Automobile noise reduction method and system

Abstract

The present invention provides a method and system for reducing automobile noise, the method comprising: determining the target frequency corresponding to the acceleration roar of the current vehicle based on the road test data and modal test data of the current vehicle; formulating a target optimization scheme for the local structure of the front bumper beam of the vehicle body based on the overall structure of the front bumper beam of the current vehicle and the target frequency, the target optimization scheme including optimization parameters and optimization parts; performing CAE simulation analysis according to the target optimization scheme for experimental verification. Through the above method, the problem of roaring noise caused by the coupling resonance of the natural frequency of the front bumper beam of the vehicle body and the excitation frequency of the engine can be effectively eliminated under the premise of only partially optimizing the front bumper beam of the vehicle body, which greatly improves the user experience and is suitable for large-scale promotion and use.

Description

Technical Field

[0001] The present invention relates to the field of automobile technology, and in particular to an automobile noise reduction method and system. Background Art

[0002] With the gradual improvement of modern living standards, consumers' requirements for cars are no longer limited to pure means of transportation. More and more consumers begin to pay attention to the driving pleasure and riding quality of cars. The NVH (Noise Vibration Harshness) performance of cars can give consumers the most intuitive feeling during driving. Therefore, NVH performance has gradually become an important indicator for evaluating the quality of cars.

[0003] The NVH performance of automobiles is mainly reflected by the noise and vibration levels, which are mainly divided into normal noise and vibration and abnormal noise and vibration. Normal noise and vibration are mainly caused by the noise and vibration generated when the engine is working normally, while the causes of abnormal noise and vibration are very complicated, which are caused by both component quality problems and design reasons. The existence of abnormal noise will affect the user's subjective feelings and easily cause user complaints.

[0004] Among them, the acceleration roar is a sound with a relatively low audio frequency and is likely to cause a certain degree of ear oppression to passengers. It is a relatively common type of abnormal noise. Among them, the noise vibration caused by the coupling resonance of the natural frequency of the vehicle structural accessories and the engine excitation frequency is one of the main reasons for the roar problem in automobiles. For some accessories that do not have specific regulatory requirements, the roar noise caused by the coupling of the natural frequency and the engine excitation frequency is usually improved by optimizing the overall structure or increasing the stiffness to avoid the engine excitation frequency. However, for some accessories that need to meet safety regulations, such as the roar noise caused by the coupling resonance of the natural frequency of the front bumper beam of the vehicle body and the engine excitation frequency, the existing technology cannot effectively solve it.

[0005] Therefore, it is necessary to provide a method for eliminating the roaring noise generated by the coupling resonance between the natural frequency of the front bumper beam of the vehicle body and the excitation frequency of the engine. Summary of the invention

[0006] Based on this, the purpose of the present invention is to provide a method and system for reducing automobile noise, so as to solve the problem that the prior art cannot effectively solve the roaring noise caused by the coupling resonance of the natural frequency of the front bumper beam of the vehicle body and the excitation frequency of the engine.

[0007] A first aspect of an embodiment of the present invention provides a method for reducing noise in an automobile, the method comprising:

[0008] Determine the target frequency corresponding to the acceleration roar of the current vehicle according to the road test data and modal test data of the current vehicle;

[0009] Based on the overall structure of the front bumper beam in the current vehicle and the target frequency, a target optimization scheme for the local structure of the front bumper beam is formulated, wherein the target optimization scheme includes optimization parameters and optimization parts;

[0010] CAE simulation analysis is performed according to the target optimization scheme to carry out experimental verification.

[0011] The beneficial effects of the present invention are: by determining the target frequency corresponding to the acceleration roar of the current vehicle based on the road test data and modal test data of the current vehicle; further, based on the overall structure of the front bumper beam of the current vehicle and the target frequency, a target optimization scheme for the local structure of the front bumper beam of the vehicle body is formulated, and the target optimization scheme includes optimization parameters and optimization parts; finally, only CAE simulation analysis is required according to the above target optimization scheme for experimental verification. Through the above method, the problem of roaring noise caused by the coupling resonance of the natural frequency of the front bumper beam of the vehicle body and the excitation frequency of the engine can be effectively eliminated under the premise of only local optimization of the front bumper beam of the vehicle body, which greatly improves the user experience and is suitable for large-scale promotion and use.

[0012] Preferably, the step of performing CAE simulation analysis according to the target optimization scheme to perform experimental verification includes:

[0013] Arranging a vibration acceleration sensor at the resonance point of the front cross beam of the vehicle body, and collecting the vibration acceleration generated by the resonance point within the roaring speed range of the current vehicle;

[0014] The first test frequency generated by the dynamic vibration absorber on the test bench is tested by a force hammer excitation method, and the change trend between the first test frequency of the dynamic vibration absorber and the test knocking vibration acceleration is obtained through a preset test.

[0015] Preferably, after the step of testing the test frequency generated by the dynamic vibration absorber on the test bench by the force hammer excitation method, and obtaining the change trend between the test frequency of the dynamic vibration absorber and the test knocking vibration acceleration by a preset test, the method further includes:

[0016] The dynamic vibration absorber is arranged at the optimized position of the front bumper beam of the vehicle body, and a second test frequency generated by the dynamic vibration absorber at the optimized position is tested by the force hammer excitation method;

[0017] A vibration acceleration sensor is arranged on the dynamic vibration absorber, and a road frequency sweep test is performed to determine the actual vibration frequency generated by the dynamic vibration absorber within the roaring speed range of the current vehicle.

[0018] Preferably, after the step of arranging a vibration acceleration sensor on the dynamic vibration absorber and performing a road frequency sweep test to determine the actual vibration frequency generated by the dynamic vibration absorber within the roaring speed range of the current vehicle, the method further comprises:

[0019] The dynamic vibration absorber is optimized based on the actual vibration frequency so that the magnitude of the actual vibration frequency of the dynamic vibration absorber is the same as the magnitude of the target frequency.

[0020] Preferably, after the step of optimizing the dynamic vibration absorber based on the actual vibration frequency so that the magnitude of the actual vibration frequency of the dynamic vibration absorber is the same as the magnitude of the target frequency, the method further comprises:

[0021] The optimized dynamic vibration absorber is subjected to road test verification to collect the noise level of the current vehicle within the roaring speed range.

[0022] A second aspect of an embodiment of the present invention provides a vehicle noise reduction system, the system comprising:

[0023] An acquisition module, used to determine a target frequency corresponding to the acceleration roar of the current vehicle according to the road test data and modal test data of the current vehicle;

[0024] A processing module, configured to formulate a target optimization scheme for a local structure of the front bumper beam of the vehicle body based on the overall structure of the front bumper beam of the vehicle body in the current vehicle and the target frequency, wherein the target optimization scheme includes optimization parameters and optimization parts;

[0025] The analysis module is used to perform CAE simulation analysis according to the target optimization scheme for experimental verification.

[0026] Wherein, in the above-mentioned automobile noise reduction system, the analysis module is specifically used for:

[0027] Arranging a vibration acceleration sensor at the resonance point of the front cross beam of the vehicle body, and collecting the vibration acceleration generated by the resonance point within the roaring speed range of the current vehicle;

[0028] The first test frequency generated by the dynamic vibration absorber on the test bench is tested by a force hammer excitation method, and the change trend between the first test frequency of the dynamic vibration absorber and the test knocking vibration acceleration is obtained through a preset test.

[0029] Wherein, in the above-mentioned automobile noise reduction system, the automobile noise reduction system further includes a first execution module, and the first execution module is specifically used for:

[0030] The dynamic vibration absorber is arranged at the optimized position of the front bumper beam of the vehicle body, and a second test frequency generated by the dynamic vibration absorber at the optimized position is tested by the force hammer excitation method;

[0031] A vibration acceleration sensor is arranged on the dynamic vibration absorber, and a road frequency sweep test is performed to determine the actual vibration frequency generated by the dynamic vibration absorber within the roaring speed range of the current vehicle.

[0032] Wherein, in the above-mentioned automobile noise reduction system, the automobile noise reduction system further includes a second execution module, and the second execution module is specifically used for:

[0033] The dynamic vibration absorber is optimized based on the actual vibration frequency so that the magnitude of the actual vibration frequency of the dynamic vibration absorber is the same as the magnitude of the target frequency.

[0034] Wherein, in the above-mentioned automobile noise reduction system, the automobile noise reduction system further includes a third execution module, and the third execution module is specifically used for:

[0035] The optimized dynamic vibration absorber is subjected to road test verification to collect the noise level of the current vehicle within the roaring speed range.

[0036] Additional aspects and advantages of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] Figure 1 A flow chart of a method for reducing automobile noise provided by a first embodiment of the present invention;

[0038] Figure 2 This is a structural block diagram of a vehicle noise reduction system provided in the third embodiment of the present invention.

[0039] The following specific implementation manner will further illustrate the present invention in conjunction with the above-mentioned drawings. DETAILED DESCRIPTION

[0040] In order to facilitate the understanding of the present invention, the present invention will be described more fully below with reference to the relevant drawings. Several embodiments of the present invention are given in the drawings. However, the present invention can be implemented in many different forms and is not limited to the embodiments described herein. On the contrary, the purpose of providing these embodiments is to make the disclosure of the present invention more thorough and comprehensive.

[0041] It should be noted that when an element is referred to as being "fixed to" another element, it may be directly on the other element or there may be a central element. When an element is considered to be "connected to" another element, it may be directly connected to the other element or there may be a central element at the same time. The terms "vertical", "horizontal", "left", "right" and similar expressions used herein are for illustrative purposes only.

[0042] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as those commonly understood by those skilled in the art of the present invention. The terms used herein in the specification of the present invention are only for the purpose of describing specific embodiments and are not intended to limit the present invention. The term "and / or" used herein includes any and all combinations of one or more related listed items.

[0043] The prior art does not provide an effective solution for some accessories that need to meet safety regulations, such as the roaring noise generated by the coupling resonance of the natural frequency of the front bumper beam of the vehicle body and the excitation frequency of the engine. Therefore, it is necessary to provide a method for eliminating the roaring noise generated by the coupling resonance of the natural frequency of the front bumper beam of the vehicle body and the excitation frequency of the engine.

[0044] See also Figure 1 , shown is the automobile noise reduction method provided by the first embodiment of the present invention. The automobile noise reduction method provided by this embodiment can effectively eliminate the problem of roaring noise caused by the coupling resonance of the natural frequency of the front bumper beam of the vehicle body and the excitation frequency of the engine under the premise of only local optimization of the front bumper beam of the vehicle body, thereby greatly improving the user experience and being suitable for large-scale promotion and use.

[0045] Specifically, the automobile noise reduction method provided in this embodiment includes the following steps:

[0046] Step S10, determining a target frequency corresponding to the acceleration roar of the current vehicle according to the road test data and modal test data of the current vehicle;

[0047] Specifically, in this embodiment, it should be noted that the automobile noise reduction method provided in this embodiment is mainly used between the front bumper beam of the automobile body and the engine, and is used to eliminate the roaring noise generated by the coupling resonance of the natural frequency of the front bumper beam of the automobile body and the excitation frequency of the engine.

[0048] Therefore, in this step, it should be noted that when a test vehicle is obtained, the current test vehicle is subjected to road tests and modal test tests in advance, wherein the road tests and modal test tests are both conventional tests in the prior art, so as to obtain corresponding road test data and modal test data respectively.

[0049] Furthermore, in this step, the target frequency corresponding to the acceleration roar of the current vehicle is immediately determined based on the road test data and modal test data of the current vehicle. The target frequency is specifically a frequency threshold.

[0050] Step S20, formulating a target optimization scheme for the local structure of the front bumper beam of the vehicle body based on the overall structure of the front bumper beam of the current vehicle and the target frequency, wherein the target optimization scheme includes optimization parameters and optimization parts;

[0051] Furthermore, in this step, it should be noted that after acquiring the target frequency, this embodiment will formulate a target optimization plan for the local structure of the above-mentioned vehicle body front bumper beam through preset software in a pre-set computer based on the overall structure of the vehicle body front bumper beam in the current vehicle and the above-mentioned target frequency. Specifically, the target optimization plan includes optimization parameters and optimization parts.

[0052] Step S30, performing CAE simulation analysis according to the target optimization scheme to perform experimental verification.

[0053] Finally, in this step, it should be noted that after the target optimization scheme of the above-mentioned vehicle body front bumper beam is obtained through the computer, this step will perform CAE simulation analysis on the current vehicle body front bumper beam according to the obtained target optimization scheme for experimental verification, so as to eliminate the roaring noise caused by the coupling resonance of the natural frequency of the vehicle body front bumper beam and the engine excitation frequency.

[0054] When in use, the target frequency corresponding to the acceleration roar of the current vehicle is determined based on the road test data and modal test data of the current vehicle; further, based on the overall structure of the front bumper beam of the current vehicle and the target frequency, a target optimization scheme for the local structure of the front bumper beam of the vehicle body is formulated, and the target optimization scheme includes optimization parameters and optimization parts; finally, only CAE simulation analysis is required according to the above target optimization scheme for experimental verification. Through the above method, the problem of roaring noise caused by the coupling resonance of the natural frequency of the front bumper beam of the vehicle body and the excitation frequency of the engine can be effectively eliminated under the premise of only local optimization of the front bumper beam of the vehicle body, which greatly improves the user experience and is suitable for large-scale promotion and use.

[0055] It should be noted that the above implementation process is only for illustrating the feasibility of the present application, but it does not mean that the automobile noise reduction method of the present application has only the above-mentioned single implementation process. On the contrary, as long as the automobile noise reduction method of the present application can be implemented, it can be included in the feasible implementation plan of the present application.

[0056] In summary, the automobile noise reduction method provided by the above embodiments of the present invention can effectively eliminate the problem of roaring noise caused by the coupling resonance of the natural frequency of the front bumper beam of the vehicle body and the excitation frequency of the engine under the premise of only local optimization of the front bumper beam of the vehicle body, thereby greatly improving the user experience and being suitable for large-scale promotion and use.

[0057] The second embodiment of the present invention also provides a method for reducing noise in an automobile. The method for reducing noise in an automobile provided by this embodiment further includes:

[0058] Step S11, determining a target frequency corresponding to the acceleration roar of the current vehicle according to the road test data and modal test data of the current vehicle;

[0059] Specifically, in this embodiment, it should be noted that the automobile noise reduction method provided in this embodiment is mainly used between the front bumper beam of the automobile body and the engine, and is used to eliminate the roaring noise generated by the coupling resonance of the natural frequency of the front bumper beam of the automobile body and the excitation frequency of the engine.

[0060] Therefore, in this step, it should be noted that when a test vehicle is obtained, the current test vehicle is subjected to road tests and modal test tests in advance, wherein the road tests and modal test tests are both conventional tests in the prior art, so as to obtain corresponding road test data and modal test data respectively.

[0061] Furthermore, in this step, the target frequency corresponding to the acceleration roar of the current vehicle is immediately determined based on the road test data and modal test data of the current vehicle. The target frequency is specifically a frequency threshold.

[0062] Step S21, formulating a target optimization scheme for the local structure of the front bumper beam of the vehicle body based on the overall structure of the front bumper beam of the current vehicle and the target frequency;

[0063] Furthermore, in this step, it should be noted that after acquiring the target frequency, this embodiment will formulate a target optimization plan for the local structure of the above-mentioned vehicle body front bumper beam through preset software in a pre-set computer based on the overall structure of the vehicle body front bumper beam in the current vehicle and the above-mentioned target frequency. Specifically, the target optimization plan includes optimization parameters and optimization parts.

[0064] In addition, in this step, it is also necessary to explain that the reason for the local reinforcement of the front bumper beam of the vehicle body is that it involves safety regulations and other issues. There is a certain safety risk in changing the natural frequency by increasing the stiffness, so this embodiment needs to use a dynamic vibration absorber to indirectly optimize the acceleration roar problem by weakening the energy of the problem frequency.

[0065] However, if the dynamic vibration absorber is directly installed on the front bumper beam of the vehicle body, there will be a problem of insufficient rigidity at the installation point, resulting in a large difference between the frequency of the dynamic vibration absorber installation and the actual design frequency, and the effect of weakening the problem frequency cannot be achieved. Therefore, it is necessary to partially strengthen the front bumper beam structure of the vehicle body.

[0066] In addition, in this embodiment, it should be pointed out that the steps of performing CAE simulation analysis according to the target optimization scheme to perform experimental verification include:

[0067] Step S31, arrange a vibration acceleration sensor at the resonance point of the front bumper beam of the vehicle body, and collect the vibration acceleration generated by the resonance point within the roaring speed range of the current vehicle; test the first test frequency generated by the dynamic vibration absorber on the test bench by the force hammer excitation method, and obtain the change trend between the first test frequency of the dynamic vibration absorber and the test knocking vibration acceleration through a preset test.

[0068] Specifically, in this step, it should be noted that this step will pre-arrange a vibration acceleration sensor at the resonance point of the above-mentioned front bumper beam of the vehicle body, and use the vibration acceleration sensor to collect the vibration acceleration generated by the current resonance point within the roaring speed range of the current vehicle in real time.

[0069] Furthermore, this step tests the first test frequency generated by the above-mentioned dynamic vibration absorber on the test bench through the existing force hammer excitation method, and obtains the change trend between the first test frequency of the above-mentioned dynamic vibration absorber and the test impact vibration acceleration through a preset test.

[0070] In addition, in this embodiment, it should be pointed out that after the steps of testing the test frequency generated by the dynamic vibration absorber on the test bench by the force hammer excitation method and obtaining the change trend between the test frequency of the dynamic vibration absorber and the test knocking vibration acceleration through a preset test, the method further includes:

[0071] Step S41, disposing the dynamic vibration absorber at the optimized position of the front bumper beam of the vehicle body, and testing the second test frequency generated by the dynamic vibration absorber at the optimized position by the force hammer excitation method; arranging a vibration acceleration sensor on the dynamic vibration absorber, and performing a road frequency sweep test to determine the actual vibration frequency generated by the dynamic vibration absorber within the roaring speed range of the current vehicle.

[0072] Furthermore, in this step, it should be noted that, based on the above step S31, this step will set the above dynamic vibration absorber at the optimized position of the above vehicle body front bumper beam, and again test the second test frequency generated by the current dynamic vibration absorber at the current optimized position by the above hammer excitation method.

[0073] Furthermore, in this step, it should be pointed out that a vibration acceleration sensor will also be provided on the above-mentioned dynamic vibration absorber, and a road frequency sweep test will be performed to determine the actual vibration frequency generated by the current dynamic vibration absorber within the roaring speed range of the current vehicle.

[0074] In addition, in this embodiment, it should be pointed out that after the step of arranging a vibration acceleration sensor on the dynamic vibration absorber and performing a road frequency sweep test to determine the actual vibration frequency generated by the dynamic vibration absorber within the roaring speed range of the current vehicle, the method further includes:

[0075] Step S51 : optimizing the dynamic vibration absorber based on the actual vibration frequency so that the actual vibration frequency of the dynamic vibration absorber is the same as the target frequency.

[0076] Furthermore, in this step, it should be noted that this step will optimize the current dynamic vibration absorber based on the actual vibration frequency obtained by the computer, so that the actual vibration frequency of the current dynamic vibration absorber is the same as the target frequency.

[0077] In addition, in this embodiment, it should be pointed out that after the step of optimizing the dynamic vibration absorber based on the actual vibration frequency so that the actual vibration frequency of the dynamic vibration absorber is the same as the target frequency, the method further includes:

[0078] Step S61, conducting a road test verification on the optimized dynamic vibration absorber to collect the noise level of the current vehicle in the roaring speed range.

[0079] Finally, in this step, it should be noted that after the optimization of the dynamic vibration absorber is completed through the above steps, this step will conduct road test verification on the optimized dynamic vibration absorber to collect the noise level of the current vehicle in its roaring speed range, and finally it can be known that the automobile noise reduction method provided by this embodiment can effectively eliminate the roaring noise generated by the coupling resonance of the natural frequency of the front bumper beam of the vehicle body and the excitation frequency of the engine.

[0080] It should be pointed out that the implementation principle and some technical effects of the method provided in the second embodiment of the present invention are the same as those of the first embodiment. For the sake of brief description, for matters not mentioned in this embodiment, reference may be made to the corresponding contents provided in the first embodiment.

[0081] In summary, the automobile noise reduction method provided by the above embodiments of the present invention can effectively eliminate the problem of roaring noise caused by the coupling resonance of the natural frequency of the front bumper beam of the vehicle body and the excitation frequency of the engine under the premise of only local optimization of the front bumper beam of the vehicle body, thereby greatly improving the user experience and being suitable for large-scale promotion and use.

[0082] See also Figure 2 , shown is a vehicle noise reduction system provided by a third embodiment of the present invention, the system comprising:

[0083] The acquisition module 12 is used to determine the target frequency corresponding to the acceleration roar of the current vehicle according to the road test data and modal test data of the current vehicle;

[0084] A processing module 22, configured to formulate a target optimization scheme for a local structure of the front bumper beam of the vehicle body based on the overall structure of the front bumper beam of the vehicle body in the current vehicle and the target frequency, wherein the target optimization scheme includes optimization parameters and optimization parts;

[0085] The analysis module 32 is used to perform CAE simulation analysis according to the target optimization scheme to perform experimental verification.

[0086] In the above-mentioned automobile noise reduction system, the analysis module 32 is specifically used for:

[0087] Arranging a vibration acceleration sensor at the resonance point of the front cross beam of the vehicle body, and collecting the vibration acceleration generated by the resonance point within the roaring speed range of the current vehicle;

[0088] The first test frequency generated by the dynamic vibration absorber on the test bench is tested by a force hammer excitation method, and the change trend between the first test frequency of the dynamic vibration absorber and the test knocking vibration acceleration is obtained through a preset test.

[0089] Among them, in the above-mentioned automobile noise reduction system, the automobile noise reduction system further includes a first execution module 42, and the first execution module 42 is specifically used for:

[0090] The dynamic vibration absorber is arranged at the optimized position of the front bumper beam of the vehicle body, and a second test frequency generated by the dynamic vibration absorber at the optimized position is tested by the force hammer excitation method;

[0091] A vibration acceleration sensor is arranged on the dynamic vibration absorber, and a road frequency sweep test is performed to determine the actual vibration frequency generated by the dynamic vibration absorber within the roaring speed range of the current vehicle.

[0092] Among them, in the above-mentioned automobile noise reduction system, the automobile noise reduction system further includes a second execution module 52, and the second execution module 52 is specifically used for:

[0093] The dynamic vibration absorber is optimized based on the actual vibration frequency so that the magnitude of the actual vibration frequency of the dynamic vibration absorber is the same as the magnitude of the target frequency.

[0094] Among them, in the above-mentioned automobile noise reduction system, the automobile noise reduction system further includes a third execution module 62, and the third execution module 62 is specifically used for:

[0095] The optimized dynamic vibration absorber is subjected to road test verification to collect the noise level of the current vehicle within the roaring speed range.

[0096] In summary, the automobile noise reduction method and system provided by the above embodiments of the present invention can effectively eliminate the problem of roaring noise caused by the coupling resonance of the natural frequency of the front bumper beam of the vehicle body and the excitation frequency of the engine under the premise of only local optimization of the front bumper beam of the vehicle body, thereby greatly improving the user experience and being suitable for large-scale promotion and use.

[0097] It should be noted that the above modules can be functional modules or program modules, and can be implemented by software or hardware. For modules implemented by hardware, the above modules can be located in the same processor; or the above modules can be located in different processors in any combination.

[0098] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as an ordered list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by an instruction execution system, device or apparatus (such as a computer-based system, a system including a processor, or other system that can fetch instructions from an instruction execution system, device or apparatus and execute instructions), or in conjunction with such instruction execution systems, devices or apparatuses. For the purposes of this specification, "computer-readable medium" can be any device that can contain, store, communicate, propagate or transmit a program for use by an instruction execution system, device or apparatus, or in conjunction with such instruction execution systems, devices or apparatuses.

[0099] More specific examples of computer-readable media (a non-exhaustive list) include the following: an electrical connection with one or more wires (electronic device), a portable computer disk case (magnetic device), a random access memory (RAM), a read-only memory (ROM), an erasable and programmable read-only memory (EPROM or flash memory), an optical fiber device, and a portable compact disk read-only memory (CDROM). In addition, the computer-readable medium may even be a paper or other suitable medium on which the program is printed, since the program may be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, deciphering or, if necessary, processing in another suitable manner, and then stored in a computer memory.

[0100] It should be understood that the various parts of the present invention can be implemented by hardware, software, firmware or a combination thereof. In the above-mentioned embodiments, a plurality of steps or methods can be implemented by software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented by hardware, as in another embodiment, it can be implemented by any one of the following technologies known in the art or their combination: a discrete logic circuit having a logic gate circuit for implementing a logic function for a data signal, a dedicated integrated circuit having a suitable combination of logic gate circuits, a programmable gate array (PGA), a field programmable gate array (FPGA), etc.

[0101] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner.

[0102] The above-mentioned embodiments only express several implementation methods of the present invention, and the description thereof is relatively specific and detailed, but it cannot be understood as limiting the scope of the patent of the present invention. It should be pointed out that, for ordinary technicians in this field, several variations and improvements can be made without departing from the concept of the present invention, which all belong to the protection scope of the present invention. Therefore, the protection scope of the patent of the present invention shall be subject to the attached claims.

Claims

1. A method for reducing automobile noise, characterized in that: The method comprises: Determine the target frequency corresponding to the acceleration roar of the current vehicle according to the road test data and modal test data of the current vehicle; Based on the overall structure of the front bumper beam in the current vehicle and the target frequency, a target optimization scheme for the local structure of the front bumper beam is formulated, wherein the target optimization scheme includes optimization parameters and optimization parts; Carry out CAE simulation analysis according to the target optimization scheme to conduct experimental verification; The step of performing CAE simulation analysis according to the target optimization scheme to perform experimental verification includes: Arranging a vibration acceleration sensor at the resonance point of the front cross beam of the vehicle body, and collecting the vibration acceleration generated by the resonance point within the roaring speed range of the current vehicle; The first test frequency generated by the dynamic vibration absorber on the test bench is tested by a force hammer excitation method, and the change trend between the first test frequency of the dynamic vibration absorber and the test knocking vibration acceleration is obtained through a preset test.

2. The automobile noise reduction method according to claim 1, characterized in that: After the step of testing the test frequency generated by the dynamic vibration absorber on the test bench by the force hammer excitation method, and obtaining the change trend between the test frequency of the dynamic vibration absorber and the test knocking vibration acceleration through a preset test, the method further includes: The dynamic vibration absorber is arranged at the optimized position of the front bumper beam of the vehicle body, and a second test frequency generated by the dynamic vibration absorber at the optimized position is tested by the force hammer excitation method; A vibration acceleration sensor is arranged on the dynamic vibration absorber, and a road frequency sweep test is performed to determine the actual vibration frequency generated by the dynamic vibration absorber within the roaring speed range of the current vehicle.

3. The automobile noise reduction method according to claim 2, characterized in that: After the step of arranging a vibration acceleration sensor on the dynamic vibration absorber and performing a road frequency sweep test to determine the actual vibration frequency generated by the dynamic vibration absorber within the roaring speed range of the current vehicle, the method further includes: The dynamic vibration absorber is optimized based on the actual vibration frequency so that the magnitude of the actual vibration frequency of the dynamic vibration absorber is the same as the magnitude of the target frequency.

4. The automobile noise reduction method according to claim 3, characterized in that: After the step of optimizing the dynamic vibration absorber based on the actual vibration frequency so that the magnitude of the actual vibration frequency of the dynamic vibration absorber is the same as the magnitude of the target frequency, the method further includes: The optimized dynamic vibration absorber is subjected to road test verification to collect the noise level of the current vehicle within the roaring speed range.

5. A car noise reduction system, characterized in that: The system comprises: An acquisition module, used to determine a target frequency corresponding to the acceleration roar of the current vehicle according to the road test data and modal test data of the current vehicle; A processing module, configured to formulate a target optimization scheme for a local structure of the front bumper beam of the vehicle body based on the overall structure of the front bumper beam of the vehicle body in the current vehicle and the target frequency, wherein the target optimization scheme includes optimization parameters and optimization parts; An analysis module, used to perform CAE simulation analysis according to the target optimization scheme for experimental verification; The analysis module is specifically used for: Arranging a vibration acceleration sensor at the resonance point of the front cross beam of the vehicle body, and collecting the vibration acceleration generated by the resonance point within the roaring speed range of the current vehicle; The first test frequency generated by the dynamic vibration absorber on the test bench is tested by a force hammer excitation method, and the change trend between the first test frequency of the dynamic vibration absorber and the test knocking vibration acceleration is obtained through a preset test.

6. The automobile noise reduction system according to claim 5, characterized in that: The automobile noise reduction system further includes a first execution module, wherein the first execution module is specifically configured to: The dynamic vibration absorber is arranged at the optimized position of the front bumper beam of the vehicle body, and a second test frequency generated by the dynamic vibration absorber at the optimized position is tested by the force hammer excitation method; A vibration acceleration sensor is arranged on the dynamic vibration absorber, and a road frequency sweep test is performed to determine the actual vibration frequency generated by the dynamic vibration absorber within the roaring speed range of the current vehicle.

7. The automobile noise reduction system according to claim 6, characterized in that: The automobile noise reduction system further includes a second execution module, wherein the second execution module is specifically configured to: The dynamic vibration absorber is optimized based on the actual vibration frequency so that the magnitude of the actual vibration frequency of the dynamic vibration absorber is the same as the magnitude of the target frequency.

8. The automobile noise reduction system according to claim 7, characterized in that: The automobile noise reduction system further includes a third execution module, and the third execution module is specifically used for: The optimized dynamic vibration absorber is subjected to road test verification to collect the noise level of the current vehicle within the roaring speed range.

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