CN115358112A - Road noise prediction method and system and computer equipment - Google Patents

Road noise prediction method and system and computer equipment Download PDF

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CN115358112A
CN115358112A CN202210898886.0A CN202210898886A CN115358112A CN 115358112 A CN115358112 A CN 115358112A CN 202210898886 A CN202210898886 A CN 202210898886A CN 115358112 A CN115358112 A CN 115358112A
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transfer function
chassis
data
tested
vehicle body
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毛华兵
谢然
许静超
张志达
黄剑锋
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Guangzhou Automobile Group Co Ltd
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Guangzhou Automobile Group Co Ltd
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    • G06—COMPUTING; CALCULATING OR COUNTING
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    • G06F30/00—Computer-aided design [CAD]
    • G06F30/20—Design optimisation, verification or simulation
    • G06F30/23—Design optimisation, verification or simulation using finite element methods [FEM] or finite difference methods [FDM]
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
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    • G06F30/00—Computer-aided design [CAD]
    • G06F30/10—Geometric CAD
    • G06F30/15—Vehicle, aircraft or watercraft design
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F2119/00—Details relating to the type or aim of the analysis or the optimisation
    • G06F2119/10—Noise analysis or noise optimisation
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F2119/00—Details relating to the type or aim of the analysis or the optimisation
    • G06F2119/14—Force analysis or force optimisation, e.g. static or dynamic forces
    • 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
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    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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Abstract

The invention relates to the technical field of vehicle noise simulation, and discloses a road noise prediction method, a road noise prediction system and computer equipment, wherein the method comprises the steps of acquiring acceleration data of a platformized chassis under a driving condition; the platform chassis comprises a chassis suspension and a vehicle body component to be tested; acquiring transfer function data of the platformization chassis under a static working condition; determining the force load between the chassis suspension and the vehicle body component to be tested according to the acceleration data and the transfer function data; and processing the force load through a finite element model of the vehicle body to obtain road noise data. On the basis of the platform chassis, the vehicle body is replaced by the vehicle body component to be tested, so that the adaptability of the chassis suspension is stronger; the road noise prediction analysis is carried out on the attachment point force load of the vehicle body assembly to be tested by extracting the chassis suspension, the NVH performance of the chassis and the NVH performance of the vehicle body are respectively optimized while the load is accurately extracted, the NVH performance is further matched, and the NVH performance of the vehicle is integrally improved.

Description

Road noise prediction method and system and computer equipment
Technical Field
The invention relates to the technical field of vehicle noise simulation, in particular to a road noise prediction method, a road noise prediction system and computer equipment.
Background
With the increasing requirement of users on the comfort of vehicles, the NVH (Noise, vibration, harshness) performance of the vehicles is more and more concerned by users and vehicle manufacturers, and further improving the NVH performance of the vehicles becomes an important way for continuously improving the quality of the vehicles. By accurately predicting road noise data, the vehicle body can be optimized based on the road noise data, the response value of road excitation is reduced to control noise in the vehicle, and the NVH performance of the vehicle is improved.
In the prior art, due to the difference between the chassis and the body of vehicles of different types, when the road noise prediction analysis is performed on the whole vehicle in the early stage of vehicle design, a computer aided engineering model of the whole vehicle needs to be established to simulate and calculate the excitation of the road surface transmitted by the direct contact between the wheels and the road surface. But this approach requires a high accuracy of the model. In practical situations, because the stress condition of wheels is complex when a vehicle runs, it is very difficult to establish an accurate model, and road noise prediction analysis cannot be accurately performed.
Disclosure of Invention
Therefore, it is necessary to provide a road noise prediction method, system and computer device to obtain road noise data with high accuracy.
A method of road noise prediction, comprising:
acquiring acceleration data of the platformized chassis under a driving condition; the platformized chassis comprises a chassis suspension and a vehicle body component to be tested;
acquiring transfer function data of the platformized chassis under a static working condition;
determining a force load between the chassis suspension and the body component to be tested according to the acceleration data and the transfer function data;
and processing the force load through a finite element model of the vehicle body to obtain road noise data.
A road noise prediction system comprising:
the acceleration data testing module is used for acquiring acceleration data of the platformized chassis under the driving working condition; the platformization chassis comprises a chassis suspension and a vehicle body component to be tested;
the transfer function data testing module is used for acquiring transfer function data of the platformized chassis under a static working condition;
the force load calculation module is used for determining the force load between the chassis suspension and the vehicle body component to be tested according to the acceleration data and the transfer function data;
and the road noise data prediction module is used for processing the force load through a finite element model of the vehicle body to obtain road noise data.
A computer device comprising a memory, a processor, and computer readable instructions stored in the memory and executable on the processor, the processor implementing the above-described path noise prediction method when executing the computer readable instructions.
According to the road noise prediction method, the road noise prediction system and the computer equipment, acceleration data of the platform chassis under the driving working condition is obtained; the platform chassis comprises a chassis suspension and a vehicle body component to be tested; acquiring transfer function data of the platformized chassis under a static working condition; determining the force load between the chassis suspension and the vehicle body component to be tested according to the acceleration data and the transfer function data; and processing the force load through a finite element model of the vehicle body to obtain road noise data. The road noise prediction method of the invention can make the adaptability of the chassis suspension stronger by using the vehicle body component to be tested to replace the vehicle body on the basis of the platformized chassis or the skateboard chassis; by utilizing the characteristic that the attachment points of the chassis suspension and the to-be-tested vehicle body component do not change along with the vehicle body, the force load of the attachment points of the to-be-tested vehicle body component is subjected to road noise prediction analysis by extracting the chassis suspension, the NVH performance of the chassis and the vehicle body is respectively optimized while the load is accurately extracted, and the NVH performance of the vehicle is integrally improved; the attachment point force load test is closer to the actual running working condition of the vehicle, the road noise simulation calculation of various vehicle types with the same chassis and different vehicle bodies can be adapted through the processing of the vehicle body finite element model, and the universality is stronger.
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In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required to be used in the description of the embodiments of the present invention will be briefly introduced below, and it is obvious that the drawings in the description below are only some embodiments of the present invention, and it is obvious for those skilled in the art that other drawings can be obtained according to the drawings without inventive labor.
FIG. 1 is a flow chart of a road noise prediction method according to an embodiment of the present invention;
FIG. 2 is a schematic view of a platformized chassis in accordance with an embodiment of the present invention;
FIG. 3 is a schematic diagram of the location of a test point for acceleration data testing and transfer function data testing in an embodiment of the present invention;
FIG. 4 is a schematic diagram of a road noise prediction system according to an embodiment of the present invention;
FIG. 5 is a schematic diagram of a computer device according to an embodiment of the invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
In one embodiment, as shown in fig. 1, a method for predicting road noise is provided, which includes the following steps S10-S40.
S10, acquiring acceleration data of the platformized chassis under a driving condition; the platformized chassis includes a chassis suspension and a body assembly to be tested.
Understandably, the platformized chassis comprises a chassis suspension and a to-be-tested vehicle body assembly (can be a lower vehicle body frame), the design of the four-wheel drive toy with the replaceable vehicle shell separated from the chassis is referred, the platformized chassis can realize the connection of the chassis suspension and the to-be-tested vehicle body assembly, and then the vehicle body can be matched according to the requirement, so that the development requirement of diversified vehicle types is met.
The chassis suspension is a general term for all force transmission connecting devices between a vehicle frame (or a vehicle body) and an axle (or a wheel), and is composed of a plurality of rods, a plurality of cylinders and a plurality of springs in appearance. The main function of the chassis suspension is to transmit all forces and moments acting between the wheels and the vehicle body, such as supporting force, braking force, driving force and the like; cushioning impact load transmitted from an uneven road surface to a vehicle body and reducing vibration caused thereby; the comfort of drivers and passengers is ensured; reducing dynamic loads on the cargo and the vehicle itself.
The vehicle body component to be tested is of a frame structure bridged on front and rear axles of a vehicle and comprises a front cabin, a middle floor and a rear floor. Most of the vehicle components and assemblies are secured by the body components to be tested, such as the engine, drive train, chassis suspension, steering system, cab, cargo box and associated operating mechanisms. As shown in fig. 2, a schematic diagram of a platformized chassis, an embodiment of the present invention connects a chassis suspension and a vehicle body assembly to be tested (i.e., a lower vehicle body frame) to construct a platformized chassis.
During the running of the vehicle, excitation force is generated due to the rotation unbalance of the tire or the vibration of the tire contacting the uneven road surface, and is transmitted to the chassis and the vehicle body through the tire and the rim, so that the vibration of the vehicle body plate is excited, and the noise is radiated. Road noise prediction analysis is to perform test analysis of the excitation force. In order to obtain the excitation force under the actual working condition, the acceleration data needs to be tested under the driving condition. Illustratively, road conditions of the road noise prediction test include smooth roads, rough roads and the like, and the speed working condition is constant-speed driving. During road noise testing, a proper pavement road surface and a proper vehicle speed are selected according to actual requirements, and acceleration data of a driving condition are acquired through an acceleration sensor arranged on a platform chassis.
And S20, acquiring transfer function data of the platformization chassis under the static working condition.
Understandably, transfer function data refers to the acoustic transfer function of different transfer paths (i.e. between different test points), the transfer function corresponding to the excitation force. Road noise prediction analysis requires test analysis of the transfer function in addition to testing the excitation force. In order to test the transfer function data more accurately and eliminate unnecessary interference, the test needs to be performed under a static working condition.
And S30, determining the force load between the chassis suspension and the vehicle body component to be tested according to the acceleration data and the transfer function data.
Understandably, force load analysis requires test analysis of excitation force and transfer function data to further obtain force load. The method for measuring the excitation force mainly comprises a direct measurement method, a suspension stiffness measurement method and an inverse matrix method, wherein the inverse matrix method is used for identifying the force load at the input end through the generalized inverse matrix of the force-acceleration between the output end response input end and the output end under the driving condition data.
Vehicles are complex systems subject to excitation forces from a variety of sources of vibration noise, each of which may be transmitted through attenuation to multiple response points via different paths. In order to effectively reduce vibration noise, it is necessary to obtain the force load at the output end by comprehensively considering the transfer functions of various transfer paths. In one example, the acceleration data and the transfer function data can be calculated by an inverse matrix method and a transfer function synthesis method to determine the force load between the chassis suspension and the vehicle body component to be tested.
And S40, processing the force load through a finite element model of the vehicle body to obtain road noise data.
Understandably, finite Element Methods (FEMs), also known as Finite Element analysis, utilize mathematical approximation methods to simulate real physical systems (geometric and force loads) and utilize simple yet interacting elements (i.e., elements) to achieve an approximation of an infinitely unknown real system with a Finite number of unknowns of the model. Finite element analysis is solved by replacing a complex problem with a simpler one.
In the road noise prediction method of the vehicle, data and results obtained based on a test method are visual, and can reflect the essential characteristics of a research object, but serious hysteresis exists, and the optimization control is insufficient; the method based on numerical calculation simulates the vibration noise characteristics through simulation calculation, so that the structure is convenient to modify, predict and optimize, the cost is saved, but the actual characteristics of the structure cannot be correctly reflected due to insufficient boundary condition setting and simplified model processing.
Therefore, the experimental test data is combined with the simulation calculation, the source of the main noise is analyzed, and the purposeful improved design is carried out, so that the improvement on the NVH performance of the vehicle is more targeted. In one embodiment of the invention, an automobile body finite element model with an inner decoration is built, the input platformized chassis excitation force load is processed, and the noise value output by the noise response point in the automobile is analyzed to obtain road noise data. The road noise data can reflect the noise contribution condition of the excitation point of the platform chassis to the response point, and can effectively guide and optimize the NVH performance of the platform chassis and the vehicle body to a certain extent.
In the embodiment, acceleration data of the platformized chassis under the driving condition is obtained; the platform chassis comprises a chassis suspension and a vehicle body component to be tested; acquiring transfer function data of the platformized chassis under a static working condition; determining the force load between the chassis suspension and the vehicle body component to be tested according to the acceleration data and the transfer function data; and processing the force load through a finite element model of the vehicle body to obtain road noise data. On the basis of a platform chassis or a skateboard chassis, the embodiment of the invention can enable the adaptability of the chassis suspension to be stronger by replacing a vehicle body with a vehicle body component to be tested; by utilizing the characteristic that the attachment points of the chassis suspension and the vehicle body component to be tested do not change along with the vehicle body, the force load of the attachment point of the vehicle body component to be tested is subjected to road noise prediction analysis by extracting the chassis suspension, the NVH (noise, vibration and harshness) performances of the chassis and the vehicle body are respectively optimized while the load is accurately extracted, and the NVH performances of the vehicle are further matched, so that the NVH performance of the vehicle is integrally improved; the attachment point force load test is closer to the actual running working condition of the vehicle, the road noise simulation calculation of various vehicle types with the same chassis and different vehicle bodies can be adapted through the processing of the vehicle body finite element model, and the universality is stronger.
Optionally, the connection parameters between the chassis suspension and the vehicle body assembly to be tested conform to the real vehicle connection parameters;
the connection parameters comprise suspension hard point parameters, front axle load and rear axle load;
the dynamic stiffness of the mounting point for connecting the chassis suspension and the body component to be tested has no peak value within 0-500 Hz.
Understandably, in a real vehicle, a vehicle body component to be tested plays a role of supporting and connecting parts of the vehicle and also bears various loads from the inside and the outside of the vehicle, so that the vehicle body component to be tested must have sufficient strength and rigidity to bear the load of the vehicle and the impact transmitted from wheels. As shown in fig. 2, the platformized chassis is divided into two parts, namely a chassis suspension and a to-be-tested body assembly connecting front and rear suspensions of the chassis.
The chassis suspension frame can be kept the same as a real vehicle type suspension frame, the vehicle body assembly to be tested connected with the front suspension frame and the rear suspension frame needs to be guaranteed to have stronger rigidity, meanwhile, in order to eliminate errors, certain balance weight needs to be carried out on the vehicle body assembly to be tested, and therefore the front axle load and the rear axle load of the platform chassis are guaranteed to be the same as the real vehicle design state or the difference value is smaller than a preset threshold value.
When the platformization chassis is constructed, front and rear suspensions of the chassis are simultaneously connected with a vehicle body component to be tested, and suspension hard point parameters of the chassis, front axle load and rear axle load of the chassis need to be ensured to be consistent with real vehicle connection parameters during connection. And the connection parameters between the chassis suspension and the vehicle body component to be tested are consistent with the real vehicle connection parameters, and the two parameters are the same or have a difference value smaller than a preset value.
Specifically, the mounting point of the chassis suspension and the to-be-tested vehicle body component needs to ensure higher dynamic stiffness, and the dynamic stiffness of the original point within the range of 0-512 Hz has no obvious peak value, preferably no peak value within the range of 0-500 Hz. In addition, the platformized chassis can select whether to install a braking system and a steering system according to requirements, and if the braking system and the steering system are not installed, the platformized chassis is dragged by a trailer to enter a running working condition when an acceleration test is carried out.
In the embodiment, a vehicle body is replaced by a vehicle body component to be tested (namely, a lower vehicle body), so that on one hand, the influence of the self rigidity of the vehicle body can be eliminated, and the bending mode and the local mode of the mounting point of the vehicle body can influence the acceleration noise tested in the running working condition; on the other hand, the chassis suspension can be adapted to more vehicle bodies. Meanwhile, the connection parameters between the chassis suspension and the vehicle body assembly to be tested are made to accord with the real vehicle connection parameters, the vehicle body assembly to be tested replacing the vehicle body has high rigidity, and the predicted road noise data has high authenticity and accuracy.
Optionally, the acceleration data comprises attachment point acceleration at a connection between the chassis suspension and the vehicle body component to be tested; and the wheel center acceleration of the wheel.
Understandably, the acceleration data of the platformized chassis test under the running working condition comprises two parts, wherein one part is the attachment point acceleration of the connection part between the chassis suspension and the vehicle body component to be tested and is used for converting the acceleration data into the force load between the chassis suspension and the vehicle body component to be tested by an inverse matrix method; and the other part is the wheel center acceleration of the wheel, and is used for carrying out principal component analysis on the initial second load of the passive end and decoupling out the corresponding second load.
According to the Transfer Path Analysis (TPA) theory, when converting acceleration data into force loads between a chassis suspension and a vehicle body component to be tested by an inverse matrix method, 2 or more acceleration data are required to ensure accuracy. In an embodiment, as shown in a schematic diagram of a test point position of an acceleration data test shown in fig. 3, an acceleration sensor for testing acceleration data of a platformized chassis test under a driving condition is arranged on a vehicle body component to be tested, a test point is marked as a point a, and a measured acceleration is marked as a. And setting the frequency range and the resolution of the acceleration sensor according to the purpose of road noise prediction analysis. Illustratively, the frequency range of the road noise prediction analysis is 0 to 512Hz, and the frequency resolution is 1Hz. The measured acceleration data under the same driving condition is recorded as a set of measurement results. Under different driving conditions, such as changing pavement conditions and vehicle speed conditions, multiple groups of measurement results can be obtained.
In the embodiment, the acceleration data of the attachment point at the joint between the chassis suspension and the vehicle body component to be tested is tested, and the acceleration data is converted into the force load between the chassis suspension and the vehicle body component to be tested by an inverse matrix method; and the wheel center acceleration of the wheel is tested, and the wheel center acceleration is used for carrying out principal component analysis on the initial second force load of the passive end and decoupling out the corresponding second force load.
Optionally, in step S20, that is, the obtaining of the transfer function data of the platformized chassis under the static working condition includes:
s201, under a static working condition, hammering a plurality of designated positions of the platformization chassis by using a force hammer to obtain first transfer function data; second transfer function data of the active end and third transfer function data of the passive end are obtained according to the dynamic stiffness data of the designated positions; the active end is one side of the chassis suspension at the joint between the chassis suspension and the vehicle body component to be tested; the passive end is one side of the vehicle body component to be tested at the joint between the chassis suspension and the vehicle body component to be tested;
s202, determining the transfer function data according to the first transfer function data, the second transfer function data and the third transfer function data.
Understandably, the hammering method is the most widely used frequency response transfer function test method. The hammering method takes the knocking of the force hammer as an excitation point for input, and has the characteristics of convenient installation and flexible test. The stiffness of the dynamic stiffness is changed along with the frequency, and when the excitation point and the response point are the same point, the obtained stiffness is the original dynamic stiffness. The dynamic stiffness analysis examines the stiffness level of an attachment point in a concerned frequency range, the insufficient dynamic stiffness level of the attachment point indicates that the local structural stiffness of the system is too weak, and external vibration excitation is more easily transmitted to a vehicle body through the position of the attachment point, so that larger vibration and noise in the vehicle are caused. The dynamic stiffness has very important position and function in the development of the NVH of the whole vehicle, and the performance of the dynamic stiffness directly influences the NVH performance of the vehicle.
In one embodiment, the transfer function data of the platformized chassis under the static working condition is tested by using a hammering method, and the hammering method is completed through a force hammer and an acceleration sensor.As shown in fig. 3, the schematic diagram of the positions of the measuring points for the transfer function data test is that acceleration sensors of the hammering method are respectively arranged at an active end B and a passive end C of the joint between the chassis suspension and the vehicle body component to be tested, the active end B is one side of the chassis suspension at the joint between the chassis suspension and the vehicle body component to be tested, and the passive end C is one side of the vehicle body component to be tested at the joint between the chassis suspension and the vehicle body component to be tested. Sequentially obtaining the original point dynamic stiffness of the active end and the passive end by a hammering method, and obtaining second transfer function data H of the active end according to the original point dynamic stiffness of the active end and the passive end BB (i.e. transfer function data from active terminal to active terminal), and third transfer function data H of passive terminal CC (i.e., the transfer function data from the passive end to the passive end); and obtaining first transfer function data (namely cross-point transfer function data from an acceleration data measuring point of the vehicle body component to be tested to the active end) from the point A to the point B by a hammering method, and recording the first transfer function data as H AB Considering that the points a need to have 2 or more acceleration data to ensure accuracy, e.g., set as points A1 and A2, H, respectively AB May be in the form of a matrix.
In the embodiment, under a static working condition, first transfer function data, second transfer function data and third transfer function data are obtained by hammering a designated position by using a force hammer, and transfer function data of a joint between a chassis suspension and a vehicle body component to be tested is determined according to the first transfer function data, the second transfer function data and the third transfer function data, so that accurate test of the transfer function data can be realized, the dynamic stiffness level of an attachment point is ensured, and the NVH performance of a vehicle is improved.
Optionally, the acceleration data and the transfer function data are tested in the same resolution and frequency range.
Understandably, in order to ensure the accuracy of the road noise data, the resolution and frequency range of the acceleration sensor when testing the transfer function data are consistent with the setting of the acceleration sensor when testing the acceleration.
The embodiment adopts the same resolution and frequency range when testing the acceleration data and the transfer function data, can realize the unified and rapid processing of the data, and is convenient for the model calculation of road noise prediction.
Optionally, the force load comprises a first force load of the active end; the acceleration data comprises attachment point accelerations at the connection between the chassis suspension and the body component to be tested;
in step S30, the determining the force load between the chassis suspension and the vehicle body component to be tested according to the acceleration data and the transfer function data includes:
s301, processing the first transfer function data and the attachment point acceleration through an active end mechanical model to generate the first force load; the active end mechanical model comprises:
F B ＝[H AB ] -1 {a}
wherein, F B Representing the first force load;
H AB representing first transfer function data;
a represents the attachment point acceleration.
Understandably, road noise predictive analysis requires test analysis of the excitation force and transfer function to further obtain the force loading. The mechanical model of the active end is calculated by adopting an inverse matrix method through a generalized inverse matrix of a matrix of first transfer function data under a driving working condition and the acceleration of an attachment point, and a first force load, namely the suspension force load of the active end, is obtained.
The embodiment determines the suspension force load of the active end between the chassis suspension and the vehicle body component to be tested according to the acceleration data and the transfer function data.
Optionally, the force load comprises a second force load of the passive end; the acceleration data includes a wheel center acceleration of a wheel;
in step S30, the determining a force load between the chassis suspension and the vehicle body component to be tested according to the acceleration data and the transfer function data further includes:
s302, processing the second transfer function data, the third transfer function data and the first force load through a passive end mechanical model to generate an initial second force load;
s303, performing principal component analysis processing on the plurality of initial second dynamic loads according to the wheel center acceleration to obtain the second dynamic loads;
wherein the passive end mechanics model comprises:
F C ＝(H BB +H CC +K -1 ) -1 H CC F B
wherein, F C Representing the initial second force load;
H BB representing second transfer function data;
H CC representing third transfer function data;
k represents the connection rigidity of the active end and the passive end;
F B representing the first force load.
Understandably, the force load of the attachment point includes, in addition to the first force load of the active end, a second force load of the passive end. Before calculating the second force load of the passive end, the connection stiffness of the active end and the passive end is obtained, and is marked as K. If the connection form of the driving end and the driven end is bushing connection, the dynamic stiffness in the range of 0-512 Hz is obtained through a bushing rack test; if the connection form of the active end and the passive end is bolt connection, K is considered to be infinite. In one embodiment, the second transfer function data, the third transfer function data, the connection stiffness of the active end and the passive end, and the first force load are input into a passive end mechanical model for processing, and an initial second force load is generated.
Considering that there are a plurality of joints between the chassis suspension and the body component to be tested, the second force load of the passive end also has the same amount of force, and the forces may be coupled to influence each other, and the decoupling process is needed for the forces. The principal component analysis method firstly averages original data, then calculates a covariance matrix, and then calculates eigenvectors and eigenvalues of the covariance matrix, the eigenvectors form a new eigenspace, the characteristics which contribute most to the variance in the data are reserved, and the decoupling purpose is achieved.
In some examples, the initial second force load is processed by some commercially available engineering software, and principal component analysis processing is performed by taking the acceleration data of the wheel center as a reference, so as to obtain the second force load of the passive end, i.e. the contact force load of the passive end.
According to the embodiment, the initial second force load of the passive end between the chassis suspension and the vehicle body component to be tested is determined according to the acceleration data and the transfer function data, decoupling processing is carried out on the initial second force load by combining the acceleration data of the wheel center, the second force load is generated, and the problem of coupling among a plurality of force loads is solved.
Optionally, the finite element model of the vehicle body comprises:
P＝∑F*NTF
wherein P represents the road noise data;
f represents the force load;
the NTF represents a noise transfer function corresponding to the force load.
Understandably, the finite element analysis method can effectively meet the requirement of complex design of the vehicle body, when the vehicle is subjected to early-stage structure design, the performance of the vehicle body and structural components thereof under various working conditions is observed through finite element analysis, and unreasonable design parameters are fed back and modified according to the results of the finite element analysis. The quality of the vehicle design is improved through repeated optimization, so that the vehicle can meet the use requirement in the design stage, the design test period is shortened, a large amount of test and production cost is saved, and the analysis of the finite element model of the vehicle body can be completed by using general or special finite element analysis software.
In the embodiment, the transmission process of noise and vibration to the inside of the vehicle can be abstracted into a mathematical and analytical model of 'excitation of noise source-transfer function-response', and the finite element model of the vehicle body brings great convenience for analyzing and researching complex noise and vibration transmission problems. The Noise Transfer Function (NTF) represents a correspondence functional relationship between an input excitation force load applied to the vehicle body and an in-vehicle Noise reference point output Noise. The finite element model of the vehicle body comprises a prepared vehicle body model and an acoustic cavity model, and the road noise data, namely the in-vehicle noise data, is obtained by inputting the processed force load into the finite element model of the vehicle body and calculating, wherein the in-vehicle noise data is the sum of the product of the force load of each attachment point and the corresponding NTF (network transfer function) from each attachment point to the inside of the vehicle.
The embodiment carries out force load processing through the finite element model of the vehicle body, and can adapt to road noise simulation calculation of various vehicle types with the same chassis and different vehicle bodies.
It should be understood that, the sequence numbers of the steps in the foregoing embodiments do not imply an execution sequence, and the execution sequence of each process should be determined by its function and inherent logic, and should not constitute any limitation to the implementation process of the embodiments of the present invention.
In one embodiment, a road noise prediction system is provided, which corresponds to the road noise prediction method in the above embodiments one to one. The road noise prediction system comprises an acceleration data testing module 10, a transfer function data testing module 20, a force load calculating module 30 and a road noise data prediction module 40. As shown in fig. 4, the functional modules are explained in detail as follows:
the acceleration data testing module 10 is used for acquiring acceleration data of the platform chassis under a driving condition; the platformized chassis comprises a chassis suspension and a vehicle body component to be tested;
the transfer function data testing module 20 is used for acquiring transfer function data of the platformized chassis under a static working condition;
a force load calculation module 30 for determining a force load between the chassis suspension and the body component to be tested from the acceleration data and the transfer function data;
and the road noise data prediction module 40 is used for processing the force load through a finite element model of the vehicle body to obtain road noise data.
Optionally, the connection parameters between the chassis suspension and the vehicle body assembly to be tested conform to the real vehicle connection parameters;
the connection parameters comprise suspension hard point parameters, front axle load and rear axle load;
the dynamic stiffness of the mounting point for connecting the chassis suspension and the vehicle body component to be tested has no peak value within 0-500 Hz.
Optionally, the acceleration data comprises attachment point acceleration at a connection between the chassis suspension and the body component to be tested; and the wheel center acceleration of the wheel.
Optionally, the transfer function data testing module 20 includes:
the transfer function data generating unit is used for hammering a plurality of specified positions of the to-be-tested vehicle body assembly by using a hammer under a static working condition and generating first transfer function data according to dynamic stiffness data of the specified positions; acquiring second transfer function data of the active end; acquiring third transfer function data of the passive end; the active end is one side of the chassis suspension at the joint between the chassis suspension and the vehicle body component to be tested; the passive end is one side of the vehicle body component to be tested at the joint between the chassis suspension and the vehicle body component to be tested;
a transfer data determining unit configured to determine the transfer data according to the first transfer data, the second transfer data, and the third transfer data.
Optionally, the acceleration data and the transfer function data are tested in the same resolution and frequency range.
Optionally, the force load comprises a first force load of the active end; the acceleration data comprises attachment point accelerations at the connection between the chassis suspension and the body component to be tested;
the force load calculation module 30 includes:
the first force load generating unit is used for processing the first transfer function data and the attachment point acceleration through an active end mechanical model to generate the first force load; the active end mechanical model comprises:
F B ＝[H AB ] -1 {a}
wherein, F B Representing the first force load;
H AB representing first transfer function data;
a represents the attachment point acceleration.
Optionally, the force load comprises a second force load of the passive end; the acceleration data includes a wheel center acceleration of a wheel;
the force load calculation module 30 further includes:
the initial second force load generating unit is used for processing the second transfer function data, the third transfer function data and the first force load through a passive end mechanical model to generate an initial second force load;
the second force load generating unit is used for carrying out principal component analysis processing on the plurality of initial second force loads according to the wheel center acceleration to obtain the second force loads;
wherein the passive end mechanics model comprises:
F C ＝(H BB +H CC +K -1 ) -1 H CC F B
wherein, F C Representing the initial second force load;
H BB representing second transfer function data;
H CC representing third transfer function data;
k represents the connection rigidity of the active end and the passive end;
F B representing the first force load.
Optionally, in the road noise data prediction module 40, the finite element model of the vehicle body includes:
P＝∑F*NTF
wherein P represents the road noise data;
f represents the force load;
NTF represents the noise transfer function corresponding to the force load.
For specific limitations of the road noise prediction system, reference may be made to the above limitations of the road noise prediction method, which are not described herein again. The various modules in the road noise prediction system described above may be implemented in whole or in part by software, hardware, and combinations thereof. The modules can be embedded in a hardware form or independent from a processor in the computer device, and can also be stored in a memory in the computer device in a software form, so that the processor can call and execute operations corresponding to the modules.
In one embodiment, a computer device is provided, which may be a server, the internal structure of which may be as shown in fig. 5. The computer device includes a processor, a memory, a network interface, and a database connected by a system bus. Wherein the processor of the computer device is configured to provide computing and control capabilities. The memory of the computer device comprises a readable storage medium and an internal memory. The readable storage medium stores an operating system, computer readable instructions, and a database. The internal memory provides an environment for the operating system and execution of computer-readable instructions in the readable storage medium. The database of the computer device is used for data related to the road noise prediction method. The network interface of the computer device is used for communicating with an external terminal through a network connection. The computer readable instructions, when executed by a processor, implement a sunroof control method. The readable storage media provided by the present embodiment include nonvolatile readable storage media and volatile readable storage media.
In one embodiment, a computer device is provided, comprising a memory, a processor, and computer readable instructions stored on the memory and executable on the processor, the processor when executing the computer readable instructions implementing the steps of:
acquiring acceleration data of the platformized chassis under a driving condition; the platformized chassis comprises a chassis suspension and a vehicle body component to be tested;
acquiring transfer function data of the platformized chassis under a static working condition;
determining a force load between the chassis suspension and the body component to be tested according to the acceleration data and the transfer function data;
and processing the force load through a finite element model of the vehicle body to obtain road noise data.
It will be understood by those of ordinary skill in the art that all or part of the processes of the methods of the above embodiments may be implemented by hardware related to computer readable instructions, which may be stored in a non-volatile readable storage medium or a volatile readable storage medium, and when executed, the computer readable instructions may include processes of the above embodiments of the methods. Any reference to memory, storage, database, or other medium used in the embodiments provided herein may include non-volatile and/or volatile memory, among others. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically Programmable ROM (EPROM), electrically Erasable Programmable ROM (EEPROM), or flash memory. Volatile memory can include Random Access Memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in a variety of forms such as Static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double Data Rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous Link DRAM (SLDRAM), rambus (Rambus) direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM).
It is obvious to those skilled in the art that, for convenience and simplicity of description, the foregoing division of the functional units and modules is merely used as an example, and in practical applications, the above function distribution may be performed by different functional units and modules as needed, that is, the internal structure of the road noise prediction system is divided into different functional units or modules to perform all or part of the above described functions.
The above-mentioned embodiments are only used for illustrating the technical solutions of the present invention, and not for limiting the same; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; such modifications and substitutions do not substantially depart from the spirit and scope of the embodiments of the present invention, and are intended to be included within the scope of the present invention.

Claims (10)

1. A road noise prediction method, comprising:
acquiring acceleration data of the platform chassis under a driving condition; the platformized chassis comprises a chassis suspension and a vehicle body component to be tested;
acquiring transfer function data of the platformization chassis under a static working condition;
determining a force load between the chassis suspension and the body component to be tested according to the acceleration data and the transfer function data;
and processing the force load through a finite element model of the vehicle body to obtain road noise data.
2. The method of predicting road noise according to claim 1, wherein a connection parameter between the chassis suspension and the body component to be tested coincides with an actual vehicle connection parameter;
the connection parameters comprise suspension hard point parameters, front axle load and rear axle load;
the dynamic stiffness of the mounting point for connecting the chassis suspension and the body component to be tested has no peak value within 0-500 Hz.
3. A road noise prediction method as claimed in claim 1, wherein the acceleration data comprises attachment point acceleration at the connection between the chassis suspension and the body component under test; and the wheel center acceleration of the wheel.
4. The road noise prediction method of claim 1, wherein the obtaining of the transfer function data of the platformized chassis under the static condition comprises:
under a static working condition, hammering a plurality of designated positions of the platform chassis by using a force hammer to obtain first transfer function data; second transfer function data of the active end and third transfer function data of the passive end are obtained according to the dynamic stiffness data of the designated positions; the active end is one side of the chassis suspension at the joint between the chassis suspension and the vehicle body component to be tested; the passive end is one side of the vehicle body component to be tested at the joint between the chassis suspension and the vehicle body component to be tested;
and determining the transfer function data according to the first transfer function data, the second transfer function data and the third transfer function data.
5. The method of road noise prediction according to claim 1, wherein the acceleration data and the transfer function data are tested using the same resolution and frequency range.
6. The road noise prediction method of claim 4, wherein the force load comprises a first force load of the active end; the acceleration data comprises attachment point accelerations at the connection between the chassis suspension and the body component to be tested;
said determining a force load between said chassis suspension and said body component to be tested from said acceleration data and said transfer function data comprises:
processing the first transfer function data and the attachment point acceleration through an active end mechanical model to generate the first force load; the active end mechanical model comprises:
F B ＝[H AB ] -1 {a}
wherein, F B Representing the first force load;
H AB representing first transfer function data;
a represents the attachment point acceleration.
7. The road noise prediction method of claim 6, wherein the force load comprises a second force load of a passive end; the acceleration data includes a wheel center acceleration of a wheel;
said determining a force load between said chassis suspension and said body component to be tested from said acceleration data and said transfer function data further comprises:
processing the second transfer function data, the third transfer function data and the first force load through a passive end mechanical model to generate an initial second force load;
performing principal component analysis processing on the plurality of initial second dynamic loads according to the wheel center acceleration to obtain second dynamic loads;
wherein the passive end mechanics model comprises:
F C ＝(H BB +H CC +K -1 ) -1 H CC F B
wherein, F C Representing the initial second force load;
H BB representing second transfer function data;
H CC representing third transfer function data;
k represents the connection rigidity of the active end and the passive end;
F B representing the first force load.
8. A road noise prediction method as defined in claim 1, wherein the body finite element model comprises:
P＝∑F*NTF
wherein P represents the road noise data;
f represents the force load;
FTF represents a noise transfer function corresponding to the force load.
9. A road noise prediction system, comprising:
the acceleration data testing module is used for acquiring acceleration data of the platformized chassis under the driving working condition; the platformization chassis comprises a chassis suspension and a vehicle body component to be tested;
the transfer function data testing module is used for acquiring transfer function data of the platformized chassis under a static working condition;
the force load calculation module is used for determining the force load between the chassis suspension and the vehicle body component to be tested according to the acceleration data and the transfer function data;
and the road noise data prediction module is used for processing the force load through a finite element model of the vehicle body to obtain road noise data.
10. A computer device comprising a memory, a processor, and computer readable instructions stored in the memory and executable on the processor, wherein the processor when executing the computer readable instructions implements a road noise prediction method as claimed in any one of claims 1 to 8.
CN202210898886.0A 2022-07-28 2022-07-28 Road noise prediction method and system and computer equipment Pending CN115358112A (en)

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Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202210898886.0A CN115358112A (en) 2022-07-28 2022-07-28 Road noise prediction method and system and computer equipment

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