A method for analyzing the noise contribution of body panels and optimizing their structure

Abstract

The present invention provides a method for analyzing the noise contribution of vehicle body panels and optimizing their structure, which specifically includes: testing the noise data of a problem vehicle to determine the problem frequency of the faulty vehicle; dividing the minimum panel unit and testing the vibration acceleration V at the center position of each minimum panel unit under the problem working condition; calculating the vibration volume acceleration Q of the minimum panel unit; testing the noise transfer function from the center point of each minimum panel unit area to the driver; obtaining the synthetic noise data radiated from each vehicle body panel to the driver's seat through a synthetic formula; locking the main noise contributing panels and their key areas; establishing a CAE model to optimize the noise transfer function of the key areas on the panel structure; based on the optimization results of the key areas of the main contributing panels on the CAE model, modifying the model on an actual vehicle to verify the optimization effect. Using the above method, the main noise contributing panels and key areas on the panels on the vehicle body can be quickly and accurately identified through experiments, and the vehicle body structure can be optimized based on the contribution situation.

Description

Technical Field

[0001] The present invention relates to the field of automobile noise analysis, and in particular to a method for analyzing the noise contribution of vehicle body panels and optimizing their structure. Background Art

[0002] NVH stands for Noise, Vibration, and Harshness. In automotive engineering, NVH is a key concept used to describe the noise, vibration, and harshness generated by a vehicle during operation. Currently, a requirement in the NVH field is to assess the contribution of sound sources at specific locations through accurate and effective measurement techniques. A vehicle body is largely composed of thin steel plates. When subjected to external stimuli, these plates vibrate, radiating noise into the vehicle interior. Especially with the current trend of electric vehicles becoming increasingly popular, the lack of sound masking effects caused by traditional internal combustion powertrains has exposed passengers to a variety of new sound sources. A considerable portion of these new sound sources are directed at the body panel structure, and some are even subjectively more objectionable than the broadband noise generated by the transmission internal combustion powertrain.

[0003] The existing technology has the following problems in the testing and optimization related to MVH: (1) It is difficult to accurately identify the noise contribution of each panel and which area has the largest contribution through current modal testing and vibration testing; (2) The industry currently optimizes the body structure through the interior body NTF, but the time node is too late, a large amount of interior decoration needs to be imported, and the model is more complex; (3) The existing technology has published a method for identifying the noise contribution of body sheet metal. This method uses a white noise sound source to excite the body and only measures the vibration response of each panel. Therefore, it can only find the panels with the largest vibration under white noise excitation, but cannot identify the areas with the largest contribution under problem conditions. Moreover, this method can only solve the analysis and optimization of noise contribution under steady-state conditions. Therefore, there is an urgent need for an effective measurement technology to evaluate the noise contribution of body panel structure to the passengers (or driver) in the car and optimize the body structure based on the contribution. Summary of the Invention

[0004] In response to the deficiencies in the prior art, the present invention aims to provide a body panel noise contribution analysis and structural optimization method that can accurately evaluate the noise contribution of the body panel structure to the passengers (or driver) in the vehicle and optimize the body structure based on the contribution.

[0005] In order to achieve the above technical effects, the present invention adopts the following technical solutions:

[0006] A method for analyzing the noise contribution of vehicle body panels and optimizing their structure comprises the following steps:

[0007] S10. Test the noise data of the problem vehicle to determine the problem frequency of the fault vehicle;

[0008] S20. Divide the vehicle body panels into several rectangular areas, each of which is a minimum panel element, and test the vibration acceleration V at the center of each minimum panel element under the problem condition;

[0009] S30. The vibration volume acceleration Q of the minimum plate unit is obtained by calculating the vibration acceleration data V* minimum unit plate area S;

[0010] S40. Test the noise transfer function data from the center point of each minimum panel unit area to the driver through the sound intensity test.

[0011] S50. Based on a synthesis formula, the noise data radiated from the center of all minimum panel units on each panel to the driver's position is synthesized to obtain the synthesized noise data radiated from each body panel to the driver's position. The synthesis formula is:

[0012]

[0013] Among them, Q i is the volume acceleration of the smallest plate element i, in m 3 / s 2 , which can be obtained indirectly through vibration acceleration sensor testing; is the noise transfer function from the smallest plate unit i to the driver's seat, in Pa / (m 3 / s 2 ), which can be obtained through volume sound source and sound intensity probe testing;

[0014] S60. Compare the synthesized noise data of each body panel with the measured noise data of the problem vehicle in step S10 in a frequency spectrum to identify the main noise contributor; the main noise contributor is the body panel where the synthesized noise data has the smallest error with the measured noise data within the problem frequency range;

[0015] S70. Put the synthetic noise data of the main noise contributing board and the noise data of each minimum board unit on the main contributing board into a spectrum diagram to determine the key area with the largest noise contribution on the main contributing board;

[0016] S80. After identifying the main noise-contributing panel and its key areas, optimize the noise transfer function (NFT) of the key areas of the panel structure by establishing a CAE model;

[0017] S90: Based on the optimization results of the key areas of the main contribution panel on the CAE model, the optimization results were modified on the actual vehicle to verify the optimization effect.

[0018] Preferably, in step S10, when testing the noise data of the problem vehicle, the background noise should be at least 10dB lower than the measured noise, the ambient temperature outside the vehicle should be between -5°C and 37°C, the wind speed should be less than 5m / s, and the noise frequency setting range should be 1600Hz.

[0019] Preferably, in step S20, the vehicle body panels include a roof, a floor, a front bumper, a rear bumper, a front panel, a rear panel, and left and right side panels.

[0020] Preferably, in step S40, the test is carried out in an anechoic chamber, and the ambient temperature during the test is 25±5° C. and the relative humidity is 50-70%.

[0021] Preferably, in the sound intensity test in step S40, the test equipment used mainly includes a front-end signal generating device, a vehicle body sheet metal and a back-end data acquisition and analysis device, the front-end signal generating device includes an excitation signal generator, a power amplifier and a low-frequency volume sound source connected in sequence; wherein, the signal input end of the low-frequency volume sound source is connected to the output port of the power amplifier; a volume accelerometer is provided on the vehicle body for obtaining the volume acceleration generated by the vehicle body sheet metal when the volume sound source acts on the vehicle body; the back-end data acquisition and analysis device includes a sound intensity probe, a data acquisition front end and a data testing and analysis system; wherein, the sound intensity probe is connected to the data acquisition front end with a connecting line; in addition, the volume accelerometer is connected to the data acquisition front end, and the obtained volume acceleration data can be transmitted to the data acquisition front end; the data testing and analysis system is connected to the data acquisition front end, and is used to analyze the volume acceleration data and sound intensity related data collected by the data acquisition front end, thereby generating noise transfer function data.

[0022] Preferably, the low-frequency volume sound source can emit a low-frequency white noise random signal of 0 to 256 Hz.

[0023] Preferably, in step S40, before performing the test, it is necessary to set two microphones to form a sound intensity probe, and calibrate the sound intensity probe.

[0024] Preferably, step S40 specifically includes: placing a volume sound source at the driver's left ear position, testing the sound intensity of each minimum panel unit, and obtaining the noise transfer function from the driver's ear to the center position of each minimum panel unit through a data analysis system; and obtaining the noise transfer function from the center position of each minimum panel unit to the driver based on the reciprocity principle of transfer function.

[0025] Preferably, in step S60, when comparing the synthesized noise data of each body panel with the measured noise data of the problem vehicle, it is necessary to first compare whether the error between the noise data of the two within the critical fault frequency range is less than 5%. Only when the error data of the two is less than 5% can the noise contribution of the body panel be further analyzed.

[0026] Preferably, in step S80, the optimization of the contribution plate includes establishing a CAE analysis model of the painted vehicle body, wherein the CAE analysis model includes a body-in-white, a front windshield, a sunroof glass, and an interior acoustic cavity model.

[0027] Compared with the prior art, the present invention has the following beneficial effects:

[0028] 1. Current modal and vibration tests make it difficult to accurately identify the noise contribution of each panel and the area with the greatest contribution. The method provided by this invention can determine the noise contribution of each body panel through testing, thereby quickly and accurately identifying the body panel with the greatest noise contribution and then pinpointing the key location on the panel with the greatest noise contribution.

[0029] 2. Currently, the industry optimizes vehicle body structure through interior and exterior bodywork, but this is too late, requires the import of a large amount of interior trim, and results in a more complex model. The method provided by this invention identifies the main noise-contributing panels and key areas within the panels, then builds a CAE model of the painted body to optimize noise in key interior areas, resulting in a more efficient approach. Furthermore, this method can be applied early in the development of modified models, saving the cost of tooling changes.

[0030] 3. Since this method is based on testing and analyzing the noise contribution, it can provide a clearer direction for CAE analysis. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Other features, objects and advantages of the present invention will become more apparent upon reading the detailed description of non-limiting embodiments with reference to the following drawings:

[0032] Figure 1 is a flow chart of the vehicle body panel noise contribution analysis and structure optimization method described in the embodiment;

[0033] Figure 2 Schematic diagram of the test equipment and its connection relationship in the sound intensity test in the embodiment;

[0034] Figure 3 This is a diagram of the setting interface of the sound intensity probe described in the embodiment;

[0035] Figure 4 Schematic diagram of the plate unit model in the embodiment;

[0036] Figure 5 This is a schematic diagram of the connection of the test equipment for the sound intensity test in the vehicle in the embodiment;

[0037] Figure 6 This is a noise data spectrum diagram of the main noise contributing board and each minimum board unit on it in the embodiment. DETAILED DESCRIPTION

[0038] To make the objectives, technical solutions, and advantages of the embodiments of the present application more clear, the technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the accompanying drawings of the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Generally, the components of the embodiments of the present application described and shown in the drawings herein can be arranged and designed in various different configurations.

[0039] Therefore, the following detailed description of the embodiments of the present application provided in the accompanying drawings is not intended to limit the scope of the present application for protection, but merely represents selected embodiments of the present application. All other embodiments obtained by persons of ordinary skill in the art based on the embodiments in the present application without creative work are within the scope of protection of the present application.

[0040] Furthermore, descriptions involving “first”, “second”, etc. in the application are for descriptive purposes only and cannot be understood as indicating or implying their relative importance or implicitly indicating the number of the indicated technical features.

[0041] This embodiment provides Figure 1 The method for analyzing the noise contribution of vehicle body panels and optimizing their structure is shown. This method proposes the concept and testing method of the noise volume acceleration transfer function. Based on the noise synthesis formula, the physical parameters are converted into measurable parameters through experimental methods. The interior noise is synthesized based on noise principles. The specific steps include:

[0042] Step S10: Determine the fault frequency, specifically including:

[0043] S101: Test the noise data of the problem vehicle; When testing vehicle noise, the background noise (noise in the surrounding environment) should be at least 10 decibels lower than the noise generated by the vehicle, and A-weighting is used for judgment. This ensures that we can more accurately measure the noise generated by the vehicle itself. The test is conducted under ambient temperatures between -5°C and 37°C and wind speeds of less than 5 meters per second. This is to ensure the stability and consistency of the test environment, as changes in environmental conditions may affect the noise test results. The test lasts 30 seconds. The noise test will cover a frequency range of 1600 Hz and be measured with a resolution of 1 Hz. This setting ensures that noise at different frequencies is comprehensively tested, and the resolution is fine enough to capture subtle changes in noise. At the same time, the use of A-weighting indicates that different frequencies of noise are weighted differently in the test to match the sensitivity of human hearing to different frequencies. The RMS (root mean square) statistical method is used to calculate the effective value of the signal.

[0044] S102: Wear high-fidelity headphones and play back the signal to confirm that the fault frequency is collected. Use band-stop filtering technology to process the collected signal to lock the problem frequency of the faulty vehicle.

[0045] Step S20: Divide the vehicle body panel into a number of minimum panel units and perform a vibration test on the vehicle body panel under a vehicle problem condition to obtain the vibration acceleration V of each minimum panel unit, specifically including:

[0046] S201: Divide each area of ​​the vehicle body (including the roof, floor, front fender, rear fender, front wall, and rear wall) into rectangular areas of approximately 30 cm in length and width, i.e., divide each panel of the vehicle body into the smallest panel units;

[0047] S202: A vibration sensor is placed at the center of each minimum plate unit to perform a vibration test. The sensor is used to obtain the vibration acceleration V at the center of each minimum plate unit under the problematic operating condition. Vibration test conditions: The test duration is set to 30 seconds; the vibration signal frequency collected during the test is 1600 Hz; the vibration signal frequency is analyzed with a resolution of 1 Hz; and the RMS (root mean square) is used to calculate the vibration intensity.

[0048] Step S30: Obtain the vibration volume acceleration Q of the plate unit, specifically including: In order to synthesize the noise data later, it is necessary to obtain the vibration volume velocity Q of the plate unit (unit: m 3 / s 2 ), the vibration acceleration V (unit: m / s) of each minimum plate unit is obtained by testing 2 ), by deducing, the volume acceleration Q of each minimum plate unit = minimum plate unit vibration acceleration (V) × minimum plate unit area (S). Therefore, the vibration acceleration data of all minimum plate units can be converted into the volume velocity Q of the minimum plate unit for the next calculation.

[0049] Step S40: Testing the volume acceleration noise transfer function data P / Q from the center point of each minimum plate unit to the driver; in this step:

[0050] (1) Test conditions:

[0051] A. Test environment: The test is carried out in an anechoic chamber. Meteorological conditions: The ambient temperature is 25±5℃ and the relative humidity is 50-70%.

[0052] B. Test equipment: Test equipment and its connection relationship are as follows Figure 2As shown, the test equipment primarily consists of a front-end signal generator, a vehicle body sheet metal, and a back-end data acquisition and analysis device. The front-end signal generator includes an excitation signal generator, a power amplifier, and a low-frequency volume sound source, all connected in sequence. The signal input of the low-frequency volume sound source is connected to the output port of the power amplifier. The power amplifier effectively adjusts the output energy and ensures that the low-frequency volume sound source generates sufficient energy to meet the requirements. The low-frequency volume sound source emits a low-frequency white noise random signal ranging from 0 to 256 Hz that acts on the vehicle body sheet metal. White noise has the same power density at all frequencies, meaning its spectrum is uniform, making it ideal for measuring frequency response and analyzing the frequency characteristics of a system. A volume accelerometer is installed on the vehicle body sheet metal to measure the volume acceleration generated by the volume sound source acting on it. The back-end data acquisition and analysis device includes a sound intensity probe, a data acquisition front-end, and a data testing and analysis system. The data acquisition front-end is connected to a computer via a network cable, while the excitation source control module (DDAC) and the power amplifier are connected via BNC connectors. The sound intensity probe sensor is connected to the data acquisition front-end via a connecting cable. In addition, the volume accelerometer is connected to the data acquisition front end to transmit the acquired volume acceleration data to the data acquisition front end. The data test and analysis system is connected to the data acquisition front end to analyze the volume acceleration data and sound intensity data collected by the data acquisition front end to generate transfer function data.

[0053] C. The acquisition parameters are set as follows: bandwidth is 256 Hz, frequency resolution is 1 Hz, acquisition average times are 50-100 times, acquisition signal type is random trigger, trigger length is 50%, and window function is rectangular window.

[0054] (2) Specific test steps include:

[0055] S401: Sound intensity probe setup and calibration: as follows Figure 3 As shown, calibrate the microphone for the sound intensity probe: In the setup, select Pascals (Pa), then enter the calibrator's sound frequency and value in dB (Rms). (These two parameters can be found on the calibrator or in its calibration report.) Before testing, also configure the sound intensity probe to ensure the two microphones combine into a single sound intensity probe. Next, perform a phase calibration on the microphones. This compensates for the errors between the two microphones used during the measurement. The corresponding microphones should be placed near a pink noise source in a free field (either in an anechoic chamber or within the calibrator). During the calibration process, swap the positions of the two microphones for phase calibration.

[0056] S402: Pressure Residual Intensity Index (PRII) Measurement: To calculate the pressure residual intensity index (PRII) of a sound intensity probe, the probe must be placed in a sound field with uniform sound pressure. In such a location, there should be no difference between the two signals received by a pair of microphones, and the measured sound intensity should be zero. Sound intensity detection is like having a noise threshold below which measurements are impossible. This noise threshold is the residual intensity level, and the PRII is equal to the difference between the sound pressure level and the residual intensity level. By measuring the pressure residual intensity index, the effects of phase mismatch on sound intensity measurements can be eliminated or minimized, improving sound intensity test accuracy.

[0057] S403: Establish plate unit model: Figure 4 As shown, according to the division of the minimum panel unit of the vehicle body in step S20, components Componets are created, and all panel components of the vehicle body are established and distinguished by different colors. The model is used to record the measurement data of each minimum panel unit.

[0058] S404: Test the sound intensity of the panel. Figure 5 As shown in the figure, in the sound intensity test, the sound source is placed at the driver's left ear, and the center point area of ​​each minimum panel unit is scanned to obtain the sound intensity of each minimum panel unit. Then, the noise transfer function from the driver's seat to the center position of each minimum panel unit is obtained through the data testing and analysis system. Based on the reciprocity principle of transfer functions (as long as the space is considered time-invariant, the excitation source and response point can be interchanged, that is, the noise transfer function G(x,y) from the driver's ear to the center position of each minimum panel unit = the noise transfer function g(y,x) from the center position of each minimum panel unit to the driver's ear), the noise transfer function g(y,x) of the volume acceleration from the center position of each minimum panel unit to the driver's ear is obtained, that is, Pi / Qi.

[0059] In the present embodiment, a PP sound intensity probe is used for measurement, and a window method test is usually used. The PP probe is a pressure gradient probe, which measures the sound pressure at two different points in the sound field by two microphones close to each other. The two sound pressure values ​​are determined by linear approximation to determine the sound pressure gradient, and then the particle velocity is determined by the sound pressure gradient. During the test, the interior of the vehicle body is a hexahedron, and the remaining five faces except the measurement face need to be covered with sound-absorbing materials (for example, when testing the rear plate, it is necessary to cover the five areas such as the vehicle body roof, front windshield, floor, left side, and right side with attracting materials), and only the measurement face does not need covering materials. In addition to using the PP sound intensity probe for measurement, a PU sound intensity probe can also be used. The PU sound intensity probe has a microphone installed therein to measure the sound pressure, and the sound intensity test can be directly performed when using the PU sound intensity probe.

[0060] Step S50: synthesize and obtain noise data radiated from each vehicle body panel to the driver's seat.

[0061] During vehicle operation, the structure-borne noise within the vehicle, caused by excitation from the engine, road surface, and various subsystems, can ultimately be attributed to the sum of the noise radiated inward from each body panel. The body BIP panels are divided into a number of minimum panel elements. The noise transfer function Pi / Qi of the volume acceleration from the center position of each minimum panel element on each body panel to the driver's position has been obtained in step S40. The noise radiated from each body panel to the driver's position can be expressed by the following synthetic formula:

[0062]

[0063] Among them, Q i is the volume acceleration of the smallest plate element i, in m 3 / s 2 , which can be obtained indirectly through vibration acceleration sensor testing;

[0064] is the noise transfer function from the smallest plate unit i to the driver's seat, in Pa / (m 3 / s 2 ), which can be obtained by testing with a volume sound source and a sound intensity probe.

[0065] The noise data radiated from each vehicle body panel (including the roof, floor, front windshield, rear windshield, front wall, and rear wall) to the driver's seat is calculated using the above synthesis formula.

[0066] Step S60: Analyze the body panel location with the greatest noise contribution.

[0067] The synthesized noise data radiated from each body panel to the driver's seat is compared with the measured noise data from step S10 in a frequency spectrum. If the error between the synthesized noise data and the measured noise data within the critical fault frequency range is less than 5%, the synthesized data can be used for further noise contribution analysis. The body panel with the synthesized noise data that has the smallest error with the measured noise data within the critical fault frequency range is considered the most contributing body panel, i.e., the primary noise contributor.

[0068] Step S70: further analyze the noise contribution of each minimum board unit on the noise main contributing board, and put the synthetic noise data of the noise main contributing board and the noise data of each minimum board unit on it into the following table: Figure 6 The spectrum diagram shown determines the smallest panel unit with the largest contribution on the main contributing panel. This smallest panel unit is the key area on the main contributing panel to noise.

[0069] Step S80: After locking the main contributing plate and key areas, the main noise contributing plate and key areas are optimized, specifically including establishing a CAE analysis model of the painted body BIP, which includes the body in white, front windshield, sunroof glass, and the interior acoustic cavity model, and analyzing the noise transfer function (NTF) of the BIP; optimizing the noise transfer function (NTF) based on the BIP model, focusing on optimizing the main noise contributing plate and key areas.

[0070] Step S90: Vehicle verification: Based on the optimization results of the main noise contributing panels and their key areas on the BIP model, the optimization results are modified on the actual vehicle to verify the optimization effect.

[0071] The above describes the specific embodiments of the present invention. Based on the above description, relevant personnel can make various changes and modifications without departing from the scope of the technical concept of this invention.

Claims

1. A method for analyzing the noise contribution of vehicle body panels and optimizing their structure, characterized in that: The following steps are involved: S10. Test the noise data of the problem vehicle to determine the problem frequency of the fault vehicle; S20. Divide the vehicle body panels into several rectangular areas, each of which is a minimum panel element, and test the vibration acceleration V at the center of each minimum panel element under the problem condition; S30. The vibration volume acceleration Q of the minimum plate unit is obtained by calculating the vibration acceleration data V* minimum unit plate area S; S40. Test the noise transfer function data from the center point of each minimum panel unit area to the driver through the sound intensity test. S50. Based on a synthesis formula, the noise data radiated from the center of all minimum panel units on each panel to the driver's position is synthesized to obtain the synthesized noise data radiated from each body panel to the driver's position. The synthesis formula is: Among them, Q i is the volume acceleration of the smallest plate element i, in m 3 / s 2 , which can be obtained indirectly through vibration acceleration sensor testing; is the noise transfer function from the smallest plate unit i to the driver's seat, in Pa / (m 3 / s 2 ), which can be obtained through volume sound source and sound intensity probe testing; S60. Compare the synthesized noise data of each body panel with the measured noise data of the problem vehicle in step S10 in a frequency spectrum to identify the main noise contributor; the main noise contributor is the body panel where the synthesized noise data has the smallest error with the measured noise data within the problem frequency range; S70. Put the synthetic noise data of the main noise contributing board and the noise data of each minimum board unit on the main contributing board into a spectrum diagram to determine the key area with the largest noise contribution on the main contributing board; S80. After identifying the main noise-contributing panel and its key areas, optimize the noise transfer function (NFT) of the key areas of the panel structure by establishing a CAE model; S90: Based on the optimization results of the key areas of the main contribution panel on the CAE model, the optimization results were modified on the actual vehicle to verify the optimization effect.

2. The method for analyzing the noise contribution of vehicle body panels and optimizing their structure according to claim 1, wherein: In step S10, when testing the noise data of the problem car, the background noise should be at least 10dB lower than the measured noise, the ambient temperature outside the car should be between -5°C and 37°C, the wind speed should be less than 5m / s, and the noise frequency setting range should be 1600Hz.

3. The vehicle body panel noise contribution analysis and structural optimization method according to claim 1, characterized in that: In step S20, the vehicle body panels include a roof, a floor, a front bumper, a rear bumper, a front panel, a rear panel, and left and right side panels.

4. The method for analyzing the noise contribution of vehicle body panels and optimizing their structure according to claim 1, wherein: In step S40, the test is performed in an anechoic chamber, and the ambient temperature during the test is 25±5°C and the relative humidity is 50-70%.

5. The vehicle body panel noise contribution analysis and structural optimization method according to claim 1, characterized in that: In the sound intensity test in step S40, the test equipment used mainly includes a front-end signal generating device, a vehicle body sheet metal and a back-end data acquisition and analysis device. The front-end signal generating device includes an excitation signal generator, a power amplifier and a low-frequency volume sound source connected in sequence; wherein, the signal input end of the low-frequency volume sound source is connected to the output port of the power amplifier; a volume accelerometer is provided on the vehicle body for obtaining the volume acceleration generated by the vehicle body sheet metal when the volume sound source acts on the vehicle body; the back-end data acquisition and analysis device includes a sound intensity probe, a data acquisition front-end and a data testing and analysis system; wherein, the sound intensity probe is connected to the data acquisition front-end with a connecting line; in addition, the volume accelerometer is connected to the data acquisition front-end and can transmit the obtained volume acceleration data to the data acquisition front-end; the data testing and analysis system is connected to the data acquisition front-end and is used to analyze the volume acceleration data and sound intensity-related data collected by the data acquisition front-end, thereby generating noise transfer function data.

6. The method for analyzing the noise contribution of vehicle body panels and optimizing their structure according to claim 5, wherein: The low-frequency volume sound source can emit a low-frequency white noise random signal of 0 to 256 Hz.

7. The method for analyzing the noise contribution of vehicle body panels and optimizing their structure according to claim 1, wherein: In step S40, before testing, it is necessary to set two microphones to form a sound intensity probe and calibrate the sound intensity probe.

8. The method for analyzing the noise contribution of vehicle body panels and optimizing their structure according to claim 1, wherein: Step S40 specifically includes: placing a volume sound source at the driver's left ear, testing the sound intensity of each minimum panel unit, and obtaining the noise transfer function from the driver's ear to the center position of each minimum panel unit through a data analysis system; and obtaining the noise transfer function from the center position of each minimum panel unit to the driver based on the reciprocity principle of transfer functions.

9. The method for analyzing the noise contribution of vehicle body panels and optimizing their structure according to claim 1, wherein: In step S60, when comparing the synthesized noise data of each body panel with the measured noise data of the problem vehicle, it is necessary to first compare whether the error between the two noise data within the critical fault frequency range is less than 5%. Only when the error data between the two is less than 5% can the noise contribution of the body panel be further analyzed.

10. The method for analyzing the noise contribution of vehicle body panels and optimizing their structure according to claim 1, wherein: In step S80 , the optimization of the contribution plate includes establishing a CAE analysis model of the painted vehicle body, wherein the CAE analysis model includes a body-in-white, a front windshield, a sunroof glass, and an interior acoustic cavity model.

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