CN117473820A - Automobile road noise prediction method, system and storage medium - Google Patents
Automobile road noise prediction method, system and storage medium Download PDFInfo
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Abstract
The invention provides an automobile road noise prediction method, an automobile road noise prediction system and a storage medium, and belongs to the field of automobiles. The method comprises the following steps: testing a tire transfer function; acquiring a transfer function tire simulation model; building a chassis simulation model; constructing a whole vehicle reduction model; performing two-stage calibration on a chassis in the whole vehicle reduced model, and constructing a whole vehicle finite element model; and calculating the noise in the vehicle by using the whole vehicle finite element model. According to the invention, the whole vehicle reduction model is constructed, so that the transmission force of the hard point of the chassis and the vehicle body connection can be calculated under the condition of no vehicle body, and the road noise effect in the vehicle can be evaluated in an early stage; according to the invention, the two-stage calibration is carried out on the chassis in the whole vehicle reduction model, so that the working state of the chassis part is consistent with the working state of a real vehicle during simulation, and the hard-point transmission force of the chassis of the front and rear suspensions is also consistent, therefore, in the development of a subsequent new vehicle model, the calibrated chassis model can be used for ensuring that the hard-point transmission force of the chassis is at the same level, and the calculation precision of the new vehicle model is ensured.
Description
Technical Field
The invention belongs to the technical field of automobiles, and particularly relates to an automobile road noise prediction method, an automobile road noise prediction system and a storage medium.
Background
The conventional development mode of the road noise of the automobile at present is to complete the calculation of excitation force by testing excitation of a specific road surface and response of a measuring point according to a real automobile (mule automobile) after completing a complete finite element simulation analysis model of the whole automobile and testing the excitation of the specific road surface at a fixed speed: firstly, acquiring a Power Spectrum (PSD) after load acceleration of each tire ball point is obtained, calculating ball force (spindle-load) in an inverse matrix mode, and taking the ball force as excitation input to calculate road noise response in a vehicle; another approach is to develop a CD-tie model that uses the existing road spectrum as a Tire input for calculating in-vehicle noise. The Spindle-load method has the main defects that road noise analysis can be performed only after the whole vehicle is manufactured, and the control of a chassis part cannot be performed in the early stage; secondly, the influence of the tire on road noise is not considered, so that the road noise analysis result has low accuracy. The disadvantage of the CD-Tire model calculation is that the Tire model establishment requires a period of 2 months at maximum, the test cost is high, and the risk of low calculation accuracy of medium-low frequency road noise is also faced.
Disclosure of Invention
The invention aims to solve the problems in the prior art and provide an automobile road noise prediction method, an automobile road noise prediction system and a storage medium.
The invention is realized by the following technical scheme:
in a first aspect of the present invention, there is provided a method for predicting road noise of an automobile, comprising the steps of:
step 1, testing a tire transfer function;
step 2, obtaining a transfer function tire simulation model;
step 3, constructing a chassis simulation model;
step 4, constructing a whole vehicle reduction model;
step 5, performing two-stage calibration on the chassis in the whole vehicle reduced model, and constructing a whole vehicle finite element model;
and 6, calculating the noise in the vehicle by using the whole vehicle finite element model.
The invention further improves that:
the tire transfer function test in the step 1 comprises the following specific operations:
performing transfer function test on a test bed, and calculating a transfer function test result to obtain a tire transfer function, wherein the test bed is a tire bed, and a tire is fixed on the test bed;
the transfer function test includes a floor to center vibration transfer function test and a center to center transfer function test.
The invention further improves that:
the floor-to-wheel center vibration transfer function test is carried out, the pavement input end is displacement, the displacement excites the floor of the tire accessory by the vibration exciter according to different frequencies to generate vibration with different amplitudes, and the excitation displacement from the floor to the tire is obtained;
the transfer function test from wheel center to wheel center is characterized in that the vibration acceleration at the wheel center position is collected by installing 4 three-way acceleration sensors at the wheel center position, and the input and output are the vibration acceleration.
The invention further improves that:
all inputs and outputs include test values for the X, Y, Z and RX, RY, RZ 6 directions.
The invention further improves that:
the step 2 of obtaining the transfer function tire simulation model comprises the following specific operations:
and (3) comparing the approximation calculation result with the test result in the step (1), and if the approximation calculation result is close to more than 85% of the test result in the step (1), fitting by using the approximation calculation result to obtain the simulation model of the transfer function tire.
The invention further improves that:
setting up a chassis simulation model in the step 3, wherein the specific operation comprises the following steps:
the chassis part is connected and modeled, and attribute design is carried out on each part, wherein the attribute design comprises materials, density, mass and rotational inertia, and the method specifically comprises the following steps:
performing tire assignment on the transfer function tire simulation model obtained in the step 2, wherein the tire assignment comprises the mass, the coordinate position and the moment of inertia of the tire;
the chassis part also comprises a frame, a connecting rod and a bushing, and the material, the density, the mass and the rotational inertia of the chassis part are respectively set for each part.
The invention further improves that:
in the step 4, a whole vehicle reduction model is constructed, and the specific operation comprises the following steps:
according to the mass, the moment of inertia and the mass center coordinates of the vehicle body, connecting points at which the chassis simulation model and the superunit model are connected to construct a whole vehicle reduction model;
the superunit model has the mass, the barycenter coordinates and the moment of inertia of an actual vehicle body, and the mass, the barycenter coordinates and the moment of inertia are the same as those of a real vehicle connection point.
The invention further improves that:
in the step 5, the two-stage calibration is performed on the chassis in the whole vehicle reduction model, which specifically comprises the following steps:
the primary calibration is to calibrate the acceleration of the chassis mode and the attachment point;
the second-level calibration is to calibrate the hard-point transmission force of the chassis at each connecting point of the chassis and the vehicle body.
The invention further improves that:
the calibration of the chassis mode is to compare the mode of the chassis suspension of the whole vehicle reduced model with the working mode of the real vehicle chassis, and if the error is within the range of 10% -15%, the simulation calculation result is considered to be reliable.
The invention further improves that:
the calibration of the acceleration of the attachment points is that on a whole vehicle reduction model, acceleration values are picked up at the connection points of the front suspension and the rear suspension to obtain an acceleration simulation calculation result; and testing the acceleration of the connection point of the front suspension and the rear suspension of the chassis of the real vehicle under the rough road surface by adopting a three-way acceleration sensor to obtain an acceleration actual measurement result, and if the errors of the simulation calculation result and the actual measurement result are within 10% -15%, considering that the whole vehicle reduction model can be used for calculating the hard-point transmission force of the chassis of other vehicle types.
The invention further improves that:
the secondary calibration is to calibrate the hard-point transmission force of the chassis at each connection point of the chassis and the vehicle body, and specifically comprises the following steps: in the whole vehicle reduction model, the hard-point transmission force of the chassis at each connecting point of the chassis is calculated through simulation.
The invention further improves that:
and performing TPA test on the test vehicle and calculating the hard-point transmission force of the chassis at each connecting point of the chassis, wherein the body structure, the interior and exterior parts, the chassis and tire system, the power battery system and the formal vehicle parts of the test vehicle are consistent, the hard-point transmission force of the simulated and calculated chassis is compared with the hard-point transmission force of the chassis obtained by the test, and if the error is within the range of 10% -15%, the simulation calculation result is considered to be reliable.
The invention further improves that:
the method further comprises the steps of:
step 7, after the two-stage calibration of the chassis in the whole vehicle reduction model is completed in step 5, calculating the chassis hard point transmission force of each attachment point of the front suspension and the rear suspension, wherein the chassis hard point transmission force comprises X, Y, Z three directions, and extracting the maximum envelope value of the front suspension and the rear suspension hard point transmission force;
step 8, calculating the hard point transmission force of the chassis of the existing platform vehicle type with road noise problem and without road noise problem respectively so as to obtain the maximum enveloping force interval of the hard point transmission force of the chassis;
and 9, judging whether the maximum envelope value calculated in the step 7 is within the maximum envelope force interval obtained in the step 8 so as to feed back and adjust and optimize the model.
In a second aspect of the present invention, there is provided an automobile road noise prediction system, comprising:
the transfer function testing unit is used for performing transfer function testing on the tire;
the tire simulation model acquisition unit is used for acquiring a transfer function tire simulation model;
the chassis model building unit is used for building a chassis simulation model;
the whole vehicle reduction model construction unit is used for constructing a whole vehicle reduction model;
the calibration unit is used for performing two-stage calibration on the chassis in the whole vehicle reduced model and constructing a whole vehicle finite element model;
and the calculating unit is used for calculating the noise in the vehicle by using the whole vehicle finite element model.
In a third aspect of the present invention, there is provided a computer-readable storage medium storing at least one program executable by a computer, which when executed by the computer, causes the computer to perform the steps in the vehicle road noise prediction method as described above.
Compared with the prior art, the invention has the beneficial effects that:
the invention carries out transfer function test on the tire, carries out error approximation calculation on the test result, fits to obtain a transfer function tire simulation model, and can combine the chassis part data to establish a chassis simulation model; a superunit model in the form of mass points is used for replacing a vehicle body, the superunit model has the mass, the moment of inertia and the mass center coordinates of a real vehicle body, points on a chassis simulation model are connected with the superunit model to construct a whole vehicle reduction model, when the vehicle body is not available, the hard point transmission force of the connection between the chassis and the vehicle body can be calculated, and the road noise effect in the vehicle can be estimated in an early stage when the vehicle body is not available.
Due to the accuracy of the simulation results, the accuracy of modeling is strongly related. According to the invention, through two-stage calibration of the chassis in the whole vehicle reduction model, the working state of the chassis part is ensured to be consistent with the working state of an actual vehicle model during simulation, and the hard-point transmission force of the chassis of the front and rear suspensions is also consistent, so that in the development of a subsequent new vehicle model, the calibrated chassis model can ensure that the hard-point transmission force of the chassis is at the same level, and the calculation precision of the new vehicle model is ensured.
Drawings
FIG. 1 is a flow chart of a method for predicting road noise of an automobile according to the present invention;
FIG. 2 is a simulation model of a transfer tire for road noise analysis;
FIG. 3a is a comparison of X-direction transfer function test results from center to center with approximation calculation results;
FIG. 3b is a comparison of the Y-direction transfer function test results from center to center with the approximation calculation results;
FIG. 3c is a comparison of the Z-direction transfer function test results from center to center with the approximation calculation results;
FIG. 3d is a comparison of the ground surface to center of wheel X-direction transfer function test results with approximation calculation results;
FIG. 3e is a comparison of the ground plane to wheel center Y-direction transfer function test results with the approximation calculation results;
FIG. 3f is a comparison of the Z-direction transfer function test result from the ground surface to the center of the wheel with the approximation calculation result;
FIG. 4 is a vehicle body reduction model;
FIG. 5a is a calibration result of the front suspension left shock absorber X toward the mounting point;
FIG. 5b is a calibration result of the front suspension left shock absorber Y-direction mounting point;
FIG. 5c is a calibration result of the Z-direction mounting point of the left shock absorber of the front suspension;
FIG. 6a is a calibration of the left shock coil spring X to the mounting point in the rear suspension;
FIG. 6b is a calibration result of the Y-direction mounting point of the left shock coil spring in the rear suspension;
FIG. 6c is a calibration result of the Z-direction mounting point of the left shock absorbing coil spring in the rear suspension;
FIG. 7a is a chassis front suspension maximum envelope force curve;
fig. 7b is a chassis rear suspension maximum envelope force curve.
Detailed Description
The invention is described in further detail below with reference to the attached drawing figures:
according to the invention, a tire model is tested in a pre-development stage, the tire is fixed on a rack according to the bearing axle load, the vibration transfer function test from the floor to the wheel center and the transfer function test from the wheel center to the wheel center are respectively completed, and then the transfer function is processed and the extraction of the transfer function is completed; fitting calculation is carried out on the tire according to the transfer function test result, and a transfer function tire simulation model is obtained; and constructing a whole vehicle reduction model according to the chassis finite element model, and at the moment, completely replacing the vehicle body by the superunit model according to the centroid point position of the vehicle body to complete a whole vehicle analysis model.
The embodiment of the invention provides an automobile road noise prediction method, which is shown in fig. 1 and comprises the following steps:
step 1, tire transfer function test:
the specific operation comprises the following steps:
and fixing the tire on a test bench for transfer function test, and calculating a test result in test.lab software to obtain the tire transfer function. The test bed is preferably a tire bed, and can also comprise a whole car bed, a chassis bed and the like.
The transfer function test comprises a floor-to-wheel center vibration transfer function test and a wheel center-to-wheel center vibration transfer function test, wherein the floor-to-wheel center vibration transfer function test is performed, the pavement input end is a displacement, the displacement excites the floor of the tire accessory by the vibration exciter according to different frequencies to generate vibration with different amplitudes, and then excitation displacement from the floor to the tire is obtained; and 4 three-way acceleration sensors are arranged at the positions of the wheel centers, so that vibration acceleration at the positions of the wheel centers is acquired, and the input and output are vibration acceleration.
All inputs and outputs include test values for the X, Y, Z and RX, RY, RZ 6 directions.
The invention adopts a tire rack to test the transfer function of the tire, and mainly aims to establish transfer function modeling by adopting the result, and calculate and evaluate the noise of the vehicle in the early stage of the whole vehicle.
Step 2, obtaining a transfer function tire simulation model:
and (3) performing approximation calculation in simulation software according to the test result of the step (1) to obtain a transfer function tire simulation model.
After the transfer function test is completed in the step 1, only some test data cannot be directly put into the simulation model for calculation, but a simulation model which can be used for calculation needs to be iterated continuously, which is equivalent to a carrier, and the carrier has the function of transfer function, and is a simulation model of the transfer function tire obtained by approaching calculation as shown in the figure 2.
When the approximation calculation is performed, special software such as HEEDS, MATLAB and the like is needed to be used for joint approximation calculation, as shown in fig. 3a to 3f, a dotted line is a test result of the step 1, a solid line is a transfer function characteristic of a tire model obtained when the approximation calculation is performed, if the dotted line approximates to more than 85% of the solid line, the approximation calculation result is considered to be basically used for calculation, namely, the approximation calculation result is compared with the test result of the step 1, and if the approximation calculation result approximates to more than 85% of the test result of the step 1, the approximation calculation result is considered to be used for obtaining the transfer function tire simulation model.
Step 3, constructing a chassis simulation model:
and (3) carrying out connection modeling on the chassis part, and carrying out attribute design on each part, wherein the parameters comprise materials, density, mass, rotational inertia and the like.
After the tire simulation model is completed in the step 2, assignment of the tire is carried out in the HyperWORKS simulation software, and main parameters comprise parameters such as the quality, the coordinate position, the moment of inertia and the like of the tire.
The chassis part mainly comprises parts such as a tire, a frame, a connecting rod, a bushing and the like, and materials, densities, masses, rotational inertia and the like of the parts are required to be respectively arranged for each part.
Step 4, constructing a whole vehicle reduction model:
and connecting points of the chassis simulation model and the superunit model according to the mass, the rotational inertia and the mass center coordinates of the vehicle body to construct the whole vehicle reduction model.
After the connection of the tire and the chassis is completed, because there is no body model at this time, a superunit model is needed to replace the model, wherein the superunit model has the mass, the mass center coordinates and the moment of inertia of the actual body, and is connected with the front suspension and the rear suspension respectively as the connection point of the actual body, and the model is modeled by the whole vehicle reduction model after the connection is completed as shown in fig. 4.
Step 5, performing two-stage calibration on the chassis in the whole vehicle reduced model, and constructing a whole vehicle finite element model:
the primary calibration is to calibrate the modal of the chassis and the acceleration of the attachment point, wherein the modal is mainly synchronous and asynchronous array type of the front suspension and the rear suspension, the acceleration is the acceleration value of the attachment point of the chassis and the vehicle body, and the simulation calculation result and the test value are ensured to be output in the same magnitude.
The calibration of the chassis mode is mainly to compare the mode of the chassis suspension of the whole vehicle reduced model with the working mode of the real vehicle chassis, and if the error is within the range of 10% -15%, the simulation calculation result is considered to be reliable.
The calibration of acceleration is that on a whole vehicle reduction model, acceleration values are picked up at connection points of a front suspension and a rear suspension to obtain acceleration simulation calculation results, a three-way acceleration sensor is adopted to test acceleration of the connection points of the front suspension and the rear suspension of a real vehicle under a rough road surface (60 km/h) to obtain acceleration actual measurement results, and if errors of the simulation calculation results and the actual measurement results are within 10% -15%, the whole vehicle reduction model can be used for calculating hard-point transmission forces of chassis of other vehicle types. If the error result is large, the model needs to be adjusted, and the problem diagnosis is performed on the point by using a TPA (transmission path analysis) method until the problem is satisfied.
The secondary calibration is mainly to calibrate the hard-point transmission force of the chassis at each connection point of the chassis and the vehicle body, and specifically comprises the following steps: in the whole vehicle reduction model, simulating and calculating the hard-point transmission force of the chassis at each connecting point of the chassis; and performing TPA test on the test vehicle and calculating the hard-point transmission force of the chassis at each connecting point of the chassis, wherein the body structure, main interior and exterior parts, the chassis and tire system, the power battery system and the formal vehicle parts of the test vehicle are consistent, the hard-point transmission force of the simulated calculated chassis is compared with the hard-point transmission force of the chassis obtained by the test, and if the error is within the range of 10% -15%, the simulation calculation result is considered to be reliable.
Taking the mounting point of the left shock absorber in the front suspension as an example, the hard-point transmission force of the chassis is calculated, and the calculation method is to multiply X, Y and equivalent mass in the Z direction respectively after calculating the acceleration values of the mounting point X, Y of the left shock absorber in the front suspension and the Z direction, so as to obtain the hard-point transmission force of the chassis in the left shock absorber X, Y and the Z direction in the front suspension, as shown in fig. 5a, 5b and 5c, wherein the broken line represents the simulation calculation value, and the solid line represents the real hard-point transmission force obtained by testing the related equipment. The calculation method of other points of the front suspension is the same and will not be described in detail here.
Taking the left vibration reduction coil spring installation point in the rear suspension as an example, calculating the hard-point transmission force of the chassis, wherein the calculation method is to multiply equivalent masses in 3 directions of the point after calculating the X, Y and Z-direction acceleration values of the left vibration reduction coil spring installation point of the rear suspension, so as to obtain X, Y of the left vibration reduction coil spring installation point of the rear suspension and the hard-point transmission force of the chassis in the Z direction. As shown in fig. 6a, 6b and 6c, wherein the broken line represents the simulated calculated value and the solid line represents the actual hard point transmitted force value tested with the relevant equipment. The calculation method of other points of the rear suspension is the same and will not be described in detail here.
After two-stage calibration, the vehicle body data is determined, so that the vehicle body data can be built into a finite element model, and then the finite element model of the whole vehicle can be built by connecting a previous chassis simulation model.
And 6, calculating the noise in the vehicle by using the whole vehicle finite element model.
The method for calculating the noise in the vehicle by using the whole vehicle finite element model is an existing conventional method, and the conventional method is to use spindle-load as input and combine the whole vehicle finite element model to calculate the noise in the vehicle, and is not repeated here.
The method for predicting the road noise of the automobile provided by the embodiment of the invention further comprises the following steps:
step 7, after the two-stage calibration of the chassis in the whole vehicle reduction model is completed in step 5, calculating the chassis hard point transmission force of each attachment point of the front suspension and the rear suspension, wherein the chassis hard point transmission force comprises X, Y, Z three directions, and extracting the maximum envelope value of the front suspension and the rear suspension hard point transmission force;
the chassis comprises a connecting point of a front suspension and a rear suspension. Taking a front suspension as an example, after the hard point transmission force of the chassis of each connecting point is calculated, the maximum values of X, Y and Z directions of each connecting point of the front suspension are respectively obtained, and the front auxiliary frame generates a maximum force curve of all frequency points according to the range of 0-300Hz, which is called a maximum enveloping force curve.
Taking a front suspension as an example, after the acceleration values of each hard point X, Y and Z of the connection of the front suspension and the super unit model of the vehicle body are calculated, the equivalent mass load of the hard points is multiplied, and the transmission force of each hard point can be obtained, wherein the transmission force is distributed by taking 20-300Hz as an abscissa. Then, all hard point transmission forces of the front suspension are maximized at each frequency, and a maximum envelope curve of the transmission forces of the front suspension is formed. As shown in fig. 7 a.
The method for extracting the maximum envelope value of the transmission force of the rear suspension is the same as that of the front suspension, and fig. 7b is a maximum envelope curve of the transmission force of the rear suspension, which is not repeated here.
And 8, calculating the hard point transmission force of the chassis of the existing platform vehicle type with road noise problem and the vehicle type without road noise problem respectively so as to obtain the maximum envelope force interval of the hard point transmission force of the chassis.
Taking more than 2 vehicle types of the same platform, including a vehicle type with road noise problem and a vehicle type without road noise problem, and calculating the maximum enveloping force of the vehicle type with road noise problem and the vehicle type without road noise problem by the method respectively, wherein the enveloping force interval is arranged in each direction.
If the maximum envelope force calculated in the step 7 is within the interval range, the road noise level is considered to be medium; if the maximum envelope force is greater than the vehicle type with problems, road noise is poor; if the maximum envelope force is lower than that of the vehicle model without problems, the road noise is considered to be good.
And 9, comparing and evaluating the calculated chassis force with the existing vehicle type, and evaluating whether the calculated chassis force is in the range of the chassis force interval so as to feed back and adjust and optimize the model.
The embodiment of the invention also provides an automobile road noise prediction system, which comprises:
a transfer function test unit for testing the transfer function of the tire;
the tire simulation model acquisition unit is used for acquiring a transfer function tire simulation model;
the chassis model building unit is used for building a chassis simulation model;
the whole vehicle reduction model construction unit is used for constructing a whole vehicle reduction model;
the calibration unit is used for performing two-stage calibration on the chassis in the whole vehicle reduced model and constructing a whole vehicle finite element model;
and the calculating unit is used for calculating the noise in the vehicle by using the whole vehicle finite element model.
The embodiment of the invention also provides a computer-readable storage medium storing at least one program executable by a computer, which when executed by the computer, causes the computer to perform the steps in the vehicle road noise prediction method as described above.
Those skilled in the art will appreciate that all or part of the processes in the methods of the above embodiments may be implemented by a computer program for instructing relevant hardware, where the program may be stored in a non-volatile computer readable storage medium, and where the program, when executed, may include processes in the embodiments of the methods described above. Any reference to memory, storage, database, or other medium used in the various embodiments provided herein may include non-volatile and/or volatile memory. The nonvolatile 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), memory bus direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM), among others.
The foregoing technical solution is only one embodiment of the present invention, and various modifications and variations can be easily made by those skilled in the art based on the principles disclosed in the present invention, and are not limited to the technical solutions described in the foregoing specific examples of the present invention, therefore, the foregoing description is only preferred and not in any limiting sense.
Claims (15)
1. The automobile road noise prediction method is characterized by comprising the following steps of:
step 1, testing a tire transfer function;
step 2, obtaining a transfer function tire simulation model;
step 3, constructing a chassis simulation model;
step 4, constructing a whole vehicle reduction model;
step 5, performing two-stage calibration on the chassis in the whole vehicle reduced model, and constructing a whole vehicle finite element model;
and 6, calculating the noise in the vehicle by using the whole vehicle finite element model.
2. The method for predicting road noise of automobile according to claim 1, wherein the tire transfer function test in step 1 comprises the following specific operations:
performing transfer function test on a test bed, and calculating a transfer function test result to obtain a tire transfer function, wherein the test bed is a tire bed, and a tire is fixed on the test bed;
the transfer function test includes a floor to center vibration transfer function test and a center to center transfer function test.
3. The method for predicting the road noise of the automobile according to claim 2, wherein the floor-to-wheel center vibration transfer function test is characterized in that the pavement input end is a displacement, the displacement excites the floor of the tire accessory by the vibration exciter according to different frequencies to generate vibration with different amplitudes, and then the excitation displacement from the floor to the tire is obtained;
the transfer function test from wheel center to wheel center is characterized in that the vibration acceleration at the wheel center position is collected by installing 4 three-way acceleration sensors at the wheel center position, and the input and output are the vibration acceleration.
4. A method of predicting road noise for an automobile as claimed in claim 3, wherein all inputs and outputs include test values in the X, Y, Z and RX, RY, RZ 6 directions.
5. The method for predicting road noise of an automobile according to claim 1, wherein the step 2 of obtaining the simulation model of the transfer function tire comprises the following specific operations:
and (3) comparing the approximation calculation result with the test result in the step (1), and if the approximation calculation result is close to more than 85% of the test result in the step (1), fitting by using the approximation calculation result to obtain the simulation model of the transfer function tire.
6. The method for predicting road noise of an automobile according to claim 1, wherein the constructing a chassis simulation model in the step 3 comprises the following specific operations:
the chassis part is connected and modeled, and attribute design is carried out on each part, wherein the attribute design comprises materials, density, mass and rotational inertia, and the method specifically comprises the following steps:
performing tire assignment on the transfer function tire simulation model obtained in the step 2, wherein the tire assignment comprises the mass, the coordinate position and the moment of inertia of the tire;
the chassis part also comprises a frame, a connecting rod and a bushing, and the material, the density, the mass and the rotational inertia of the chassis part are respectively set for each part.
7. The method for predicting road noise of an automobile according to claim 1, wherein the constructing a complete automobile reduction model in the step 4 comprises the following specific operations:
according to the mass, the moment of inertia and the mass center coordinates of the vehicle body, connecting points at which the chassis simulation model and the superunit model are connected to construct a whole vehicle reduction model;
the superunit model has the mass, the barycenter coordinates and the moment of inertia of an actual vehicle body, and the mass, the barycenter coordinates and the moment of inertia are the same as those of a real vehicle connection point.
8. The method for predicting road noise of an automobile according to claim 1, wherein in the step 5, the chassis in the reduced model of the whole automobile is calibrated in two stages, specifically comprising:
the primary calibration is to calibrate the acceleration of the chassis mode and the attachment point;
the second-level calibration is to calibrate the hard-point transmission force of the chassis at each connecting point of the chassis and the vehicle body.
9. The method for predicting road noise of automobile according to claim 8, wherein the calibration of the chassis mode is to compare the mode of the chassis suspension of the reduced model of the whole automobile with the working mode of the chassis of the real automobile, and if the error is within the range of 10% -15%, the result of the simulation calculation is considered to be reliable.
10. The method for predicting road noise of an automobile according to claim 8, wherein the calibration of the acceleration of the attachment point is to pick up the acceleration value of the connection point on the front suspension and the rear suspension on the whole automobile reduced model, and obtain the result of the acceleration simulation calculation; and testing the acceleration of the connection point of the front suspension and the rear suspension of the chassis of the real vehicle under the rough road surface by adopting a three-way acceleration sensor to obtain an acceleration actual measurement result, and if the errors of the simulation calculation result and the actual measurement result are within 10% -15%, considering that the whole vehicle reduction model can be used for calculating the hard-point transmission force of the chassis of other vehicle types.
11. The method for predicting road noise of an automobile according to claim 8, wherein the secondary calibration is to calibrate a chassis hard point transmission force of each connection point of a chassis and an automobile body, specifically: in the whole vehicle reduction model, the hard-point transmission force of the chassis at each connecting point of the chassis is calculated through simulation.
12. The method for predicting road noise of automobile according to claim 11, wherein the test vehicle is subjected to TPA test and the chassis hard spot transmission force of each connection point of the chassis is calculated, the body structure, the interior and exterior parts, the chassis and tire system, the power battery system and the formal vehicle parts of the test vehicle are identical, the simulated calculated chassis hard spot transmission force is compared with the tested chassis hard spot transmission force, and if the error is in the range of 10% -15%, the result of the simulated calculation is considered to be reliable.
13. The method of claim 1, further comprising:
step 7, after the two-stage calibration of the chassis in the whole vehicle reduction model is completed in step 5, calculating the chassis hard point transmission force of each attachment point of the front suspension and the rear suspension, wherein the chassis hard point transmission force comprises X, Y, Z three directions, and extracting the maximum envelope value of the front suspension and the rear suspension hard point transmission force;
step 8, calculating the hard point transmission force of the chassis of the existing platform vehicle type with road noise problem and without road noise problem respectively so as to obtain the maximum enveloping force interval of the hard point transmission force of the chassis;
and 9, judging whether the maximum envelope value calculated in the step 7 is within the maximum envelope force interval obtained in the step 8 so as to feed back and adjust and optimize the model.
14. An automotive road noise prediction system, comprising:
the transfer function testing unit is used for performing transfer function testing on the tire;
the tire simulation model acquisition unit is used for acquiring a transfer function tire simulation model;
the chassis model building unit is used for building a chassis simulation model;
the whole vehicle reduction model construction unit is used for constructing a whole vehicle reduction model;
the calibration unit is used for performing two-stage calibration on the chassis in the whole vehicle reduced model and constructing a whole vehicle finite element model;
and the calculating unit is used for calculating the noise in the vehicle by using the whole vehicle finite element model.
15. A computer-readable medium, characterized in that the computer-readable storage medium stores at least one program executable by a computer, which when executed by the computer, causes the computer to perform the steps in the car road noise prediction method according to any one of claims 1 to 13.
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