WO2022056717A1 - 一种电机噪声控制方法、装置、计算机设备及存储介质 - Google Patents

一种电机噪声控制方法、装置、计算机设备及存储介质 Download PDF

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Publication number
WO2022056717A1
WO2022056717A1 PCT/CN2020/115556 CN2020115556W WO2022056717A1 WO 2022056717 A1 WO2022056717 A1 WO 2022056717A1 CN 2020115556 W CN2020115556 W CN 2020115556W WO 2022056717 A1 WO2022056717 A1 WO 2022056717A1
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WO
WIPO (PCT)
Prior art keywords
motor
torque
noise
vehicle
target motor
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2020/115556
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English (en)
French (fr)
Inventor
何睦
汤晓林
赵彤航
熊银斌
刘泓清
彭龙
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Zhejiang Geely Holding Group Co Ltd
Ningbo Geely Automobile Research and Development Co Ltd
Original Assignee
Zhejiang Geely Holding Group Co Ltd
Ningbo Geely Automobile Research and Development Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Zhejiang Geely Holding Group Co Ltd, Ningbo Geely Automobile Research and Development Co Ltd filed Critical Zhejiang Geely Holding Group Co Ltd
Priority to US18/043,721 priority Critical patent/US12403774B2/en
Priority to CN202080099539.0A priority patent/CN115956044B/zh
Priority to JP2022566125A priority patent/JP7471452B2/ja
Priority to PCT/CN2020/115556 priority patent/WO2022056717A1/zh
Priority to EP20953576.4A priority patent/EP4129792A4/en
Priority to KR1020237010092A priority patent/KR102859765B1/ko
Publication of WO2022056717A1 publication Critical patent/WO2022056717A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/20—Reducing vibrations in the driveline
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • B60W20/17—Control strategies specially adapted for achieving a particular effect for noise reduction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/182—Selecting between different operative modes, e.g. comfort and performance modes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/40—Electrical machine applications
    • B60L2220/42—Electrical machine applications with use of more than one motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/20—Drive modes; Transition between modes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2270/00—Problem solutions or means not otherwise provided for
    • B60L2270/10—Emission reduction
    • B60L2270/14—Emission reduction of noise
    • B60L2270/142—Emission reduction of noise acoustic
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2270/00—Problem solutions or means not otherwise provided for
    • B60L2270/10—Emission reduction
    • B60L2270/14—Emission reduction of noise
    • B60L2270/145—Structure borne vibrations
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/08—Electric propulsion units
    • B60W2510/081—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/08—Electric propulsion units
    • B60W2510/083—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2306/00—Other features of vehicle sub-units
    • B60Y2306/09—Reducing noise
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present disclosure relates to the technical field of noise reduction, and in particular, to a motor noise control method, device, computer equipment and storage medium.
  • gear whistle and motor whine are relatively obvious.
  • the previous solution is generally to reduce noise through structural optimization, such as: changing the electromagnetic force of the motor, gear modification, Increase the acoustic package, increase the vehicle vibration isolation and other solutions to reduce the problem of howling in the car.
  • the technical problem to be solved by the present disclosure is to realize automobile noise reduction without changing the physical structure of the driving mechanism.
  • this specification discloses a method for controlling motor noise. Specifically, the method includes:
  • the electric drive noise distribution matrix includes the corresponding relationship between the target motor noise, target motor speed and target motor torque of each motor in the current driving mode ;
  • the torque of each motor is distributed, wherein the sum of the torques of each motor is equal to the required torque of the entire vehicle.
  • the method further includes:
  • the electric drive noise distribution matrix of the vehicle in the preset driving mode is established, wherein the driving mode of the vehicle includes: a constant speed driving mode, an acceleration driving mode or a deceleration driving mode.
  • the establishing an electric drive noise distribution matrix of the vehicle in a preset driving mode includes:
  • an electric drive noise distribution matrix is established.
  • the method further includes:
  • the sorting of the target motor noise according to a preset sorting rule includes:
  • the target motor noises are sorted in descending order.
  • adjusting the torque of each motor includes:
  • the torque of each motor is allocated according to the preset allocation rule.
  • allocating the torque of each motor according to a preset allocation rule includes:
  • the torque of each motor is allocated according to a preset torque ratio, wherein the torque ratio is the ratio of the torque of each motor to the required torque of the entire vehicle;
  • the torque ratio is the ratio of the torque of each motor to the required torque of the entire vehicle;
  • the torque of each motor is distributed according to the preset torque ratio, wherein the torque ratio is the ratio of the torque of each motor to the required torque of the whole vehicle.
  • this specification also provides a motor noise control device, the device comprising:
  • a determination module configured to determine the current driving mode of the vehicle and the required torque of the entire vehicle in the current driving mode of the vehicle;
  • an acquisition module configured to acquire the electric drive noise distribution matrix of the vehicle in the current driving mode, wherein the electric drive noise distribution matrix includes the target motor noise, target motor speed and target motor torque of each motor in the current driving mode Correspondence between;
  • the distribution module is configured to distribute the torque of each motor according to the electric drive noise distribution matrix, wherein the sum of the torque of each motor is equal to the required torque of the entire vehicle.
  • the device also includes:
  • the establishment module is configured to establish the electric drive noise distribution matrix of the vehicle in the preset travel mode before determining the current travel mode of the vehicle, wherein the travel mode of the vehicle includes: a constant speed travel mode, an acceleration travel mode or a deceleration mode driving mode.
  • the establishment module is specifically used for:
  • an electric drive noise distribution matrix is established.
  • the apparatus further includes: a sorting module, configured to sort the target motor noise according to a preset sorting rule after taking the test noise of the target motor as the target motor noise of the target motor.
  • sorting module is specifically used for:
  • the target motor noises are sorted in descending order.
  • allocation module is specifically used for:
  • the torque of each motor is allocated according to the preset allocation rule.
  • distribution module is also specifically used for:
  • the torque of each motor is allocated according to a preset torque ratio, wherein the torque ratio is the ratio of the torque of each motor to the required torque of the entire vehicle;
  • the torque of each motor is distributed according to a preset torque ratio, wherein the torque ratio is the ratio of the torque of each motor to the required torque of the entire vehicle.
  • this specification also provides a computer device, the computer device includes a processor and a memory, and the memory stores at least one instruction, at least a piece of program, a code set or an instruction set, the at least one instruction, all the The at least one section of program, the code set or the instruction set is loaded and executed by the processor to implement the motor noise control method described above.
  • this specification also provides a computer storage medium, the computer storage medium includes a processor and a memory, and the memory stores at least one instruction, at least a piece of program, code set or instruction set, the at least one instruction .
  • the at least one piece of program, the code set or the instruction set is loaded and executed by the processor to implement the above-mentioned motor noise control method.
  • the present disclosure can adjust the torque and avoid the motor speed with severe noise, thereby realizing the noise reduction of the motor, thereby reducing the noise in the vehicle, the noise reduction effect is obvious, the implementation is simple and feasible, and the overall Other performance of the car has little impact.
  • FIG. 1 is a flowchart of a method for controlling motor noise according to an embodiment of the present specification
  • FIG. 2 is a schematic diagram of a motor noise transmission path according to an embodiment of the present specification
  • FIG. 3 is a schematic diagram of the motor noise of the first motor according to an embodiment of the present specification.
  • FIG. 4 is a schematic diagram of the motor noise of the second motor according to an embodiment of the present specification.
  • FIG. 5 is a flowchart of a method for controlling motor noise according to another embodiment of the present specification.
  • FIG. 6 is a flowchart of a method for establishing an electric drive noise distribution matrix according to an embodiment of the present specification
  • FIG. 7 is a block diagram showing the structure of the motor noise control apparatus described in this specification.
  • references herein to "one embodiment” or “an embodiment” refers to a particular feature, structure, or characteristic that may be included in at least one implementation of this specification.
  • the terms “first”, “second”, “third” and “fourth” in the description and claims of this specification and the above drawings are used for Distinguish different objects, not used to describe a specific order.
  • the terms “comprising” and “having” and any variations thereof are intended to cover non-exclusive inclusion.
  • a process, method, system, product or device comprising a series of steps or units is not limited to the listed steps or units, but optionally also includes unlisted steps or units, or optionally also includes For other steps or units inherent to these processes, methods, products or devices.
  • FIG. 1 shows a flowchart of the motor noise control method shown in an embodiment of this specification.
  • methods include:
  • the driving mode of the vehicle may include a constant speed driving mode, an acceleration driving mode or a deceleration driving mode.
  • the current driving mode of the vehicle can be determined according to the pedaling situation.
  • the pedal includes a brake pedal and an accelerator pedal. It can be changed from stepping on the accelerator pedal to stepping on the brake pedal, or when the force of stepping on the accelerator pedal is reduced, it is determined that the vehicle is in a deceleration driving mode; when changing from stepping on the brake pedal to stepping on the accelerator pedal, Or, when the force of stepping on the accelerator pedal is increased, it is determined that the vehicle is in the acceleration driving mode, and when the force of stepping on the accelerator pedal is not changed to drive the vehicle, it is determined that the vehicle is in the constant speed driving mode.
  • the method for determining the current driving mode of the vehicle described above is only an example, and in other feasible solutions, the current driving mode of the vehicle may also be determined based on the rate of change of the vehicle speed within a preset time. It can be understood that the preset time may be set according to actual needs, the rate of change of the vehicle speed may be a positive value or a negative value, and the rate of change may be compared with the preset rate of change.
  • the current driving mode of the vehicle is the constant-speed driving mode;
  • the vehicle can be considered to be in the acceleration driving mode;
  • the rate of change is negative and not within the preset rate of change range, the vehicle can be considered to be in the deceleration driving mode.
  • the current driving mode of the vehicle may also be determined based on other methods, which is not limited here.
  • the look-up table calculation is common knowledge in the field, and will not be repeated here; It is known that when the vehicle is in the deceleration driving mode, the required torque of the whole vehicle is -500Nm, wherein the negative sign only indicates the acceleration direction, which means that the vehicle is in the deceleration driving mode.
  • the electric drive noise distribution matrix includes the corresponding relationship among the target motor noise, target motor speed and target motor torque of each motor in the current driving mode.
  • the target motor noise, target motor speed and target motor torque of each motor have a one-to-one correspondence.
  • the rotational speed of the motor can be determined and changed according to the gear of the adjusted vehicle.
  • the sum of the torques of each motor is equal to the required torque of the entire vehicle.
  • step S106 can be completed based on the following steps:
  • step S106 can be completed based on the following steps:
  • the torque of each motor is allocated according to the preset allocation rule.
  • allocating the torque of each motor according to the preset allocation rule specifically includes:
  • the torque of each motor is allocated according to a preset torque ratio, wherein the torque ratio is the ratio of the torque of each motor to the required torque of the entire vehicle;
  • the torque distribution of each motor according to the preset distribution rules includes:
  • the torque of each motor is distributed according to the preset torque ratio, wherein the torque ratio is the ratio of the torque of each motor to the required torque of the whole vehicle.
  • the torque ratio of each motor can vary from 0 to 1.
  • the vehicle may include two motors, namely a first motor and a second motor, the first motor is used to drive the front wheels to rotate, and the second motor is used to drive the rear wheels to rotate.
  • the total noise of the vehicle is derived from the sum of the noise of the first motor and the noise of the second motor, which corresponds to different rotational speeds and torques under different working conditions.
  • the current running mode of the vehicle is the deceleration running mode as an example for description.
  • the required torque of the vehicle is -500Nm. It can be understood that the negative sign only indicates the direction of acceleration, that is, the vehicle is in the deceleration driving mode and the vehicle is in the 3rd gear.
  • the motor noise of the first motor is transmitted to the interior of the vehicle via the structural path and the air path, wherein, in the structural path, the motor noise of the first motor is transmitted to the interior of the vehicle from the front suspension, the front subframe and/or the body, and the front The frame and the body are rigidly connected, and the sound insulation performance is poor.
  • the motor noise of the first motor is transmitted to the interior of the vehicle via the cowl.
  • the motor noise of the second motor is also transmitted into the vehicle through the structural path and the air path, wherein, in the structural path, the second motor is transmitted to the vehicle from the rear suspension, the rear subframe and/or the body, and the rear The subframe and the body are connected flexibly, and the vibration isolation performance is good.
  • the second motor passes through the rear body and the acoustic package (a general term for various sound-absorbing, sound-insulating, shock-absorbing, and sealing components related to the NVH performance of the vehicle, such as the dash panel insulation, carpet, ceiling, holes, etc.) plug, etc.) into the vehicle. Therefore, due to the different paths of the first motor and the second motor transmitted to the interior of the vehicle, the sound insulation performance is also different.
  • the motor noise corresponding to different motor speeds can be obtained in a simulated deceleration driving mode.
  • the motor noise can be a 24th-order howling noise.
  • the motor noise diagram of the first motor is shown in FIG. 3
  • the motor noise diagram of the second motor is shown in FIG. 4 .
  • the horizontal solid line in FIG. 3 and FIG. 4 is the standard motor noise.
  • the motor noise below it can be considered that it will not affect the driving experience or riding experience of the driver or passenger and can be ignored, and the motor noise above the standard motor noise can be considered to affect the driving experience or riding experience of the driver or passenger. , it needs to be denoised and recorded as the target motor speed and target motor noise.
  • both the torque ratio of the first motor and the torque ratio of the second motor can be changed from 0 to 1, and the above torque ratio is only a preferred solution, which is not limited here.
  • this specification also provides another implementation manner of the noise control method, as shown in FIG. 5 .
  • Methods include:
  • S202 Determine the current running mode of the vehicle and the required torque of the entire vehicle in the current running mode of the vehicle.
  • the method further includes:
  • the preset mode is to perform a speed simulation test on the vehicle, and obtain the simulated vehicle driving mode when the test noise of each motor at different speeds is used to obtain the electric drive based on the test noise and the simulated test speed.
  • Noise allocation matrix is to say, it can be understood that the preset mode mentioned here is the running mode of the vehicle, including a constant speed running mode, an acceleration running mode and a deceleration running mode.
  • step S200 establishing the electric drive noise distribution matrix of the vehicle in the preset mode specifically includes:
  • the target motor noise can also be sorted according to a preset sorting rule, for example, the target motor noise can be sorted in ascending order. Motor noise is sorted,
  • a determining module for determining the current driving mode of the vehicle and the required torque of the entire vehicle in the current driving mode
  • the obtaining module is used to obtain the electric drive noise distribution matrix of the vehicle in the current driving mode, wherein the electric drive noise distribution matrix includes the correspondence between the target motor noise, target motor speed and target motor torque of each motor in the current driving mode relation;
  • the distribution module is used to distribute the torque of each motor according to the electric drive noise distribution matrix, wherein the sum of the torque of each motor is equal to the required torque of the whole vehicle.
  • the device also includes:
  • the establishment module is used to establish the electric drive noise distribution matrix of the vehicle in the preset travel mode before determining the current travel mode of the vehicle, wherein the travel mode of the vehicle includes: a constant speed travel mode, an acceleration travel mode or a deceleration travel mode.
  • the establishment module is specifically used for:
  • the electric drive noise distribution matrix is established.
  • the device further includes: a sorting module, configured to sort the target motor noise according to a preset sorting rule after taking the test noise of the target motor as the target motor noise of the target motor.
  • a sorting module configured to sort the target motor noise according to a preset sorting rule after taking the test noise of the target motor as the target motor noise of the target motor.
  • sorting module is specifically used for:
  • allocation module is specifically used for:
  • the torque of any target motor reaches its corresponding target motor torque
  • the torque of each motor is allocated according to a preset allocation rule.
  • allocation module is also specifically used for:
  • the torque of each motor is allocated according to the preset torque ratio, wherein the torque ratio is the ratio of the torque of each motor to the required torque of the whole vehicle;
  • the torque of each motor is distributed according to the preset torque ratio, wherein the torque ratio is the ratio of the torque of each motor to the required torque of the whole vehicle.
  • this specification also provides a computer device, the computer device includes a processor and a memory, and the memory stores at least one instruction, at least a program, a code set or an instruction set, at least one instruction, at least a program, and a code set. Or the instruction set is loaded and executed by the processor to implement the motor noise control method described above.
  • this specification also provides a computer storage medium, the computer storage medium includes a processor and a memory, and the memory stores at least one instruction, at least one program, code set or instruction set, at least one instruction, at least one program, The code set or instruction set is loaded and executed by the processor to implement the motor noise control method described above.
  • this manual can realize the noise reduction of the motor by adjusting the torque and avoid the motor speed with serious noise, thereby reducing the noise inside the car, the noise reduction effect is obvious, the implementation is simple and feasible, and the whole Other performance of the car has little impact.
  • modules and units included are only divided according to functional logic, but are not limited to the above division, as long as the corresponding functions can be realized; in addition, each module
  • the specific names of the units and units are only for the convenience of distinguishing from each other, and are not used to limit the protection scope of this specification.
  • the disclosed apparatus and method may be implemented in other manners.
  • the terminal embodiments described above are only illustrative.
  • the division of modules or units is only a logical function division. In actual implementation, there may be other division methods.
  • multiple units or components may be combined or Can be integrated into another system, or some features can be ignored, or not implemented.
  • the shown or discussed mutual coupling or direct coupling or communication connection may be through some interfaces, indirect coupling or communication connection of modules or units, and may be in electrical, mechanical or other forms.

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Abstract

本公开涉及降噪技术领域，具体公开了一种电机噪声控制方法、装置、计算机设备及存储介质。所述方法包括：确定车辆的当前行驶模式以及所述车辆在当前行驶模式下整车的需求扭矩；获取所述车辆在当前行驶模式下的电驱噪声分配矩阵，其中，所述电驱噪声分配矩阵包括当前行驶模式下，各电机的目标电机噪声、目标电机转速以及目标电机扭矩之间的对应关系；根据所述电驱噪声分配矩阵，调节每个电机的扭矩，其中，每个电机的扭矩之和等于整车的需求扭矩。本公开在不改变驱动机构的物理结构的基础上，通过调节扭矩，避开噪音严重的电机转速，从而实现电机降噪，进而降低车内噪声，降噪效果明显，实施简单可行，且对整车的其它性能影响小。

Description

一种电机噪声控制方法、装置、计算机设备及存储介质 技术领域
本公开涉及降噪技术领域，尤其涉及一种电机噪声控制方法、装置、计算机设备及存储介质。
背景技术
汽车在行驶的过程中，尤其是在加速或能量回收中，齿轮啸叫和电机啸叫均比较明显，以往的解决方法一般是通过结构优化降低噪声，例如：改变电机电磁力，齿轮修型，增加声学包，增加整车隔振等方案降低车内啸叫问题。
但是上述方法，需要改变驱动机构的机械结构，成本高，且降噪效果不明显。
发明内容
本公开要解决的技术问题是在不改变驱动机构的物理结构的前提下，实现汽车降噪。
为解决上述技术问题，本说明书公开了一种电机噪声控制方法，具体的，所述方法包括：
确定车辆的当前行驶模式以及所述车辆在当前行驶模式下整车的需求扭矩；
获取所述车辆在当前行驶模式下的电驱噪声分配矩阵，其中，所述电驱噪声分配矩阵包括当前行驶模式下，各电机的目标电机噪声、目标电机转速以及目标电机扭矩之间的对应关系；
根据所述电驱噪声分配矩阵，分配每个电机的扭矩，其中，每个电机的扭矩之和等于整车的需求扭矩。
进一步的，所述确定车辆的当前行驶模式之前，所述方法还包括：
建立所述车辆在预设行驶模式下的电驱噪声分配矩阵，其中，所述车 辆的行驶模式包括：匀速行驶模式、加速行驶模式或减速行驶模式。
在一些可实施的方案中，所述建立所述车辆在预设行驶模式下的电驱噪声分配矩阵包括：
获取预设行驶模式下，每个电机所对应的测试噪声；
获取所述测试噪声大于预设噪声的目标电机；
将所述目标电机的测试噪声作为所述目标电机的目标电机噪声；
根据所述目标电机噪声，获取与所述目标电机噪声对应的目标电机转速和目标电机扭矩后，建立电驱噪声分配矩阵。
进一步的，所述将所述目标电机的测试噪声作为所述目标电机的目标电机噪声之后，所述方法还包括：
按照预设排序规则对所述目标电机噪声进行排序。
在一些可实施的方案中，所述按照预设排序规则对所述目标电机噪声进行排序包括：
按照从小到大的顺序对所述目标电机噪声进行排序，或者，
按照从大到小的顺序对所述目标电机噪声进行排序。
在另一些可实施的方案中，根据所述电驱噪声分配矩阵，调节每个电机的扭矩包括：
在任意一个目标电机的转速或扭矩达到其所对应的目标电机转速时，按照预设分配规则分配每个电机的扭矩；
或者，
在任意一个目标电机的扭矩达到其所对应的目标电机扭矩时，按照预设分配规则分配每个电机的扭矩。
在另一些可实施的方案中，所述在任意一个电机的转速达到其所对应的目标电机转速时，按照预设分配规则分配每个电机的扭矩包括：
在任意一个目标电机的转速达到其所对应的目标电机转速时，按照预设扭矩比分配每个电机的扭矩，其中，所述扭矩比为每个电机的扭矩与整车的需求扭矩的比值；所述在任意一个目标电机的扭矩达到其所对应的目标电机扭矩时，按照预设分配规则分配每个电机的扭矩包括：
在任意一个目标电机的扭矩达到其所对应的目标电机扭矩时，按照预 设扭矩比分配每个电机的扭矩，其中，所述扭矩比为每个电机的扭矩与整车的需求扭矩的比值。
进一步的，本说明书还提供了一种电机噪声控制装置，所述装置包括：
确定模块，用于确定车辆的当前行驶模式以及所述车辆在当前行驶模式下整车的需求扭矩；
获取模块，用于获取所述车辆在当前行驶模式下的电驱噪声分配矩阵，其中，所述电驱噪声分配矩阵包括当前行驶模式下，各电机的目标电机噪声、目标电机转速以及目标电机扭矩之间的对应关系；
分配模块，用于根据所述电驱噪声分配矩阵，分配每个电机的扭矩，其中，每个电机的扭矩之和等于整车的需求扭矩。
进一步的，所述装置还包括：
建立模块，用于在确定车辆的当前行驶模式之前，建立所述车辆在预设行驶模式下的电驱噪声分配矩阵，其中，所述车辆的行驶模式包括：匀速行驶模式、加速行驶模式或减速行驶模式。
进一步的，所述建立模块具体用于：
获取预设行驶模式下，每个电机所对应的测试噪声；
获取所述测试噪声大于预设噪声的目标电机；
将所述目标电机的测试噪声作为所述目标电机的目标电机噪声；
根据所述目标电机噪声，获取与所述目标电机噪声对应的目标电机转速以及目标电机扭矩后，建立电驱噪声分配矩阵。
进一步的，所述装置还包括：排序模块，用于在将所述目标电机的测试噪声作为所述目标电机的目标电机噪声之后，按照预设排序规则对所述目标电机噪声进行排序。
进一步的，所述排序模块具体用于：
按照从小到大的顺序对所述目标电机噪声进行排序，或者，
按照从大到小的顺序对所述目标电机噪声进行排序。
进一步的，所述分配模块具体用于：
在任意一个目标电机的转速达到其所对应的目标电机转速时，按照预设分配规则分配每个电机的扭矩；
或者，
在任意一个目标电机的扭矩达到其所对应的目标电机扭矩时，按照预设分配规则分配每个电机的扭矩。
进一步的，所述分配模块还具体用于：
在任意一个目标电机的转速达到其所对应的目标电机转速时，按照预设扭矩比分配每个电机的扭矩，其中，所述扭矩比为每个电机的扭矩与整车的需求扭矩的比值；
或者，
在任意一个目标电机的扭矩达到其所对应的目标电机扭矩时，按照预设扭矩比分配每个电机的扭矩，其中，所述扭矩比为每个电机的扭矩与整车的需求扭矩的比值。
进一步的，本说明书还提供了一种计算机设备，所述计算机设备包括处理器和存储器，所述存储器中存储有至少一条指令、至少一段程序、代码集或指令集，所述至少一条指令、所述至少一段程序、所述代码集或指令集由所述处理器加载并执行以实现上述所述的电机噪声控制方法。
进一步的，本说明书还提供了一种计算机存储介质，所述计算机存储介质包括处理器和存储器，所述存储器中存储有至少一条指令、至少一段程序、代码集或指令集，所述至少一条指令、所述至少一段程序、所述代码集或指令集由所述处理器加载并执行以实现上述所述的电机噪声控制方法。
采用上述技术方案，本说明书所述的电机噪声控制方法、装置、计算机设备及存储介质具有如下有益效果：
本公开在不改变驱动机构的物理结构的基础上，通过调节扭矩，避开噪音严重的电机转速，从而实现电机降噪，进而降低车内噪声，降噪效果明显，实施简单可行，且对整车的其它性能影响小。
附图说明
为了更清楚地说明本说明书实施例中的技术方案，下面将对实施例描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅 仅是本说明书的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1是本说明书一种实施例所述的电机噪声控制方法的流程图；
图2是本说明书一种实施例所述的电机噪声传递路径示意图；
图3是本说明书一种实施例所述的第一电机的电机噪声示意图；
图4是本说明书一种实施例所述的第二电机的电机噪声示意图；
图5是本说明书另一种实施例所述的电机噪声控制方法的流程图；
图6是本说明书一种实施例所述的电驱噪声分配矩阵的建立方法的流程图；
图7是本说明书所述的电机噪声控制装置的结构框图。
具体实施方式
为了使本技术领域的人员更好地理解本说明书方案，下面将结合本说明书实施例中的附图，对本说明书实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本说明书一部分的实施例，而不是全部的实施例。基于本说明书中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都应当属于本说明书保护的范围。
此处所称的“一个实施例”或“实施例”是指可包含于本说明书至少一个实现方式中的特定特征、结构或特性。在本说明书的描述中，需要理解的是，本说明书的说明书和权利要求书及上述附图中的术语“第一”、“第二”、“第三”和“第四”等是用于区别不同对象，而不是用于描述特定顺序。此外，术语“包括”和“具有”以及它们任何变形，意图在于覆盖不排他的包含。例如包含了一系列步骤或单元的过程、方法、系统、产品或设备没有限定于已列出的步骤或单元，而是可选地还包括没有列出的步骤或单元，或可选地还包括对于这些过程、方法、产品或设备固有的其它步骤或单元。
为解决上述技术问题，本说明书公开了一种电机噪声控制方法，具体 的，如图1所示，图1示出了本说明书一种实施例所示的电机噪声控制方法的流程图，具体的，方法包括：
S102、确定车辆的当前行驶模式以及车辆在当前行驶模式下整车的需求扭矩。
具体的，车辆的行驶模式可以包括匀速行驶模式、加速行驶模式或减速行驶模式。
在一种可实施的方案中，可以根据踏板踩踏情况确定车辆的当前行驶模式。踏板包括刹车踏板和油门踏板，可以将由踩油门踏板改为踩刹车踏板时，或者，减小踩油门踏板的力度时，确定为车辆处于减速行驶模式；将由踩刹车踏板改为踩油门踏板时，或者，在加大踩油门踏板的力度时，确定为车辆处于加速行驶模式，将不改变踩踏油门的力度驱动车辆行驶时，确定为车辆处于匀速行驶模式。
可以理解的是，上述所介绍的确定车辆的当前行驶模式的方法仅是事例性说明，在其它可实施的方案中，还可以基于预设时间内车速的变化率确定车辆的当前行驶模式。可以理解的是，预设时间可以根据实际需求设定，车速的变化率可以为正值，也可以为负值，且可以将变化率与预设变化率进行比较。当变化率为正值，且在预设变化率的范围内时，或者，当变化率为负值，且在预设变化率范围内时，可以认为，车辆的当前行驶模式为匀速行驶模式；当变化率为正值，且不在预设变化率范围内时，可以认为车辆处于加速行驶模式；当变化率为负值，且不在预设变化率范围内时，可以认为车辆处于减速行驶模式。进一步的，也可以基于其它方式确定车辆的当前行驶模式，这里不做限定。
进一步的，根据当前车速和油门踏板开度查表计算出当前的驾驶时整车的需求扭矩，此处的查表计算为本领域的公知常识，在此不再赘述；例如经过查表计算得知，当车辆处于减速行驶模式时，整车的需求扭矩为-500Nm，其中，负号仅表示加速度方向，即表示车辆处于减速行驶模式。
S104、获取车辆在当前行驶模式下的电驱噪声分配矩阵。
具体的，电驱噪声分配矩阵包括当前行驶模式下，各电机的目标电机 噪声、目标电机转速以及目标电机扭矩之间的对应关系。
可以理解的是，车辆的电机可以为两个或多个。在电驱噪声分配矩阵中，每个电机的目标电机噪声、目标电机转速以及目标电机扭矩具有一一对应关系。电机的转速可以根据调节车辆的挡位确定并改变。
S106、根据电驱噪声分配矩阵，分配每个电机的扭矩。
具体的，每个电机的扭矩之和等于整车的需求扭矩。
在一种可实施的方案中，步骤S106可以基于以下步骤完成：
在任意一个目标电机的转速达到其所对应的目标电机转速时，按照预设分配规则分配每个电机的扭矩；
或者在另一种可实施的方案中，步骤S106可以基于以下步骤完成：
在任意一个目标电机的扭矩达到其所对应的目标电机扭矩时，按照预设分配规则分配每个电机的扭矩。
在一些可实施的方案中，在任意一个电机的转速达到其所对应的目标电机转速时，按照预设分配规则分配每个电机的扭矩具体包括：
在任意一个目标电机的转速达到其所对应的目标电机转速时，按照预设扭矩比分配每个电机的扭矩，其中，扭矩比为每个电机的扭矩与整车的需求扭矩的比值；
在任意一个目标电机的扭矩达到其所对应的目标电机扭矩时，按照预设分配规则分配每个电机的扭矩包括：
在任意一个目标电机的扭矩达到其所对应的目标电机扭矩时，按照预设扭矩比分配每个电机的扭矩，其中，扭矩比为每个电机的扭矩与整车的需求扭矩的比值。
可以理解的是，每个电机的扭矩比可以从0到1变化。
下面以一个具体的例子进行具体说明：
在本实施例中，车辆可以包括两个电机，分别为第一电机和第二电机，第一电机用于驱动前车轮转动，第二电机用于驱动后车轮转动。车辆的总噪声来源于第一电机的噪声和第二电机的噪声之和，在不同形式工况下对应着不同的转速和扭矩。
在本说明书中，以车辆的当前行驶模式为减速行驶模式为例进行说明。在该减速行驶模式下，车辆的整车的需求扭矩为-500Nm，可以理解的是，负号仅表示加速度的方向，即车辆处于减速行驶模式，且车辆处于3挡挡位。
在该3挡挡位，车辆减速行驶模式下，第一电机和第二电机的噪声传递路径如图2所示：
第一电机的电机噪声经由结构路径和空气路径传递至车内，其中，在结构路径中，第一电机的电机噪声由前悬置、前副车架和/或车身传递至车内，前副车架与车身为刚性连接，隔声性能较差。在空气路径中，第一电机的电机噪声经由前围传递至车内。
进一步的，第二电机的电机噪声也由结构路径和空气路径传递至车内，其中，在结构路径中，第二电机由后悬置、后副车架和/或车身传递至车内，后副车架与车身为柔性连接，隔振性能较好。在空气路径中，第二电机经由后车身及声学包(跟汽车NVH性能相关的各类吸音、隔音、减震、密封的部件的总称，例如，前围板隔热垫、地毯、顶棚、孔塞等)传递至车内。因此，由于第一电机和第二电机传递至车内的路径不同，隔声性能也不同。
进一步的，可以模拟减速行驶模式下，获取不同电机转速所对应的电机噪声，优选的，该电机噪声可以为24阶啸叫噪声。具体的，第一电机的电机噪声图如图3所示，第二电机的电机噪声图如图4所示，其中图3和图4中的横实线为标准电机噪声，在该标准电机噪声之下的电机噪声可以认为其并不会影响驾驶员或乘客的驾驶体验或乘坐体验，可以忽略不计，该标准电机噪声之上的电机噪声可以认为会影响驾驶员或乘客的驾驶体验或乘坐体验，需要对其进行降噪，并记为目标电机转速和目标电机噪声。
在获取到不同电机转速下的电机噪声后，绘制如表1所示的包括目标电机噪声、目标电机转速以及目标电机扭矩的电驱噪声分配矩阵，其中，每个电机的目标电机噪声、目标电机转速以及目标电机扭矩之间一一对应，其中，目标电机转速与目标电机扭矩代表着电机的当前形式工况点。
Figure PCTCN2020115556-appb-000001
表1
由图3、图4以及表1可以看出，第一电机在电机转速为1300rpm、2300rpm以及3200rpm时，或者第一电机在电机扭矩为600Nm、1000Nm、1500Nm时，电机噪声比较明显，第二电机在电机转速为1600rpm、4000rpm以及4300rpm时，或者第二电机在电机扭矩为800Nm、2000Nm、2500Nm时，电机噪声比较明显，需要对其进行降噪。因此，基于该电驱噪声分配矩阵，当该车辆处于减速行驶模式下时，可以在第一电机的转速达到1300rpm、2300rpm或3200rpm时，或者第一电机的电机扭矩到达600Nm、1000Nm或1500Nm时，重新分配第一电机和第二电机的扭矩，在整车的需求扭矩不变的情况下，减小第一电机的扭矩比，增大第二电机的扭矩比，例如将第一电机的扭矩比由原来的7/10减小为3/10，将第二电机的扭矩比由原来的3/10增大为7/10。也可以在第二电机的转速达到1600rpm、4000rpm或4300rpm时，或者在第二电机的电机扭矩达到800Nm、2000Nm或2500Nm时，重新分配第一电机和第二电机的扭矩，在整车的需求扭矩不变的情况下，增大第一电机的扭矩比，减小第二电机的扭矩比，例如将第一电机的扭矩比由原来的1/10增大为7/10，将第二电机的扭矩比由原来的9/10减小为3/10。
可以理解的是，第一电机的扭矩比和第二电机的扭矩比均可以在0～1中变化，上述的扭矩比仅是一种优选方案，这里不做限定。
可以理解的是，通过本说明书中的第一电机和第二电机的分配扭矩控制策略，可以在不降低整车的需求扭矩，仅降低不同电机的扭矩的比例，驱动工况不改变整车的需求扭矩供给，不影响整车的动力性，对电机驱动 的整体效率影响较小。
可以理解的是，上述所列举的电机的个数为2个仅是示例性说明，本说明书的电机噪音控制方法也可以应用在具有多个电机的车辆中，其原理相同，这里不再赘述。
在另一些可实施的方案中，本说明书还给出了噪声控制方法的另一种实施方式，具体如图5所示。方法包括：
S202、确定车辆的当前行驶模式以及车辆在当前行驶模式下整车的需求扭矩。
可以理解的是，在确定车辆的当前行驶模式之前，方法还包括：
S200、建立车辆在预设模式下的电驱噪声分配矩阵。
可以理解的是，该预设模式，是对车辆进行速度模拟测试，并获取不同速度下各电机的测试噪声时所模拟的车辆行驶模式，用于基于测试噪声以及所模拟的测试速度获取电驱噪声分配矩阵。即可以理解为，此处所说的预设模式即为车辆的行驶模式，包括匀速行驶模式、加速行驶模式和减速行驶模式。
具体的，如图6所示，在步骤S200中，建立车辆在预设模式下的电驱噪声分配矩阵具体包括：
S301、获取预设行驶模式下，每个电机所对应的测试噪声；
S303、获取测试噪声大于预设噪声的目标电机；
S305、将目标电机的测试噪声作为目标电机的目标电机噪声；
S307、根据目标电机噪声，获取与目标电机噪声对应的目标电机转速后以及目标电机扭矩后，建立电驱噪声分配矩阵。
进一步的，在其他可实施的方案中，将目标电机的测试噪声作为目标电机的目标电机噪声之后，还可以按照预设排序规则对目标电机噪声进行排序，例如：按照从小到大的顺序对目标电机噪声进行排序，
或者，
按照从大到小的顺序对目标电机噪声进行排序。
可以理解的是，通过对电机噪声进行排序，可以清晰的基于电机噪声顺序对各电机进行排序，从而能够更快速的确定每个电机所占据的扭矩比， 提高扭矩调节速率。
S204、获取车辆在当前行驶模式下的电驱噪声分配矩阵，其中，电驱噪声分配矩阵包括当前行驶模式下，各电机的目标电机噪声与目标电机转速之间的对应关系。
S206、根据电驱噪声分配矩阵，分配每个电机的扭矩，其中，每个电机的扭矩之和等于整车的需求扭矩。
可以理解的是，在该实施例中，未说明之处，可以参照上述实施例的说明。
进一步的，本说明书还提供了一种电机噪声控制装置，如图7所示，该装置包括：
确定模块，用于确定车辆的当前行驶模式以及车辆在当前行驶模式下整车的需求扭矩；
获取模块，用于获取车辆在当前行驶模式下的电驱噪声分配矩阵，其中，电驱噪声分配矩阵包括当前行驶模式下，各电机的目标电机噪声、目标电机转速以及目标电机扭矩之间的对应关系；
分配模块，用于根据电驱噪声分配矩阵，分配每个电机的扭矩，其中，每个电机的扭矩之和等于整车的需求扭矩。
进一步的，该装置还包括：
建立模块，用于在确定车辆的当前行驶模式之前，建立车辆在预设行驶模式下的电驱噪声分配矩阵，其中，车辆的行驶模式包括：匀速行驶模式、加速行驶模式或减速行驶模式。
进一步的，建立模块具体用于：
获取预设行驶模式下，每个电机所对应的测试噪声；
获取测试噪声大于预设噪声的目标电机；
将目标电机的测试噪声作为目标电机的目标电机噪声；
根据目标电机噪声，获取与目标电机噪声对应的目标电机转速以及目标电机扭矩后，建立电驱噪声分配矩阵。
进一步的，该装置还包括：排序模块，用于在将目标电机的测试噪声作为目标电机的目标电机噪声之后，按照预设排序规则对目标电机噪声进 行排序。
进一步的，排序模块具体用于：
按照从小到大的顺序对目标电机噪声进行排序，或者，
按照从大到小的顺序对目标电机噪声进行排序。
进一步的，分配模块具体用于：
在任意一个目标电机的转速达到其所对应的目标电机转速时，按照预设分配规则分配每个电机的扭矩；
或者，在任意一个目标电机的扭矩达到其所对应的目标电机扭矩时，按照预设分配规则分配每个电机的扭矩。
进一步的，分配模块还具体用于：
在任意一个目标电机的转速达到其所对应的目标电机转速时，按照预设扭矩比分配每个电机的扭矩，其中，扭矩比为每个电机的扭矩与整车的需求扭矩的比值；
或者，
在任意一个目标电机的扭矩达到其所对应的目标电机扭矩时，按照预设扭矩比分配每个电机的扭矩，其中，扭矩比为每个电机的扭矩与整车的需求扭矩的比值。
进一步的，本说明书还提供了一种计算机设备，该计算机设备包括处理器和存储器，存储器中存储有至少一条指令、至少一段程序、代码集或指令集，至少一条指令、至少一段程序、代码集或指令集由处理器加载并执行以实现上述所述的电机噪声控制方法。
进一步的，本说明书还提供了一种计算机存储介质，该计算机存储介质包括处理器和存储器，存储器中存储有至少一条指令、至少一段程序、代码集或指令集，至少一条指令、至少一段程序、代码集或指令集由处理器加载并执行以实现上述所述的电机噪声控制方法。
本说明书在不改变驱动机构的机械结构的基础上，通过调节扭矩，避开噪音严重的电机转速，从而实现电机降噪，进而降低车内噪声，降噪效果明显，实施简单可行，且对整车的其它性能影响小。
值得注意的是，上述装置及终端实施例中，所包括的各个模块和单元 只是按照功能逻辑进行划分的，但并不局限于上述的划分，只要能够实现相应的功能即可；另外，各模块和单元的具体名称也只是为了便于相互区分，并不用于限制本说明书的保护范围。
在本申请所提供的几个实施例中，应该理解到，所揭露的设备和方法，可以通过其它的方式实现。例如，以上所描述的终端实施例仅仅是示意性的，例如，模块或者单元的划分，仅仅为一种逻辑功能划分，实际实现时可以有另外的划分方式，例如多个单元或组件可以结合或者可以集成到另一个系统，或一些特征可以忽略，或不执行。另一点，所显示或讨论的相互之间的耦合或直接耦合或通信连接可以是通过一些接口，模块或单元的间接耦合或通信连接，可以是电性，机械或其它的形式。
以上所述仅为本说明书的较佳实施例，并不用以限制本说明书，凡在本说明书的精神和原则之内，所作的任何修改、等同替换、改进等，均应包含在本说明书的保护范围之内。

Claims (10)

  1. 一种电机噪声控制方法，其特征在于，所述方法包括，
    确定车辆的当前行驶模式以及所述车辆在当前行驶模式下整车的需求扭矩；
    获取所述车辆在当前行驶模式下的电驱噪声分配矩阵，其中，所述电驱噪声分配矩阵包括当前行驶模式下，各电机的目标电机噪声、目标电机转速以及目标电机扭矩之间的对应关系；
    根据所述电驱噪声分配矩阵，分配每个电机的扭矩，其中，每个电机的扭矩之和等于整车的需求扭矩。
  2. 根据权利要求1所述的电机噪声控制方法，其特征在于，所述确定车辆的当前行驶模式之前，所述方法还包括：
    建立所述车辆在预设行驶模式下的电驱噪声分配矩阵，其中，所述车辆的行驶模式包括：匀速行驶模式、加速行驶模式或减速行驶模式。
  3. 根据权利要求2所述的电机噪声控制方法，其特征在于，所述建立所述车辆在预设行驶模式下的电驱噪声分配矩阵包括：
    获取预设行驶模式下，每个电机所对应的测试噪声；
    获取所述测试噪声大于预设噪声的目标电机；
    将所述目标电机的测试噪声作为所述目标电机的目标电机噪声；
    根据所述目标电机噪声，获取与所述目标电机噪声对应的目标电机转速以及目标电机扭矩后，建立电驱噪声分配矩阵。
  4. 根据权利要求3所述的电机噪声控制方法，其特征在于，所述将所述目标电机的测试噪声作为所述目标电机的目标电机噪声之后，所述方法还包括：
    按照预设排序规则对所述目标电机噪声进行排序。
  5. 根据权利要求4所述的电机噪声控制方法，其特征在于，所述按照预设排序规则对所述目标电机噪声进行排序包括：
    按照从小到大的顺序对所述目标电机噪声进行排序，或者，
    按照从大到小的顺序对所述目标电机噪声进行排序。
  6. 根据权利要求1所述的电机噪声控制方法，其特征在于，根据所述电驱噪声分配矩阵，分配每个电机的扭矩包括：
    在任意一个目标电机的转速达到其所对应的目标电机转速时，按照预设分配规则分配每个电机的扭矩
    或者，
    在任意一个目标电机的扭矩达到其所对应的目标电机扭矩时，按照预设分配规则分配每个电机的扭矩。
  7. 根据权利要求6所述的电机噪声控制方法，其特征在于，所述在任意一个电机的转速达到其所对应的目标电机转速时，按照预设分配规则分配每个电机的扭矩包括：
    在任意一个目标电机的转速达到其所对应的目标电机转速时，按照预设扭矩比分配每个电机的扭矩，其中，所述扭矩比为每个电机的扭矩与整车的需求扭矩的比值；
    所述在任意一个电机的扭矩达到其所对应的目标电机扭矩时，按照预设分配规则分配每个电机的扭矩包括：。
    在任意一个目标电机的扭矩达到其所对应的目标电机扭矩时，按照预设扭矩比分配每个电机的扭矩，其中，所述扭矩比为每个电机的扭矩与整车的需求扭矩的比值。
  8. 一种电机噪声控制装置，其特征在于，所述装置包括：
    确定模块，用于确定车辆的当前行驶模式以及所述车辆在当前行驶模式下整车的需求扭矩；
    获取模块，用于获取所述车辆在当前行驶模式下的电驱噪声分配矩阵， 其中，所述电驱噪声分配矩阵包括当前行驶模式下，各电机的目标电机噪声、目标电机转速以及目标电机扭矩之间的对应关系；
    分匹配模块，用于根据所述电驱噪声分配矩阵，分配每个电机的扭矩，其中，每个电机的扭矩之和等于整车的需求扭矩。
  9. 一种计算机设备，其特征在于，所述计算机设备包括处理器和存储器，所述存储器中存储有至少一条指令、至少一段程序、代码集或指令集，所述至少一条指令、所述至少一段程序、所述代码集或指令集由所述处理器加载并执行以实现如权利要求1-7任一项所述的电机噪声控制方法。
  10. 一种计算机存储介质，其特征在于，包括处理器和存储器，所述存储器中存储有至少一条指令、至少一段程序、代码集或指令集，所述至少一条指令、所述至少一段程序、所述代码集或指令集由所述处理器加载并执行以实现如权利要求1-7任一项所述的电机噪声控制方法。
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