Vehicle body local resonance damping design method and electronic equipment

Abstract

The invention relates to the field of vehicles, and provides a local resonance damping design method and electronic equipment. The method comprises the following steps: S1, determining the resonant frequency and position of a vehicle body by analyzing the sound and vibration characteristics of the vehicle body; s2, setting an optimization constraint and an optimization target based on the determined resonant frequency, and performing optimization design on a damping structure of local resonance through first simulation software to obtain an optimized damping structure corresponding to the resonant frequency; the design parameters of the optimized damping structure at least comprise modal parameters, three-dimensional data and material parameters; s3, calculating a resonance band gap of the damping structure by using second simulation software according to the design parameters of the damping structure; s4, according to the resonance frequency of the vehicle body and the resonance band gap of the damping structure, optimization design is conducted on the damping layer; and S5, arranging the optimized damping structure and damping layer according to the analyzed vibration transmission steps. The control efficiency of low-frequency vibration can be improved, and the driving comfort of a user is guaranteed.

Description

Technical Field

[0001] The present application relates to the field of vehicles, and more specifically, to a vehicle body local resonance damping design method and electronic equipment. Background Art

[0002] my country's passenger vehicle market is undergoing significant transformation, with the automotive industry entering a phase of green, coordinated, and integrated development. This is placing increasingly stringent requirements on vehicle noise, vibration, and harshness (NVH), making NVH performance increasingly important and a key indicator of vehicle quality.

[0003] Although the automotive industry has made significant progress in improving overall NVH performance, it has not yet achieved satisfactory results in controlling low-frequency noise inside vehicles. Current methods for suppressing noise inside vehicles mainly include the use of sound-absorbing and insulating materials such as rubber, foam and other elastically deformable substances. However, these materials have relatively weak isolation capabilities for low-frequency vibrations and are easily affected by aging, resulting in a decrease in effectiveness after long-term use. Another common vibration suppression method is the use of dynamic vibration absorbers, which can effectively reduce vibrations. However, dynamic vibration absorbers only work in a very narrow frequency band near the natural frequency and require very high precision. In addition, when using dynamic vibration absorbers, superimposing them increases the difficulty of layout, which leads to certain limitations in actual engineering applications. Traditional materials and vibration suppression methods have limitations in solving the problem of low-frequency noise inside vehicles, so more innovative and effective technical means are urgently needed to meet this challenge.

[0004] In automotive engineering, damping is an important means of controlling vehicle body vibration and noise transmission. Traditional damping methods typically involve coating the vehicle body with damping materials or installing dampers. However, these methods are often ineffective at low frequencies. Therefore, there is an urgent need for a design method for local resonance damping of vehicle bodies to improve the control efficiency of low-frequency vibrations. Summary of the Invention

[0005] The purpose of this application is to provide a vehicle body local resonance damping design method and electronic equipment, which can improve the control efficiency of low-frequency vibration, ensure the user's driving comfort, and enhance the driving experience. The specific solution is as follows:

[0006] A method for designing local resonance damping of a vehicle body comprises the following steps:

[0007] Step S1: determining the resonance frequency and position of the vehicle body by analyzing the acoustic and vibration characteristics of the vehicle body;

[0008] Step S2: Optimization constraints and optimization targets are set based on the determined resonant frequency, and the damping structure of the local resonance is optimized by a first simulation software to obtain an optimized damping structure corresponding to the resonant frequency; the design parameters of the optimized damping structure include at least modal parameters, three-dimensional data, and material parameters; wherein the modal parameters include at least natural frequency and damping ratio;

[0009] Step S3: Calculating the resonance band gap of the damping structure using a second simulation software according to the design parameters of the damping structure;

[0010] Step S4: Optimizing the design of the damping layer according to the resonance frequency of the vehicle body and the resonance band gap of the damping structure;

[0011] Step S5: Arrange the optimized damping structure and damping layer according to the vibration transmission step after analysis.

[0012] Furthermore, the step S2 includes:

[0013] Obtaining design parameters of the original damping structure through the first simulation software;

[0014] Based on the set optimization goal, adjusting the performance indicators of the damping structure, the performance indicators including natural frequency, damping ratio, vibration amplitude and energy dissipation;

[0015] Based on the comparison results of the optimization constraints, determine whether the optimization goal has been achieved;

[0016] If it is reached, the design parameters of the current damping structure are output.

[0017] Furthermore, the optimization constraints include the following:

[0018] The constraint conditions are: the vibration amplitude < the set amplitude threshold, the energy dissipation > the dissipation threshold, the damping ratio ≥ the set lower limit, and the difference between the natural frequency and the resonant frequency ≤ the preset frequency deviation.

[0019] Furthermore, judging whether the optimization goal is achieved based on the judgment result of the optimization constraint condition specifically includes:

[0020] If any constraint condition is not satisfied, the design parameters of the damping structure are adjusted using the optimization algorithm, and the performance indicators of the damping structure are recalculated until all constraints are satisfied.

[0021] Furthermore, the step S4 specifically includes:

[0022] Comparing the resonant frequency of the vehicle body with the resonant band gap of the damping structure to determine whether to optimize the design of the damping layer to obtain optimal performance parameters of the damping layer, the performance parameters including at least: material adhesion characteristics, damping characteristics, and high temperature resistance characteristics;

[0023] The comparison of the resonance frequency of the vehicle body with the resonance band gap of the damping structure to determine whether to optimize the design of the damping layer specifically includes:

[0024] When the vehicle body resonant frequency is within the resonance band gap, the material characteristics of the damping layer are adjusted according to the width and position of the resonance band gap;

[0025] According to the adjusted material characteristics of the damping layer, the target parameters and performance parameters of the damping layer are obtained accordingly; wherein the material characteristics include at least: the elastic modulus, density and loss factor of the damping layer; the target parameters include at least: the material thickness and shape of the damping layer; the performance characteristics include at least: the viscosity performance, high temperature resistance and damping performance of the damping layer.

[0026] Furthermore, when the vehicle body resonant frequency is within the resonant band gap, the damping layer material characteristics are adjusted according to the width and position of the resonant band gap, specifically including:

[0027] When the resonance band gap is narrow and the vehicle body resonance frequency is close to the edge of the band gap, the loss factor of the damping layer material is increased;

[0028] When the resonance band gap is wider, the elastic modulus, density and loss factor of the damping layer material properties are adjusted.

[0029] Furthermore, the step S5 specifically includes:

[0030] Obtaining vibration transmission path information of the noise source according to the resonance band gap of the damping structure;

[0031] The vibration transmission path information includes at least: response mode position information and path transmission position information;

[0032] The response mode includes the position of the standing wave antinode; the path transmission position information includes: traveling wave transmission path information;

[0033] The optimized damping structure and the installation arrangement of the damping layer are completed according to the response modal position information and the path transmission position information.

[0034] A computer device comprises a memory, a processor and a computer program stored in the memory, wherein the processor executes the computer program to implement the steps of the method.

[0035] A computer-readable storage medium stores a computer program / instruction thereon, which implements the steps of the method when executed by a processor.

[0036] A computer program product comprises a computer program / instructions which, when executed by a processor, implement the steps of the method.

[0037] Compared with the prior art, the present invention has the following beneficial effects:

[0038] This invention provides a vehicle body local resonance damping design method and electronic device. By optimizing the damping structure and damping layer for local resonance, the vibration response of the noise source is reduced, solving the problem of low-frequency noise inside the vehicle and effectively improving driving comfort. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] Figure 1 Flowchart of the design method for local resonance damping of vehicle body;

[0040] Figure 2 A design flow chart for the local resonance damping design method of the vehicle body;

[0041] Figure 3 A schematic diagram of the location of the vehicle body resonance frequency of one example;

[0042] Figure 4 for Figure 3 Schematic diagram of the NTF curve corresponding to the mid-resonance frequency position;

[0043] Figure 5 A diagram showing the damping structure of one of the examples is shown;

[0044] Figure 6 Schematic diagram of the relationship between the damping structure frequency and wave vector;

[0045] Figure 7 The diagram is a schematic diagram of the arrangement of the damping structure and the damping layer installed at the resonance position of the vehicle body;

[0046] Figure 8 A comparison diagram of the acceleration effect of one embodiment in the spare tire pool is shown. DETAILED DESCRIPTION

[0047] In order to make the purpose, technical solutions and advantages of this application clearer, the following Figure 1-8 This application is further described in detail. Obviously, the embodiments described are only a part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0048] The terms used in the examples of this application are for the purpose of describing specific embodiments only and are not intended to limit this application. The singular forms "a," "the," and "the" used in the examples of this application and the appended claims are also intended to include plural forms, and unless the context clearly indicates otherwise, "a plurality" generally includes at least two.

[0049] It should be understood that the term "and / or" as used herein is merely a description of the relationship between associated objects, indicating that three possible relationships exist. For example, "A and / or B" can represent: A exists alone, A and B exist simultaneously, or B exists alone. Furthermore, the character " / " in this document generally indicates that the associated objects are in an "or" relationship.

[0050] It should be understood that although the terms first, second, third, etc. may be used to describe in the embodiments of the present application, these descriptions should not be limited to these terms. These terms are only used to distinguish the descriptions. For example, without departing from the scope of the embodiments of the present application, the first may also be referred to as the second, and similarly, the second may also be referred to as the first.

[0051] As used herein, the words "if" and "if" may be interpreted as "at the time of" or "when" or "in response to determining" or "in response to detecting," depending on the context. Similarly, the phrases "if it is determined" or "if (stated condition or event) is detected" may be interpreted as "when it is determined" or "in response to the determination" or "when detecting (stated condition or event)" or "in response to detecting (stated condition or event)," depending on the context.

[0052] It should also be noted that the terms "include," "comprises," or any other variations thereof are intended to encompass non-exclusive inclusion, such that a product or device comprising a series of elements includes not only those elements but also other elements not explicitly listed, or elements inherent to such product or device. In the absence of further limitations, an element defined by the phrase "comprises a..." does not exclude the presence of other identical elements in the product or device comprising the element.

[0053] It should be noted in particular that any symbols and / or numbers in the specification that are not marked in the accompanying drawings are not drawing marks.

[0054] like Figure 1 As shown, a vehicle body local resonance damping design method includes the following steps:

[0055] Step S1: determining the resonance frequency and position of the vehicle body by analyzing the acoustic and vibration characteristics of the vehicle body;

[0056] Step S2: Optimization constraints and optimization targets are set based on the determined resonant frequency, and the damping structure of the local resonance is optimized by a first simulation software to obtain an optimized damping structure corresponding to the resonant frequency; the design parameters of the optimized damping structure include at least modal parameters, three-dimensional data, and material parameters; wherein the modal parameters include at least natural frequency and damping ratio;

[0057] Step S3: Calculating the resonance band gap of the damping structure using a second simulation software according to the design parameters of the damping structure;

[0058] Step S4: Optimizing the design of the damping layer according to the resonance frequency of the vehicle body and the resonance band gap of the damping structure to obtain a target damping layer; wherein the target parameters of the target damping layer include at least: material size and material type of the damping layer;

[0059] Step S5: Arrange the optimized damping structure and damping layer according to the vibration transmission step after analysis.

[0060] It can be understood that this application reduces the vibration response of the noise source by optimizing the design of the damping structure and damping layer of local resonance, solves the problem of low-frequency noise in the vehicle, and effectively improves the comfort of the driving process.

[0061] It is further necessary to explain that the damping layer is provided on the lower surface of the damping structure and is used to connect the damping structure to a substrate, such as a body sheet metal or a chassis.

[0062] See also Figure 2 As shown, in step S1: determine the resonant frequency of the problem by simulation and testing. The simulation method can use nastran, OptiStruct, Simcenter3D, Virtual.lab, Arctran simulation software, and the test method can use VTF\NTF, hammer method\exciter method modal test, etc. Figure 3 As shown in Figure 2, the vibration frequency or resonance frequency of the spare tire groove of the vehicle body is determined by using the OptiStruct simulation software, and the frequency and vibration response of the spare tire groove are obtained according to the noise transfer function curve, as shown in Figure 2. Figure 4 shown.

[0063] As can be understood, by analyzing the vehicle body's acoustic and vibration characteristics to determine the vehicle body's resonant frequency and location, we clearly identify the frequencies and locations of low-frequency noise within the vehicle, providing a basis for subsequent targeted design. Since low-frequency noise is closely related to vehicle body resonance, accurately determining the resonant frequency and location allows for improved control of low-frequency vibrations and ultimately reduces low-frequency noise within the vehicle.

[0064] Step S2: Based on the determined resonant frequency, optimization constraints and optimization targets are set, and the damping structure of the local resonance is optimized by a first simulation software to obtain an optimized damping structure corresponding to the resonant frequency; the design parameters of the optimized damping structure include at least: modal parameters, three-dimensional data, and material parameters; wherein the modal parameters include at least: natural frequency and damping ratio, specifically including:

[0065] Obtaining design parameters of the original damping structure through the first simulation software;

[0066] Based on the set optimization goal, adjusting the performance indicators of the damping structure; the performance indicators include at least the natural frequency, damping ratio, vibration amplitude and energy dissipation of the damping structure;

[0067] For example, when the vibration amplitude is greater than the set amplitude threshold, it is prioritized to increase the damping ratio or adjust the three-dimensional structural parameters to reduce the vibration amplitude; when the energy dissipation is less than the dissipation threshold, the material parameters can be adjusted or the structural dimensions can be optimized to improve the energy dissipation efficiency.

[0068] It can be understood that this application takes the vehicle body resonance frequency as a benchmark and adjusts the natural frequency of the damping structure to a range close to the vehicle body resonance frequency, thereby ensuring that the resonance band gap of the designed damping structure can effectively cover the vehicle body resonance frequency in terms of frequency position and width.

[0069] According to the judgment results of the optimization constraints, determine whether the optimization goal is achieved;

[0070] Specifically: by adjusting the performance indicators of the damping structure, the adjusted results are compared with the pre-set optimization constraints to determine whether the optimization goal is achieved;

[0071] If it is reached, the design parameters of the current damping structure are output.

[0072] Specifically, the original damping structure is designed through simulation software, and the original design parameters are extracted. The design parameters include at least: modal parameters, three-dimensional data and material parameters; among which, the modal parameters include at least: natural frequency and damping ratio; according to the set optimization goals, the performance indicators of the damping structure are adjusted.

[0073] Furthermore, the optimization constraints include the following:

[0074] The constraints are: the vibration amplitude < the set amplitude threshold, the energy dissipation > the dissipation threshold, the damping ratio ≥ the set lower limit, and the difference between the natural frequency and the resonant frequency ≤ the preset frequency deviation; for example, the amplitude threshold is set to 0.01 m / s 2 ; The energy dissipation threshold is 85%, the damping ratio setting lower limit is 0.3, and the preset frequency deviation is 3Hz.

[0075] The determination of whether the optimization goal is achieved based on the determination result of the optimization constraint condition specifically includes:

[0076] If any constraint condition is not satisfied, the design parameters of the damping structure are adjusted using an optimization algorithm, such as a genetic algorithm, a particle swarm algorithm, etc., and the performance indicators of the damping structure are recalculated until all constraints are satisfied.

[0077] For example, this application uses Comsol simulation software to model and analyze the existing damping structure, thereby extracting its design parameters including modal parameters (natural frequency, damping ratio), three-dimensional data and material parameters. The advantage is: it provides basic data for subsequent optimization design, so as to compare the changes before and after optimization and evaluate the optimization effect. Specifically, this example sets the optimization goal based on actual needs and expected effects, and adjusts its performance indicators by adjusting certain parameters of the damping structure, such as natural frequency, damping ratio, vibration amplitude and energy dissipation, to obtain the optimal damping structure corresponding to the resonant frequency. The advantage of this design is that, with the goal of reducing the noise inside the car, the performance indicators are adjusted to better suppress vibration and dissipate energy, thereby improving the control efficiency of low-frequency noise.

[0078] For example Figure 5 The damping structure shown in FIG. 4 is a damping structure in which the vibrator is made of steel with a thickness of 1 mm. The vibrator can form a band gap around 35-48 Hz and is used to control vibration noise within the range of 35-48 Hz. Figure 6 A schematic diagram of the relationship between the frequency and wave vector of a damping structure is provided. Analysis of this diagram can reveal the resonant band gap of the damping structure. For example, using simulation software, the localized resonant damping structure is discretized into a finite number of elements for numerical simulation. During the simulation, waves of varying frequencies are input to the structure, and the structural response is calculated. By analyzing the amplitude or energy changes in the output, the frequency ranges within which wave propagation is suppressed are determined, thereby determining the resonant band gap range.

[0079] In step S4, the damping layer is optimized and designed according to the resonance frequency of the vehicle body and the resonance band gap of the damping structure, including:

[0080] Comparing the resonant frequency of the vehicle body with the resonant band gap of the damping structure to determine whether to optimize the design of the damping layer to obtain optimal performance parameters of the damping layer; the performance parameters of the damping layer include at least: material adhesion characteristics, damping characteristics, and high temperature resistance characteristics;

[0081] The comparison of the resonance frequency of the vehicle body with the resonance band gap of the damping structure to determine whether to optimize the design of the damping layer specifically includes:

[0082] When the vehicle body resonant frequency is within the resonance band gap, the material characteristics of the damping layer are adjusted according to the width and position of the resonance band gap;

[0083] According to the adjusted damping layer material characteristics, the target parameters and performance parameters of the damping layer are obtained accordingly; wherein the material characteristics include at least: elastic modulus, density and loss factor of the damping layer; the target parameters include at least: material thickness and shape of the damping layer

[0084] Furthermore, when the vehicle body resonance frequency does not fall within the resonance band gap and is lower than the resonance band gap, the natural frequency of the damping structure can be appropriately lowered to move the resonance band gap toward a lower frequency. If it is higher than the resonance band gap, the natural frequency of the damping structure can be increased to move the resonance band gap toward a higher frequency, so as to bring the vehicle body resonance frequency within the resonance band gap range, and then perform subsequent optimization and adjustment of the damping layer.

[0085] When the vehicle body resonant frequency is within the resonant band gap, the damping layer material characteristics are adjusted according to the width and position of the resonant band gap, specifically including:

[0086] When the resonance band gap is narrow and the vehicle body resonance frequency is close to the edge of the band gap, the loss factor of the damping layer material is increased and the elastic modulus is fine-tuned according to a preset ratio, so that the damping layer has better dynamic response characteristics near this frequency.

[0087] When the resonance band gap is wider, the elastic modulus, density and loss factor of the damping layer material properties are adjusted.

[0088] In this example, the narrow range limit of the resonance band gap is set to 8 Hz, that is, the resonance band gap range less than 8 Hz is considered a narrow resonance band gap range, and fine adjustment is performed based on the distribution ratio of the vehicle body resonance frequency within the band gap.

[0089] For example, when the resonance band gap is narrow (such as 48-52Hz) and the vehicle body resonance frequency is 51Hz (close to the edge of the band gap), the loss factor of the damping layer material is increased by replacing the damping material with a higher loss factor, such as replacing the original material with a loss factor of 0.2 with a new material with a loss factor of 0.35, so as to more effectively absorb the vibration energy near 51Hz; if the resonance band gap is wide (such as 40-60Hz), the elastic modulus (reduced by 20% to increase flexibility), density (increased by 10% to increase inertia) and loss factor (increased to 0.3) are comprehensively adjusted to comprehensively optimize the performance of the damping layer.

[0090] For example, if the vehicle body resonant frequency is 52Hz, which is within the resonance band gap of 45-55Hz, the elastic modulus is reduced; for example, the material with an original elastic modulus of 2GPa is replaced with a material with a different formula to adjust the elastic modulus to 1.5GPa. In this way, at a vibration frequency of 52Hz, the damping layer can better follow the vibration of the vehicle body to produce deformation, and consume more vibration energy during the deformation process through intermolecular friction and other means; for example, the density is increased to increase the inertia of the damping layer. For example, by adding filler particles with higher density to the material, the material density is increased from 1200kg / m 3 Increased to 1500kg / m 3 Greater inertia helps resist the transmission of vibration. When the car body vibrates at 52Hz, the damping layer can hinder the propagation of vibration due to its own inertia, thereby achieving a vibration reduction effect.

[0091] In this example, the damping layer is made of magnetic asphalt. This material can be directly magnetically attached to the body sheet metal and achieves good adhesion after a simple baking process. After undergoing 180° electrophoresis with the body-in-white, it exhibits even stronger adhesion. Furthermore, because asphalt damping material has a certain degree of damping, it also effectively suppresses high-frequency vibrations.

[0092] In a specific embodiment, the optimized damping structure and the optimized damping layer are arranged according to the post-analysis vibration transmission step, specifically including:

[0093] Obtaining vibration transmission path information of the noise source according to the resonance band gap of the damping structure;

[0094] The vibration transmission path information includes at least: response mode position information and path transmission position information;

[0095] The response mode includes the position of the standing wave antinode; the path transmission position information includes: traveling wave transmission path information;

[0096] The optimized damping structure and the installation arrangement of the damping layer are completed according to the response modal position information and the path transmission position information.

[0097] Furthermore, the optimized damping structure and damping layer installation arrangement are completed according to the response modal position information and the path transmission position information, specifically including:

[0098] The optimized damping structure is preferably installed at the antinode of the standing wave; the advantage is that the vibration energy is concentrated here, which can dissipate the vibration energy more effectively;

[0099] According to the traveling wave transmission path information, the damping layer is arranged on the critical path of vibration transmission to block or weaken the propagation of vibration, thereby completing the installation arrangement of the optimized damping structure and damping layer.

[0100] This example can determine the vibration transmission path information of the noise source through simulation and experimental methods.

[0101] For example, by building a structural finite element model, defining material properties, boundary conditions, and excitation information, the model's dynamic response is calculated to obtain information such as structural vibration displacement, velocity, and acceleration. By analyzing responses at different locations, the vibration transmission path can be determined.

[0102] For example Figure 5 , trial-produce damping structures and damping layers, and use modal test methods to determine whether the free modes of the damping sample body can match the corresponding problem frequency, and arrange the designed local resonance damping structure at the main acoustic vibration source and the main transmission path. Specifically, use the hammer method, exciter method, etc. to excite the structure and measure the vibration response of each measuring point. Use the measured data to calculate the structural modal parameters (natural frequency, vibration mode, etc.). Determine the response mode position information (such as the position of the standing wave antinode) based on the vibration mode, and determine the traveling wave transmission path information based on the position relationship between the excitation point and the response point.

[0103] Furthermore, the present application also includes step S6 of effect verification, which specifically includes:

[0104] The application effect test analyzes and compares whether the noise source meets the design target based on the local resonance damping of the damping structure and damping layer. The design target is pre-set as follows: the reduction in the vibration peak at the noise source position must be no less than a first ratio, such as 60%, and the reduction in the noise inside the vehicle must be ≥ a first preset value, such as 4dBA.

[0105] If it does not meet the requirements, the damping structure and the damping layer are optimized again. If it meets the requirements, the parameter data of the optimized damping structure and the damping layer are obtained.

[0106] For example, the samples of the damping structure and the damping layer are fixed to the spare tire well by baking, e.g. Figure 7 ,Through vehicle verification, after applying local resonance damping, under the corresponding working conditions, the vibration peak value at the problem location can be reduced by 62.5%, such as Figure 8 ; The noise level inside the car is reduced by 4.4dBA.

[0107] The exemplary embodiments according to the present application are described in detail. However, these exemplary embodiments can be implemented in a variety of different forms and should not be interpreted as being limited to the embodiments described herein. It should be understood that these embodiments are provided to make the disclosure of this application thorough and complete, and to fully convey the concepts of these exemplary embodiments to those of ordinary skill in the art. In the accompanying drawings, for the sake of clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to represent the same devices, and thus their descriptions will be omitted.

[0108] On the other hand, the present application provides a computer device comprising a memory, a processor and a computer program stored in the memory, wherein the processor executes the computer program to implement the steps of the method.

[0109] On the other hand, the present application provides a computer-readable storage medium having a computer program / instruction stored thereon, which implements the steps of the method when the computer program / instruction is executed by a processor.

[0110] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the above embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the above embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A vehicle body local resonance damping design method, characterized in that: The following steps are involved: Step S1: determining the resonance frequency and position of the vehicle body by analyzing the acoustic and vibration characteristics of the vehicle body; Step S2: setting optimization constraints and optimization targets based on the determined resonance frequency, and optimizing the damping structure of the local resonance using a first simulation software to obtain an optimized damping structure corresponding to the resonance frequency; The design parameters of the optimized damping structure include at least: modal parameters, three-dimensional data and material parameters; wherein the modal parameters include at least: natural frequency and damping ratio; Step S3: Calculating the resonance band gap of the damping structure using a second simulation software according to the design parameters of the damping structure; Step S4: Optimizing the design of the damping layer according to the resonance frequency of the vehicle body and the resonance band gap of the damping structure; Step S5: Arrange the optimized damping structure and damping layer according to the analyzed vibration transmission steps.

2. The method according to claim 1, characterized in that The step S2 includes: Obtaining design parameters of the original damping structure through a first simulation software; Based on the set optimization goal, adjusting the performance indicators of the damping structure, the performance indicators including natural frequency, damping ratio, vibration amplitude and energy dissipation; Based on the comparison results of the optimization constraints, determine whether the optimization goal has been achieved; If it is reached, the design parameters of the current damping structure are output.

3. The method according to claim 2, characterized in that The optimization constraints include the following: The constraint conditions are: the vibration amplitude < the set amplitude threshold, the energy dissipation > the dissipation threshold, the damping ratio ≥ the set lower limit, and the difference between the natural frequency and the resonant frequency ≤ the preset frequency deviation.

4. The method according to claim 3, characterized in that The determination of whether the optimization goal is achieved based on the determination result of the optimization constraint condition specifically includes: If any constraint condition is not satisfied, the design parameters of the damping structure are adjusted using the optimization algorithm, and the performance indicators of the damping structure are recalculated until all constraints are satisfied.

5. The method according to claim 4, characterized in that The step S4 specifically includes: Comparing the resonant frequency of the vehicle body with the resonant band gap of the damping structure to determine whether to optimize the design of the damping layer to obtain optimal performance parameters of the damping layer, the performance parameters including at least: material adhesion characteristics, damping characteristics, and high temperature resistance characteristics; The comparison of the resonance frequency of the vehicle body with the resonance band gap of the damping structure to determine whether to optimize the design of the damping layer specifically includes: When the vehicle body resonant frequency is within the resonance band gap, the material characteristics of the damping layer are adjusted according to the width and position of the resonance band gap; According to the adjusted material characteristics of the damping layer, the target parameters and performance parameters of the damping layer are obtained accordingly; wherein the material characteristics include at least: the elastic modulus, density and loss factor of the damping layer; the target parameters include at least: the material thickness and shape of the damping layer; the performance characteristics include at least: the viscosity performance, high temperature resistance and damping performance of the damping layer.

6. The method according to claim 5, characterized in that When the vehicle body resonant frequency is within the resonant band gap, the damping layer material characteristics are adjusted according to the width and position of the resonant band gap, specifically including: When the resonance band gap is narrow and the vehicle body resonance frequency is close to the edge of the band gap, the loss factor of the damping layer material is increased and the elastic modulus is fine-tuned according to a preset ratio. When the resonance band gap is wider, the elastic modulus, density and loss factor of the damping layer material properties are adjusted.

7. The method according to claim 6, characterized in that The step S5 specifically includes: Obtaining vibration transmission path information of the noise source according to the resonance band gap of the damping structure; The vibration transmission path information includes at least: response mode position information and path transmission position information; The response mode includes the position of the standing wave antinode; the path transmission position information includes: traveling wave transmission path information; The optimized damping structure and the installation arrangement of the damping layer are completed according to the response modal position information and the path transmission position information.

8. A computer device comprising a memory, a processor, and a computer program stored in the memory, characterized in that: The processor executes the computer program to implement the steps of the method according to any one of claims 1 to 7.

9. A computer-readable storage medium having a computer program / instruction stored thereon, characterized in that: When the computer program / instructions are executed by a processor, the steps of the method according to any one of claims 1 to 7 are implemented.

10. A computer program product comprising a computer program / instructions, characterized in that When the computer program / instructions are executed by a processor, the steps of the method according to any one of claims 1 to 7 are implemented.

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