure level, average loudness, background sound pressure level, or sharpness as the reference noise feature information. When the reference feature configuration specifies both total noise feature information and other noise feature information, the controller combines the total sound pressure level, reference order sound pressure level, and average loudness in a preset order to obtain the reference noise feature information.

[0193] The target order noise characteristic information and the reference noise characteristic information correspond to the same analysis time window. The controller determines the target order noise prominence information based on the target order noise characteristic information and the reference noise characteristic information within the same analysis time window, thereby avoiding temporal mismatch of evaluation data caused by changes in vehicle operation information or background noise.

[0194] In one specific implementation, the target vehicle is a vehicle equipped with a four-stroke, four-cylinder engine, with the target order identifier corresponding to the second order, and the engine speed is 930 rpm. The controller determines the engine rotation frequency to be 15.5 Hz and the target order frequency to be 31 Hz. The controller extracts the target order noise components near 31 Hz from the noise information and determines the target order sound pressure level and target order loudness based on the target order noise components. The controller calculates the total sound pressure level corresponding to noise below 200 Hz and extracts the 62 Hz noise component corresponding to the fourth order from the order spectrum to determine the reference order sound pressure level. The controller also calculates the average loudness corresponding to the noise information and determines the total sound pressure level, reference order sound pressure level, and average loudness as reference noise characteristic information. The controller then evaluates the prominence of the target order noise relative to the background noise based on the target order sound pressure level, target order loudness, and reference noise characteristic information.

[0195] In an optional implementation, the target order noise characteristic information includes the target order sound pressure level and the target order loudness, and the reference noise characteristic information includes the total sound pressure level, the reference order sound pressure level, and the average loudness within a preset frequency band; wherein, the reference order sound pressure level is the sound pressure level corresponding to a preset engine order other than the engine target order.

[0196] Here, the target order sound pressure level, total sound pressure level, reference order sound pressure level, target order loudness, and average loudness are calculated within the same analysis time window. The controller continuously acquires noise information at a sampling rate of 1000Hz and sets the analysis time window according to the target order frequency. The analysis time window covers at least several complete cycles of the target order noise. For example, when the target order frequency is 31Hz, the analysis time window is set to 500ms. The controller uses a sliding window method to update various noise characteristic information to meet real-time evaluation requirements.

[0197] The controller calculates the effective sound pressure level of the target order noise components and converts the effective sound pressure level into the target order sound pressure level using 20 μPa as a reference sound pressure level. The controller performs band filtering on the noise information within a preset frequency band and determines the total sound pressure level based on the effective value of the filtered sound pressure signal. The preset frequency band corresponds to the low-frequency rumble inside the vehicle, for example, from the effective lower limit frequency of the noise acquisition device to 200 Hz. The total sound pressure level reflects the combined sound pressure level formed by all noise components within the preset frequency band.

[0198] The controller determines a reference order frequency based on the engine rotation frequency and a preset engine order. It extracts the noise components corresponding to the reference order frequency from the noise information and determines the reference order sound pressure level based on the effective sound pressure of the reference order noise components. When the target engine order is second order, the reference order can be set to first order or fourth order. The reference order is pre-calibrated according to different engine types and the energy distribution of each engine order. In this embodiment, fourth order is used as the reference order. When the engine speed is 930 r / min, the engine rotation frequency is 15.5 Hz, the second order frequency is 31 Hz, and the fourth order frequency is 62 Hz.

[0199] The controller uses a preset psychoacoustic loudness calculation method to determine the target order loudness and average loudness. Specifically, the controller decomposes noise information within a preset frequency band according to the critical frequency band, and converts the sound pressure of each analysis sub-band into the corresponding sub-band loudness based on a pre-stored auditory correction relationship. The controller determines the loudness corresponding to the analysis sub-band containing the target order frequency as the target order loudness. The controller adds the loudnesses corresponding to multiple background analysis sub-bands that do not contain the target order frequency, and divides the sum by the number of background analysis sub-bands to obtain the average loudness. The target order loudness and average loudness use the same calculation method and loudness unit.

[0200] Step S103 includes the following steps S301-S305.

[0201] Step S301: Subtract the total sound pressure level from the target sound pressure level to obtain the first sound pressure level difference.

[0202] Here, the controller calculates the first sound pressure level difference using the following formula: ΔL1=L 目标 -L 总 .

[0203] Where ΔL1 represents the first sound pressure level difference, L 目标 L represents the target order sound pressure level. 总 This represents the total sound pressure level within the preset frequency band. Since the total sound pressure level is formed by all noise energy within the preset frequency band, the first sound pressure level difference is usually not greater than 0. The closer the first sound pressure level difference is to 0, the higher the energy proportion of the target order noise within the preset frequency band, and the more prominent the target order noise is relative to the overall noise.

[0204] Step S302: Subtract the reference order sound pressure level from the target order sound pressure level to obtain the second sound pressure level difference.

[0205] Here, the controller calculates the second sound pressure level difference using the following formula: ΔL2=L 目标 -L 参考 .

[0206] Where ΔL2 represents the second sound pressure level difference, L 参考This represents the reference order sound pressure level. When the second sound pressure level difference is greater than 0, the target order sound pressure level is higher than the reference order sound pressure level. The larger the second sound pressure level difference, the more prominent the target order noise is relative to the reference order noise. By comparing the target order noise with the reference order noise generated by the same engine, the controller can reduce the impact of road noise, wind noise, and overall in-vehicle sound pressure changes on the evaluation results.

[0207] Step S303: Subtract the average loudness from the target loudness to obtain the loudness difference.

[0208] Here, the controller calculates the loudness difference according to the following formula: ΔN = N 目标 -N 平均 .

[0209] Where ΔN represents the loudness difference, N 目标 N represents the target order loudness. 平均 This represents the average loudness. The loudness difference reflects the prominence of the target order noise relative to the background noise in human auditory perception. The larger the loudness difference, the easier it is for drivers and passengers to perceive the target order noise. By introducing the loudness difference, the prominence information of the target order noise not only reflects the sound pressure energy relationship but also reflects the sensitivity of the human ear to sounds of different frequencies.

[0210] Step S304: Based on the preset weights corresponding to the first sound pressure level difference, the second sound pressure level difference, and the loudness difference, respectively, the first sound pressure level difference, the second sound pressure level difference, and the loudness difference are weighted and processed to obtain the corresponding weighted processing results.

[0211] Here, the controller uses a first preset weight α, a second preset weight β, and a third preset weight γ to weight the first sound pressure level difference, the second sound pressure level difference, and the loudness difference, respectively. The three weighted results are α×ΔL1, β×ΔL2, and γ×ΔN, respectively. The first preset weight is used to adjust the contribution of the target order noise to the overall noise, the second preset weight is used to adjust the contribution of the target order noise to the reference order noise, and the third preset weight is used to adjust the contribution of the perceived loudness difference. The three preset weights are also used to achieve scale unification between the sound pressure level difference and the loudness difference, so that the fused evaluation value is a dimensionless evaluation value.

[0212] Three preset weights were determined through vehicle calibration tests. These tests covered different engine speeds, engine loads, and ambient temperatures, collecting noise information under conditions of no significant roar, slight roar, and significant roar. The controller calculated the first sound pressure level difference, the second sound pressure level difference, and the loudness difference for each calibration sample. Multiple evaluators graded the roar perception of each calibration sample, and the controller averaged the evaluators' results to form the corresponding subjective evaluation value. The calibration equipment used a least-squares fitting method to minimize the error between the fused value of the three weighted processing results and the subjective evaluation value, and the fitted coefficients were determined as the three preset weights. The calibration equipment divided the calibration intervals according to engine speed, engine load, and ambient temperature, and stored the preset weights corresponding to each calibration interval in the controller. During vehicle operation, the controller reads the matching preset weights based on vehicle operating information.

[0213] Step S305: Fuse each weighted processing result to obtain the target order noise salience information.

[0214] Here, the controller sums the three weighted processing results and determines the sum as... (Salience Index). The salience information of the target order noise is calculated according to the following formula: .

[0215] When the target order of the engine is second order and the reference order is fourth order, the target order noise salience information is calculated according to the following formula: .

[0216] Where L2 represents the second-order sound pressure level, L4 represents the fourth-order sound pressure level, and N2 represents the second-order loudness. The larger the value, the more prominent the engine target order noise is relative to the background noise, and the higher the likelihood that the driver and passengers will perceive the roar.

[0217] The noise threshold was determined based on the results of a subjective evaluation test. The calibration equipment calculated the corresponding noise level for each calibration sample. And statistics on when evaluators began to clearly perceive the roaring sound. Range. The calibration equipment determines the boundary value that can distinguish between a significant roaring state and a state without significant roaring as the roaring judgment threshold. In one embodiment, the roaring judgment threshold is set to 5. When the vehicle is in D gear, the air conditioner is on, the vehicle speed is below 10 km / h, and the engine speed is 930 r / min, the controller extracts the second-order noise component near 31 Hz, calculates the total sound pressure level below 200 Hz, and extracts the fourth-order noise component near 62 Hz. The controller substitutes the calculated feature information into the prominence evaluation model to obtain... It is 7.2. Because... If the noise level exceeds the threshold of 5, the controller determines that there is a roaring sound caused by the second-order noise of the engine in the target area inside the vehicle.

[0218] In another embodiment, the target order noise feature information also includes target order sharpness, and the reference noise feature information includes average sharpness. The controller decomposes the noise information according to the critical frequency band, calculates the sharpness based on the loudness ratio and frequency weight of each analysis sub-band, and then calculates the difference between the target order sharpness and the average sharpness. The controller uses a pre-calibrated fourth weight to weight the sharpness difference and fuses the weighted sharpness difference with the three weighted processing results. By adding a sharpness evaluation dimension, the target order noise prominence information can further reflect the timbre changes of in-vehicle noise.

[0219] In an optional implementation, the vehicle operation information also includes at least one of vehicle speed, engine load, gear position, and driving mode, and the preset candidate control modes include active acoustic control mode, powertrain adjustment mode, and chassis system cooperative control mode.

[0220] Here, the controller acquires vehicle operating information via the vehicle communication bus. Vehicle speed is provided by the vehicle control unit or wheel speed sensors, engine load is provided by the relative load rate output by the engine control unit, gear position is provided by the transmission control unit, and driving mode is provided by the vehicle control unit. Driving modes include Eco, Comfort, and Sport modes. The controller synchronizes vehicle operating information and target order noise salience information according to timestamps, ensuring that control decisions use data corresponding to the same moment or the same analysis time window. In one specific embodiment, vehicle operating information also includes the air conditioning operating status, which is used to distinguish the engine load status before and after the air conditioning compressor intervenes.

[0221] During the vehicle calibration phase, a set of prominence thresholds and a control strategy library are pre-established. Calibration personnel collect in-vehicle noise information under different vehicle speeds, engine speeds, engine loads, gears, driving modes, and temperatures, and organize multiple evaluators to grade the roar perception under each calibration condition. The controller calculates the target order noise prominence information corresponding to each calibration condition. For each type of vehicle operating information, calibration personnel determine the target order noise prominence information corresponding to when most evaluators begin to perceive a noticeable roar as the prominence threshold, and establish a correspondence between vehicle operating information and prominence thresholds. Calibration personnel write each prominence threshold and its corresponding vehicle speed range, engine load range, gear, and driving mode into the prominence threshold set. Calibration data under different temperature conditions are used to determine the threshold fluctuation range corresponding to each operating condition, thereby avoiding inaccurate roar judgment due to temperature changes.

[0222] The control strategy library includes multiple control strategy entries. Each entry records the applicable vehicle operating information range, noise level, candidate control modes, control mode priority, expected control effect, and control constraints. Control constraints include the effective output frequency band of the sound output device, the allowable engine speed range, the allowable engine torque range, the operating status of the active suspension system, and the operating status of the chassis control system. The controller eliminates candidate control modes that the current vehicle does not meet the execution conditions based on the control constraints.

[0223] Step S104 includes the following steps S401-S405.

[0224] Step S401: Based on vehicle operation information, determine the target protrusion threshold that matches the vehicle operation information from the preset protrusion threshold set.

[0225] Here, the controller first reads the information items for threshold matching from the acquired vehicle operation information, and then queries the set of prominence thresholds according to a preset matching order. Gear position and driving mode are discrete information, and the controller performs consistent matching on gear position and driving mode. Vehicle speed and engine load are continuous information, and the controller determines the preset speed range where the vehicle speed is located and the preset load range where the engine load is located. The controller determines the prominence threshold that matches the gear position, driving mode, vehicle speed range, and engine load range simultaneously as the target prominence threshold.

[0226] When vehicle operating information includes only partial information such as vehicle speed, engine load, gear position, and driving mode, the controller queries the corresponding subset of spur thresholds based on the acquired information items and determines the target spur threshold from this subset. When the vehicle speed or engine load is between adjacent calibration nodes, the controller performs linear interpolation based on the two spur thresholds corresponding to the adjacent calibration nodes and determines the interpolation result as the target spur threshold. When there is no perfectly matching control strategy entry in the spur threshold set, the controller maintains consistency between the gear position and driving mode and selects the control strategy entry with the smallest difference between the vehicle speed difference and the engine load difference.

[0227] The target prominence threshold does not need to be the same for different vehicle operating information. For example, when a vehicle is in a low-speed crawling state, the background noise inside the vehicle is low, and the driver and passengers are more sensitive to low-frequency roaring sounds, so the target prominence threshold is set to a lower value; when the vehicle is in a high-speed or high-load state, road noise, wind noise, and power system noise increase, and the target prominence threshold is adjusted according to the calibration results. In one specific implementation, when the vehicle is in drive, the air conditioning is on, the vehicle speed is below 10 km / h, and the engine speed is in the preset idle speed range, the target prominence threshold is 5.

[0228] Step S402: Compare the target order noise prominence information with the target prominence threshold.

[0229] Here, the controller first checks the validity of the target order noise prominence information and the target prominence threshold. Valid target order noise prominence information means that the noise acquisition device is working properly, the engine speed signal is valid, the noise data within the analysis time window is complete, and the target order frequency is within the analyzable frequency range. When the data is valid, the controller compares the target order noise prominence information within the same evaluation period with the target prominence threshold, obtaining a comparison result that is higher than, equal to, or lower than the target prominence threshold. When the data is invalid, the controller temporarily does not trigger the roar suppression operation and records the corresponding data anomaly information.

[0230] To reduce misjudgments caused by transient impact noise or communication fluctuations, the target order noise prominence information must exceed the target prominence threshold for two consecutive evaluation cycles. Isolated exceedance values ​​occurring in a single evaluation cycle are only considered as information to be confirmed, and the controller continues to compare in the next evaluation cycle.

[0231] Step S403: If the target order noise prominence information exceeds the target prominence threshold, determine that the target order noise prominence information meets the preset roar judgment condition.

[0232] Here, when the target order noise prominence information for two consecutive evaluation cycles exceeds the target prominence threshold, the controller generates a roaring judgment result and records the engine target order, target order frequency, vehicle speed, engine load, gear, driving mode, and target order noise prominence information corresponding to the occurrence of the roaring. When the target order noise prominence information is equal to or lower than the target prominence threshold, the controller determines that the target order noise prominence information does not meet the preset roaring judgment conditions.

[0233] In one implementation, the controller also performs trend analysis on the target order noise prominence information corresponding to the most recent multiple evaluation periods. When the target order noise prominence information has not yet exceeded the target prominence threshold, but the distance between the target order noise prominence information and the target prominence threshold is less than a preset warning difference, and the target order noise prominence information continuously increases, the controller pre-reads control parameters that match the vehicle operation information. After the target order noise prominence information exceeds the target prominence threshold, the controller directly executes the already read control parameters to shorten the response time of the roar suppression operation.

[0234] Step S404: Determine the degree of booming based on the difference between the target order noise prominence information and the target prominence threshold.

[0235] Here, the controller subtracts the target prominence threshold from the target order noise prominence information to obtain the prominence excess. The prominence excess is used to indicate the degree to which the prominence of the target order noise exceeds the acceptable boundary for drivers and passengers. The controller divides the roar level into mild roar, moderate roar, and severe roar based on pre-calibrated boundaries.

[0236] In one specific implementation, when the prominence exceedance is greater than zero but does not exceed the first level boundary, the controller determines the roar level as mild roar; when the prominence exceedance exceeds the first level boundary but does not exceed the second level boundary, the controller determines the roar level as moderate roar; when the prominence exceedance exceeds the second level boundary, the controller determines the roar level as severe roar. The first and second level boundaries are determined through subjective evaluation tests and vehicle calibration tests. For example, the first level boundary is set to 1, and the second level boundary is set to 3. When the target order noise prominence information is 7.2 and the target prominence threshold is 5, the prominence exceedance is 2.2, and the controller determines the roar level as moderate roar.

[0237] Step S405: Based on the noise level and vehicle operation information, select at least one control mode from the active acoustic control mode, the powertrain adjustment mode, and the chassis system coordinated control mode as the target control mode.

[0238] Here, the controller first determines whether each candidate control mode meets the execution conditions based on vehicle operating information and control constraints. Then, it determines the priority of the candidate control modes based on the noise level, expected control effect, impact on vehicle performance, and control energy consumption. The target control mode can be a single control mode, or a combination of two or three control modes arranged in a preset execution order.

[0239] The active acoustic control mode has a relatively small impact on vehicle dynamic performance. When the target order frequency is within the effective output frequency band of the sound output device, the sound output device is available, and the acoustic transmission characteristics of the target area inside the vehicle have been calibrated, the controller prioritizes the active acoustic control mode. For mild roaring, the controller selects the active acoustic control mode as the target control mode. The signal generation and sound wave output process of the active acoustic control mode are described in detail in the corresponding implementation method below.

[0240] The powertrain adjustment mode is suitable for idling, low-speed driving, or operating conditions with relatively stable engine load. When the target order frequency is within the target resonant frequency band, and the engine control unit allows adjustment of engine speed or engine torque within a preset range, the controller determines the powertrain adjustment mode as an executable mode. The preset engine speed adjustment range is set to a narrow range, such as 20 rpm above or below the current engine speed. When the vehicle is in rapid acceleration, high load, or sport mode, the controller reduces the priority of the powertrain adjustment mode based on power response constraints to avoid engine speed adjustment affecting vehicle power response and smoothness.

[0241] The chassis system cooperative control mode is applicable to conditions where the engine mount, subframe connection point, or exhaust system suspension location forms the main vibration transmission path. When the vehicle is equipped with an active suspension system or a chassis control system capable of adjusting equivalent damping, and the vibration information indicates that the target order vibration is transmitted to the target area inside the vehicle via a preset vibration transmission path, the controller determines the chassis system cooperative control mode as an executable mode.

[0242] For moderate booming noise, the controller prioritizes the active acoustic control mode and uses the powertrain adjustment mode as a subsequent enhancement mode. When calibration data indicates that executing the active acoustic control mode alone is insufficient to reduce the target order noise prominence below the target prominence threshold, the controller directly selects a combined control mode consisting of the active acoustic control mode and the powertrain adjustment mode. For severe booming noise, the controller, considering the vibration transmission path and the feasibility of each candidate control mode, selects two or three of the active acoustic control mode, powertrain adjustment mode, and chassis system coordinated control mode to form a combined control mode.

[0243] In a specific application scenario, the vehicle is in drive, the air conditioning is on, the vehicle speed is below 10 km / h, and the engine speed is 930 r / min. The target order noise prominence is 7.2, and the target prominence threshold is 5. The controller determines the prominence excess to be 2.2 and classifies the roar level as moderate roar. Since the sound output device is available, the controller first selects the active acoustic control mode and completes the initial intervention within 100 ms. The controller re-evaluates the target order noise prominence 500 ms after the initial intervention. When the target order noise prominence decreases to 4.5, the controller maintains the active acoustic control mode; when the target order noise prominence remains at 6.8, the controller adds the powertrain adjustment mode to the target control mode. When the upper boundary of the calibrated target resonant frequency band is below 31.7 Hz, the engine control unit adjusts the engine speed to 950 r / min, adjusting the second-order frequency to 31.7 Hz and moving it out of the target resonant frequency band. The specific engine speed adjustment value is determined based on the boundary of the target resonant frequency band, and the engine speed adjustment value is not fixed at 950 r / min.

[0244] Based on this, the controller implements hierarchical control according to the actual prominence of the target order noise and vehicle operating information, and prioritizes control modes that have less impact on vehicle performance and energy consumption. When a single control mode cannot achieve the noise suppression target, the controller gradually adds control modes, thereby improving the noise suppression effect while ensuring vehicle power, ride comfort, and chassis stability.

[0245] In an optional implementation, the active acoustic control mode generates secondary sound waves through a sound output device. These secondary sound waves, upon reaching the target area within the vehicle, acoustically superimpose with the engine's target-order noise, thereby reducing the target-order noise in that area. The sound output device can utilize the front speakers from the vehicle's existing audio system or a dedicated low-frequency speaker installed within the vehicle. When using the vehicle's existing audio system, the controller drives the front speakers via an audio power amplifier, eliminating the need for an additional independent acoustic actuator.

[0246] During the vehicle calibration phase, the acoustic transmission characteristics between the sound output device and the target area inside the vehicle are pre-determined. Calibration personnel place the noise acquisition device in the target area inside the vehicle, such as near the driver's right ear, and control the sound output device to sequentially output multiple test sound waves covering the engine's target order frequency range. The noise acquisition device collects the sound pressure signal of each test sound wave after it reaches the target area inside the vehicle. Based on the input amplitude and phase of the test sound waves, and the corresponding output amplitude and phase of the target area inside the vehicle, the calibration equipment determines the amplitude gain, phase delay, and transmission delay corresponding to each test frequency, and establishes the correspondence between the test frequency and the amplitude gain, phase delay, and transmission delay.

[0247] When the sound output device includes multiple speakers, the calibration equipment controls each speaker to output test sound waves and determines the acoustic transmission characteristics between each speaker and the target area inside the vehicle. The calibration equipment stores the acoustic transmission characteristics corresponding to each speaker in the controller. During vehicle operation, the controller queries the corresponding acoustic transmission characteristics based on the target order frequency. When the target order frequency is between adjacent test frequencies, the controller interpolates the amplitude gain and phase delay corresponding to the adjacent test frequencies to obtain the amplitude gain and phase delay corresponding to the target order frequency.

[0248] When the target control mode includes an active acoustic control mode, step S105 includes the following steps S501-S504.

[0249] Step S501: Determine the target order frequency corresponding to the engine target order based on engine operating information.

[0250] Here, the engine rotation frequency is determined based on the engine speed, and the target order frequency is determined based on the engine rotation frequency and the target engine order. Since the engine speed changes with the vehicle's operating state, the controller recalculates the target order frequency according to a preset update cycle and uses the updated target order frequency to generate the active acoustic control signal.

[0251] The engine operating information also includes the crankshaft position signal. The controller determines the engine rotation phase based on the crankshaft position signal and uses this engine rotation phase as a reference for target-order noise phase tracking. When the engine speed changes, the controller continuously updates the target-order phase based on the engine speed and engine rotation phase at adjacent sampling times to avoid phase jumps in the active acoustic control signal.

[0252] For example, if the target engine order is second order and the engine speed is 930 r / min, the engine rotation frequency is 15.5 Hz, and the target order frequency is 31 Hz. The controller determines 31 Hz as the fundamental frequency of the active acoustic control signal.

[0253] Step S502: Based on the target order noise characteristic information and the acoustic transmission characteristics between the sound output device of the target vehicle and the target area inside the vehicle, determine the target amplitude and target phase of the target sound wave.

[0254] Here, the target order noise characteristic information also includes target order phase information. The controller extracts the complex order coefficients corresponding to the target order noise components through order tracking analysis, and determines the amplitude and phase of the target order noise based on the complex order coefficients. The phase of the target order noise uses the engine rotation phase as the reference phase.

[0255] The controller determines the sound pressure amplitude of the target order noise when it reaches the target area inside the vehicle based on the target order sound pressure level, and determines the target attenuation degree based on the target order loudness and the target order noise prominence. The controller pre-stores the correspondence between noise characteristic intervals and control ratios. The higher the target order sound pressure level, target order loudness, or target order noise prominence, the higher the control ratio selected by the controller. The controller combines the sound pressure amplitude of the target order noise with the control ratio to determine the target sound pressure amplitude that needs to be formed when the secondary sound wave reaches the target area inside the vehicle. By setting the control ratio, the controller can partially or nearly completely cancel the target order noise, avoiding excessive cancellation that could cause abnormal sound quality inside the vehicle.

[0256] The controller queries the amplitude gain between the sound output device and the target area inside the vehicle based on the target order frequency, and determines the target amplitude corresponding to the sound output device based on the target sound pressure level amplitude and amplitude gain. When the amplitude gain is low, the controller increases the drive amplitude of the sound output device accordingly; when the amplitude gain is high, the controller decreases the drive amplitude of the sound output device accordingly. The controller performs amplitude limiting processing on the target amplitude to ensure that the target amplitude does not exceed the maximum allowable drive amplitude of the sound output device and the audio power amplifier.

[0257] The controller reverses the phase of the target-order noise by 180° in the target area inside the vehicle, obtaining the destructive phase required for the secondary sound wave to reach the target area. The controller then compensates for the destructive phase based on the phase delay and transmission delay corresponding to the acoustic transmission characteristics, obtaining the target phase for the sound output device. The controller also compensates for system delays generated during noise acquisition, signal processing, communication transmission, and audio power amplification, ensuring that the secondary sound wave maintains an opposite phase to the target-order noise when it reaches the target area inside the vehicle.

[0258] When the sound output device includes multiple speakers, the controller allocates the output amplitude and output phase of each speaker according to the amplitude gain and phase delay corresponding to each speaker. The controller prioritizes allocating control energy to speakers with higher acoustic gain and ensures that the secondary sound waves generated by multiple speakers in the target area inside the vehicle are superimposed in phase, thereby reducing the output load of individual speakers.

[0259] Step S503: Generate an active acoustic control signal based on the target order frequency, target amplitude, and target phase.

[0260] Here, the controller establishes a periodic acoustic control signal based on the target order frequency, and modulates the periodic acoustic control signal using the target amplitude and the target phase to obtain the active acoustic control signal. The active acoustic control signal is generated using an audio sampling rate that matches the sound output device.

[0261] When the engine speed changes, the controller adjusts the frequency of the active acoustic control signal according to the updated target order frequency. The controller maintains continuous phase accumulation during frequency adjustment, ensuring smooth waveform transitions between adjacent control cycles. The controller gradually increases the signal amplitude when activating the active acoustic control signal and gradually decreases it when deactivating it, thereby preventing the sound output device from producing impact or popping sounds.

[0262] The controller performs amplitude limiting, rate-of-change limiting, and output frequency band checks on the active acoustic control signal. When the active acoustic control signal exceeds the allowable amplitude range of the sound output device, the controller limits the active acoustic control signal within the allowable range. When the target order frequency exceeds the effective output frequency band of the sound output device, the controller stops generating the active acoustic control signal and feeds back to the control decision module that the active acoustic control mode does not meet the execution conditions, so that the control decision module can re-determine the target control mode.

[0263] When the sound output device includes multiple speakers, the controller generates active acoustic control signals for multiple channels based on the target amplitude and target phase corresponding to each speaker. The active acoustic control signals for multiple channels are sent to the audio power amplifier after being time-synchronized to avoid the reduction of acoustic cancellation effect due to the output time difference between different speakers.

[0264] Step S504: Based on the active acoustic control signal, control the sound output device to output secondary sound waves so that the secondary sound waves at least partially cancel each other out after acoustic superposition with the noise corresponding to the engine target order in the target area inside the vehicle.

[0265] Here, the controller sends an active acoustic control signal to the sound output device, which outputs a secondary sound wave according to the signal. After passing through the vehicle's sound field to the target area, the secondary sound wave's frequency is the same as the target order noise's frequency, its phase is opposite to the target order noise's phase, and its sound pressure amplitude matches the target attenuation level. The secondary sound wave and the target order noise acoustically superimpose in the target area within the vehicle, reducing the sound pressure amplitude of the target order noise.

[0266] The acoustic cancellation area formed by active acoustic control is mainly located in the target area inside the vehicle corresponding to the noise acquisition device. When the acoustic transmission path differs at different locations inside the vehicle, the degree of cancellation may vary. Therefore, the controller prioritizes the area near the driver's right ear or the ear area of ​​the front passenger as the control area and generates active acoustic control signals based on the calibration results of the target area inside the vehicle.

[0267] After the active acoustic control signal is output, the noise acquisition device continues to collect noise information from the target area inside the vehicle. The controller extracts the remaining target-order noise components from the updated noise information and determines the amplitude and phase of the remaining target-order noise components. If the remaining target-order noise components are still higher than the preset control target, the controller determines the amplitude correction and phase correction amounts based on the remaining target-order noise components and acoustic transmission characteristics, and updates the active acoustic control signal using the amplitude correction and phase correction amounts. The controller repeats the noise acquisition, remaining noise extraction, and control signal correction process until the target-order noise prominence information no longer meets the preset roar judgment condition, or the active acoustic control signal reaches the preset output limit.

[0268] In a specific application scenario, the vehicle is in drive, air conditioning is on, and low-speed crawling. The engine speed is 930 rpm, the engine's target order is second-order, the target order frequency is 31 Hz, and the target order noise prominence is 7.2. The controller queries the acoustic transmission characteristics corresponding to 31 Hz, determines the target amplitude and phase of the sound output device based on the amplitude and phase of the target order noise, and controls the front speakers in the vehicle to output a 31 Hz secondary sound wave. The controller completes the initial acoustic intervention within 100 ms and recalculates the target order noise prominence 500 ms after the initial intervention. When the target order noise prominence decreases to 4.5, the controller maintains the active acoustic control mode; when the target order noise prominence remains at 6.8, the controller reports to the control decision module that the active acoustic control mode has not yet reached the control target, so that the control decision module can add a powertrain adjustment mode or redetermine the target control mode.

[0269] Through the active acoustic control mode, the controller can directly implement frequency, amplitude and phase matching control for the target order noise that causes the roar, reduce the low-frequency roar in the target area inside the vehicle without changing the vehicle structure and the main operating state of the engine, and reduce the impact on non-target order sounds and the overall sound quality inside the vehicle.

[0270] In an optional implementation, the powertrain adjustment mode is used to slightly adjust the engine speed to shift the target order frequency corresponding to the engine's target order out of the target resonance band that easily causes resonance in the vehicle body structure. The powertrain adjustment mode does not directly control the increase or decrease of the absolute sound pressure level of the engine noise source, but rather reduces the resonant amplification effect of the exhaust system, engine mounting system, subframe, or body panels on the target order vibration by changing the relationship between the excitation frequency and the vehicle structure modal frequencies. Therefore, even if the engine speed is slightly increased, as long as the target order frequency moves away from the target resonance band, the target order noise transmitted into the target area inside the vehicle will still be reduced.

[0271] During the vehicle calibration phase, the resonant frequency bands corresponding to different vehicle operating information are pre-determined. Calibration personnel scan the engine speed step-by-step under different engine speeds, engine loads, vehicle speeds, gears, driving modes, and temperatures, simultaneously collecting noise information from the target area inside the vehicle, as well as vibration information from the engine mounts, exhaust system suspension positions, subframe connection points, and body connection points. The calibration equipment extracts target order noise and vibration characteristics at each speed using order analysis, and defines the continuous frequency range where target order noise and vibration significantly increase as the resonant frequency band. The calibration equipment establishes a correspondence between vehicle speed ranges, engine load ranges, gears, driving modes, the lower boundary of the resonant frequency band, and the upper boundary of the resonant frequency band, and stores this correspondence in the controller.

[0272] The resonant frequency band is represented by a frequency range, rather than a single resonant frequency point. The frequency range covers resonant frequency shifts caused by structural damping, vehicle manufacturing deviations, load variations, and component aging. For example, if the primary resonant frequency of the exhaust system is 31.5Hz, vehicle calibration results would define the resonant frequency band as 30.8Hz to 31.6Hz under the corresponding operating conditions. The resonant frequency band boundary is determined jointly based on the increment of the target order noise peak relative to the non-resonant state, the target order vibration peak, and subjective roar evaluation results.

[0273] When the target control mode includes the power system adjustment mode, step S105 includes the following steps S601-S605.

[0274] Step S601: Determine the target resonant frequency band that matches the vehicle operation information based on the vehicle operation information.

[0275] Here, the controller reads vehicle speed, engine load, gear, and driving mode from the vehicle operation information and queries the resonant frequency band according to the corresponding relationship stored in the controller. The controller first performs consistency matching on the gear and driving mode, and then determines the vehicle speed range and the engine load range. The controller determines the resonant frequency band that matches the gear, driving mode, vehicle speed range, and load range simultaneously as the target resonant frequency band.

[0276] When the same vehicle operating information corresponds to multiple resonant frequency bands, the controller calculates the frequency distance between the target order frequency and each resonant frequency band, and determines the resonant frequency band containing the target order frequency as the target resonant frequency band. When none of the multiple resonant frequency bands contain the target order frequency, the controller determines the resonant frequency band with the smallest frequency distance that does not exceed a preset judgment range as the resonant frequency band to be monitored. After the target order frequency enters the resonant frequency band to be monitored, the controller updates the resonant frequency band to be monitored as the target resonant frequency band.

[0277] When the vehicle operating information lies between adjacent calibration conditions, the controller interpolates based on the resonant frequency band boundaries corresponding to the adjacent calibration conditions to obtain the lower and upper boundaries of the resonant frequency band that match the vehicle operating information. By matching the target resonant frequency band according to the vehicle operating information, the controller can adapt to changes in structural resonance characteristics caused by variations in engine load, gear, and driving mode.

[0278] Step S602: Determine the target order frequency corresponding to the engine target order based on engine operating information.

[0279] Here, the controller determines the engine rotation frequency based on the engine speed, and then determines the target order frequency based on the engine rotation frequency and the target engine order. When the engine speed changes, the controller recalculates the target order frequency according to a preset update cycle, and uses the updated target order frequency to determine the resonant frequency band.

[0280] For example, when the target engine order is second order and the engine speed is 930 r / min, the engine rotation frequency is 15.5 Hz, and the target order frequency is 31 Hz.

[0281] Step S603: Determine whether the target order frequency falls within the target resonant frequency band.

[0282] Here, the controller compares the target order frequency with both the lower and upper boundaries of the target resonant frequency band. If the target order frequency is greater than or equal to the lower boundary of the target resonant frequency band and less than or equal to the upper boundary, the controller determines that the target order frequency is within the target resonant frequency band. If the target order frequency is lower than the lower boundary or higher than the upper boundary, the controller determines that the target order frequency is outside the target resonant frequency band.

[0283] When the target order frequency is outside the target resonant frequency band, the controller does not issue an engine speed adjustment request and feeds back to the control decision module that the power system adjustment mode does not need to be executed or is not suitable for this roar suppression. When the target order frequency is within the target resonant frequency band, the controller continues to determine the direction and amount of engine speed adjustment.

[0284] To prevent engine speed from fluctuating repeatedly near the resonant frequency band boundary, the controller sets preset safety margins below the lower boundary and above the upper boundary of the target resonant frequency band. The adjusted target order frequency needs to exceed the corresponding target resonant frequency band boundary and the preset safety margin.

[0285] Step S604: When the target order frequency is within the target resonant frequency band, determine the engine speed adjustment direction and the engine speed adjustment amount that will shift the target order frequency out of the target resonant frequency band.

[0286] Here, the engine speed adjustment direction can be either increasing or decreasing. The controller determines two candidate engine speeds required to make the target order frequency lower than the lower boundary of the target resonant frequency band and to make the target order frequency higher than the upper boundary of the target resonant frequency band. Based on the target engine order, the controller converts the frequency corresponding to the lower boundary of the target resonant frequency band minus a preset safety margin into the first candidate engine speed, and the frequency corresponding to the upper boundary of the target resonant frequency band plus the preset safety margin into the second candidate engine speed.

[0287] The controller calculates the first speed difference between the current engine speed and the first candidate engine speed, and the second speed difference between the current engine speed and the second candidate engine speed. The controller first eliminates candidate engine speeds that exceed a preset speed adjustment range, and then selects the candidate engine speed with the smaller absolute value of the speed difference from the remaining candidate engine speeds as the target engine speed. When the target engine speed is higher than the current engine speed, the engine speed adjustment direction is the direction of speed increase; when the target engine speed is lower than the current engine speed, the engine speed adjustment direction is the direction of speed decrease. The absolute value of the difference between the target engine speed and the current engine speed is the engine speed adjustment amount.

[0288] The preset speed adjustment range is calibrated based on power smoothness, driving mode, and engine operating stability. For example, the preset speed adjustment range under idling creep conditions is set to be within 20 rpm above and below the current engine speed. When both candidate engine speeds exceed the preset speed adjustment range, the controller determines that the power system adjustment mode cannot shift the target order frequency out of the target resonant frequency band within the allowable range, and feeds back the mode execution limitation information to the control decision module.

[0289] When selecting the engine speed adjustment direction, the controller also checks the vehicle's power demand. When the vehicle is in a low-speed crawl, idling, or engine load stable state, the controller adjusts in the direction with the smaller speed adjustment amount. When the vehicle has acceleration demand, the engine load increases rapidly, or the driving mode is Sport mode, the controller excludes candidate engine speeds that would reduce power response. Based on this, the controller reduces the impact of engine speed changes on power performance and ride smoothness while meeting the requirements for noise suppression.

[0290] Step S605: Send a speed adjustment request containing the direction and amount of engine speed adjustment to the engine control unit of the target vehicle, so that the engine control unit adjusts the engine speed according to the speed adjustment request and makes the adjusted target order frequency outside the target resonant frequency band.

[0291] Here, the engine speed adjustment request includes the engine speed adjustment direction, engine speed adjustment amount, target engine speed, speed change rate, request validity period, and request source identifier. The controller sends the speed adjustment request to the engine control unit via the vehicle communication bus. After receiving the speed adjustment request, the engine control unit verifies the engine operating status, driver torque demand, braking status, thermal management status, and powertrain safety status.

[0292] After successful verification, the engine control unit returns an execution permission message to the controller and gradually increases the engine speed to the target engine speed by adjusting the throttle opening, fuel injection quantity, ignition parameters, or engine torque at a preset rate. In this embodiment, engine torque adjustment serves as the means to achieve the target engine speed, and the control objective of the powertrain adjustment mode remains to shift the target order frequency out of the target resonant frequency band. If the verification fails, the engine control unit returns an execution rejection message to the controller, which then re-determines the target control mode based on this message.

[0293] Once the engine speed reaches the target engine speed and remains stable, the controller reacquires the engine speed, recalculates the target order frequency, and again determines whether the target order frequency is outside the target resonant frequency band. If the target order frequency is still within the target resonant frequency band, the controller adjusts the engine speed within the preset speed adjustment range; if the adjusted engine speed still cannot move the target order frequency out of the target resonant frequency band, the controller stops the power system adjustment and redetermines the target control mode.

[0294] After confirming that the target order frequency is outside the target resonant frequency band, the controller continues to collect noise information in the target area inside the vehicle and recalculates the target order noise prominence information. When the target order noise prominence information no longer meets the preset roar judgment condition, the controller determines the powertrain adjustment mode to achieve the control target. When the target order noise prominence information still meets the preset roar judgment condition, the controller adjusts the powertrain control parameters, or adds at least one of the active acoustic control mode and chassis system collaborative control mode to the target control mode.

[0295] In a specific application scenario, the vehicle is in drive, air conditioning is on, and it is in low-speed crawling mode. The engine speed is 930 rpm, the target engine order is second-order, and the target order frequency is 31 Hz. Vehicle calibration data indicates that the target resonant frequency band of the exhaust system corresponding to the current vehicle operating information is 30.8 Hz to 31.6 Hz, with 31 Hz falling within the target resonant frequency band. The candidate engine speed corresponding to the downward movement of the target resonant frequency band is lower than the lower limit of the engine's stable idle speed. The controller eliminates the direction of speed reduction and determines that the engine speed adjustment direction is the direction of speed increase, with an adjustment amount of 20 rpm. The engine control unit gradually adjusts the engine speed to 950 rpm, resulting in a second-order frequency of approximately 31.7 Hz, which is higher than the upper boundary of the target resonant frequency band.

[0296] After the engine speed stabilizes, the controller recalculates the target order noise prominence information, which decreases from 6.8 to 3.0, falling below the target prominence threshold of 5. Although the engine speed increases from 930 r / min to 950 r / min, the second-order excitation frequency has shifted out of the exhaust system's target resonant frequency band. The exhaust system's resonant amplification of second-order vibrations is significantly weakened, thus reducing the booming sensation in the target area inside the vehicle. The entire active acoustic control and powertrain adjustment process is completed within 2 to 3 seconds, with engine speed changes remaining within a narrow range.

[0297] By adjusting the power system mode, the controller can select the direction of increasing or decreasing engine speed according to the position of the target resonant frequency band, and change the target order excitation frequency with a small engine speed adjustment amount, thereby avoiding vehicle structural resonance and reducing the problems of increased energy consumption and insufficient adaptability caused by constantly increasing engine idling speed.

[0298] In an optional implementation, the chassis system cooperative control mode is suitable for situations where the target order vibration of the engine is transmitted into the vehicle through the engine mount, exhaust system suspension position, subframe connection point, or body connection point, and forms a low-frequency roar in the target area inside the vehicle. The controller first identifies the target vibration transmission path that contributes significantly to the target order noise from multiple preset vibration transmission paths, and then adjusts the equivalent damping of the target vibration transmission path through the active suspension system and / or chassis control system to reduce the target order vibration energy transmitted into the vehicle along the target vibration transmission path.

[0299] Equivalent damping is used to characterize the ability of a target vibration transmission path to dissipate vibration energy at the target order frequency. Equivalent damping is not limited to the damping value of a single mechanical damper; it also includes the combined damping effect formed on the target vibration transmission path by the combined action of active suspension actuators, electronically adjustable dampers, electronically adjustable bushings, or electronically adjustable suspension mounts.

[0300] During the vehicle calibration phase, multiple vibration transmission paths are predefined, and each path is configured with path identification, vibration acquisition location, vibration acquisition direction, associated actuators, and allowable damping adjustment range. These predefined vibration transmission paths include: a first path from the engine via the active side of the engine mount and the vehicle body to the interior; a second path from the engine via the passive side of the engine mount and the subframe to the interior; a third path from the exhaust system via the exhaust system mounting location and the vehicle body to the interior; and a fourth path from the subframe via the subframe-to-vehicle connection point to the interior.

[0301] Calibration personnel place vibration acceleration sensors on the active side of the engine mount, the passive side of the engine mount, the exhaust system mounting location, and the subframe-to-body connection point. These sensors can be single-axis or triaxial. When using a single-axis sensor, the sensor's sensing direction aligns with the dominant vibration direction along the corresponding vibration transmission path. When using a triaxial sensor, the controller collects longitudinal, lateral, and vertical vibration acceleration signals from the vehicle, and determines the direction with the largest amplitude of the target order vibration as the dominant vibration direction of the corresponding path. The vibration acceleration sensors, engine speed sensor, and in-vehicle noise acquisition device are synchronized using a unified clock or timestamp.

[0302] The vehicle is also equipped with damping adjustment components associated with a preset vibration transmission path. These damping adjustment components include at least one of an active suspension actuator, an electronically adjustable shock absorber, an electronically adjustable bushing, and an electronically adjustable mount. The active suspension system or chassis control system alters the operating state of the damping adjustment components by adjusting control current, control voltage, valve opening, or actuator force, thereby changing the equivalent damping of the corresponding vibration transmission path.

[0303] When the target control mode includes the chassis system cooperative control mode, step S105 includes the following steps S701-S705.

[0304] Step S701: Obtain vibration information corresponding to multiple preset vibration transmission paths in the target vehicle.

[0305] Here, the controller synchronously acquires the vibration acceleration signal output by each vibration acceleration sensor according to the preset sampling frequency, and forms the corresponding vibration information by combining the sensor identification, sampling time, vibration direction and vibration acceleration value.

[0306] In one specific implementation, the sampling frequency of the vibration information is 1000Hz, and the vibration information and the noise information of the target area inside the vehicle use the same analysis time window. Using the same analysis time window ensures that the vibration characteristics and noise characteristics correspond to the same vehicle operation process.

[0307] Before analyzing vibration information, the controller performs zero-bias correction, sensitivity conversion, and outlier removal on the vibration acceleration signal. The controller then filters the vibration acceleration signal according to a preset frequency range, removing DC components and high-frequency components that exceed the target order analysis range. If the vibration acceleration sensor experiences an open circuit, saturation, or communication timeout, the controller marks the corresponding vibration transmission path as invalid and does not use invalid vibration transmission paths for target path determination.

[0308] Step S702: Based on the engine operating information and the engine target order, perform order tracking analysis on each vibration information to obtain the target order vibration characteristic information corresponding to each preset vibration transmission path.

[0309] Here, the controller determines the target order frequency based on the engine speed and the target engine order, and determines the engine rotation phase based on the crankshaft position signal. The controller can convert each vibration acceleration signal into a vibration sequence sampled at equal angles according to the engine rotation phase, and then perform order analysis on the sampled vibration sequences to extract the vibration component corresponding to the engine target order from each vibration sequence. The controller can also perform narrowband extraction on each vibration acceleration signal according to the target order frequency when the engine speed remains stable within the analysis time window to obtain the corresponding target order vibration component.

[0310] The target-order vibration characteristic information includes the target-order vibration amplitude, target-order vibration phase, target-order vibration acceleration level, and target-order vibration stability. The target-order vibration amplitude reflects the vibration intensity of the corresponding vibration transmission path at the target-order frequency. The target-order vibration phase uses the engine rotation phase as a reference. The target-order vibration stability is determined based on the amplitude and phase fluctuations corresponding to multiple vibration cycles within the analysis time window. The smaller the amplitude and phase fluctuations, the higher the target-order vibration stability.

[0311] When vibration acceleration sensors are installed at both the source end and the vehicle body end of the same vibration transmission path, the controller also determines the target order vibration transmissibility based on the target order vibration amplitude at the source end and the target order vibration amplitude at the vehicle body end. The target order vibration transmissibility characterizes the degree of amplification or attenuation of the target order vibration after passing through the corresponding mechanical connection position. When the target order vibration transmissibility is greater than a preset transmissibility threshold, there is strong target order vibration transmission along the corresponding vibration transmission path.

[0312] Step S703: Based on the vibration characteristic information and noise characteristic information of each target order, determine the target vibration transmission path from multiple preset vibration transmission paths to transmit the target order vibration to the target area inside the vehicle.

[0313] Here, the controller uses the same analysis time window as the vibration information to obtain the target order noise amplitude and phase from the noise information of the target area inside the vehicle. The controller compares the target order vibration amplitude corresponding to each preset vibration transmission path with the reference vibration amplitude of the corresponding path, and determines whether the target order vibration amplitude exceeds the vibration judgment threshold of the corresponding path. The reference vibration amplitude and vibration judgment threshold are calibrated based on vibration data collected under no-roar conditions.

[0314] For preset vibration transmission paths where the target order vibration amplitude exceeds the vibration judgment threshold, the controller further determines the phase relationship and consistency of change between the target order vibration and the target order noise. The controller divides the analysis time window into multiple sub-time windows and extracts the target order vibration amplitude and target order noise amplitude within each sub-time window. When the target order vibration amplitude increases with time and the target order noise amplitude increases synchronously, and the difference between the target order vibration phase and the target order noise phase remains within a preset fluctuation range, the controller determines that the corresponding vibration transmission path has a stable correlation with the target order noise inside the vehicle.

[0315] The controller normalizes the target order vibration amplitude, target order vibration transmissibility, target order vibration stability, and the consistency of changes between the target order vibration and the target order noise. The controller then weights and sums the normalized data according to pre-calibrated path identification weights to obtain the path contribution for each preset vibration transmission path. The path identification weights are calibrated through disconnection tests or damping adjustment tests of different vibration transmission paths. The calibration equipment adjusts the connection state or damping of a vibration transmission path and determines the contribution of the corresponding vibration transmission path to the target order noise inside the vehicle based on the change in target order noise before and after the adjustment.

[0316] The controller identifies the preset vibration transmission path with the highest path contribution exceeding a preset contribution threshold as the target vibration transmission path. When the path contribution of multiple preset vibration transmission paths all exceed the preset contribution threshold, the controller first identifies the preset vibration transmission path with the highest path contribution as the target vibration transmission path. After completing one damping adjustment and re-evaluating the path contribution of each path, the controller then processes the remaining paths.

[0317] Step S704: Determine the target damping adjustment amount based on the target order noise prominence information.

[0318] Here, during the vehicle calibration phase, a pre-established correspondence is established between the target vibration transmission path, vehicle operating information, target order noise prominence information, and damping adjustment amount. For each preset vibration transmission path, calibration personnel adjust the corresponding damping adjustment components step-by-step within the allowable damping adjustment range according to preset damping step sizes, and collect target order vibration characteristic information and target order noise characteristic information after each adjustment. The calibration equipment calculates the target order noise prominence information corresponding to each damping level and determines the minimum damping change that reduces the target order noise prominence information to below the target prominence threshold as the damping adjustment amount under the corresponding calibration condition.

[0319] The calibration equipment stores damping adjustment values ​​according to the target vibration transmission path, vehicle speed range, engine load range, gear, driving mode, and noise level. During vehicle operation, the controller queries the corresponding damping adjustment value based on the target vibration transmission path and vehicle operation information, and then determines the target damping adjustment value based on the prominence range of the target order noise prominence information. The higher the target order noise prominence information, the larger the target damping adjustment value determined by the controller within the allowable range.

[0320] The target damping adjustment includes the damping adjustment direction and the damping adjustment amplitude. The target damping adjustment can be a positive value to increase the equivalent damping or a negative value to decrease the equivalent damping. The calibration equipment tests the target order vibration transmissibility after increasing and decreasing the equivalent damping, and determines the adjustment direction that reduces the target order vibration transmissibility as the damping adjustment direction for the corresponding target vibration transmission path. When the target order frequency is within the structural resonance band, the controller typically reduces the resonance peak by increasing the equivalent damping.

[0321] The controller also limits the target damping adjustment based on the damping range allowed by the active suspension system or chassis control system. When the target damping adjustment exceeds the allowable damping range, the controller determines the boundary value of the allowable damping range as the actual damping adjustment and feeds back the damping adjustment limitation information to the control decision module.

[0322] Step S705: Based on the target damping adjustment amount, the active suspension system and / or chassis control system of the target vehicle adjusts the equivalent damping of the target vibration transmission path to reduce the target order vibration transmitted to the target area inside the vehicle through the target vibration transmission path.

[0323] Here, the controller generates a damping adjustment request. The damping adjustment request includes the path identifier of the target vibration transmission path, the target damping adjustment amount, the target damping value, the rate of damping change, the request duration, and the request source identifier. The controller sends the damping adjustment request to the active suspension system and / or the chassis control system.

[0324] Upon receiving a damping adjustment request, the active suspension system or chassis control system verifies the vehicle speed, steering status, braking status, vehicle posture, suspension travel, and the operating status of the actuators. If the verification is successful, the active suspension system or chassis control system gradually adjusts the damping adjustment components associated with the target vibration transmission path according to the rate of damping change. When the target vibration transmission path passes through the subframe-body connection point, the chassis control system adjusts the control parameters of the corresponding electronically adjustable bushing; when the target vibration transmission path passes through the engine mount, the chassis control system adjusts the control parameters of the corresponding electronically adjustable mount; when the target vibration transmission path is related to the vehicle's vertical modes, the active suspension system adjusts the control parameters of the corresponding electronically adjustable shock absorber or active suspension actuator.

[0325] If the active suspension system or chassis control system fails the verification, it returns a refusal to execute message to the controller. Based on the refusal to execute message, the controller stops the chassis system cooperative control mode and re-determines the target control mode from the active acoustic control mode and the powertrain adjustment mode.

[0326] After the damping adjustment is completed, the controller waits for the damping adjustment component to reach a stable state, and then acquires the vibration information corresponding to the target vibration transmission path and the noise information of the target area inside the vehicle again. The controller recalculates the target order vibration characteristic information and the target order noise prominence information, and compares the target order vibration amplitude, target order vibration transmissibility, and target order noise prominence information before and after the damping adjustment.

[0327] When both the target order vibration amplitude and the target order noise prominence information decrease after damping adjustment, the controller maintains the current damping state. If the target order vibration amplitude does not decrease after damping adjustment or the target order noise prominence information still meets the preset roaring judgment condition, the controller continues to adjust the target damping adjustment amount within the allowable damping range according to the preset damping step size. If the control target is not achieved after a preset number of continuous adjustments, the controller restores the damping state before damping adjustment and redetermines the target control mode.

[0328] When vehicle operating information changes or the target order noise prominence information no longer meets the preset roar judgment conditions, the controller restores the damping adjustment component to the basic damping state that matches the new vehicle operating information according to the preset recovery rate, so as to avoid damping abrupt changes affecting vehicle handling stability and ride comfort.

[0329] In a specific application scenario, the vehicle is traveling at low speed. The target engine noise level is second-order, with a target frequency of 31Hz, a target noise prominence of 6.5, and a target prominence threshold of 5. The controller performs order tracking analysis on the vibration information corresponding to the active side of the engine mount, the passive side of the engine mount, the exhaust system mounting position, and the subframe-body connection point. The analysis results show that the 31Hz vibration amplitude corresponding to the subframe-body connection point exceeds the vibration judgment threshold, and the 31Hz vibration amplitude changes synchronously with the second-order noise amplitude in the target area inside the vehicle. The controller determines the vibration transmission path corresponding to the subframe-body connection point as the target vibration transmission path.

[0330] Based on the target order noise prominence information of 6.5 and the pre-calibrated damping correspondence, the controller determines the target damping adjustment amount as increasing the equivalent damping of the electronically adjustable bushing by 10%. The chassis control system increases the equivalent damping of the electronically adjustable bushing according to a preset rate of change. 500ms after the damping adjustment is completed, the controller re-acquires vibration and noise information. The target order vibration amplitude corresponding to the subframe-body connection point decreases, and the target order noise prominence information decreases to 4.6. The controller determines that the chassis system's cooperative control mode has achieved the roar suppression target and maintains the current damping state.

[0331] Through the chassis system collaborative control mode, the controller can identify and weaken the target order vibration that causes the rumbling inside the vehicle from the vibration transmission path side, reduce the problem of limited applicable working conditions caused by fixed replacement of bushings, addition of dynamic vibration absorbers or permanent changes to chassis parameters, and enable the vehicle to dynamically adjust the vibration transmission characteristics according to the real-time rumbling level and vehicle operation information.

[0332] In an optional implementation, after step S105, the method further includes the following steps S801-S806.

[0333] Step S801: Obtain updated vehicle operating information and updated noise information after performing the noise suppression operation; wherein, the updated vehicle operating information includes updated engine operating information.

[0334] Here, the controller reacquires vehicle speed, engine load, gear position, driving mode, and engine operating information via the vehicle communication bus, and uses this newly acquired data to update the vehicle operating information. Updating the engine operating information includes updating the engine speed and updating the target order identifier. If the powertrain adjustment mode has changed the engine speed, the updated engine speed is the actual speed fed back by the engine control unit, instead of the target engine speed recorded in the speed adjustment request.

[0335] The noise acquisition device continues to collect sound pressure signals from the target area inside the vehicle. The controller determines the sound pressure signal within the analysis time window corresponding to the stable execution of the roar suppression operation as the updated noise information. The updated noise information and the updated vehicle operation information are synchronized using a unified clock or timestamp. In one specific embodiment, the noise acquisition device uses a sampling frequency of 1000Hz, and the updated noise information uses the same analysis time window and signal preprocessing method as before the roar suppression operation.

[0336] When the target control mode includes the active acoustic control mode, the updated noise information is the actual sound pressure signal formed by the superposition of the engine target order noise and secondary sound waves in the target area inside the vehicle. The controller uses the updated noise information to evaluate the remaining target order noise in the target area inside the vehicle, rather than directly using the theoretical output value of the sound output device as the control effect.

[0337] The controller also acquires the actual execution status corresponding to the target control mode. The actual execution status includes the actual output status of the sound output device, the speed adjustment result fed back by the engine control unit, and the damping adjustment result fed back by the active suspension system or chassis control system. When the actual execution status is inconsistent with the control request, the controller evaluates according to the actual execution status and records the corresponding execution deviation.

[0338] Step S802: Based on the updated engine operating information, determine the updated target order noise characteristic information and the updated reference noise characteristic information from the updated noise information.

[0339] Here, the controller determines the updated engine target order based on the updated target order identifier, and then re-determines the updated target order frequency based on the updated engine speed. After the powertrain adjustment mode changes the engine speed, the target order frequency will change with the engine speed, and the controller will no longer use the target order frequency before the noise suppression operation. For example, if the engine target order is second order and the engine speed is adjusted from 930 r / min to 950 r / min, the target order frequency changes from 31 Hz to approximately 31.7 Hz.

[0340] The controller extracts the updated target order noise components from the updated noise information according to the updated target order frequency, and determines the updated target order sound pressure level, target order loudness, and target order phase based on the updated target order noise components. The controller also determines the updated total sound pressure level and updated average loudness within the preset frequency band based on the updated noise information, and re-determines the reference order frequency based on the updated engine speed, extracting the updated reference order sound pressure level from the updated noise information.

[0341] The updated target order noise characteristic information and the updated reference noise characteristic information adopt the same frequency weighting method, loudness calculation method, and analysis time window as before the roar suppression operation. When the updated engine operating information indicates that the target order identifier has changed, the controller re-executes the target order noise component extraction and reference noise characteristic calculation according to the updated target order identifier.

[0342] Step S803: Based on the updated target order noise feature information and the updated reference noise feature information, determine the updated target order noise salience information.

[0343] Here, the controller determines the updated first sound pressure level difference, the updated second sound pressure level difference, and the updated loudness difference based on the prominence evaluation method. The controller then uses preset weights that match the updated vehicle operation information to weight and fuse each updated difference to obtain the updated target order noise prominence information.

[0344] The controller re-queries the prominence threshold set based on the updated vehicle operation information to obtain the updated target prominence threshold. When the vehicle operation information remains unchanged, the updated target prominence threshold is the same as the target prominence threshold before the noise suppression operation. When the vehicle operation information changes, the controller uses the target prominence threshold that matches the updated vehicle operation information to evaluate the control effect, avoiding misjudgments caused by using the threshold corresponding to the original vehicle operation information.

[0345] The controller also compares the target order noise prominence information before the noise suppression operation with the updated target order noise prominence information. When the updated target order noise prominence information is significantly reduced, the controller determines that the target control mode has produced a suppression effect; when the updated target order noise prominence information changes little or increases, the controller determines that the control effect of the target control mode is insufficient or the control direction needs to be corrected.

[0346] Step S804: Determine whether the updated target order noise prominence information still meets the preset roar judgment condition.

[0347] Here, the controller compares the updated target order noise prominence information with the updated target prominence threshold. If the updated target order noise prominence information exceeds the updated target prominence threshold, the controller determines that the updated target order noise prominence information still meets the preset roaring judgment condition. If the updated target order noise prominence information is equal to or lower than the updated target prominence threshold, the controller determines that the updated target order noise prominence information no longer meets the preset roaring judgment condition.

[0348] To reduce frequent control mode switching caused by instantaneous noise fluctuations, a specific judgment method requires that the same judgment result be obtained in two consecutive review cycles. If the target salience threshold is exceeded in two consecutive review cycles, the controller enters the continued suppression process; if the target salience threshold is equal to or lower than the updated target salience threshold in two consecutive review cycles, the controller enters the maintenance or exit process.

[0349] If updating noise or engine operating information proves ineffective, the controller temporarily maintains the current target control mode and reacquires updated data after a preset waiting time. If valid data cannot be obtained for multiple consecutive review cycles, the controller exits the current noise suppression operation according to a preset recovery rate and records data acquisition anomalies to avoid continuously enhancing control in the absence of feedback information.

[0350] Step S805: If the updated target order noise prominence information still meets the preset roar judgment condition, adjust the control parameters corresponding to the target control mode, and / or based on the updated target order noise prominence information and updated vehicle operation information, redetermine the target control mode from the preset candidate control modes, and control the target vehicle to continue to perform the corresponding roar suppression operation.

[0351] Here, if the updated target noise prominence information has decreased compared to before the roar suppression operation but is still higher than the updated target prominence threshold, the controller can continue to use the current target control mode and adjust the control parameters corresponding to the current target control mode. It can also add another candidate control mode based on the current target control mode. If the updated target noise prominence information has not decreased or has increased, the controller marks the current target control mode as insufficient for the current operating condition and re-determines the target control mode based on the updated vehicle operating information.

[0352] When the current target control mode includes active acoustic control mode, the controller extracts the amplitude and phase of the remaining target order noise from the updated noise information, and corrects the amplitude and phase of the active acoustic control signal based on the remaining target order noise and the acoustic transmission characteristics between the sound output device and the target area inside the vehicle. When the engine speed changes, the controller also corrects the frequency of the active acoustic control signal based on the updated engine speed.

[0353] When the current target control mode includes the powertrain adjustment mode, the controller redetermines the target order frequency based on the updated engine speed and determines whether the updated target order frequency is within the target resonant frequency band that matches the updated vehicle operating information. If the updated target order frequency is still within the target resonant frequency band, the controller redetermines the engine speed adjustment direction and amount within the allowable speed adjustment range. If the updated target order frequency is outside the target resonant frequency band but the roaring sound has not been eliminated, the controller no longer simply increases the engine speed adjustment amount, but instead selects either the active acoustic control mode or the chassis system cooperative control mode.

[0354] When the current target control mode includes the chassis system coordinated control mode, the controller recalculates the target order vibration characteristic information corresponding to the target vibration transmission path. If the target order vibration amplitude is still higher than the vibration judgment threshold, the controller corrects the target damping adjustment amount within the allowable damping range according to the preset damping step size. When the target vibration transmission path changes, the controller redetermines the target vibration transmission path and adjusts the damping adjustment components associated with the new target vibration transmission path.

[0355] When the controller redetermines the target control mode, it determines the updated roar level based on the updated target order noise prominence information and checks the execution conditions of each candidate control mode based on the updated vehicle operation information. If the control target is still not achieved after the active acoustic control mode is executed, the controller adds the powertrain adjustment mode to the target control mode; if the powertrain adjustment mode is limited by the power response or the target order vibration is mainly transmitted through the chassis path, the controller adds the chassis system cooperative control mode to the target control mode. The controller executes the roar suppression operation in a step-by-step manner, increasing the control mode from low performance impact to high cooperative level.

[0356] The controller sets a preset maximum number of adjustments and a preset maximum control duration for a single roaring event. For example, the preset maximum number of adjustments is three, and the preset maximum control duration is 3 seconds. Once the preset maximum number of adjustments or the preset maximum control duration is reached, the controller stops increasing the control parameters and limits them to within the vehicle's safe range. The controller then selects a control mode that still has the conditions for execution to maintain basic suppression, or exits a control mode that cannot produce effective suppression according to a preset recovery rate.

[0357] Step S806: If the updated target order noise prominence information does not meet the preset roar judgment condition, maintain the roar suppression operation corresponding to the current target control mode, or stop the roar suppression operation.

[0358] Here, the controller determines whether to maintain current control or stop control based on the distance between the updated target order noise prominence information and the updated target prominence threshold, as well as updated vehicle operation information. The controller pre-sets an exit threshold, which is lower than the updated target prominence threshold, creating a hysteresis range between the two. This hysteresis range prevents frequent activation and deactivation of roar suppression operations when the target order noise prominence information fluctuates near the target prominence threshold.

[0359] If the updated target order noise prominence information falls between the exit threshold and the updated target prominence threshold, or if the updated vehicle operation information still corresponds to a vehicle operation range prone to noise, the controller maintains the current target control mode. While maintaining the current target control mode, the controller continues to calculate the updated target order noise prominence information according to a preset cycle and gradually reduces the control intensity based on changes in vehicle operation information.

[0360] When the updated target order noise prominence information is below the exit threshold for multiple consecutive review cycles, or when updated vehicle operation information indicates that the target vehicle has left the vehicle operating range prone to roaring, the controller stops performing roaring suppression operations. When the controller stops the active acoustic control mode, it gradually reduces the amplitude of the active acoustic control signal; when the controller stops the powertrain adjustment mode, it sends a speed recovery request to the engine control unit, causing the engine speed to recover to the base speed according to a preset rate of change; when the controller stops the chassis system cooperative control mode, it controls the damping adjustment components to recover to the base damping state according to a preset recovery rate.

[0361] In one specific implementation, the updated target prominence threshold is 5, and the exit threshold is 4. When the updated target order noise prominence information decreases from 7.2 to 4.5, the updated target order noise prominence information no longer meets the preset roar detection condition, but the updated target order noise prominence information is still within the hysteresis range. The controller maintains the current target control mode and continues to observe to avoid the roar recurring after immediately exiting control. When the updated target order noise prominence information further decreases to 3.0 and remains continuously below the exit threshold, the controller gradually stops the roar suppression operation.

[0362] In a specific application scenario, the vehicle is in drive, air conditioning is on, and it is crawling at low speed. The engine speed is 930 rpm, the initial target order noise prominence is 7.2, and the target prominence threshold is 5. The controller first executes the active acoustic control mode and completes the initial intervention within 100 ms. 500 ms after the initial intervention, the controller reacquires updated vehicle operating information and updated noise information. When the updated target order noise prominence is 4.5, the controller determines that the active acoustic control has achieved the roar suppression target and maintains the current control state.

[0363] When the updated target order noise prominence is 6.8, the controller determines that the active acoustic control has not yet achieved the roar suppression target and adds the powertrain adjustment mode to the target control mode. After the engine control unit adjusts the engine speed from 930 r / min to 950 r / min, the controller re-determines the target order frequency based on 950 r / min and recalculates the updated target order noise prominence. When the updated target order noise prominence decreases to 3.0, the controller determines that the combined control has achieved the roar suppression target. The entire closed-loop evaluation and control process is completed within 2 to 3 seconds.

[0364] Based on this, the controller verifies the control effect according to the actual noise changes in the target area inside the vehicle, and corrects the control parameters or switches the control mode according to the updated vehicle operation information and the updated target order noise prominence information, thereby improving the ability of the noise suppression process to adapt to changes in operating conditions, component differences and vehicle aging.

[0365] In an optional implementation, after completing a roar suppression operation and corresponding closed-loop verification, the controller records the vehicle operation information, target order noise prominence information, control process, and control results for this roar event, and updates the control strategy library using the control results. By continuously accumulating control records under different vehicle operation information, the controller can gradually form a control strategy adapted to the actual acoustic and vibration characteristics of the target vehicle.

[0366] The controller has a historical database. This database uses non-volatile memory to store control records, which are retained even after the vehicle is powered off. Each control record has a unique event identifier and time information. The event identifier distinguishes different noise events, and the time information determines the order in which the control records were generated. The controller sets a storage limit for the historical database. When this limit is reached, the controller prioritizes retaining control records with better control performance and more recent generation times.

[0367] The method also includes the following steps S901-S905.

[0368] Step S901: Obtain the change information between the target order noise prominence information before and after performing the roar suppression operation.

[0369] Here, the controller uses the target order noise prominence information before the roar suppression operation as the initial prominence information, and the target order noise prominence information after the roar suppression operation is stably executed as the result prominence information. The controller subtracts the result prominence information from the initial prominence information to obtain the prominence reduction. When the prominence reduction is positive, the roar suppression operation reduces the target order noise prominence; when the prominence reduction is zero, the roar suppression operation does not produce a identifiable change in prominence; when the prominence reduction is negative, the roar suppression operation increases the target order noise prominence.

[0370] The change information includes the amount of reduction in prominence, whether the target order noise prominence information has decreased below the target prominence threshold, the control time required from the start of the roar suppression operation to reaching below the target prominence threshold, and the change sequence of the target order noise prominence information during the control process. The controller determines whether the target order noise prominence information is continuously decreasing, decreasing first and then increasing, or remaining basically unchanged based on the change sequence.

[0371] When the target control mode includes multiple control modes, the controller acquires the target order noise salience information before and after each control mode is implemented, and determines the stage change information corresponding to each control mode. For example, the target order noise salience information before the active acoustic control mode is implemented is 7.2, and the target order noise salience information after the active acoustic control mode is implemented is 6.8, with a corresponding salience reduction of 0.4. After the power system adjustment mode is added, the target order noise salience information decreases from 6.8 to 3.0, with a corresponding salience reduction of 3.8 during the power system adjustment mode implementation stage. The stage change information is used to distinguish the roles of different control modes in the combined control process.

[0372] Step S902: Establish a control record corresponding to this noise suppression operation; wherein, the control record includes vehicle operation information before and after performing the noise suppression operation, target order noise prominence information before and after performing the noise suppression operation, target control mode, control parameters corresponding to the target control mode, and change information.

[0373] Here, the controller generates an event identifier for this roaring event and associates the event identifier with the corresponding data for this roaring suppression operation. Vehicle operating information before the roaring suppression operation includes at least one of the following: engine speed, engine load, vehicle speed, gear, driving mode, and air conditioning operating status. Vehicle operating information after the roaring suppression operation includes the corresponding information re-acquired after the roaring suppression operation has been stably executed. The controller simultaneously records the engine target order, target order frequency, target prominence threshold, initial prominence information, and final prominence information.

[0374] The control parameters corresponding to the target control mode are determined according to the type of control mode. The control parameters corresponding to the active acoustic control mode include the frequency, amplitude, phase, sound output device identification, and output duration of the active acoustic control signal; the control parameters corresponding to the power system adjustment mode include the engine speed adjustment direction, engine speed adjustment amount, target engine speed, and speed change rate; the control parameters corresponding to the chassis system cooperative control mode include the target vibration transmission path, target damping adjustment amount, damping change rate, and identification of associated damping adjustment components.

[0375] The control log also includes the start time of each control mode, the actual execution result, execution rejection information, control parameter limitation information, and the total duration of this control. When the target control mode includes multiple control modes, the controller saves the vehicle operation information, target order noise salience information, and control parameters corresponding to each stage according to the intervention order of each control mode. After confirming that the control log data is complete and the time sequence of each data item is correct, the controller writes the control log to the historical database.

[0376] Step S903: Determine the control effect corresponding to the target control mode based on the change information.

[0377] Here, the controller determines the control effect based on whether the resulting prominence information is lower than the target prominence threshold, the amount of prominence reduction, and the control duration. If the resulting prominence information is lower than the target prominence threshold and the control duration does not exceed the preset target duration, the controller marks the control result corresponding to the target control mode as successful. If the resulting prominence information is still higher than the target prominence threshold, but the amount of prominence reduction reaches the preset minimum effective reduction, the controller marks the control result corresponding to the target control mode as partially effective. If the amount of prominence reduction does not reach the preset minimum effective reduction, the controller marks the control result corresponding to the target control mode as ineffective. If the amount of prominence reduction is negative, the controller marks the control result corresponding to the target control mode as having a negative effect.

[0378] For successful control records, the controller further determines the control effectiveness level based on the reduction in spur height and the control duration. During vehicle calibration, a first spur height reduction boundary, a second spur height reduction boundary, a first control duration boundary, and a second control duration boundary are pre-set. When the spur height reduction reaches the first spur height reduction boundary and the control duration does not exceed the first control duration boundary, the controller determines the control effectiveness level as high; when the spur height reduction reaches the second spur height reduction boundary and the control duration does not exceed the second control duration boundary, the controller determines the control effectiveness level as medium; when the control result meets the control success conditions but does not meet the high or medium level conditions, the controller determines the control effectiveness level as low. The first spur height reduction boundary is greater than the second spur height reduction boundary, and the first control duration boundary is less than the second control duration boundary. The controller also corrects the control effectiveness level based on whether the control parameters reach allowable boundaries, whether engine speed changes affect power smoothness, and whether damping adjustments affect ride comfort.

[0379] When the target control mode includes multiple control modes, the controller determines the stage control effect of each control mode based on the stage change information, and determines the combined control effect based on the change between the initial prominence information and the final result prominence information. If the stage control effect of a single control mode is insufficient, but the combined control effect meets the control success conditions, the controller marks the corresponding control mode combination and execution order as a valid combination strategy.

[0380] Step S904: Based on the control effect, update the correspondence between vehicle operation information, target order noise salience information and preset candidate control modes, and / or update the control parameters of the target control mode.

[0381] Here, the control strategy library establishes a condition index based on engine target order, engine speed range, engine load range, vehicle speed range, gear, driving mode, and target order noise salience range. Each condition index corresponds to at least one candidate control mode, and records the number of times each candidate control mode is invoked, the number of successful controls, the average reduction in salience, the average control duration, the control effect level, the control priority, and the recommended control parameters.

[0382] The controller assigns new control records to the matching operating condition index and updates the call count of the corresponding candidate control mode. When a new control record indicates successful control, the controller increments the success count for the target control mode and updates the average salience reduction and average control duration using the new salience reduction and control duration. When a new control record indicates ineffective or negative control, the controller records the corresponding failure and lowers the control priority of the target control mode under the corresponding operating condition index.

[0383] The controller can update the control priority of candidate control modes based on the control effect, and can also update the control parameters of the target control mode based on the control effect. The controller determines the historical success rate of candidate control modes according to the ratio between the number of successful controls and the number of calls, and sorts the candidate control modes by combining the average reduction in salience and the average control duration. Candidate control modes with higher historical success rates, larger average reductions in salience, and shorter average control durations have higher control priorities.

[0384] When updating control parameters, the controller filters control records that were successfully controlled and did not reach safety limit boundaries from the same operating condition index, and extracts the control parameters from each record. The controller sorts the extracted control parameters according to parameter type, and determines the parameter value in the middle of the sort as the updated recommended control parameter. Using the parameter value in the middle of the sort reduces the impact of a single abnormal control record on the recommended control parameter.

[0385] When only one successful control record exists in the historical database, the controller establishes a temporary correspondence between the corresponding control mode, control mode combination, and control parameters. This temporary correspondence is used to increase the query priority of the corresponding control strategy when similar operating conditions recur. Once the accumulated successful control records under the same operating condition index reach a preset number, the controller updates the temporary correspondence to a stable correspondence.

[0386] The controller limits the updated control parameters to the safety parameters determined during the vehicle calibration phase. The updated active acoustic control signal amplitude does not exceed the permissible output amplitude of the sound output device, the updated engine speed adjustment does not exceed the permissible speed adjustment range, and the updated target damping adjustment does not exceed the permissible damping range of the active suspension system or chassis control system. If the new control parameters cause a decrease in control effectiveness, the controller reverts to the recommended control parameters before the update.

[0387] To adapt to changes in acoustic and vibration characteristics caused by the aging of vehicle components, the controller uses a preset number of the latest control records to calculate historical success rates, average protrusion reduction, and recommended control parameters. Earlier control records are still stored in the historical database, but they are not included in this round of control strategy updates. Using the latest control records allows the control strategy to gradually adapt to changes in suspension stiffness, bushing damping, and exhaust system connection status over time.

[0388] Step S905: If the vehicle operation information and target order noise salience information that match the control record are obtained again, the target control mode is determined based on the updated correspondence and / or control parameters.

[0389] Here, when the controller detects again that the target order noise prominence information meets the preset roar judgment condition, it generates a matching condition index based on the engine target order, engine speed, engine load, vehicle speed, gear, driving mode, and target order noise prominence information. The controller first performs consistency matching on the engine target order, gear, and driving mode, and then determines whether the engine speed, engine load, vehicle speed, and target order noise prominence information are within the preset allowable range corresponding to the control record.

[0390] In one specific implementation, when the engine speed difference does not exceed 30 r / min, the vehicle speed difference does not exceed 2 km / h, the engine load difference does not exceed 5 percentage points, and the target order noise salience information difference does not exceed 1, the controller determines that the current vehicle operating information and the target order noise salience information match the corresponding control records. The matching range is calibrated based on the operating condition dispersion and control parameter sensitivity of different vehicle models.

[0391] When multiple matching control records exist, the controller prioritizes the control record with the higher control effect level, more recent generation time, and smaller differences in vehicle operating information. The controller determines the target control mode based on the updated control priority corresponding to the selected control record and generates the initial control parameters for this roar suppression operation based on the updated recommended control parameters. Before executing the target control mode, the controller re-checks the operating status of the sound output device, engine control unit, active suspension system, and chassis control system, and eliminates control modes that do not meet the execution conditions.

[0392] If no matching control record exists in the historical database, the controller determines the target control mode according to the initial control strategy library established during the vehicle calibration phase. After completing this roar suppression operation, the controller creates a new control record for this roar event and continues to update the control strategy library.

[0393] In a specific application scenario, when the vehicle is in drive, the air conditioning is on, the vehicle speed is below 10 km / h, and the engine speed is 930 r / min, the initial target order noise prominence is 7.2. The controller first executes the active acoustic control mode, reducing the target order noise prominence to 6.8. The controller then adds a powertrain adjustment mode, adjusting the engine speed to 950 r / min, further reducing the target order noise prominence to 3.0. The controller writes the vehicle operation information, the initial prominence of 7.2, the active acoustic control parameters, the engine speed adjustment parameters, the final prominence of 3.0, and the prominence reduction of 4.2 into the control log, and marks the combination of the active acoustic control mode and the powertrain adjustment mode as a successful control.

[0394] If a roaring sound reappears under similar vehicle operating conditions, and the difference between the target order noise prominence information and 7.2 is within the preset allowable range, the controller will prioritize reading the combined strategy of the active acoustic control mode and the powertrain adjustment mode, along with the corresponding recommended control parameters. After confirming that the engine speed adjustment meets the execution conditions, the controller will implement the combined control according to the execution sequence determined by historical control records, thereby shortening the time required to progressively explore different control modes.

[0395] Based on this, the controller can continuously optimize the priority and control parameters of candidate control modes according to the actual control results of the target vehicle, so that the roar suppression strategy can gradually adapt to changes in vehicle operating information, individual vehicle differences and component aging, and improve the response speed and control success rate when similar roaring events occur again.

[0396] The computer program product provided in this application includes a computer-readable storage medium storing program code. The instructions included in the program code can be used to execute the methods described in the preceding method embodiments. For specific implementation details, please refer to the method embodiments, which will not be repeated here.

[0397] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working process of the system and apparatus described above can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0398] Furthermore, in the description of the embodiments of this application, unless otherwise expressly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0399] In the description of this application, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0400] Finally, it should be noted that the above-described embodiments are merely specific implementations of this application, used to illustrate the technical solutions of this application, and not to limit them. The protection scope of this application is not limited thereto. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that any person skilled in the art can still modify or easily conceive of changes to the technical solutions described in the foregoing embodiments within the scope of the technology disclosed in this application, or make equivalent substitutions for some of the technical features. Such modifications, changes, or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be covered within the protection scope of this application.

Claims

1. A method for suppressing vehicle noise, characterized in that, include: Acquire vehicle operation information and noise information of the target area inside the vehicle; wherein, the vehicle operation information includes engine operation information; Based on the engine operating information, the engine target order is determined, and the target order noise feature information and reference noise feature information corresponding to the engine target order are determined from the noise information. Based on the target order noise feature information and the reference noise feature information, target order noise prominence information is determined to characterize the prominence of the engine target order noise relative to the background noise. If the target order noise prominence information meets the preset roaring judgment condition, the target control mode is determined from the preset candidate control modes based on the target order noise prominence information and the vehicle operation information. Control the target vehicle to perform a noise suppression operation corresponding to the target control mode.

2. The method according to claim 1, characterized in that, The engine operating information includes engine speed and target order identifier; The step of determining the engine target order based on the engine operating information and determining the target order noise feature information and reference noise feature information corresponding to the engine target order from the noise information includes: The target order of the engine is determined based on the target order identifier; The engine rotation frequency is determined based on the engine speed. The target order frequency is determined based on the engine rotation frequency and the engine target order. Based on the target order frequency, extract the target order noise component corresponding to the target order frequency from the noise information; The target order noise feature information is determined based on the target order noise components; Based on the noise information, determine the total noise characteristic information, and / or based on other noise components in the noise information other than the target order noise component, determine other noise characteristic information; The reference noise characteristic information is determined based on the total noise characteristic information and / or the other noise characteristic information.

3. The method according to claim 2, characterized in that, The target order noise characteristic information includes the target order sound pressure level and the target order loudness, and the reference noise characteristic information includes the total sound pressure level, the reference order sound pressure level, and the average loudness within a preset frequency band; wherein, the reference order sound pressure level is the sound pressure level corresponding to a preset engine order other than the engine target order; The determination of target order noise salience information, used to characterize the salience of the engine target order noise relative to background noise, includes: Subtracting the total sound pressure level from the target order sound pressure level yields the first sound pressure level difference. Subtracting the reference order sound pressure level from the target order sound pressure level yields the second sound pressure level difference. Subtract the average loudness from the target loudness to obtain the loudness difference; Based on the preset weights corresponding to the first sound pressure level difference, the second sound pressure level difference, and the loudness difference, respectively, the first sound pressure level difference, the second sound pressure level difference, and the loudness difference are weighted and processed to obtain the corresponding weighted processing results. The weighted processing results are fused to obtain the target order noise salience information.

4. The method according to claim 1, characterized in that, The vehicle operation information also includes at least one of vehicle speed, engine load, gear position and driving mode, and the preset candidate control modes include active acoustic control mode, power system adjustment mode and chassis system cooperative control mode. When the target order noise prominence information meets the preset roaring judgment condition, the step of determining a target control mode from preset candidate control modes based on the target order noise prominence information and the vehicle operation information includes: Based on the vehicle operation information, a target protrusion threshold that matches the vehicle operation information is determined from a preset protrusion threshold set; The target order noise prominence information is compared with the target prominence threshold; If the target order noise prominence information exceeds the target prominence threshold, it is determined that the target order noise prominence information meets the preset roaring judgment condition. The degree of booming is determined based on the difference between the target order noise prominence information and the target prominence threshold; Based on the noise level and the vehicle operation information, at least one control mode is selected from the active acoustic control mode, the powertrain adjustment mode, and the chassis system coordinated control mode as the target control mode.

5. The method according to claim 4, characterized in that, When the target control mode includes the active acoustic control mode, controlling the target vehicle to perform a roar suppression operation corresponding to the target control mode includes: The target order frequency corresponding to the engine target order is determined based on the engine operating information. Based on the target order noise characteristic information and the acoustic transmission characteristics between the sound output device of the target vehicle and the target area inside the vehicle, the target amplitude and target phase of the target sound wave are determined. An active acoustic control signal is generated based on the target order frequency, the target amplitude, and the target phase. The sound output device is controlled to output secondary sound waves based on the active acoustic control signal, so that the secondary sound waves at least partially cancel each other out after acoustic superposition with the noise corresponding to the target order of the engine in the target area inside the vehicle.

6. The method according to claim 4, characterized in that, When the target control mode includes the powertrain adjustment mode, controlling the target vehicle to perform a roar suppression operation corresponding to the target control mode includes: Based on the vehicle operation information, a target resonant frequency band matching the vehicle operation information is determined; The target order frequency corresponding to the engine target order is determined based on the engine operating information. Determine whether the target order frequency falls within the target resonant frequency band; When the target order frequency is located within the target resonant frequency band, determine the engine speed adjustment direction and the engine speed adjustment amount that will shift the target order frequency out of the target resonant frequency band; A speed adjustment request containing the engine speed adjustment direction and the engine speed adjustment amount is sent to the engine control unit of the target vehicle, so that the engine control unit adjusts the engine speed according to the speed adjustment request and makes the adjusted target order frequency outside the target resonant frequency band.

7. The method according to claim 4, characterized in that, When the target control mode includes the chassis system cooperative control mode, controlling the target vehicle to perform a roar suppression operation corresponding to the target control mode includes: Obtain vibration information corresponding to multiple preset vibration transmission paths in the target vehicle; Based on the engine operating information and the engine target order, order tracking analysis is performed on each vibration information to obtain the target order vibration characteristic information corresponding to each preset vibration transmission path. Based on the target order vibration characteristic information and the target order noise characteristic information for each of the plurality of preset vibration transmission paths, a target vibration transmission path for transmitting the target order vibration to the target area inside the vehicle is determined. The target damping adjustment amount is determined based on the target order noise prominence information; Based on the target damping adjustment amount, the active suspension system and / or chassis control system of the target vehicle are controlled to adjust the equivalent damping of the target vibration transmission path, so as to reduce the target order vibration transmitted to the target area inside the vehicle through the target vibration transmission path.

8. The method according to claim 1, characterized in that, After controlling the target vehicle to perform a roar suppression operation corresponding to the target control mode, the method further includes: Obtain updated vehicle operating information and updated noise information after performing the noise suppression operation; wherein, the updated vehicle operating information includes updated engine operating information; Based on the updated engine operating information, the updated target order noise characteristic information and the updated reference noise characteristic information are determined from the updated noise information; Based on the updated target order noise feature information and the updated reference noise feature information, the updated target order noise salience information is determined. Determine whether the updated target order noise prominence information still meets the preset roar determination condition. If the updated target order noise prominence information still meets the preset roar judgment condition, adjust the control parameters corresponding to the target control mode, and / or based on the updated target order noise prominence information and the updated vehicle operation information, re-determine the target control mode from the preset candidate control modes, and control the target vehicle to continue to perform the corresponding roar suppression operation. If the updated target order noise prominence information does not meet the preset roar judgment condition, maintain the execution of the roar suppression operation corresponding to the current target control mode, or stop the execution of the roar suppression operation.

9. The method according to claim 8, characterized in that, The method further includes: Obtain the change information between the target order noise prominence information before and after performing the roar suppression operation; Establish a control record corresponding to this noise suppression operation; wherein, the control record includes vehicle operation information before and after the noise suppression operation, target order noise prominence information before and after the noise suppression operation, the target control mode, the control parameters corresponding to the target control mode, and the change information; Based on the change information, determine the control effect corresponding to the target control mode; Based on the control effect, update the correspondence between the vehicle operation information, the target order noise salience information and the preset candidate control mode, and / or update the control parameters of the target control mode; If vehicle operation information and target order noise salience information that match the control record are obtained again, the target control mode is determined based on the updated correspondence and / or the control parameters.

10. A vehicle noise suppression system, characterized in that, include: The information acquisition module is used to acquire vehicle operation information of the target vehicle and noise information of the target area inside the vehicle; wherein, the vehicle operation information includes engine operation information; The noise evaluation module is used to determine the engine target order based on the engine operating information, and to determine the target order noise feature information and reference noise feature information corresponding to the engine target order from the noise information. The noise evaluation module is further configured to determine, based on the target order noise feature information and the reference noise feature information, target order noise prominence information to characterize the prominence of the engine target order noise relative to the background noise. The control decision module is used to determine a target control mode from preset candidate control modes based on the target noise prominence information and the vehicle operation information, when the target order noise prominence information meets the preset roar judgment conditions. The control execution module is used to control the target vehicle to perform a noise suppression operation corresponding to the target control mode.

11. A vehicle, characterized in that, Includes a controller, a noise acquisition device, and a sound output device; The controller integrates the vehicle noise suppression system as described in claim 10, and the controller is communicatively connected to the noise acquisition device and the sound output device, respectively. The noise acquisition device is installed in the target area inside the vehicle to collect noise information from the target area and send it to the controller.

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