CN111931291B - Noise index decomposition method considering cost - Google Patents
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Abstract
The invention relates to a noise index decomposition method considering cost, which comprises the following steps: grading and carding the noise indexes; counting all levels of index data of n market mainstream vehicle types; respectively drawing the index data of each adjacent level of n market mainstream vehicle types into a curve to complete the trend analysis of indexes from the first level to the last level; obtaining target values of all levels of indexes according to the total noise indexes and trend analysis results input by the developed vehicle model; evaluating the scheme cost of each part or subsystem, and sequentially superposing the index costs of all levels until the total index noise cost of the developed vehicle type is obtained; and if the total noise cost of the vehicle to be developed is close to and lower than the trend line of the total noise cost of the mainstream vehicle in the market, taking the target value of each index of each level as the design value of each index of the developed vehicle. The invention can reasonably set cost budget for noise performance and ensure the balance of project performance and cost.
Description
Technical Field
The invention belongs to the technical field of noise development of a whole vehicle, and relates to a noise index decomposition method considering cost.
Background
At present, in the development process of many automobile enterprises, a project management department provides a product feature catalog for an NVH department, explains the basic positioning of a vehicle model to be developed and provides the most basic noise performance requirement. The NVH department can measure various NVH indexes of peer competitive model vehicles in 1-3 markets, the NVH indexes of the benchmarks are used as development targets of various specialties of the NVH department by methods of averaging, optimal value taking, contour line fitting and the like, and the indexes of partial vehicle enterprises are divided into three levels of 'finished vehicles, systems and components', but the indexes of various levels cannot be effectively linked in a scheme definition stage, so that the influence of the indexes of the next level on the indexes of the previous level is difficult to predict, and the waste phenomenon of unbalanced design and excessive design of individual subsystems or individual parts occurs. Furthermore, there is no way to make a cost budget for NVH.
In many practical cases, the influence of some schemes on the whole vehicle is less than 0.1dB, the influence is difficult to explain through tests and simulations, but the necessity can be indirectly explained through trend analysis of enough data. In addition, some schemes such as double-bubble sealing strips have high trial-manufacturing cost, long period and easy assembly problem caused by replacement, but the necessity of the schemes can be indirectly explained by trend analysis through enough data.
With the development of technology and the increasing competition among vehicles and enterprises, the development cycle of automobiles presents a tendency of shortening, and various large automobile manufacturers pay more attention to the work in the design stage, so that the decomposition of noise indexes is more important.
Disclosure of Invention
The invention aims to provide a noise index decomposition method considering cost.
In order to solve the above technical problem, the noise index decomposition method considering the cost of the present invention includes the following steps:
step one, index combing: the noise indexes are graded and combed, the next grade of indexes related to each grade of indexes are filled under each grade of indexes, N grade noise index combing results are obtained, and N is more than or equal to 3 and less than or equal to 5;
step two, performance statistics: counting all levels of index data of n market mainstream vehicle types, wherein n is more than or equal to 5;
step three, trend analysis: respectively drawing the index data of each adjacent level of N market mainstream vehicle types into a curve, and gradually completing the trend analysis from a first-level index to an Nth-level index;
step four, index decomposition: obtaining recommended values of various indexes of each level according to the total developed vehicle type input noise indexes and vehicle type trend analysis results obtained in the third step; adjusting the recommended value within the range of +/-10% to obtain a target value;
step five, scheme cost: defining a reference scheme of each part or subsystem, and evaluating the difference value of the scheme to be adopted by the corresponding Nth-level index and the reference scheme cost as the scheme cost of each part or subsystem;
step six, cost superposition: superposing the scheme costs of all parts and subsystems to obtain the N-1 level index cost; and sequentially superposing the index costs of all levels to obtain the index cost of the previous level until the total index noise cost of the developed vehicle type is obtained.
Step seven, cost analysis: fitting the noise total cost of n market mainstream vehicle types and a first-level index thereof into a curve, drawing the position of the noise total cost of the to-be-developed vehicle type, performing cost analysis, and if the position of the noise total cost of the to-be-developed vehicle type is close to and lower than the trend line of the noise total cost of the market mainstream vehicle types, taking the target value of each level index as the finally determined design value of each level index of the developed vehicle type; otherwise, adjusting the target value of one or more indexes, repeating the fifth step to the seventh step until the position of the total noise cost is close to and lower than the main market trend line, and taking the target value of each index at each level as the finally determined design value of each index of the developed vehicle type.
In the first step, N =4, the first-level index is a total index, the second-level index is a typical working condition noise index, the third-level index is professional noise, and the fourth-level index is a scheme cost index of a part or a subsystem.
The total index is a noise comprehensive score obtained by weighted summation of a secondary index of 120km/h noise, 60km/h noise and brake noise; the weights of the 120km/h noise, the 60km/h noise and the brake noise are respectively set to be 0.2-0.4; 0.4 to 0.6;0.05 to 0.1.
And in the fourth step, the recommended value is adjusted according to the item product feature catalog to obtain the target value.
And in the fourth step, the recommended value is adjusted according to the self capability characteristic to obtain the target value.
In the fourth step, the recommended value is adjusted according to the supplier system to obtain the target value.
In the fourth step, when the indexes at the same level conflict, the better value is reserved as the target value, and the worse value is discarded.
In the step one, N =3, the primary index is a total index, the secondary index is a professional index, and the tertiary index is a scheme cost index of the part or the subsystem.
In the first step, N =5, the first-level index is a total index, the second-level index is a whole vehicle index, the third-level index is a professional first-level index, the fourth-level index is a professional second-level index, and the fifth-level index is a scheme cost index of the part or the subsystem.
The invention aims to provide a noise index decomposition method considering cost, which comprises the steps of firstly expanding a few same-level benchmarking vehicles to multi-level multi-market mainstream benchmarking vehicles, then dividing the indexes into a plurality of levels to be counted one by one, then gradually decomposing from a large index to a small index through a statistical trend analysis method, and adjusting by considering factors such as project special requirements, self development capacity, supplier capacity systems and the like. And setting a reference scheme in the minimum scheme indexes, defining scheme cost through the cost difference with the reference scheme, counting cost budget from small to large, comparing with a standard vehicle, and finally determining each level of indexes. The invention relates the indexes of each level dispersion, carries out index decomposition, reasonably establishes cost budget for noise performance, and can ensure the balance of project performance and cost.
Drawings
FIG. 1 is a flow chart of the present invention.
FIG. 2 is a graph of the results of a four-level index grading comb.
FIG. 3 is a statistical chart of index data of each level of n market mainstream vehicle types.
Fig. 4a, 4b, and 4c are a data relationship curve of a first-level index and a second-level index, a data relationship curve of a second-level index and a third-level index, and a data relationship curve of a third-level index and a fourth-level index, respectively.
FIG. 5 is a statistical chart of recommended values of various indexes at each level.
Fig. 6 is a schematic diagram of the recommended values of the indexes at each level, the reference scheme, and the scheme cost statistics.
FIG. 7 is a graph of the trend line of the total noise cost of the mainstream vehicle models in the market and the total noise cost of the vehicle models to be developed.
Detailed Description
The noun explains:
(1) Sound pressure level: the base 10 logarithm of the ratio of the given sound pressure to the reference sound pressure is multiplied by 20 in decibels.
(2) Airtightness: the volume of air leaking in unit time under certain pressure difference between the inside and the outside of the vehicle.
(3) Loudness: also known as volume. The sound intensity sensed by human ears is a subjective perception of the sound intensity. Unit Song (sone)
(4) Noise reduction amount: the degree of noise reduction, expressed in decibels, is a combination of the impact on the sound insulation and absorption performance of a system.
(5) Loss factor: also known as the loss factor, damping factor or internal loss or loss tangent, is the ratio of the energy dissipated per cycle to the maximum stored energy over a cycle.
Example 1: the noise figure is classified into 4 levels.
As shown in fig. 1, the noise index decomposition method considering the cost of the present invention includes the following steps:
step one, index combing: the noise indexes are graded and combed, and the next grade of indexes related to each grade of indexes are filled under each grade of indexes; since one index may be related to a plurality of indexes of the previous stage, a certain index in the same stage may repeatedly appear, for example, as shown in fig. 2, the noise reduction amount of the body of the three-stage index is related to the noise of 120km/h of the two-stage index and 60km/h of the two-stage index, and thus repeatedly appears twice.
Primary indexes are as follows: the total index is a noise comprehensive score obtained by weighting and summing subjective and objective evaluation results of noise under multiple working conditions of one vehicle; as shown in FIG. 2, the total index is a noise comprehensive score obtained by weighted summation of 120km/h noise, 60km/h noise and brake noise; setting 120km/h noise, 60km/h noise and brake noise according to NVH feeling importance by NVH vehicle evaluators with reference to market vehicle type user complaint conditions, such as JDpower user satisfaction survey and the like; the noise of 120km/h, the noise of 60km/h and the brake noise are respectively set to be 0.2-0.4 in general; 0.4 to 0.6;0.05 to 0.1.
Secondary indexes are as follows: the whole vehicle index is a noise index of typical working conditions of a user, and comprises 120km/h noise, 60km/h noise and brake noise;
and (3) three-level indexes: professional index, is the overall performance level of the respective professional noise, e.g. sealing professional, airtight noise 150m 3 The wind noise is professional, and the wind tunnel loudness is 19sone; corresponding to the noise of 120km/h, the sound insulation is professional, and the noise reduction of the vehicle body is 24dB;
four-stage indexes: the specific scheme index is the specific scheme index in the aspects of adopted parts, subsystems and the like; for example, in fig. 2 and 3, the door weather strip bubble type adopts double bubbles.
Step two, performance statistics: counting all levels of index data of n market mainstream vehicle types, wherein n is more than or equal to 5, the maximum is unlimited, and the more the n is, the better the n is; as shown in fig. 3.
Step three, trend analysis: respectively drawing index data of each adjacent level of n market mainstream vehicle types into curves, gradually completing trend analysis from a first-level index to a fourth-level index, as shown in fig. 4a, 4b and 4c, developing a vehicle type with a first-level index total score of 7.5, wherein according to the condition of the market mainstream vehicle types, the noise target of a second-level index of 120km/h should be about 64.2dB (a), then analyzing the wind tunnel loudness of the third-level index of about 17.7sone, and then analyzing the front door glass loss factor of the fourth-level index of about 0.28; the market mainstream vehicle type refers to a vehicle type with a large sale amount in the market, comprises a plurality of levels, and can be regarded as a development reference vehicle type with more comprehensive and wider development vehicle type.
Step four, index decomposition: obtaining recommended values of all levels of indexes according to the total developed vehicle type input noise indexes and the vehicle type trend analysis result obtained in the third step; by combining the factors such as the item product feature catalog, the capability features of the item product, the supplier system, etc., the recommended value can be properly adjusted to obtain the target values of the indexes of each level, and when the indexes of the same level conflict, the better value is retained as the target value, and the worse value is discarded, for example, as shown in fig. 5: the recommended value of the brake noise is 7.5 points, but the requirement on the brake noise in the product feature catalog is low, and the target value can be 7.25 points; the recommended value of the sealing professional trend analysis is 160m 3 The sealing professional technique is outstanding, and the target value can be set to 120m by combining the self-ability 3 H; the loss factor of the front door glass is 0.28, but the supplier only has glass with two specifications of 0.32 and 0.13, and the target value can be positioned to be 0.32 by combining with a supplier system; the sound insulation professional vehicle body noise reduction amount is 24dB corresponding to 120km/h noise, and the sound insulation professional vehicle body noise reduction amount is 23dB corresponding to 60km/h noise, and the target value can be determined to be 24dB.
Step five, scheme cost: a baseline solution for each part or subsystem is defined and the difference between the cost of each solution to be used and the baseline solution is evaluated as the solution cost (NVH cost) for each part or subsystem, as shown in fig. 6. For example, automobile glass has sound insulation performance, but the actual purchase cost of the automobile glass contains many factors of the glass, such as addition of a sound insulation PVB film, high-grade color, HUD function, heating function and the like, the cost caused by all the factors should not be classified as NVH cost, and therefore the actual purchase cost of the glass should not be regarded as NVH cost. In this case, the cheapest tempered glass is used as a reference, and the basic layout of one car is considered, and the price difference between the acoustic glass and the tempered glass is used as the layout cost. No matter how small the difference is, it can be regarded as NVH cost.
Step six, cost superposition: aiming at any specialty, overlapping the scheme costs of all parts and subsystems corresponding to the specialty (namely, the three-level index) to obtain the specialty cost; superposing all professional costs corresponding to any secondary index (namely the noise index of the typical working condition of the user) to obtain the noise cost corresponding to the secondary index; and superposing the noise costs corresponding to all the secondary indexes to obtain the total noise cost of the developed vehicle type.
Step seven, cost analysis: fitting the total noise cost of n market mainstream vehicle types and the first-level indexes thereof into a curve, drawing the positions of the to-be-developed vehicle types, and carrying out cost analysis, wherein as shown in fig. 7, the positions of the total noise cost of the to-be-developed vehicle types are close to and lower than the trend line of the total noise cost of the market mainstream vehicle types, which shows that the cost budget is reasonable and has advantages, and the target values of all levels of indexes can be used as the finally determined design values of all levels of indexes of the developed vehicle types. If the noise total cost is not reasonable, the target value of one or more indexes is locally adjusted, and the fifth step to the seventh step are repeated until the cost budget meets the requirement of developing the vehicle type (namely the position of the noise total cost is close to and lower than the main market trend line). At the moment, the performance and the cost of the scheme reach a balance, the scheme is reasonable, and the target values of all indexes of all levels can be used as the finally determined design values of all indexes of the developed vehicle type.
Example 2: the noise index is divided into 3 grades; the first-level index is a total index, the second-level index is a professional index, and the third-level index is a scheme cost index of parts or subsystems.
The noise index decomposition method considering the cost comprises the following steps:
step one, index combing: grading and carding the noise indexes, and filling the next grade of indexes related to each grade of indexes under each grade of indexes;
primary indexes are as follows: and (4) total indexes.
Secondary indexes are as follows: the professional index is the overall performance level of each professional noise.
And (3) three-level indexes: specific scheme indexes of parts and subsystems are adopted.
Step two, performance statistics: counting all levels of index data of n market mainstream vehicle types, wherein n is more than or equal to 5, the maximum is unlimited, and the more the n is, the better the n is; as shown in fig. 3.
Step three, trend analysis: and respectively drawing the index data of each adjacent level of the n main vehicle types in the market into a curve, and gradually completing the trend analysis from the first-level index to the third-level index.
Step four, index decomposition: obtaining recommended values of all levels of indexes according to the total developed vehicle type input noise indexes and the vehicle type trend analysis result obtained in the third step; the recommended value can be properly adjusted to obtain the target value of each index of each level by combining factors such as project product characteristic catalogs, self capability characteristics, supplier systems and the like, and when the indexes of the same level conflict, a better value is reserved as the target value, and a worse value is discarded.
Step five, scheme cost: defining a benchmark solution for each part or subsystem, evaluating the difference between the cost of each solution to be adopted and the benchmark solution as the solution cost (NVH cost) of each part or subsystem,
step six, cost superposition: aiming at any specialty, the scheme costs of all parts and subsystems corresponding to the specialty (namely, the secondary index) are superposed to obtain the professional cost; and (4) superposing all the professional costs correspondingly to the first-level indexes to obtain the total noise cost of the developed vehicle type.
Step seven, cost analysis: fitting the total noise cost of n market mainstream vehicle types and the first-level indexes thereof into a curve, drawing the positions of the to-be-developed vehicle types, and carrying out cost analysis, wherein as shown in fig. 7, the positions of the total noise cost of the to-be-developed vehicle types are close to and lower than the trend line of the total noise cost of the market mainstream vehicle types, which shows that the cost budget is reasonable and has advantages, and the target values of all levels of indexes can be used as the finally determined design values of all levels of indexes of the developed vehicle types. If the noise total cost is not reasonable, the target value of one or more indexes is locally adjusted, and the fifth step to the seventh step are repeated until the cost budget meets the requirement of developing the vehicle type (namely the position of the noise total cost is close to and lower than the main market trend line). At the moment, the performance of the scheme and the cost of the scheme reach a balance, the scheme is reasonable, and the target values of all levels of indexes can be used as the finally determined design values of all levels of indexes of the developed vehicle type.
Example 3: the noise index is divided into 5 grades; the first-level index is a total index, the second-level index is a finished automobile index, the third-level index is a professional first-level index, the fourth-level index is a professional second-level index, and the fifth-level index is a scheme cost index of the part or the subsystem.
For example, professional first-level indexes such as air tightness whole vehicle leakage amount not higher than 150m 3 The second-level professional index is that the sealing strip of the small part of the sealing strip of the vehicle door is not higher than 40m 3 /h。
The noise index decomposition method considering the cost comprises the following steps:
step one, index combing: the noise indexes are graded and combed, and the next grade of indexes related to each grade of indexes are filled under each grade of indexes;
primary indexes are as follows: the total index is a noise comprehensive score obtained by weighted summation of subjective and objective evaluation results of noise under multiple working conditions of one vehicle; as shown in FIG. 2, the total index is a noise comprehensive score obtained by weighted summation of 120km/h noise, 60km/h noise and brake noise; setting 120km/h noise, 60km/h noise and brake noise according to NVH feeling importance by NVH vehicle evaluators with reference to market vehicle type user complaint conditions, such as JDpower user satisfaction survey and the like; the noise of 120km/h, the noise of 60km/h and the braking noise are respectively set to be 0.2-0.4 in general; 0.4 to 0.6;0.05 to 0.1.
Secondary indexes are as follows: the whole vehicle index is a noise index of typical working conditions of a user, and comprises 120km/h noise, 60km/h noise and brake noise;
and (3) three-level indexes: the professional first-level index refers to an index output by a whole vehicle professionally, such as the sound insulation of a vehicle body and the suspension vibration isolation rate.
Four-level index: professional secondary indexes refer to professional internal control indexes such as floor sound insulation and suspension bracket modes.
Grade five indexes: the specific scheme index is the specific scheme index in the aspects of adopted parts, subsystems and the like; for example, in fig. 2 and 3, the door weather strip bubble type adopts double bubbles.
Step two, performance statistics: counting all levels of index data of n market mainstream vehicle types, wherein n is more than or equal to 5, the maximum is unlimited, and the more the n is, the better the n is; as shown in fig. 3.
Step three, trend analysis: and respectively drawing the index data of each adjacent level of the n main vehicle types in the market into a curve, and gradually completing the trend analysis from the first-level index to the fifth-level index.
Step four, index decomposition: obtaining recommended values of various indexes of each level according to the total developed vehicle type input noise indexes and vehicle type trend analysis results obtained in the third step; by combining factors such as item product feature catalogs, self capability features, supplier systems and the like, the recommended values can be properly adjusted to obtain target values of all indexes of all levels, and when the indexes of the same level conflict, a better value is reserved as the target value, and a worse value is abandoned.
Step five, scheme cost: defining a benchmark solution for each part or subsystem, and evaluating the difference value of the solution to be adopted and the benchmark solution as the solution cost (NVH cost) of each part or subsystem.
Step six, cost superposition: aiming at any specialty, the scheme costs of all parts and subsystems corresponding to the second level (namely the fourth level index) of the specialty are superposed to obtain the second level cost of the specialty; superposing all professional second-level costs corresponding to any three-level index to obtain the noise cost corresponding to the three-level index; and superposing the noise costs corresponding to all the three-level indexes to obtain the noise cost corresponding to the second-level index, and superposing the noise cost corresponding to the second-level index to obtain the total noise cost of the developed vehicle type.
Step seven, cost analysis: fitting the total noise cost of n market mainstream vehicle types and a first-level index thereof into a curve, drawing the position of a vehicle type to be developed, and performing cost analysis, wherein as shown in fig. 7, the position of the total noise cost of the vehicle type to be developed is close to and lower than a trend line of the total noise cost of the market mainstream vehicle types, which shows that the cost budget is reasonable and has advantages, and the target values of all levels of indexes can be used as the finally determined design values of all levels of indexes of the developed vehicle type. If the noise is not reasonable, the target value of one or more indexes is locally adjusted, and the fifth step to the seventh step are repeated until the cost budget meets the requirement of developing the vehicle type (namely the position where the total noise cost is close to and lower than the main stream trend line of the market). At the moment, the performance and the cost of the scheme reach a balance, the scheme is reasonable, and the target values of all indexes of all levels can be used as the finally determined design values of all indexes of the developed vehicle type.
Claims (9)
1. A noise index decomposition method considering cost is characterized by comprising the following steps:
step one, index combing: the noise indexes are graded and combed, the next grade of indexes related to the noise indexes are filled below each grade of indexes to obtain N grade of noise index combing results, wherein N is more than or equal to 3 and less than or equal to 5;
step two, performance statistics: counting all levels of index data of n market mainstream vehicle types, wherein n is more than or equal to 5;
step three, trend analysis: respectively drawing the index data of each adjacent level of N main market vehicle types into a curve, and gradually completing the trend analysis from a first-level index to an Nth-level index;
step four, index decomposition: obtaining recommended values of various indexes of each level according to the total developed vehicle type input noise indexes and vehicle type trend analysis results obtained in the third step; adjusting the recommended value within the range of +/-10% to obtain a target value;
step five, scheme cost: defining a reference scheme of each part or subsystem, and evaluating the difference value between the scheme to be adopted of the corresponding Nth-level index and the cost of the reference scheme as the scheme cost of each part or subsystem;
step six, cost superposition: superposing the scheme costs of all parts and subsystems to obtain the N-1 level index cost; sequentially superposing the index costs of all levels to obtain the index cost of the previous level until the total index noise cost of the developed vehicle type is obtained;
step seven, cost analysis: fitting the noise total cost of n market mainstream vehicle types and a first-level index thereof into a curve, drawing the position of the noise total cost of the to-be-developed vehicle type, performing cost analysis, and if the position of the noise total cost of the to-be-developed vehicle type is close to and lower than the trend line of the noise total cost of the market mainstream vehicle types, taking the target value of each level index as the finally determined design value of each level index of the developed vehicle type; otherwise, adjusting the target value of one or more indexes, repeating the fifth step to the seventh step until the position of the noise total cost is close to and lower than the main stream trend line of the market, and taking the target value of each index of each level as the finally determined design value of each index of each level of the developed vehicle type.
2. The method according to claim 1, wherein in the first step, N =4, the first level indicator is a total indicator, the second level indicator is a typical working condition noise indicator, the third level indicator is professional noise, and the fourth level indicator is a scheme cost indicator of a component or a subsystem.
3. The method of claim 2, wherein the total index is a noise integrated score obtained by weighted summation of a secondary index of 120km/h noise, 60km/h noise and brake noise; the weights of the 120km/h noise, the 60km/h noise and the braking noise are respectively set to be 0.2-0.4; 0.4 to 0.6;0.05 to 0.1.
4. The method according to claim 1, wherein in the fourth step, the recommended value is adjusted according to the item product feature list to obtain the target value.
5. The method according to claim 1, wherein in the fourth step, the recommended value is adjusted according to the self-ability characteristics to obtain the target value.
6. The method according to claim 1, wherein in the fourth step, the recommended value is adjusted according to a supplier system to obtain the target value.
7. The method as claimed in claim 1, wherein in the fourth step, when the indexes of the same level conflict, a better value is retained as a target value, and a worse value is discarded.
8. The method according to claim 1, wherein in the first step, N =3, the primary index is a total index, the secondary index is a professional index, and the tertiary index is a cost index of the component or subsystem.
9. The method according to claim 1, wherein in the first step, N =5, the first-level index is a total index, the second-level index is a whole vehicle index, the third-level index is a professional first-level index, the fourth-level index is a professional second-level index, and the fifth-level index is a scheme cost index of a component or a subsystem.
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