A road noise TPA optimization method and device

Abstract

The present invention relates to a road noise TPA optimization method and device, characterized in that it includes the following steps: obtaining vehicle test data based on road noise working condition data test and transfer path test and performing road noise TPA data analysis on the vehicle test data to obtain a load spectrum; obtaining a vehicle interior noise fitting curve based on the load spectrum and the noise vibration transfer function obtained from the transfer path test; finding the main contribution path corresponding to the frequency value that does not meet the preset conditions in the vehicle interior noise fitting curve and using volume sound source excitation to test the noise vibration transfer function of the main contribution path from the vehicle body attachment point to the vehicle interior in the whole vehicle state; replacing the noise transfer function in the interior vehicle body state with the noise vibration transfer function from the vehicle body attachment point to the vehicle interior in the whole vehicle state and re-performing road noise TPA data analysis to obtain a new load spectrum. The accuracy of road noise TPA can be effectively improved.

Description

Technical Field

[0001] The present invention relates to the technical field of automobile road noise performance analysis, and in particular to a road noise TPA optimization method and device. Background Art

[0002] With the rapid development of new energy vehicles, road noise has attracted more and more attention from customers. Road noise is caused by four related excitation sources (interaction between wheels and road surface). There is no fixed phase delay between different transfer paths, and each path is coupled with each other. Therefore, TPA (Transfer path analysis) is a commonly used analysis method in the development of road noise performance of current platform and vehicle models.

[0003] When performing noise transfer path analysis, the related technology subtracts the amplitude of the in-vehicle noise signal from the target noise value corresponding to the same frequency point to obtain a difference curve, and obtains the contribution coefficient of the transfer path corresponding to the frequency point based on the difference relationship between the difference curves. This technology does not consider whether each path has a negative contribution, and the obtained contribution coefficient has a large error. Moreover, when the contribution coefficient of the transfer path is a certain specific value, further optimization cannot be performed.

[0004] Other technologies extract the loads at the attachment points between the suspension and the body based on a virtual test field and a virtual prototype vehicle. The NTF of the path and the attachment point loads are both simulation analysis values, which cannot be compared and evaluated with the actual prototype vehicle values, resulting in large errors. Summary of the invention

[0005] The embodiments of the present invention provide a road noise TPA optimization method and device to solve the technical problems existing in the related art.

[0006] On the one hand, an embodiment of the present invention provides a road noise TPA optimization method, characterized in that it includes the steps of:

[0007] Acquire vehicle test data based on road noise working condition data test and transfer path test and obtain load spectrum after performing road noise TPA data analysis on the vehicle test data;

[0008] Obtaining a vehicle interior noise fitting curve based on the load spectrum and the noise vibration transfer function obtained from the transfer path test;

[0009] Finding the main contribution path corresponding to the frequency value that does not meet the preset conditions in the vehicle interior noise fitting curve and testing the noise vibration transfer function from the vehicle body attachment point to the vehicle interior of the main contribution path in the whole vehicle state by using volume sound source excitation;

[0010] The noise vibration transfer function from the vehicle body attachment point to the vehicle interior in the whole vehicle state is used to replace the noise transfer function in the interior vehicle body state, and the road noise TPA data analysis is re-performed to obtain a new load spectrum.

[0011] In some embodiments, the step of searching for the main contribution path corresponding to the frequency value that does not meet the preset condition in the vehicle interior noise fitting curve comprises the steps of:

[0012] Calculating the standard deviation of multiple groups of road noise measured working condition data and determining the range of road noise fitting values ​​based on the standard deviation;

[0013] The peak frequency that does not conform to the road noise fitting value range is searched in the vehicle interior noise fitting curve, and the main contribution path corresponding to the peak frequency is obtained.

[0014] In some embodiments, the road noise fitting value has a range of: (μ-3σ, μ+3σ), where σ is the standard deviation and μ is the mathematical mean.

[0015] In some embodiments, the step of testing the noise and vibration transfer function of the main contribution path from the vehicle body attachment point to the vehicle interior in the whole vehicle state by using a volume sound source excitation comprises the following steps:

[0016] The excitation point and the response point are selected, and the volume change acceleration of the volume sound source is used as the excitation signal, and the acceleration of the force hammer striking point is used as the response signal. The frequency response function between the excitation signal and the response signal is solved. The frequency response function is the noise vibration transfer function to be determined.

[0017] In some embodiments, the frequency response function between the excitation signal and the response signal is solved according to a first formula, and the first formula includes:

[0018]

[0019] Among them, F 激励点1 is the excitation applied by the hammer at the excitation point, in N, P 响应点2 is the sound pressure response of the response point, in Pa, Q 响应点2 is the excitation applied by the volume sound source at the response point, in m 3 / s 2 ; is the vibration response at the excitation point, in m / s 2 .

[0020] On the other hand, an embodiment of the present invention further provides a road noise TPA optimization device, characterized in that it includes:

[0021] A road noise TPA test and analysis module, which is used to obtain vehicle test data according to the road noise working condition data test and the transfer path test and obtain a load spectrum after performing a road noise TPA data analysis on the vehicle test data;

[0022] A noise fitting module, which is used to obtain a vehicle interior noise fitting curve according to the load spectrum and the noise vibration transfer function obtained by the transfer path test;

[0023] Precision enhancement module, which is used to:

[0024] Finding the main contribution path corresponding to the frequency value that does not meet the preset conditions in the vehicle interior noise fitting curve and testing the noise vibration transfer function from the vehicle body attachment point to the vehicle interior of the main contribution path in the whole vehicle state by using volume sound source excitation;

[0025] The noise vibration transfer function from the vehicle body attachment point to the vehicle interior in the whole vehicle state is used to replace the noise transfer function in the interior vehicle body state, and the road noise TPA data analysis is re-performed to obtain a new load spectrum.

[0026] In some embodiments, the accuracy improvement module is further used to:

[0027] Calculating the standard deviation of multiple groups of road noise measured working condition data and determining the range of road noise fitting values ​​based on the standard deviation;

[0028] The peak frequency that does not conform to the road noise fitting value range is searched in the vehicle interior noise fitting curve, and the main contribution path corresponding to the peak frequency is obtained.

[0029] In some embodiments, the road noise fitting value has a range of: (μ-3σ, μ+3σ), where σ is the standard deviation and μ is the mathematical mean.

[0030] In some embodiments, the accuracy improvement module is further used to:

[0031] The excitation point and the response point are selected, and the volume change acceleration of the volume sound source is used as the excitation signal, and the acceleration of the force hammer striking point is used as the response signal. The frequency response function between the excitation signal and the response signal is solved. The frequency response function is the noise vibration transfer function to be determined.

[0032] In some embodiments, the accuracy improvement module is further used to:

[0033] The frequency response function between the excitation signal and the response signal is solved according to a first formula, wherein the first formula includes:

[0034]

[0035] Among them, F 激励点1is the excitation applied by the hammer at the excitation point, in N, P 响应点2 is the sound pressure response of the response point, in Pa, Q 响应点2 is the excitation applied by the volume sound source at the response point, in m 3 / s 2 ; is the vibration response at the excitation point, in m / s 2 The beneficial effects brought about by the technical solution provided by the present invention include:

[0036] The embodiment of the present invention provides a road noise TPA optimization method and device, which uses the volume sound source method to test the NTF (Noise Transfer Function). Only excitation is required to solve the problem that the traditional force hammer test is easily limited by the assembly position of the parts structure in the whole vehicle state, resulting in the inability to excite and the inability to accurately obtain the NTF from the body attachment point to the vehicle in the whole vehicle state. In addition, the NTF from the body attachment point to the vehicle in multiple paths can be tested simultaneously, and the operability and consistency are high, reducing the error problem caused by human operation during the force hammer excitation process. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0038] Figure 1 A schematic diagram of a process flow of a road noise TPA optimization method provided by an embodiment of the present invention;

[0039] Figure 2 A schematic diagram of the range of road noise fitting values ​​provided in an embodiment of the present invention;

[0040] Figure 3 A fitting accuracy curve diagram provided by an embodiment of the present invention;

[0041] Figure 4 A result diagram of the main contribution paths of 196 Hz provided by an embodiment of the present invention;

[0042] Figure 5 A schematic diagram of NTF using volume sound source excitation provided by an embodiment of the present invention;

[0043] Figure 6 A schematic diagram of the optimized fitting accuracy provided by an embodiment of the present invention;

[0044] Figure 7A schematic diagram of the structure of a road noise TPA optimization device provided in an embodiment of the present invention. DETAILED DESCRIPTION

[0045] In order to make the purpose, technical solution and advantages of the embodiments of the present invention clearer, the technical solution in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0046] like Figure 1 As shown, an embodiment of the present invention provides a road noise TPA optimization method, which includes the steps of:

[0047] S100: acquiring vehicle test data based on a road noise working condition data test and a transfer path test, and performing a road noise TPA data analysis on the vehicle test data to obtain a load spectrum;

[0048] S200: obtaining a vehicle interior noise fitting curve based on the load spectrum and the noise vibration transfer function obtained by the transfer path test;

[0049] S300: Finding the main contribution path corresponding to the frequency value that does not meet the preset conditions in the vehicle interior noise fitting curve and testing the noise vibration transfer function of the main contribution path from the vehicle body attachment point to the vehicle interior in the whole vehicle state by using volume sound source excitation;

[0050] S400: Substituting the noise transfer function from the vehicle body attachment point to the vehicle interior in the whole vehicle state for the noise transfer function in the interior vehicle body state, and re-analyzing the road noise TPA data to obtain a new load spectrum.

[0051] It should be noted that TPA for road noise is the transfer path analysis (Transfer Path Analysis) of road noise, NTF is the noise transfer function (Noise Transfer Function), and FRF is the frequency response function (Frequency Response Function). In related technologies, the analysis ideas of TPA for road noise include: ① decomposing the measured data of the target point and the indicator point into unrelated virtual reference spectra through principal component analysis; ② regarding a principal component data set as a working condition data, and calculating each principal component separately through the virtual reference spectrum and transfer function; ③ performing TPA analysis on each principal component separately, and synthesizing the target point response of each principal component; ④ performing RMS addition on all principal components, and synthesizing the transfer path excitation force and target point response.

[0052] In step S100, when testing FRF, the vehicle needs to remove the tires and suspension system and perform FRF testing on the interior and body status; wherein, FRF includes the vibration FRF from the path to the target point and the NTF from the path to the indication point; preferably, the number of indication points needs to be 2 times or more of the number of paths; and road noise TPA data analysis includes PCA (Principal Component Analys is) analysis, road noise TPA modeling, load identification, and contribution analysis.

[0053] The non-complete vehicle state in step S400 may refer to the interior and vehicle body state with tires and suspension systems removed. The problem peaks on the noise fitting curve that do not meet the value range requirements are optimized according to the above steps until the amplitudes of the problem peaks on the updated noise fitting curve meet the requirements. Among them, the road noise fitting curve that meets the requirements, the corresponding TPA load and contribution analysis results can provide a reliable basis for road noise development and debugging.

[0054] The embodiments of the present invention can solve the transfer path analysis problem existing in low-rigidity body mounting points, effectively improve the accuracy of road noise TPA, obtain accurate body attachment point load and path contribution, and provide a reliable basis for road noise development and debugging; because the low-rigidity body mounting point to the vehicle interior NTF in the TB state (the interior body state after excluding tires and suspension system) is far from the whole vehicle state, it does not conform to the actual vehicle situation. Based on the principle of reciprocity assumption, the present invention adopts a volume sound source to test the body mounting point to vehicle interior noise transfer function in the whole vehicle state, and the volume sound source method to test the NTF in the whole vehicle state, which can avoid the actual operation problems caused by space limitation in traditional force hammer testing, and can simultaneously test the NTF from the body attachment point to the vehicle interior of multiple paths, with high operability and consistency, reducing the error problem caused by human operation during the force hammer excitation process.

[0055] In a specific embodiment, the indication points and target points when performing path tests (FRF tests and NTF tests) are shown in Table 1.

[0056] Table 1 Examples of indication points and target points for road noise TPA

[0057]

[0058] In some embodiments, S300 includes the steps of:

[0059] S310: Calculating the standard deviation of multiple groups of road noise measured working condition data and determining the road noise fitting value range based on the standard deviation;

[0060] S320: Searching for a peak frequency that does not conform to the road noise fitting value range in the in-vehicle noise fitting curve and obtaining a main contribution path corresponding to the peak frequency.

[0061] In the embodiment of the present invention, according to the range of road noise fitting values, the problematic peaks that do not meet the requirements are found and the accuracy is improved and optimized.

[0062] like Figure 2 As shown, preferably, the road noise fitting value range is: (μ-3σ,μ+3σ), wherein σ is the standard deviation and μ is the mathematical mean.

[0063] In a specific embodiment, after step S320, the following Figure 3 The peak frequency of the problem shown is 196 Hz, which is the peak frequency of the tire cavity resonance. Figure 4 As shown, the main contribution paths of 196 Hz are further obtained as: ① left lower arm Z, ② right lower arm Z, accounting for more than 69%.

[0064] In some embodiments, S300 further includes the steps of:

[0065] S330: Select an excitation point and a response point, and use the volume change acceleration of the volume sound source as the excitation signal, and the acceleration of the force hammer striking point as the response signal, and solve the frequency response function between the excitation signal and the response signal. The frequency response function is the noise vibration transfer function to be solved.

[0066] It should be noted that the embodiment of the present invention uses volume sound source excitation to test the noise vibration transfer function of the main contribution path from the attachment point of the vehicle body to the interior of the vehicle in the whole vehicle state, based on the reciprocity hypothesis principle of structural harmony. Among them, the reciprocity hypothesis of structural harmony, that is, knocking at one point, measuring the sound pressure at a certain point, and calculating the frequency response function between the two, is equivalent to placing the volume sound source at the location of the sound pressure sensor, and emitting a certain sound power by changing the volume change speed of the volume sound source. The volume change acceleration of the variable volume sound source is used as the excitation signal, and the acceleration of the original force hammer knocking point is used as the response signal to solve the frequency response function between the two.

[0067] Preferably, the frequency response function between the excitation signal and the response signal is solved according to a first formula, wherein the first formula includes:

[0068]

[0069] Among them, F 激励点1 is the excitation applied by the hammer at the excitation point, in N, P 响应点2 is the sound pressure response of the response point, in Pa, Q 响应点2 is the excitation applied by the volume sound source at the response point, in m 3 / s 2 ; is the vibration response at the excitation point, in m / s 2 .

[0070] It should be noted that the NTF test is conducted by using a volume sound source to excite the ears of the driver and passengers in the car, and a vibration sensor is arranged at the response point to test the vibration response, so as to obtain the NTF near the ears of the driver and passengers in the car. The obtained NTF curve is as follows: Figure 5 shown.

[0071] It should be noted that the vehicle state noise transfer function of the main contribution path of the test is used instead of the noise transfer function of the interior body state, and the road noise TPA data analysis is re-performed according to the steps of S100 and S200 to obtain a new fitting accuracy, such as Figure 6 As shown. The new fitting curve achieves a good fit with the measured value at the problem location, providing a reliable basis for road noise development and debugging. The embodiment of the present invention performs effective NTF correction on the frequency band with poor fitting accuracy of the road noise TPA analysis, thereby improving the road noise accuracy.

[0072] like Figure 7 As shown, an embodiment of the present invention further provides a road noise TPA optimization device, which includes:

[0073] A road noise TPA test and analysis module, which is used to obtain vehicle test data according to the road noise working condition data test and the transfer path test and obtain a load spectrum after performing a road noise TPA data analysis on the vehicle test data;

[0074] A noise fitting module, which is used to obtain a vehicle interior noise fitting curve according to the load spectrum and the noise vibration transfer function obtained by the transfer path test;

[0075] Precision enhancement module, which is used to:

[0076] Finding the main contribution path corresponding to the frequency value that does not meet the preset conditions in the vehicle interior noise fitting curve and testing the noise vibration transfer function from the vehicle body attachment point to the vehicle interior of the main contribution path in the whole vehicle state by using volume sound source excitation;

[0077] The noise vibration transfer function from the vehicle body attachment point to the vehicle interior in the whole vehicle state is used to replace the noise transfer function in the interior vehicle body state, and the road noise TPA data analysis is re-performed to obtain a new load spectrum.

[0078] In some embodiments, the accuracy improvement module is further used to:

[0079] Calculating the standard deviation of multiple groups of road noise measured working condition data and determining the range of road noise fitting values ​​based on the standard deviation;

[0080] The peak frequency that does not conform to the road noise fitting value range is searched in the vehicle interior noise fitting curve, and the main contribution path corresponding to the peak frequency is obtained.

[0081] In some embodiments, the road noise fitting value has a range of: (μ-3σ, μ+3σ), where σ is the standard deviation and μ is the mathematical mean.

[0082] In some embodiments, the accuracy improvement module is further used to:

[0083] The excitation point and the response point are selected, and the volume change acceleration of the volume sound source is used as the excitation signal, and the acceleration of the force hammer striking point is used as the response signal. The frequency response function between the excitation signal and the response signal is solved. The frequency response function is the noise vibration transfer function to be determined.

[0084] In some embodiments, the accuracy improvement module is further used to:

[0085] The frequency response function between the excitation signal and the response signal is solved according to a first formula, wherein the first formula includes:

[0086]

[0087] Among them, F 激励点1 is the excitation applied by the hammer at the excitation point, in N, P 响应点2 is the sound pressure response of the response point, in Pa, Q 响应点2 is the excitation applied by the volume sound source at the response point, in m 3 / s 2 ; is the vibration response at the excitation point, in m / s 2 .

[0088] The beneficial effects of the embodiments of the present invention include:

[0089] ① It can solve the transfer path analysis problem of low-rigidity body mounting points, effectively improve the accuracy of road noise TPA, obtain accurate body attachment point load and path contribution, and provide a reliable basis for road noise development and debugging; ② Use volume sound source to test the body mounting point to vehicle interior noise transfer function in the whole vehicle state, effectively improve the problem that the low-rigidity body mounting point to vehicle interior NTF is far different from the whole vehicle state in the TB state (not in line with the actual vehicle situation). ③ The volume sound source method tests the NTF in the whole vehicle state, which can avoid the practical operation problems caused by space limitations in traditional force hammer tests. ④ The volume sound source method can test the NTF from the body attachment point to the vehicle interior of multiple paths at the same time, with high operability and consistency, reducing the error caused by human operation during the force hammer excitation process.

[0090] It will be appreciated by those skilled in the art that all or some of the steps, systems, and functional modules / units in the methods disclosed above may be implemented as software, firmware, hardware, and appropriate combinations thereof. In a hardware implementation, the division between the functional modules / units mentioned in the above description does not necessarily correspond to the division of physical components; for example, a physical component may have multiple functions, or a function or step may be performed by several physical components in cooperation. Some or all physical components may be implemented as software executed by a processor, such as a central processing unit, a digital signal processor, or a microprocessor, or may be implemented as hardware, or may be implemented as an integrated circuit, such as an application-specific integrated circuit. Such software may be distributed on a computer-readable storage medium, which may include a computer-readable storage medium (or a non-transitory medium) and a communication medium (or a temporary medium).

[0091] It should be noted that, in the present invention, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the existence of other identical elements in the process, method, article or device including the elements.

[0092] The foregoing is merely a specific embodiment of the present invention, which enables those skilled in the art to understand or implement the present invention. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to the embodiments shown herein, but rather to the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A road noise TPA optimization method, characterized in that: It includes the steps of: Acquire vehicle test data based on road noise working condition data test and transfer path test and obtain load spectrum after performing road noise TPA data analysis on the vehicle test data; Obtaining a vehicle interior noise fitting curve based on the load spectrum and the noise vibration transfer function obtained from the transfer path test; Finding the main contribution path corresponding to the frequency value that does not meet the preset conditions in the vehicle interior noise fitting curve and testing the noise vibration transfer function from the vehicle body attachment point to the vehicle interior of the main contribution path in the whole vehicle state by using volume sound source excitation; The noise vibration transfer function from the vehicle body attachment point to the vehicle interior in the whole vehicle state is used to replace the noise transfer function in the interior vehicle body state, and the road noise TPA data analysis is re-performed to obtain a new load spectrum.

2. A road noise TPA optimization method as claimed in claim 1, characterized in that: The step of searching for the main contribution path corresponding to the frequency value that does not meet the preset conditions in the vehicle interior noise fitting curve comprises the following steps: Calculating the standard deviation of multiple groups of road noise measured working condition data and determining the range of road noise fitting values ​​based on the standard deviation; The peak frequency that does not conform to the road noise fitting value range is searched in the vehicle interior noise fitting curve, and the main contribution path corresponding to the peak frequency is obtained.

3. A road noise TPA optimization method as claimed in claim 2, characterized in that: The road noise fitting value range is: (μ-3σ, μ+3σ), where σ is the standard deviation and μ is the mathematical mean.

4. A road noise TPA optimization method as claimed in claim 2, characterized in that: The method of using volume sound source excitation to test the noise vibration transfer function of the main contribution path from the vehicle body attachment point to the vehicle interior in the whole vehicle state comprises the following steps: The excitation point and the response point are selected, and the volume change acceleration of the volume sound source is used as the excitation signal, and the acceleration of the force hammer striking point is used as the response signal. The frequency response function between the excitation signal and the response signal is solved. The frequency response function is the noise vibration transfer function to be determined.

5. A road noise TPA optimization method as claimed in claim 4, characterized in that: The frequency response function between the excitation signal and the response signal is solved according to a first formula, wherein the first formula includes: Among them, F 激励点1 is the excitation applied by the hammer at the excitation point, in N, P 响应点2 is the sound pressure response of the response point, in Pa, Q 响应点2 is the excitation applied by the volume sound source at the response point, in m 3 / s 2 ; is the vibration response at the excitation point, in m / s 2 .

6. A road noise TPA optimization device, characterized in that: It includes: A road noise TPA test and analysis module, which is used to obtain vehicle test data according to the road noise working condition data test and the transfer path test and obtain a load spectrum after performing a road noise TPA data analysis on the vehicle test data; A noise fitting module, which is used to obtain a vehicle interior noise fitting curve according to the load spectrum and the noise vibration transfer function obtained by the transfer path test; Precision enhancement module, which is used to: Finding the main contribution path corresponding to the frequency value that does not meet the preset conditions in the vehicle interior noise fitting curve and testing the noise vibration transfer function from the vehicle body attachment point to the vehicle interior of the main contribution path in the whole vehicle state by using volume sound source excitation; The noise vibration transfer function from the vehicle body attachment point to the vehicle interior in the whole vehicle state is used to replace the noise transfer function in the interior vehicle body state, and the road noise TPA data analysis is re-performed to obtain a new load spectrum.

7. A road noise TPA optimization device as claimed in claim 6, characterized in that: The precision improvement module is also used for: Calculating the standard deviation of multiple groups of road noise measured working condition data and determining the range of road noise fitting values ​​based on the standard deviation; The peak frequency that does not conform to the road noise fitting value range is searched in the vehicle interior noise fitting curve, and the main contribution path corresponding to the peak frequency is obtained.

8. A road noise TPA optimization device as claimed in claim 7, characterized in that: The road noise fitting value range is: (μ-3σ, μ+3σ), where σ is the standard deviation and μ is the mathematical mean.

9. A road noise TPA optimization device as claimed in claim 7, characterized in that: The precision improvement module is also used for: The excitation point and the response point are selected, and the volume change acceleration of the volume sound source is used as the excitation signal, and the acceleration of the force hammer striking point is used as the response signal. The frequency response function between the excitation signal and the response signal is solved. The frequency response function is the noise vibration transfer function to be determined.

10. A road noise TPA optimization device as claimed in claim 9, characterized in that: The precision improvement module is also used for: The frequency response function between the excitation signal and the response signal is solved according to a first formula, wherein the first formula includes: Among them, F 激励点1 is the excitation applied by the hammer at the excitation point, in N, P 响应点2 is the sound pressure response of the response point, in Pa, Q 响应点2 is the excitation applied by the volume sound source at the response point, in m 3 / s 2 ; is the vibration response at the excitation point, in m / s 2 .

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