CN111993847B - Tire parameter optimization method based on whole vehicle road noise performance improvement - Google Patents
Tire parameter optimization method based on whole vehicle road noise performance improvement Download PDFInfo
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Abstract
The invention provides a tire parameter optimization method based on whole vehicle road noise performance improvement, which comprises the following steps of: calculating the NVH road surface power spectral density; establishing a real physical tire model; building a sound-solid coupling model of the whole vehicle; acquiring the noise and vibration response of the whole vehicle under the initial design scheme of the tire; building a tire model sample pool; constructing a display mathematical relation between key physical parameters of the tire and full-band noise and vibration response of a whole vehicle measuring point; defining and solving a tire optimization problem to obtain a measuring point noise response optimization value; linearizing the tire model corresponding to the optimized design scheme, and then simulating to obtain a finished automobile measuring point noise and vibration response simulation result; generating a supplementary sample point and adding the supplementary sample point into a tire model sample pool; and calculating the error between the full-band noise optimization value and the simulation value of the whole vehicle measuring point. The method effectively realizes the optimization design of the key physical parameters of the tire for improving the noise, vibration and harshness (NVH) of the whole vehicle, reduces the trial-manufacture turns of the tire and the trial times of the whole vehicle, saves the cost and shortens the research and development period.
Description
Technical Field
The invention belongs to the technical field of automobile NVH, and particularly relates to a tire parameter optimization method based on whole vehicle noise performance improvement.
Background
The NVH (Noise, vibration, harshness) performance of the automobile is the most direct feeling of the user to the whole automobile product, and the level reflects the manufacturing quality of the automobile and determines the market trend of the product. The NVH problem is always one of the major concerns in the domestic and foreign automobile industry. The road noise is the vibration and noise mainly generated by body plates in a carriage and is mainly reflected in low and medium frequency bands because tires are excited by road surface unevenness of about 5-60 Hz, and the uncomfortable feeling of users is very easy to cause. For an electric automobile, the contribution of road noise to the noise level of the whole automobile is more prominent because of no existence of engine excitation noise. The development of an effective vibration and noise reduction technology has important significance for improving the sensory experience of users and improving the core competitiveness of products.
Since the excitation source cannot be optimized, the whole vehicle road noise performance can be improved only by improving the transmission path. Most of the current research objects are vehicle body structures, bushings, damping fins, and the like on transmission paths. In addition to the design of the vehicle itself, tires, which are the only important components of the vehicle in contact with the road surface, contribute significantly to the road noise response in the transmission path. Under the conditions of determining the structure of the automobile and the like, the whole-automobile full-frequency-band road noise performance can be further improved through matching and optimization of tires. However, the current research mainly examines the NVH characteristics of the tire, such as natural frequency, damping ratio and the like from the angles of the tire structure, the use condition and the like, cannot establish the relationship between the tire and the road noise response of the whole vehicle, and how to quantify the contribution of the adjustment of the key physical parameters of the tire to the vibration and noise reduction of the whole vehicle so as to assist the design of the tire is yet to be researched.
Disclosure of Invention
In view of the above, the present invention aims to provide a tire parameter optimization method based on the whole vehicle road noise performance improvement, so as to solve the above-mentioned problems.
In order to achieve the purpose, the technical scheme of the invention is realized as follows:
the tire parameter optimization method based on the whole vehicle road noise performance improvement comprises the following steps:
A. calculating NVH road surface power spectral density;
B. establishing a real physical tire model;
C. building a sound-solid coupling model of the whole vehicle;
D. acquiring the whole vehicle noise and vibration response under the initial design scheme of the tire based on the simulation of a real physical tire model;
E. building a tire model sample pool through parameter combination;
F. constructing a display mathematical relation between key physical parameters of the tire and full-band noise and vibration response of a whole vehicle measuring point based on the agent model;
G. defining and solving a tire optimization problem to obtain a measuring point noise response optimization value;
H. linearizing the tire model corresponding to the optimized design scheme, and then simulating to obtain a finished automobile measuring point noise and vibration response simulation result;
I. generating a supplementary sample point and adding the supplementary sample point into a tire model sample pool;
J. calculating the error between the full-band noise optimization value and the simulation value of the whole vehicle measuring point; if the error meets the requirement, the tire model meets the requirement and the optimization design is finished; and if the error does not meet the requirement, updating the proxy model based on the sample point database after point addition, and performing optimized solution until the error meets the requirement.
Further, in the step a, after the elevation information of the test field NVH road is obtained through real vehicle road surface laser scanning, the road surface power spectral density is calculated in NVH simulation software.
Further, static, steady-state and dynamic tests of the tire are carried out in the step B, tire parameters are reversely solved through comparison of simulation and test curves, and a real 3D nonlinear physical tire model is established.
Further, a finite element model of each sub-assembly of the whole vehicle is established in the step C, an acoustic cavity model is established based on the TB vehicle body model, and the sub-assemblies are connected together through a lining to establish a sound-solid coupling simulation model of the whole vehicle.
And further, in the step D, a real 3D physical tire model is led in, the model is assembled into a whole vehicle sound-solid coupling model after linearization, the NVH road surface PSD is led in an NVHD module, a simulation working condition is defined, a whole vehicle road noise simulation environment is set up, initial calculation analysis is carried out, and measuring point noise and vibration response are obtained.
Furthermore, in the step E, tire models under different key physical parameter combinations are extracted as sample points based on a test design method, and corresponding noise and vibration responses of the vehicle measuring points are obtained through simulation and stored in a sample pool database.
Further, in the step G, key physical parameters of the tire are used as design variables, full-frequency noise of a measuring point of the whole vehicle is minimized as an optimization target, vibration response of the measuring point is no less than initial design and is used as a constraint function, a proxy model optimization problem mathematical model is constructed, and an advanced optimization algorithm is adopted to solve the proxy model optimization problem to obtain a tire optimization design scheme.
Further, in the step H, the tire model corresponding to the optimized design scheme is led into an NVHD module to be linearly assembled on the whole vehicle for road noise simulation, and a full-band driver external ear sound pressure level root mean square corresponding to the tire optimized scheme, and a steering wheel 12 point, a driver pedal and a seat rail 3 directional combined acceleration root mean square are obtained through Hyperview software post-processing.
Further, in the step I, supplementary tire sample points are generated based on a boundary and optimal neighborhood searching method, tire models corresponding to the supplementary points are led into an NVHD module to be linearly assembled on the whole vehicle for simulation to obtain noise and vibration responses, and the noise and vibration responses are added into a sample pool database.
Further, in the step J, the error between the full-band driver external ear sound pressure level root mean square optimization value corresponding to the tire optimization scheme and the simulation value is calculated, if the error meets the requirement, the optimization precision meets the requirement, the optimization iteration is finished, and the tire model is output; and if the error does not meet the requirement, updating the RBF proxy model based on the sample pool database after the point addition, and performing optimized solution until the error meets the requirement.
Compared with the prior art, the tire parameter optimization method based on the whole vehicle road noise performance improvement has the following advantages:
according to the tire parameter optimization method based on the whole vehicle road noise performance improvement, the optimization design of the key physical parameters of the tire for improving the whole vehicle road noise NVH is effectively realized through high-efficiency high-precision simulation, the trial-manufacture wheel number of the tire and the whole vehicle road trial number are reduced, the capital and time cost is saved, and the research and development period is shortened; the requirement on engineering experience of designers is low, the human resource cost is saved to a certain extent, and the research and development cost is reduced.
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The accompanying drawings, which are included to provide a further understanding of the invention, illustrate embodiments of the invention and together with the description serve to explain the invention and do not constitute a limitation of the invention. In the drawings:
fig. 1 is a flowchart of a tire parameter optimization method based on whole vehicle road noise performance improvement according to an embodiment of the present invention.
Detailed Description
It should be noted that the embodiments and features of the embodiments may be combined with each other without conflict.
The present invention will be described in detail below with reference to the accompanying drawings in conjunction with embodiments.
As shown in fig. 1, the method for optimizing tire parameters based on the performance improvement of the whole vehicle road noise comprises the following steps:
A. calculating the NVH road surface power spectral density;
B. establishing a real physical tire model;
C. building a sound-solid coupling model of the whole vehicle;
D. acquiring the whole vehicle noise and vibration response under the initial design scheme of the tire based on the simulation of a real physical tire model;
E. building a tire model sample pool through parameter combination;
F. and constructing a display mathematical relation between key physical parameters of the tire and full-band noise and vibration response of a whole vehicle measuring point based on the proxy model.
G. Defining and solving a tire optimization problem to obtain a measuring point noise response optimization value;
H. and (5) linearizing the tire model corresponding to the optimized design scheme, and then simulating to obtain a finished automobile measuring point noise and vibration response simulation result.
I. And generating a supplementary sample point and adding the supplementary sample point into the tire model sample pool.
J. Calculating the error between the full-band noise optimization value and the simulation value of the whole vehicle measuring point; and if the error meets the requirement, the tire model meets the requirement and the optimization design is finished. And if the error does not meet the requirement, updating the proxy model based on the sample point database after point addition, and performing optimized solution until the error meets the requirement.
And B, after the elevation information of the NVH road of the test field is obtained through real vehicle road surface laser scanning in the step A, calculating in NVH simulation software to obtain the road surface Power Spectral Density (PSD). Road surface Power Spectral Density (PSD) G q (n) the calculation formula is as follows:
in the formula, n 0 Spatial frequency and reference spatial frequency, respectively; g q (n 0 ) The coefficient of road surface unevenness; ω is the frequency index.
And B, performing static, steady and dynamic tests on the tire, reversely solving tire parameters by comparing simulation and test curves, and establishing a real 3D nonlinear physical tire model. In this embodiment, after tests such as mass inertia, section geometry, static and dynamic radial stiffness, longitudinal stiffness, lateral stiffness, static torsional stiffness, dynamic cornering stiffness, pure longitudinal slip, bump impact stiffness, tire indentation and the like of a certain tire are carried out, test data are imported into tire modeling software, tire parameter identification is carried out through error and trend comparison of a simulation curve and a test curve, and a real 3D nonlinear physical tire model is obtained.
And C, establishing a finite element model of each sub-assembly of the whole vehicle, establishing an acoustic cavity model based on the TB vehicle body model, and connecting the sub-assemblies together through a lining to establish a sound-solid coupling simulation model of the whole vehicle. In this embodiment, finite element models of sub-assemblies of a TB body, a power system, a steering system, a chassis system, and the like of a certain SUV are established in an NVHD module of Hyperworks software, the sub-assemblies are flexibly connected together by a connector, and an acoustic cavity model is generated based on the TB body, so that an entire vehicle acoustic-solid coupling model is established.
Selecting a Tire mounting point of a whole vehicle model in the NVHD module, importing a real 3D physical Tire model, setting rim inertia, tire pressure, preload and vehicle speed in the Tire manager module, then linearizing the Tire model, assembling the Tire model into a whole vehicle sound-solid coupling model after linearization, importing the NVH road surface PSD into the NVHD module, defining simulation working conditions, building a whole vehicle road noise simulation environment, performing initial calculation analysis, and obtaining measuring point noise and vibration response. In this embodiment, the NVH road surface PSD is introduced into the NVHD module, and the self-spectrum and cross-spectrum of each wheel are obtained based on the following formula, and are used as road noise simulation excitation.
In the formula, i and k are wheel numbers; coh (n) is the round track coherence function. Setting the simulation frequency to be 1-200 Hz, the sound pressure level of the outer ear of the driver as noise response, and the acceleration of the steering wheel at 12 points, the pedal of the driver and the seat guide rail in the x, y and z directions as structural vibration response. And submitting calculation operation in an Optistruct solver, developing the whole vehicle road noise simulation under the initial design scheme of the tire, and obtaining the sound pressure level root mean square of the outer ear of a full-band driver and the root mean square of the directional combined acceleration of a steering wheel 12 point, a pedal plate of the driver and a seat guide rail 3 through aftertreatment of Hyperview software.
And E, extracting tire models under different key physical parameter combinations as sample points based on a test design method, obtaining corresponding noise and vibration responses of the whole vehicle measuring points through simulation, and storing the noise and vibration responses into a sample pool database. In this embodiment, key physical parameters in the tire model, such as rubber shear stiffness, ply stiffness, steel wire layer stiffness, belt layer stiffness, tire crown x and y direction shear stiffness, tire x direction bending stiffness, tread quality, rubber shear damping, are selected as design variables. Setting the variation range of design variables and the number of sample points in a DOE module of Hyperstudio software, selecting a Latin hypercube test design method to extract the sample points, storing the sample point data in a sample pool database, introducing a tire model sample into an NVHD module to be linearly assembled on a whole vehicle to perform road noise simulation, and obtaining the full-band driver external ear sound pressure level root mean square corresponding to the tire sample through aftertreatment of Hyperview software, and storing the full-band driver external ear sound pressure level root mean square, 12 points of a steering wheel, the driver pedal and the seat guide rail 3 direction resultant acceleration root mean square in the sample pool database.
And in the step F, an RBF agent model is constructed in a Fit module of Hyperstudy software according to sample points in the tire sample pool database and the corresponding full-band driver external ear sound pressure level root-mean-square, 12 points of a steering wheel, a driver pedal and a seat guide rail 3 direction resultant acceleration root-mean-square simulation value.
And G, taking key physical parameters of the tire as design variables, taking minimized full-frequency noise of a measuring point of the whole vehicle as an optimization target, taking the vibration response of the measuring point no less than initial design as a constraint function, constructing a mathematical model of the optimization problem of the proxy model, and solving the optimization problem of the proxy model by adopting an advanced optimization algorithm to obtain an optimization design scheme of the tire. In this embodiment, in an Optimization module of the HyperStudy software, a minimum full-band driver external ear sound pressure level root mean square is used as an Optimization target, a 12-point steering wheel, a driver pedal and a seat rail 3 combined acceleration root mean square is not inferior to an initial tire design and is used as a constraint function, an agent model Optimization problem is defined, and a GA Optimization algorithm is used for solving the agent model Optimization problem to obtain a tire parameter Optimization design scheme.
And in the step H, the tire model corresponding to the optimized design scheme is led into an NVHD module to be linearly assembled on the whole vehicle for road noise simulation, and full-band driver external ear sound pressure level root mean square corresponding to the tire optimized scheme and 12 points of a steering wheel, a driver pedal and a seat guide rail 3 direction resultant acceleration root mean square are obtained through Hyperview software post-processing.
In step I, a supplementary tire sample point (x) is generated based on a boundary and optimal neighborhood search method BBNS ) Introducing the tire model corresponding to the supplement point into an NVHD module to be linearly assembled on the whole vehicle for simulation to obtain noise and vibration response, adding the noise and vibration response into a sample pool database, and supplementing the tire sample point (x) BBNS ) The formula is as follows,
in the formula, x C 、x BN And x BS Respectively, current sample point, nearest boundaryPoints and optimal sample points; alpha is alpha 1 、α 2 、β 1 And beta 2 Are interpolation coefficients.
In the step J, the error between the full-band driver external ear sound pressure level root mean square optimization value corresponding to the tire optimization scheme and the simulation value is calculated, if the error meets the requirement, the optimization precision meets the requirement, the optimization iteration is finished, and a tire model is output; if the error does not meet the requirement, updating the RBF proxy model based on the sample pool database after point addition, and performing optimized solution until the error meets the requirement; in this embodiment, the error calculation formula is as follows:
in the formula, R S 、R F Respectively corresponding to the tire optimization scheme, a full-band driver external ear sound pressure level root-mean-square optimization value and a simulation value; the value of η here is 5%.
According to the tire parameter optimization method, the optimization design of the key physical parameters of the tire for improving the noise, noise and harshness (NVH) of the whole vehicle is effectively realized through high-efficiency high-precision simulation, the trial-manufacture turns of the tire and the trial times of the whole vehicle are reduced, the capital and time cost is saved, and the research and development period is shortened; the requirement on engineering experience of designers is low, the cost of human resources is saved to a certain extent, and the research and development cost is reduced.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents, improvements and the like that fall within the spirit and principle of the present invention are intended to be included therein.
Claims (9)
1. The tire parameter optimization method based on the whole vehicle road noise performance improvement is characterized by comprising the following steps:
A. calculating the NVH road surface power spectral density;
B. establishing a real physical tire model;
C. building a sound-solid coupling model of the whole vehicle;
D. acquiring full-band noise and vibration response of a whole vehicle measuring point under an initial design scheme of the tire based on simulation of a real physical tire model;
E. constructing a real physical tire model sample pool through parameter combination;
F. constructing a display mathematical relation between key physical parameters of the tire and full-band noise and vibration response of a whole vehicle measuring point based on the agent model;
G. defining and solving a tire optimization problem to obtain a full-band noise optimization value of a whole vehicle measuring point;
H. after linearization, simulating a real physical tire model corresponding to the optimized design scheme to obtain a whole vehicle measuring point full-band noise and vibration response simulation result;
I. generating a supplementary sample point and adding the supplementary sample point into a tire model sample pool;
J. calculating the error between the full-band noise optimization value and the simulation value of the whole vehicle measuring point; if the error meets the requirement, the real physical tire model meets the requirement and the optimization design is finished; if the error does not meet the requirement, updating the proxy model based on the sample pool database after point addition, and performing optimized solution until the error meets the requirement;
in the step E, real physical tire models under different key physical parameter combinations are extracted as sample points based on a test design method, corresponding full-band noise and vibration responses of the whole vehicle measuring points are obtained through simulation, and the full-band noise and vibration responses are stored in a sample pool database;
and in the step F, constructing an agent model in a Fit module of Hyperstudy software according to the sample points in the real physical tire sample pool database and the corresponding full-band driver external ear sound pressure level root mean square, 12 points of a steering wheel, a driver pedal and a seat guide rail 3 direction resultant acceleration root mean square simulation value.
2. The method for optimizing tire parameters based on whole vehicle road noise performance improvement according to claim 1, wherein: and B, after the elevation information of the NVH road surface of the test field is obtained through real vehicle road surface laser scanning in the step A, calculating in NVH simulation software to obtain the power spectral density of the road surface.
3. The method for optimizing tire parameters based on whole vehicle road noise performance improvement according to claim 1, wherein: and B, performing static, steady and dynamic tests on the tire, reversely solving key physical parameters of the tire by comparing simulation curves with test curves, and establishing a real physical tire model.
4. The method for optimizing tire parameters based on whole vehicle road noise performance improvement according to claim 1, wherein: and C, establishing a finite element model of each sub-assembly of the whole vehicle, establishing an acoustic cavity model based on the TB vehicle body model, and connecting the sub-assemblies together through a lining to establish a sound-solid coupling model of the whole vehicle.
5. The method for optimizing tire parameters based on whole vehicle road noise performance improvement according to claim 1, wherein: and D, importing a real physical tire model, assembling the linearized model into a sound-solid coupling model of the whole vehicle, importing the NVH road surface power spectral density into NVH simulation software, defining simulation working conditions, constructing a whole vehicle road noise simulation environment, performing initial calculation analysis, and obtaining full-band noise and vibration response of a whole vehicle measuring point.
6. The method for optimizing tire parameters based on whole vehicle road noise performance improvement according to claim 1, wherein: and G, taking key physical parameters of the tire as design variables, minimizing full-band noise of a whole vehicle measuring point as an optimization target, taking the vibration response of the measuring point no less than initial design as a constraint function, constructing a proxy model optimization problem mathematical model, and solving the proxy model optimization problem by adopting an advanced optimization algorithm to obtain an optimization design scheme of the tire.
7. The method for optimizing tire parameters based on whole vehicle road noise performance improvement according to claim 1, wherein: and step H, importing the real physical tire model corresponding to the optimized design scheme into NVH simulation software to be linearly assembled on the whole vehicle for road noise simulation, and performing post-processing through Hyperview software to obtain a full-band driver external ear sound pressure level root mean square corresponding to the optimized design scheme of the tire and a steering wheel 12 point, driver pedal and seat guide rail 3 directional combined acceleration root mean square.
8. The method for optimizing tire parameters based on whole vehicle road noise performance improvement according to claim 1, wherein: and I, generating a supplementary sample point based on the boundary and the optimal neighborhood searching method, importing a real physical tire model corresponding to the supplementary sample point into NVH simulation software to be linearly assembled on the whole vehicle for simulation to obtain the full-band noise and vibration response of the whole vehicle measuring point, and adding the full-band noise and vibration response into a sample pool database.
9. The method for optimizing tire parameters based on whole vehicle road noise performance improvement according to claim 1, wherein: in the step J, the error between the full-band driver external ear sound pressure level root mean square optimization value corresponding to the tire optimization design scheme and the simulation value is calculated, if the error meets the requirement, the optimization precision meets the requirement, the optimization iteration is finished, and a real physical tire model is output; and if the error does not meet the requirement, updating the proxy model based on the sample pool database after adding points, and performing optimized solution until the error meets the requirement.
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| CN113296443B (en) * | 2021-05-24 | 2022-08-26 | 中国汽车工程研究院股份有限公司 | Road noise control analysis system based on chassis parameter model selection |
| CN113886974B (en) * | 2021-10-28 | 2024-01-02 | 重庆长安汽车股份有限公司 | Method for predicting sound path noise of in-vehicle structure |
| CN114199369A (en) * | 2021-11-30 | 2022-03-18 | 重庆长安汽车股份有限公司 | Automobile heating and ventilation noise testing method and system based on statistical analysis |
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