Method and device for suppressing mode coupling boom during acceleration of a vehicle

Abstract

The application relates to the technical field of noise control, in particular to a method and device for suppressing mode coupling booming sound in the acceleration process of an automobile. The method comprises the following steps: collecting at least one parameter signal of the automobile in the acceleration process; identifying the body mode frequency and the sound cavity mode frequency of the automobile according to the at least one parameter signal, and calculating the real-time excitation frequency of the automobile according to the at least one parameter signal; determining the coupling resonance frequency of the automobile according to the body mode frequency, the sound cavity mode frequency and the real-time excitation frequency; generating a control instruction for suppressing the mode coupling booming sound in the acceleration process of the automobile according to the coupling resonance frequency, the actual vibration noise intensity of the automobile and the current driving condition, and controlling the automobile to execute the control instruction. Therefore, the method for relieving the mode coupling booming sound in the related art is limited by the hard constraints such as the power performance, the economy, the handling stability and the like of the whole automobile, so that the implementation is difficult in the actual application, and the overall performance of the vehicle is easily reduced.

Description

Technical Field

[0001] This application relates to the field of noise control technology, and in particular to a method and apparatus for suppressing modal coupling roaring noise during automobile acceleration. Background Technology

[0002] In related technologies, the excitation energy is usually reduced by lowering the excitation source, such as adjusting clutch slippage or optimizing the shift curve; or by passively optimizing the vibration transmission path, such as by replacing suspension bushings with different static stiffnesses or adding dynamic vibration absorbers to attenuate vibration transmission efficiency; or by adjusting the vehicle structure, such as optimizing the internal structural layout of the passenger compartment and changing the structural modal frequencies, thereby reducing the occurrence of modal coupling roaring noise.

[0003] However, methods such as reducing the excitation source, passively optimizing the transmission path, and adjusting the vehicle structure are subject to rigid constraints from multiple boundary conditions, including power, economy, and handling stability. This makes them difficult to adjust in practical applications, requires a large amount of work, and can easily reduce the overall performance or comfort of the vehicle. For example, they may affect shift smoothness, handling, or increase the weight of the vehicle. As a result, their widespread application in actual vehicle development is limited, and they cannot effectively meet user needs. Therefore, improvements are urgently needed. Summary of the Invention

[0004] This application provides a method and apparatus for suppressing modal coupling roaring noise during vehicle acceleration, in order to solve the problem that methods in related technologies, such as reducing the excitation source, optimizing the transmission path, and adjusting the vehicle structure, are difficult to implement in practical applications due to the hard constraints of multiple boundary conditions such as power, economy, and handling stability, and are prone to reducing the overall performance of the vehicle.

[0005] The first aspect of this application provides a method for suppressing modal coupling roaring noise during vehicle acceleration, comprising the following steps: acquiring at least one parameter signal of the vehicle during acceleration; identifying the vehicle body modal frequency and acoustic cavity modal frequency based on the at least one parameter signal, and calculating the real-time excitation frequency of the vehicle based on the at least one parameter signal; determining the vehicle's coupled resonance frequency based on the vehicle body modal frequency, acoustic cavity modal frequency, and real-time excitation frequency, so as to generate a control command for suppressing modal coupling roaring noise during vehicle acceleration based on the coupled resonance frequency, the actual vibration and noise intensity of the vehicle, and the current driving conditions, and controlling the vehicle to execute the control command.

[0006] By employing the above technical means, the vehicle's coupled resonance frequency can be determined based on the vehicle body modal frequency, acoustic cavity modal frequency, and real-time excitation frequency. This allows for the real-time identification of the vehicle's modal coupling risk status. Furthermore, based on the coupled resonance frequency, actual vibration and noise intensity, and current driving conditions, targeted control commands can be generated. This enables adaptive suppression of modal coupling noise under different operating conditions, improving the control strategy's responsiveness to complex changes in operating conditions. It ensures that the vehicle's vibration and sound pressure levels can be stably and effectively reduced across the entire operating range, thereby improving the overall vehicle noise performance.

[0007] Optionally, in one embodiment of this application, at least one parameter signal includes engine operating parameters, vibration acceleration signals, noise signals, and vehicle body attitude parameters.

[0008] By using the above technical means, engine operating parameters, vibration acceleration signals, noise signals, and vehicle posture parameters as parameter signals, the vehicle can be comprehensively characterized from multiple dimensions such as power excitation, structural response, acoustic performance, and overall vehicle motion state, providing sufficient data support for the identification and suppression of modal coupling roaring sounds.

[0009] Optionally, in one embodiment of this application, controlling the vehicle to execute control commands includes: determining a target reverse vibration force according to the control commands; controlling the vehicle's active suspension system to output the target reverse vibration force, or controlling the vehicle's local active dampers to output the target reverse vibration force.

[0010] By employing the above technical means, based on the target reverse vibration force output by the active suspension system or the local active damper of the vehicle body, the modal coupling response can be actively intervened. By suppressing the vibration energy at key frequencies, the modal coupling roaring sound can be effectively weakened or eliminated. At the same time, the structure of the active suspension system or the local active damper of the vehicle body is relatively simple, requiring no major modifications to the main body structure, and is easy to integrate with the existing vehicle electronic control system, making it convenient for promotion and application in the development of new models and the improvement of existing models.

[0011] Optionally, in one embodiment of this application, the method further includes: acquiring vibration signals and noise signals of the vehicle; and matching correction values ​​of the control command with the vibration signals and noise signals to correct the control command.

[0012] Through the above technical means, control commands can be modified based on vibration and noise signals, reflecting the current vibration and acoustic response status in real time, and adaptively adjusting control parameters to improve the pertinence and effectiveness of control commands, thereby further enhancing the suppression effect on modal coupling roaring sound.

[0013] Optionally, in one embodiment of this application, before generating control commands, the method further includes: calculating a first difference between the real-time excitation frequency and the vehicle body modal frequency, or calculating a second difference between the acoustic cavity modal frequency and the real-time excitation frequency; in response to the first difference or the second difference being less than or equal to a preset modal coupling determination threshold, and the sound pressure value of the corresponding frequency in the in-vehicle noise signal of at least one parameter signal being greater than or equal to a preset booming sound threshold, determining that modal coupling booming sound exists, and entering a suppression mode.

[0014] Using the above technical means, the presence of modal coupling roaring sound can be determined by real-time excitation frequency, body modal frequency, and acoustic cavity modal frequency. When the determination conditions are met, the suppression mode is entered to actively control the modal coupling roaring sound, thereby reducing the body vibration response and the sound pressure level inside the vehicle, improving the overall vehicle noise performance and enhancing driving comfort.

[0015] A second aspect of this application provides an apparatus for suppressing modal coupling noise during vehicle acceleration, comprising: a data acquisition module for acquiring at least one parameter signal of the vehicle during acceleration; an identification module for identifying the vehicle body modal frequency and acoustic cavity modal frequency based on the at least one parameter signal, and calculating the real-time excitation frequency of the vehicle based on the at least one parameter signal; and a suppression module for determining the coupled resonance frequency of the vehicle based on the vehicle body modal frequency, acoustic cavity modal frequency, and real-time excitation frequency, so as to generate control commands for suppressing modal coupling noise during vehicle acceleration based on the coupled resonance frequency, the actual vibration and noise intensity of the vehicle, and the current driving conditions, and control the vehicle to execute the control commands.

[0016] Optionally, in one embodiment of this application, at least one parameter signal includes engine operating parameters, vibration acceleration signals, noise signals, and vehicle body attitude parameters.

[0017] Optionally, in one embodiment of this application, the suppression module includes: a determining unit, configured to determine the target reverse vibration force according to a control command; and a controlling unit, configured to control the active suspension system of the vehicle to output the target reverse vibration force, or to control the local active damper of the vehicle body to output the target reverse vibration force.

[0018] Optionally, in one embodiment of this application, the device for suppressing modal coupling roaring noise during vehicle acceleration further includes: a second acquisition module for acquiring vibration signals and noise signals of the vehicle; and a correction module for matching correction values ​​of control commands based on the vibration signals and noise signals to correct the control commands.

[0019] Optionally, in one embodiment of this application, the device for suppressing modal coupling roaring noise during vehicle acceleration further includes: a calculation module, used to calculate a first difference between the real-time excitation frequency and the vehicle body modal frequency, or to calculate a second difference between the acoustic cavity modal frequency and the real-time excitation frequency; and a response module, used to determine the presence of modal coupling roaring noise and enter a suppression mode in response to the first difference or the second difference being less than or equal to a preset modal coupling determination threshold, and the sound pressure value of the corresponding frequency in the in-vehicle noise signal of at least one parameter signal being greater than or equal to a preset roaring noise threshold.

[0020] A third aspect of this application provides an electronic device, including: a memory, a processor, and a computer program stored in the memory and executable on the processor. The processor executes the program to implement the method for suppressing modal coupling roaring noise during vehicle acceleration as described in the above embodiments.

[0021] A fourth aspect of this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described method for suppressing modal coupling roaring noise during vehicle acceleration.

[0022] A fifth aspect of this application provides a vehicle including the above-described means, electronic device, or computer-readable storage medium for suppressing modal coupling roaring noise during vehicle acceleration, to implement the above-described method for suppressing modal coupling roaring noise during vehicle acceleration.

[0023] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0024] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein: Figure 1 This is a flowchart illustrating a method for suppressing modal coupling roaring noise during vehicle acceleration, according to an embodiment of this application. Figure 2 This is a flowchart illustrating a method for suppressing modal coupling roaring noise during vehicle acceleration according to an embodiment of this application; Figure 3 This is a block diagram of a device for suppressing modal coupling roaring noise during vehicle acceleration according to an embodiment of this application; Figure 4 This is a schematic diagram of the structure of an electronic device according to an embodiment of this application.

[0025] Figure label: 10-A device for suppressing modal coupling roaring noise during vehicle acceleration; 100-Acquisition module, 200-Identification module, 300-Suppression module; 401-Memory, 402-Processor, 403-Communication interface. Detailed Implementation

[0026] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0027] Before describing the method and apparatus for suppressing modal coupling roaring noise during vehicle acceleration according to the embodiments of this application, the technical problems involved in the embodiments of this application will be explained first.

[0028] During vehicle acceleration, the engine, as the primary excitation source, transmits its periodic excitation to the vehicle body through powertrain mounts, chassis, and other transmission paths. When the engine's excitation frequency (especially the second-order excitation frequency) approaches or overlaps with the modal frequencies of the vehicle's local structural components or the acoustic cavity of the passenger compartment, modal coupling occurs, resulting in a noticeable low-frequency booming sound inside the vehicle (typically in the 25-200Hz range). This booming sound can severely impact driving comfort and may even cause dizziness, nausea, and other discomfort for occupants.

[0029] Currently, solutions to this type of modal coupling roaring noise mainly focus on three directions: First, reducing the intensity of the excitation source, which can be achieved by adjusting the engine control strategy (such as adjusting the clutch slippage strategy and optimizing the shift curve) to reduce the torque fluctuation of the powertrain output, thereby reducing the excitation energy; Second, optimizing the transmission path, which can be achieved by improving the suspension system (such as replacing suspension bushings with different static stiffnesses and adding dynamic vibration absorbers) to attenuate the vibration transmission efficiency, or by strengthening the local structure of the vehicle body (such as adding reinforcing ribs and applying damping materials) to change the body modal frequency; Third, adjusting the acoustic cavity modal frequency, which can be achieved by optimizing the internal structural layout of the passenger compartment to change the natural frequency of the acoustic cavity and avoid coupling with the excitation frequency.

[0030] Although the relevant technologies can alleviate the problem of modal coupling roaring noise to some extent, there are still many shortcomings, as follows: (1) Performance compromises exist in reducing excitation source strategy: When the excitation source intensity is reduced by adjusting the clutch slipping strategy or shift curve, the overall vehicle power will inevitably be reduced, resulting in sluggish acceleration response and affecting driving experience; at the same time, the adjustment of the slipping strategy may also increase clutch wear and reduce the service life of components.

[0031] (2) The effect of transmission path optimization is limited and the adaptability is poor: the optimization of related suspension system or the design of dynamic vibration absorber are mostly aimed at the resonance problem of specific frequencies. When the vehicle load changes or the driving conditions change, the engine excitation frequency will shift, and the optimization effect will decrease significantly. On the other hand, the local structural reinforcement of the body (such as adding reinforcing ribs) may lead to an increase in body weight, which violates the trend of lightweight automotive design and increases manufacturing costs.

[0032] (3) The implementation of acoustic cavity modal adjustment is difficult: For models that are already in the prototype stage or mass production stage, the size and structural layout of the passenger compartment space are basically fixed. The feasibility of changing the modal frequency by adjusting the acoustic cavity structure is extremely low. Moreover, the adjustment process requires a lot of simulation analysis and experimental verification, which is time-consuming and costly.

[0033] (4) Lack of active adaptive control capability: Most of the related technologies are passive optimization schemes, which cannot dynamically adjust the control strategy according to real-time driving conditions (such as engine speed, load, accelerator pedal opening) and in-vehicle noise and vibration status, making it difficult to cope with the modal coupling roaring sound problem in complex and ever-changing actual driving scenarios.

[0034] To address at least one of the aforementioned technical problems, this application provides a method for suppressing modal coupling noise during vehicle acceleration. The method aims to accurately identify the operating conditions in which modal coupling occurs and implement an active control strategy to effectively suppress modal coupling noise during vehicle acceleration.

[0035] Specifically, Figure 1 This is a flowchart illustrating a method for suppressing modal coupling noise during vehicle acceleration, as provided in an embodiment of this application.

[0036] like Figure 1 As shown, the method for suppressing modal coupling roaring noise during vehicle acceleration includes the following steps: In step S101, at least one parameter signal of the car is acquired during the acceleration process.

[0037] It can be noted that the parameter signals may include, but are not limited to, power system operating parameters, transmission system state parameters, vehicle motion state parameters, and vibration and noise parameters, such as engine speed, engine torque, throttle opening, current gear information, clutch slippage speed difference, vehicle speed, longitudinal acceleration, drive wheel speed, as well as vibration acceleration signals and in-vehicle sound pressure signals at key locations on the vehicle body, etc., which can comprehensively characterize the excitation source characteristics, power transmission process, and structural response characteristics of the vehicle under acceleration conditions.

[0038] The data acquisition methods may include, but are not limited to, acquiring the operating parameters output by the vehicle's powertrain system through the vehicle bus system, acquiring the vehicle's motion state parameters in real time using on-board sensors, acquiring vibration parameters by arranging vibration acceleration sensors at key locations in the powertrain and body, and acquiring noise parameters through in-vehicle microphones, thereby achieving synchronous acquisition of multi-dimensional information such as power excitation, transmission path, and structural response during vehicle acceleration.

[0039] Optionally, in one embodiment of this application, at least one parameter signal may include engine operating parameters, vibration acceleration signals, noise signals, and vehicle body attitude parameters.

[0040] In a specific embodiment, the embodiments of this application may primarily collect the following parameter signals: (1) Engine operating parameters, such as engine speed, accelerator pedal opening, throttle opening, and gearbox gear, can be obtained through the CAN (Controller Area Network) bus. These parameters can be used to characterize the power output state and excitation source characteristics of the vehicle during acceleration, providing a basis for analyzing the power system operating conditions when modal coupling roaring sound is generated.

[0041] (2) Vibration signal, which can be collected by acceleration sensors installed at key locations such as the passive end of the powertrain mounting, the inner panel of the front door of the vehicle body, and the floor. It can be used to reflect the vibration response characteristics of the powertrain and the vehicle body structure, so as to identify the transmission of vibration energy in the structure. Alternatively, vibration signals can be collected by an on-board laser vibration sensor instead of an accelerometer. Laser vibration sensors have the advantage of non-contact measurement, which can avoid the influence of sensor installation on the vehicle body mode and has higher measurement accuracy. However, the cost is relatively high, and it is suitable for high-end models or scenarios with extremely high measurement accuracy requirements. No specific restrictions are made here.

[0042] (3) Noise signal, which can be collected by microphones installed near the driver's ear in the front row and the ears of the rear passengers in the passenger compartment. It can be used to characterize the acoustic response characteristics inside or outside the vehicle, so as to evaluate the sound pressure level and frequency characteristics of the roaring sound.

[0043] (4) Vehicle attitude parameters, which can be collected by the vehicle's longitudinal acceleration, lateral acceleration, etc., through the vehicle-mounted gyroscope. These parameters can be used to reflect the overall motion state and dynamic changes of the vehicle during acceleration, thereby helping to determine the correlation between vehicle operating conditions and vibration and noise response.

[0044] Based on the engine operating parameters, vibration acceleration signals, noise signals, and vehicle attitude parameters of the embodiments of this application, the operating state of the power system, structural vibration response characteristics, and in-vehicle acoustic response characteristics of the vehicle during acceleration can be comprehensively characterized, thereby providing data basis for identifying the generation time, generation conditions, and corresponding operating conditions of modal coupling roaring sound.

[0045] In step S102, the vehicle body modal frequency and acoustic cavity modal frequency are identified based on at least one parameter signal, and the real-time excitation frequency of the vehicle is calculated based on at least one parameter signal.

[0046] Among them, the vehicle body modal frequency can be used to characterize the inherent vibration characteristics of the vehicle body structure under vibration excitation, so as to determine the frequency range in which the vehicle body structure is prone to resonance; the acoustic cavity modal frequency can be used to characterize the inherent acoustic resonance characteristics of the acoustic cavity in the vehicle under acoustic excitation, so as to determine the frequency range in which the sound pressure in the vehicle is easily amplified, thereby providing a basis for analyzing the coupling relationship between the vehicle body modal and the acoustic cavity modal and identifying the generation conditions of modal coupling roaring sound.

[0047] In the embodiments of this application, the identification method may be to perform a fast Fourier transform on the collected vehicle body vibration signal and in-vehicle noise signal to convert the time domain signal into a frequency domain signal, and to identify the main frequency components in the vehicle body vibration response and in-vehicle sound pressure response by analyzing the peak frequency in the frequency domain spectrum, thereby determining the vehicle body modal frequency and acoustic cavity modal frequency.

[0048] This application embodiment can also obtain the distribution range of vehicle body structure modal frequencies and in-vehicle acoustic cavity modal frequencies based on existing vehicle body modal databases (containing modal frequencies and mode shapes of the vehicle body under different operating conditions) and acoustic cavity modal databases (containing modal frequencies and sound pressure distribution of the passenger compartment). This can then be matched and analyzed with the real-time excitation frequencies during vehicle operation to identify frequency ranges where modal coupling may occur, providing a basis for determining the conditions for generating modal coupling roaring sounds.

[0049] In some cases, the excitation frequency can be a periodic excitation frequency generated under different operating conditions such as different accelerator pedal openings, load changes, and slope driving. It can include, but is not limited to, the order frequency corresponding to engine speed, engine ignition frequency, drive shaft rotation frequency, wheel rotation frequency, or powertrain torsional vibration frequency. It is used to characterize the main excitation characteristics generated by the power system and transmission system of the vehicle under different operating conditions, thereby identifying excitation frequencies that may be close to or coincide with the body mode or acoustic cavity mode, and providing a basis for analyzing the power system operating conditions and excitation sources when modal coupling roaring sound is generated.

[0050] As a specific example, the engine, as the main excitation source of the vehicle's power system, typically generates vibration excitations of low order. Among these, the second-order excitation amplitude is relatively large and more likely to be close to the body modal frequency or acoustic cavity modal frequency. Therefore, in this embodiment, the second-order excitation frequency can be calculated as the main excitation frequency for analysis. The calculation method can be: second-order excitation frequency = engine speed × 2 / 60. Alternatively, the corresponding excitation frequency can be calculated based on other excitation sources, such as calculating the drive shaft rotation frequency based on the drive shaft speed, calculating the wheel rotation frequency based on the wheel speed, or calculating the torsional vibration excitation frequency based on the powertrain torsional vibration characteristics. These settings can be made by those skilled in the art according to the actual situation, and no specific limitations are imposed here.

[0051] It is understandable that when the real-time excitation frequency coincides with or is close to the vehicle body modal frequency and the acoustic cavity modal frequency, structure-acoustic cavity modal coupling is easily formed, thereby causing modal coupling roaring noise. Therefore, the embodiments of this application can utilize the frequency matching relationship between the real-time excitation frequency and the vehicle body modal frequency and the acoustic cavity modal frequency to identify and determine the potential modal coupling state during vehicle operation in real time, thereby achieving timely suppression of modal coupling roaring noise, reducing the roaring noise level inside the vehicle, and improving the ride comfort of the vehicle.

[0052] In step S103, the vehicle's coupled resonance frequency is determined based on the vehicle body modal frequency, acoustic cavity modal frequency, and real-time excitation frequency. Control commands for suppressing modal coupling roaring noise during vehicle acceleration are generated based on the coupled resonance frequency, the vehicle's actual vibration and noise intensity, and the current driving conditions. The vehicle is then controlled to execute the control commands.

[0053] The coupling resonance frequency typically refers to the frequency at which resonance occurs when the external excitation frequency matches the system's natural frequency during interactions between multiple systems or modes. In the embodiments of this application, the coupling resonance frequency can be the resonance frequency when the real-time excitation frequency and the vehicle body modal frequency or acoustic cavity modal frequency are close to or coincide with each other. At this frequency, vibration energy is easily amplified, which may lead to enhanced structural vibration and increased sound pressure inside the vehicle, thereby causing significant booming noise or vibration problems, resulting in auditory discomfort or reduced ride comfort for passengers.

[0054] It can be noted that the actual vibration and noise intensity may include, but is not limited to, parameters such as the amplitude of vehicle body vibration acceleration and the sound pressure level inside the vehicle. These parameters can be used to characterize the vibration and noise response intensity of the vehicle under the current operating conditions, in order to determine the severity of the modal coupling roaring sound problem. The current driving conditions may include full throttle acceleration, partial throttle acceleration, constant speed driving, or uphill driving, etc., to characterize the current operating conditions and power demand conditions of the vehicle, so as to provide a basis for determining the corresponding modal coupling roaring sound suppression strategy.

[0055] In the embodiments of this application, the control command may be an active control command for generating reverse vibration force, a control command for adjusting the damping coefficient of the damper, or a control command for adjusting engine operating parameters or powertrain control strategy, etc., to change the vibration transmission characteristics or excitation characteristics, thereby reducing the modal coupling degree and suppressing the modal coupling roaring sound.

[0056] Since different driving conditions (such as different accelerator pedal opening, load changes, and slope driving) and vehicle conditions (such as suspension aging and component wear) will cause changes in power excitation characteristics and vibration transmission characteristics, the embodiments of this application combine the coupling resonance frequency, vibration noise intensity and current accelerator pedal opening, gear position and other conditions to generate control commands to adapt to different driving conditions and vehicle conditions, and ensure that modal coupling roaring sound can be effectively suppressed in the entire range of conditions.

[0057] In one embodiment of this application, before generating control commands, the method further includes: calculating a first difference between the real-time excitation frequency and the vehicle body modal frequency, or calculating a second difference between the acoustic cavity modal frequency and the real-time excitation frequency; in response to the first difference or the second difference being less than or equal to a preset modal coupling determination threshold, and the sound pressure value of the corresponding frequency in the in-vehicle noise signal of at least one parameter signal being greater than or equal to a preset booming sound threshold, determining that modal coupling booming sound exists, and entering a suppression mode.

[0058] A preset modal coupling threshold can be used to determine whether the real-time excitation frequency is sufficiently close to the vehicle body modal frequency and the acoustic cavity modal frequency. It can be calibrated based on engineering experience or vehicle vibration and noise test results. For example, the preset modal coupling threshold can be ±2Hz. When the first difference between the real-time excitation frequency and the vehicle body modal frequency is within ±2Hz, it can be said that the real-time excitation frequency is close to or coincides with the vehicle body modal frequency or the acoustic cavity modal frequency, and modal coupling is considered to be possible.

[0059] The preset roaring sound threshold can be used to determine whether the noise inside the vehicle has reached a level that is perceptible or needs to be suppressed. It is usually 56 dBA. When the actual sound pressure value of the corresponding frequency inside the vehicle reaches or exceeds this threshold, it can be determined that the roaring sound is significant and that the suppression mode needs to be entered.

[0060] Among them, the suppression mode refers to actively reducing structural vibration and in-vehicle sound pressure in response to different excitation frequencies and vibration response characteristics, thereby effectively suppressing modal coupling roaring noise.

[0061] It is understood that if the difference between the excitation frequency and the vehicle body modal frequency or the acoustic cavity modal frequency is less than or equal to the modal coupling judgment threshold, and the sound pressure value of the corresponding frequency in the in-vehicle noise signal is greater than or equal to the roaring sound threshold, then it can be determined that there is modal coupling roaring sound. In this embodiment, the suppression mode should be activated and corresponding control commands should be generated. The control commands can be outputting reverse vibration force, adjusting the damping coefficient, and adjusting the powertrain or engine operating parameters when necessary. Otherwise, it is determined that there is no modal coupling. In this case, the control commands can be to maintain the original state or enter the monitoring mode to maintain the stable operation of the system.

[0062] One possible approach is to control the vehicle to execute control commands, including: determining a target reverse vibration force based on the control commands; controlling the vehicle's active suspension system to output the target reverse vibration force, or controlling the vehicle's local active dampers to output the target reverse vibration force.

[0063] In the embodiments of this application, the target reverse vibration force generally refers to a control force whose direction or phase is opposite to the original vibration excitation, used to counteract or weaken the vibration response in the system.

[0064] The embodiments of this application can calculate the target reverse vibration force with matching amplitude and opposite phase based on the real-time vibration response and excitation characteristics of the vehicle, using MPC (Model Predictive Control) algorithm and adaptive filtering algorithm (such as LMS (Least Mean Squares) algorithm), to offset or weaken the vehicle body vibration, thereby suppressing modal coupling roaring sound.

[0065] Specifically, in this embodiment, an active suspension system and a local active damper on the vehicle body can be used to output a target reverse vibration force to suppress modal coupling noise. The active suspension system can replace the traditional passive suspension system. It can be equipped with an electromagnetic actuator to output a vibration force with the same frequency but opposite phase as the powertrain's vibration excitation frequency, thus canceling out vibrations and reducing the excitation energy transmitted to the vehicle body, weakening the excitation basis of modal coupling at its source. The local active damper on the vehicle body can be installed in modally sensitive areas of the vehicle body, such as the front door inner panel, headliner, or floor. It can be equipped with a piezoelectric ceramic plate or a magnetorheological damper, which can dynamically adjust the local modal frequency of the vehicle body according to control commands, effectively separating the vehicle body modal frequency from the engine excitation frequency and the acoustic cavity modal frequency to avoid resonant coupling.

[0066] For example, for low-frequency coupling resonance frequencies (≤50Hz), the embodiments of this application can prioritize controlling the active suspension system to output reverse vibration force to counteract the powertrain vibration excitation; for mid-to-high frequency coupling resonance frequencies (50-200Hz), the local active damper of the vehicle body can prioritize controlling the local active damper of the vehicle body to adjust the damping coefficient or output reverse vibration force to change the local modal frequency of the vehicle body.

[0067] This application embodiment can actively intervene in the vibration transmission path and modal characteristics using an active suspension system and local active dampers on the vehicle body, without adjusting the control strategy related to engine power output, ensuring that the vehicle's acceleration performance and power response are not affected. At the same time, this application embodiment does not require significant modifications to the main body structure, and it is compatible with automotive electronic control systems, facilitating its application in new model development and existing model upgrades, reducing R&D and manufacturing costs. In addition, this application embodiment adopts a lightweight design, the control commands are developed based on the on-board ECU (Electronic Control Unit), the additional energy consumption is negligible, and the component structure is simple, with a low failure rate and long service life.

[0068] In addition, embodiments of this application can replace the local active damper on the vehicle body with an active sound-generating device (such as a car audio system). The active sound-generating device outputs sound waves with the same frequency but opposite phase as the roaring sound, using the principle of sound wave interference to cancel out the roaring sound. This device does not require the installation of an additional damper on the vehicle body, making it more compatible. However, it requires higher sound accuracy and response speed from the audio system, making it suitable for vehicles with strict restrictions on vehicle body modifications.

[0069] In some cases, methods for suppressing modal coupling roaring noise during vehicle acceleration also include: acquiring vibration and noise signals of the vehicle; and matching the correction values ​​of control commands based on the vibration and noise signals to correct the control commands.

[0070] The embodiments of this application can collect vibration and noise signals in real time after the execution of control commands, and perform amplitude, frequency and phase characteristic analysis on them. The analysis results are compared with the vibration and noise signals before the execution of control commands to generate feedback signals for correcting control commands, so as to form closed-loop control.

[0071] In this embodiment, the suppression effect can be evaluated based on the feedback signal, and the control command parameters can be dynamically adjusted to ensure the optimal suppression effect. For example, if the sound pressure value of the corresponding frequency in the analysis result is less than the roaring sound threshold, the current control parameters are maintained; if the sound pressure value of the corresponding frequency in the analysis result is still greater than or equal to the roaring sound threshold, the control command parameters are adjusted (such as increasing the amplitude of the active suspension reverse force or continuing to adjust the damping coefficient of the damper) until the suppression requirements are met.

[0072] Through the aforementioned feedback signals, the embodiments of this application can form a closed-loop control mechanism to ensure that the control strategy can adapt to changes in operating conditions in real time, and ensure that it can accurately and stably exert the suppression effect under different driving conditions.

[0073] The following is a specific example, such as Figure 2 As shown, the method for suppressing modal coupling roaring noise during vehicle acceleration according to the embodiments of this application will be described in detail.

[0074] First, the following parameters can be set in the embodiments of this application: (1) Signal acquisition parameters: In this embodiment, an acceleration sensor (model: PCB 356A16) is installed on the left and right passive suspension ends and the inner front door panel, with a sampling frequency of 1024Hz; a microphone (model: GRAS 46BE) is installed near the driver's ear and the middle rear passenger's ear, with a sampling frequency of 1024Hz; parameters such as engine speed, gear position, and accelerator pedal opening are acquired in real time via the CAN bus, with an update frequency of 100Hz.

[0075] (2) Control command generation parameters: Furthermore, the embodiments of this application can be developed based on the vehicle ECU, using the STM32H743 processor, and the modal recognition algorithm adopts the improved FFT (Fast Fourier Transform) algorithm, with a calculation delay of ≤10ms.

[0076] In the vehicle body modal database, the local modal frequency of the front door inner panel is 45Hz, and the first-order bending modal frequency of the vehicle body is 52Hz; in the acoustic cavity modal database, the first-order acoustic cavity modal frequency of the passenger compartment is 45Hz, and the second-order acoustic cavity modal frequency is 95Hz; in this application embodiment, the modal coupling judgment threshold can be set to 2Hz, and the roaring sound threshold is 56dBA.

[0077] (3) Execution control command parameters: In the embodiments of this application, the active suspension system can be an electromagnetic active suspension with a maximum output force of 500N and an operating frequency range of 5-200Hz; two piezoelectric ceramic active dampers are installed on the inner panel of the front door with an adjustable damping coefficient range of 0.1-10N·s / m and an operating frequency range of 5-200Hz.

[0078] Specifically, such as Figure 2 As shown, embodiments of this application may include the following steps: S201, System Initialization: This application embodiment can load a vehicle body modal database and a acoustic cavity modal database, and set a coupling judgment threshold of 2Hz and a roaring sound threshold of 56dBA.

[0079] S202, Information Collection; In the embodiments of this application, the vehicle is started and engaged in eighth gear. The driver presses the accelerator pedal to accelerate, and the engine speed gradually increases to 1200 r / min. Signals are collected according to the information collection parameters: the acceleration sensor collects the vibration signal in the Y direction of the left suspension passive end and the vibration signal of the front door inner panel; the microphone collects the noise signal inside the vehicle; and the CAN bus obtains the engine speed of 1200 r / min, the accelerator pedal opening of 100%, and the gear position of 8.

[0080] S203, Control Command Generation: This application embodiment can generate corresponding control commands based on the suppression mode and the non-suppression mode, for example: When the second-order excitation frequency of the engine is calculated to be 1200×2 / 60=40Hz, FFT analysis is performed on the collected vibration and noise signals to extract the characteristic frequency components. At this time, no characteristic frequencies near 45Hz and 52Hz are detected, so it can be determined that there is no modal coupling. At this time, it is a non-suppressed mode, and the control command can be to maintain the normal operation of the system.

[0081] When the engine speed continued to increase to 1350 r / min, and the second-order excitation frequency was calculated to be 1350 × 2 / 60 = 45 Hz, FFT analysis was performed on the collected vibration and noise signals. The results showed that the vibration signal in the Y direction of the left suspension passive end had a peak at 45 Hz (vibration acceleration 3.2 m / s²), the vibration signal of the front door inner panel had a peak at 45 Hz (vibration acceleration 2.8 m / s²), and the noise signal near the driver's ear inside the vehicle had a peak at 45 Hz (61 dBA). Furthermore, in this embodiment, the 45Hz engine excitation frequency is matched with the local modal frequency (45Hz) of the front door inner panel, the first-order bending modal frequency (52Hz) of the vehicle body, and the first-order acoustic cavity modal frequency (45Hz) of the passenger compartment in the vehicle body modal database and the acoustic cavity modal database. The difference between the 45Hz engine excitation frequency and the local modal frequency (45Hz) of the front door inner panel and the first-order acoustic cavity modal frequency (45Hz) of the passenger compartment is 0Hz≤2Hz. At this time, the noise peak value is 61dBA≥56dBA, indicating that modal coupling exists and modal coupling roaring sound exists.

[0082] Next, based on the coupling resonance frequency of 45Hz (low-frequency coupling), vibration noise intensity, and the current full-throttle acceleration condition, this embodiment generates a control command: controls the active suspension system to output a vibration force with a frequency of 45Hz, an amplitude of 400N, and a phase opposite to the vibration of the passive end of the suspension; at the same time, controls the active damper of the front door inner panel to adjust the damping coefficient to 5N·s / m.

[0083] S204, execute control command: In the embodiments of this application, the active suspension system and the active damper operate according to control commands. The active suspension outputs a reverse vibration force to offset part of the powertrain vibration excitation, and the active damper increases the damping of the front door inner panel to suppress its vibration response.

[0084] S205, Feedback: In this embodiment, the signal after the control command is executed is collected: the vibration acceleration in the Y direction of the left suspension passive end drops to 0.8 m / s², the vibration acceleration of the front door inner panel drops to 0.6 m / s², and the peak noise level near the driver's ear drops to 51 dBA < 56 dBA. Compared with the signal after the control command is executed, it can be seen that the vibration amplitude and sound pressure level at the corresponding frequency are significantly reduced, and it can be determined that the suppression effect meets the standard. At this time, the control command changes to maintain the current control parameters.

[0085] Therefore, the method for suppressing modal coupling roaring noise during vehicle acceleration proposed in the embodiments of this application determines the vehicle's coupling resonance frequency by real-time monitoring of the vehicle's body modal frequency, acoustic cavity modal frequency, and real-time excitation frequency. Based on this frequency, the actual vibration and noise intensity of the vehicle, and the current driving conditions, targeted control commands can be generated to accurately identify the conditions in which modal coupling occurs and implement active control strategies. This effectively suppresses modal coupling roaring noise during vehicle acceleration, reduces the peak value of the roaring noise inside the vehicle, and improves subjective driving comfort. At the same time, it can adapt to different driving conditions and vehicle states, adjust control commands in real time, and ensure that the roaring noise can be effectively suppressed in the entire range of conditions.

[0086] Next, referring to the accompanying drawings, a device for suppressing modal coupling roaring noise during automobile acceleration, according to an embodiment of this application, is described.

[0087] Figure 3 This is a block diagram of a device for suppressing modal coupling roaring noise during vehicle acceleration, according to an embodiment of this application.

[0088] like Figure 3 As shown, the device 10 for suppressing modal coupling noise during vehicle acceleration includes: a data acquisition module 100, an identification module 200, and a suppression module 300.

[0089] The acquisition module 100 is used to acquire at least one parameter signal of the vehicle during acceleration.

[0090] The identification module 200 is used to identify the vehicle body modal frequency and acoustic cavity modal frequency based on at least one parameter signal, and to calculate the real-time excitation frequency of the vehicle based on at least one parameter signal.

[0091] The suppression module 300 is used to determine the vehicle's coupled resonance frequency based on the vehicle body modal frequency, acoustic cavity modal frequency, and real-time excitation frequency. It then generates control commands to suppress modal coupling roaring noise during vehicle acceleration based on the coupled resonance frequency, the vehicle's actual vibration and noise intensity, and the current driving conditions, and controls the vehicle to execute the control commands.

[0092] Optionally, in one embodiment of this application, at least one parameter signal includes engine operating parameters, vibration acceleration signals, noise signals, and vehicle body attitude parameters.

[0093] Optionally, in one embodiment of this application, the suppression module includes: a determination unit and a control unit.

[0094] The determining unit is used to determine the target reverse vibration force according to the control command.

[0095] The control unit is used to control the output of the target reverse vibration force of the active suspension system of the vehicle, or to control the output of the target reverse vibration force of the local active damper of the vehicle body.

[0096] Optionally, in one embodiment of this application, the device 10 for suppressing modal coupling roaring noise during vehicle acceleration further includes: a second acquisition module and a correction module.

[0097] The second acquisition module is used to acquire vibration and noise signals from the vehicle.

[0098] The correction module is used to match the correction value of the control command with the vibration signal and noise signal in order to correct the control command.

[0099] Optionally, in one embodiment of this application, the device 10 for suppressing modal coupling roaring noise during vehicle acceleration further includes a calculation module and a response module.

[0100] The calculation module is used to calculate the first difference between the real-time excitation frequency and the vehicle body modal frequency, or to calculate the second difference between the acoustic cavity modal frequency and the real-time excitation frequency.

[0101] The response module is used to determine the presence of modal coupling roaring sound and enter the suppression mode in response to a first difference or a second difference being less than or equal to a preset modal coupling determination threshold, and at least one parameter signal having a sound pressure value at a corresponding frequency in the in-vehicle noise signal that is greater than or equal to a preset roaring sound threshold.

[0102] It should be noted that the foregoing explanation of the method embodiment for suppressing modal coupling roaring noise during vehicle acceleration also applies to the device for suppressing modal coupling roaring noise during vehicle acceleration in this embodiment, and will not be repeated here.

[0103] The device for suppressing modal coupling roaring noise during vehicle acceleration proposed in the embodiments of this application determines the vehicle's coupling resonance frequency by real-time monitoring of the vehicle's body modal frequency, acoustic cavity modal frequency, and real-time excitation frequency. Based on this frequency, the actual vibration and noise intensity of the vehicle, and the current driving conditions, targeted control commands can be generated to accurately identify the conditions in which modal coupling occurs and implement active control strategies to effectively suppress modal coupling roaring noise during vehicle acceleration, reduce the peak value of the roaring noise inside the vehicle, and improve subjective driving comfort.

[0104] Figure 4 A schematic diagram of the structure of an electronic device provided in an embodiment of this application. The electronic device may include: The memory 401, the processor 402, and the computer program stored on the memory 401 and capable of running on the processor 402.

[0105] When the processor 402 executes the program, it implements the method for suppressing modal coupling roaring noise during vehicle acceleration provided in the above embodiments.

[0106] Furthermore, electronic devices also include: Communication interface 403 is used for communication between memory 401 and processor 402.

[0107] The memory 401 is used to store computer programs that can run on the processor 402.

[0108] Memory 401 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage device.

[0109] If the memory 401, processor 402, and communication interface 403 are implemented independently, then the communication interface 403, memory 401, and processor 402 can be interconnected via a bus to complete communication between them. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of representation, Figure 4 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0110] Optionally, in a specific implementation, if the memory 401, processor 402, and communication interface 403 are integrated on a single chip, then the memory 401, processor 402, and communication interface 403 can communicate with each other through an internal interface.

[0111] Processor 402 may be a central processing unit (CPU), an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of this application.

[0112] This embodiment also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the above-described method for suppressing modal coupling roaring noise during vehicle acceleration.

[0113] This application also provides a vehicle, including the above-described device, electronic device, or computer-readable storage medium for suppressing modal coupling roaring noise during vehicle acceleration, to implement the method for suppressing modal coupling roaring noise during vehicle acceleration provided in this application.

[0114] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0115] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0116] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or N executable instructions for implementing custom logic functions or processes, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as should be understood by those skilled in the art to which embodiments of this application pertain.

[0117] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Alternatively, the computer-readable medium may be paper or other suitable media on which the program can be printed, since the program can be obtained electronically by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory.

[0118] It should be understood that the various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, the N steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. If implemented in hardware, as in another embodiment, it can be implemented using any one or more of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0119] Those skilled in the art will understand that all or part of the steps of the methods in the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.

[0120] Furthermore, the functional units in the various embodiments of this application can be integrated into a processing module, or each unit can exist physically separately, or two or more units can be integrated into a module. The integrated module can be implemented in hardware or as a software functional module. If the integrated module is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium.

[0121] The storage medium mentioned above can be a read-only memory, a disk, or an optical disk, etc. Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of this application.

Claims

1. A method for suppressing modal coupling roaring noise during vehicle acceleration, characterized in that, Includes the following steps: Collect at least one parameter signal of the car during acceleration; The vehicle body modal frequency and acoustic cavity modal frequency are identified based on the at least one parameter signal, and the real-time excitation frequency of the vehicle is calculated based on the at least one parameter signal. The coupled resonance frequency of the vehicle is determined based on the vehicle body modal frequency, the acoustic cavity modal frequency, and the real-time excitation frequency. Control commands for suppressing modal coupling roaring noise during vehicle acceleration are generated based on the coupled resonance frequency, the actual vibration and noise intensity of the vehicle, and the current driving conditions. The vehicle is then controlled to execute the control commands.

2. The method according to claim 1, characterized in that, The at least one parameter signal includes engine operating parameters, vibration acceleration signals, noise signals, and vehicle body attitude parameters.

3. The method according to claim 1, characterized in that, The control of the vehicle to execute the control command includes: The target reverse vibration force is determined according to the control command; The active suspension system of the vehicle is controlled to output the target reverse vibration force, or the local active dampers of the vehicle body are controlled to output the target reverse vibration force.

4. The method according to claim 1, characterized in that, Also includes: The vibration and noise signals of the vehicle are collected; The control command is corrected by matching the correction value of the control command with the vibration signal and the noise signal.

5. The method according to claim 1, characterized in that, Before generating the control commands, the following is also included: Calculate a first difference between the real-time excitation frequency and the vehicle body modal frequency, or calculate a second difference between the acoustic cavity modal frequency and the real-time excitation frequency; In response to the first difference or the second difference being less than or equal to a preset modal coupling determination threshold, and the sound pressure value of the corresponding frequency in the in-vehicle noise signal of the at least one parameter signal being greater than or equal to a preset roaring sound threshold, it is determined that the modal coupling roaring sound exists, and the suppression mode is entered.

6. A device for suppressing modal coupling roaring noise during automobile acceleration, characterized in that, Including: The acquisition module is used to acquire at least one parameter signal of the car during acceleration. The identification module is used to identify the vehicle body modal frequency and acoustic cavity modal frequency of the vehicle based on the at least one parameter signal, and to calculate the real-time excitation frequency of the vehicle based on the at least one parameter signal. The suppression module is used to determine the coupled resonance frequency of the vehicle based on the vehicle body modal frequency, the acoustic cavity modal frequency, and the real-time excitation frequency, and to generate control commands for suppressing modal coupling roaring noise during vehicle acceleration based on the coupled resonance frequency, the actual vibration and noise intensity of the vehicle, and the current driving conditions, and to control the vehicle to execute the control commands.

7. The apparatus according to claim 6, characterized in that, The at least one parameter signal includes engine operating parameters, vibration acceleration signals, noise signals, and vehicle body attitude parameters.

8. An electronic device, characterized in that, include: A memory, a processor, and a computer program stored in the memory and capable of running on the processor, the processor executing the program to implement the method for suppressing modal coupling roaring noise during vehicle acceleration as described in any one of claims 1-5.

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

10. A vehicle, characterized in that, The vehicle includes the means for suppressing modal coupling roaring noise during vehicle acceleration as described in claims 6-7, or the electronic device as described in claim 8, or the computer-readable storage medium as described in claim 9.

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