Vehicle noise optimization method, system, computer and storage medium

Abstract

The present invention provides a vehicle noise optimization method, system, computer and storage medium, the method comprising the following steps: establishing a finite element model of the vehicle body; performing a vibration frequency response analysis on key mounting points on the finite element model to screen and perform structural optimization on key mounting points whose performance does not meet the standard; establishing an acoustic cavity coupling model; calculating the noise response of the target point in the vehicle through the acoustic cavity coupling model to perform a contribution analysis on the vehicle body structure on the transmission path, so as to optimize the structural parts corresponding to the main contribution. By performing a vibration frequency response analysis on key mounting points, the problems of structural resonance and noise propagation can be solved more accurately. By establishing an acoustic cavity coupling model and based on the contribution analysis, the structure can be optimized in a targeted manner. By establishing a multi-objective optimization model, the dynamic coupling effect between key mounting points is taken into account, the problems caused by local optimization are avoided, and the targetedness and comprehensiveness of the optimization are enhanced.

Description

Technical Field

[0001] The present invention relates to the technical field of NVH performance optimization, and in particular to a vehicle noise optimization method, system, computer and storage medium. Background Art

[0002] With the rapid development of the automobile industry, the improvement of vehicle performance is not limited to power, economy and safety. The ride comfort of the vehicle has also become a focus of consumers. NVH (Noise, Vibration, Harshness), that is, noise, vibration and acoustic roughness performance, is one of the key factors that directly affect ride comfort. Its optimization and control technology is particularly important. The control of vehicle noise mostly relies on passive noise reduction measures after the test, such as adding sound insulation materials, adjusting the interior layout, etc. Although these methods have certain effects, they are often costly and have a long design cycle.

[0003] In the existing technology, the finite element method discretizes the complex structure into a series of simple units and solves them based on the principles of mechanics. It can simulate the dynamic response characteristics of the structure more accurately, while accelerating the design cycle and reducing costs. Its optimization direction is usually to optimize the local thickness and material of the body structure, ignoring the resonance effect of the body suspension mounting points and shock absorber mounting points in noise propagation. Summary of the invention

[0004] In view of the deficiencies in the prior art, the object of the present invention is to provide a vehicle noise optimization method, system, computer and storage medium, aiming to solve the technical problem of poor noise optimization effect in the prior art.

[0005] In order to achieve the above object, in a first aspect, the present invention provides a vehicle noise optimization method, comprising the following steps:

[0006] Based on the finite element preprocessor and the three-dimensional model of the vehicle, finite element analysis is performed and a finite element model of the vehicle body is established;

[0007] Applying working condition excitation loads to the key installation points on the finite element model, and performing vibration frequency response analysis on the key installation points to screen and perform structural optimization on the key installation points whose performance does not meet the standards;

[0008] A cavity mesh model in the vehicle is established based on the finite element model, a modal analysis is performed on the sound response size of each position in the cavity mesh model, and the acoustic cavity mode obtained by the analysis is coupled with the finite element model to obtain an acoustic cavity coupling model;

[0009] Applying working condition excitation loads to each of the key installation points in turn, calculating the noise response of the target point in the vehicle through the acoustic cavity coupling model, and judging whether the noise response meets the requirements;

[0010] If the noise response does not meet the requirements, a contribution analysis is performed on the vehicle body structure on the transfer path to optimize the structural parts corresponding to the main contribution.

[0011] According to one aspect of the above technical solution, the steps of performing vibration frequency response analysis on the key installation points to screen and optimize the structures of the key installation points whose performance does not meet the standards specifically include:

[0012] Applying unit loads in the X, Y, and Z directions of the key mounting points, obtaining the response displacement of the vehicle body under the unit load, and calculating the average value of the dynamic stiffness corresponding to the key mounting points within a unit frequency range;

[0013] The mounting parts corresponding to the key mounting points whose average dynamic stiffness is less than the target value are selected, and the structures of the mounting parts are optimized.

[0014] According to one aspect of the above technical solution, the calculation formula of the average value of the dynamic stiffness is as follows:

[0015] ;

[0016] ;

[0017] In the formula, is the average value of the dynamic stiffness, is the excitation frequency, is the acceleration admittance at the origin, is the unit load, is the number of unit frequencies, is the response displacement.

[0018] According to one aspect of the above technical solution, the step of analyzing the contribution of the vehicle body structure on the transmission path specifically includes:

[0019] Dividing the body panels into plates based on the cavity grid model, and calculating the contribution coefficient corresponding to each plate, so as to optimize the structural parts corresponding to the main contribution;

[0020] A plurality of target plates corresponding to contribution coefficients exceeding preset values ​​are selected from each plate, and the plate thickness of each target plate is optimized.

[0021] According to one aspect of the above technical solution, the calculation formula of the contribution coefficient is as follows:

[0022] ;

[0023] ;

[0024] ;

[0025] In the formula, is the contribution coefficient of the pth plate, is the noise response quantity, is the noise response generated by the pth plate, for The conjugate complex number of Re ( ) is the real part of the complex number, P is the number of plates, J is the number of finite elements in the plate, is the acoustic transfer vector of the jth finite element, is the normal vibration velocity of the jth finite element.

[0026] According to one aspect of the above technical solution, the step of optimizing the plate thickness of each target plate specifically includes:

[0027] Based on the plate thickness of each target plate as a design variable, the acceleration response of the key mounting point corresponding to the target plate, and the first-order torsional modal frequency and the first-order bending modal frequency of the vehicle body as constraints, a target optimization model is established to minimize the noise response amount at the target plate and the vehicle body mass:

[0028] ;

[0029] ;

[0030] ;

[0031] ;

[0032] ;

[0033] , ;

[0034] In the formula, is the design variable vector, is the objective function of the noise response, is the number of unit response frequencies, is the objective function of vehicle body mass, is the thickness of the qth plate, and are the upper and lower limits of the thickness of the qth plate, respectively. is the first-order torsional mode frequency, and are the upper and lower limits of the first-order torsional modal frequency, is the first-order bending mode frequency, and are the upper and lower limits of the first-order bending mode frequency, is the acceleration response, is the target acceleration response, is the excitation frequency, is the response displacement.

[0035] In a second aspect, the present application also provides a vehicle noise optimization system, comprising:

[0036] The vehicle body finite element module is used to perform finite element analysis based on the finite element preprocessor and the three-dimensional model of the vehicle, and to establish a finite element model of the vehicle body;

[0037] A first optimization module is used to apply working condition excitation loads to key installation points on the finite element model, and to screen and optimize the structures of key installation points whose performance does not meet the standards by performing vibration frequency response analysis on the key installation points;

[0038] An acoustic cavity finite element module is used to establish an in-vehicle cavity mesh model based on the finite element model, perform modal analysis on the sound response size of each position in the cavity mesh model, and couple the acoustic cavity mode obtained by the analysis with the finite element model to obtain an acoustic cavity coupling model;

[0039] A noise module is used to apply working condition excitation loads to each of the key installation points in turn, calculate the noise response of the target point in the vehicle through the acoustic cavity coupling model, and determine whether the noise response meets the requirements;

[0040] The second optimization module is used to analyze the contribution of the vehicle body structure on the transmission path if the noise response does not meet the requirements, so as to optimize the structural parts corresponding to the main contribution.

[0041] According to one aspect of the above technical solution, the first optimization module is specifically used for:

[0042] Applying unit loads in the X, Y, and Z directions of the key mounting points, obtaining the response displacement of the vehicle body under the unit load, and calculating the average value of the dynamic stiffness corresponding to the key mounting points within a unit frequency range;

[0043] The mounting parts corresponding to the key mounting points whose average dynamic stiffness is less than the target value are selected, and the structures of the mounting parts are optimized.

[0044] According to one aspect of the above technical solution, the second optimization module is specifically used for:

[0045] Dividing the body panels into plates based on the cavity grid model, and calculating the contribution coefficient corresponding to each plate, so as to optimize the structural parts corresponding to the main contribution;

[0046] A plurality of target plates corresponding to contribution coefficients exceeding preset values ​​are selected from each plate, and the plate thickness of each target plate is optimized.

[0047] According to one aspect of the above technical solution, the second optimization module is further used for:

[0048] Based on the plate thickness of each target plate as a design variable, the acceleration response of the key mounting point corresponding to the target plate, and the first-order torsional modal frequency and the first-order bending modal frequency of the vehicle body as constraints, a target optimization model is established to minimize the noise response amount at the target plate and the vehicle body mass:

[0049] ;

[0050] ;

[0051] ;

[0052] ;

[0053] ;

[0054] , ;

[0055] In the formula, is the design variable vector, is the objective function of the noise response, is the number of unit response frequencies, is the objective function of vehicle body mass, is the thickness of the qth plate, and are the upper and lower limits of the thickness of the qth plate, respectively. is the first-order torsional mode frequency, and are the upper and lower limits of the first-order torsional modal frequency, is the first-order bending mode frequency, and are the upper and lower limits of the first-order bending mode frequency, is the acceleration response, is the target acceleration response, is the excitation frequency, is the response displacement.

[0056] In a third aspect, an embodiment of the present application provides a computer, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the computer program, a vehicle noise optimization method as described in the first aspect is implemented.

[0057] In a fourth aspect, an embodiment of the present application provides a storage medium having a computer program stored thereon, which, when executed by a processor, implements a vehicle noise optimization method as described in the first aspect.

[0058] Compared with the prior art, the beneficial effects of the present invention are as follows: by establishing a finite element model of the vehicle body and performing a vibration frequency response analysis on key mounting points on the finite element model, parts with substandard performance are screened out and optimized to more accurately solve structural resonance and noise propagation problems, and then by further analyzing the contribution coefficient of the vehicle body panels on the noise transmission path, the components with the largest noise contribution can be found and targeted optimization can be performed, and finally, by establishing a multi-objective optimization model to optimize the thickness of the panels, the dynamic coupling effect between key mounting points is taken into account, so that the vibration response of the entire vehicle body under different working conditions is more coordinated, thereby effectively avoiding the problems caused by local optimization and enhancing the targetedness and comprehensiveness of the optimization. BRIEF DESCRIPTION OF THE DRAWINGS

[0059] Figure 1 A flow chart of a vehicle noise optimization method in a first embodiment of the present invention;

[0060] Figure 2 It is a structural block diagram of a vehicle noise optimization system in a second embodiment of the present invention;

[0061] Figure 3 is a schematic diagram of the hardware structure of a computer in the third embodiment of the present application;

[0062] The following specific implementation manner will further illustrate the present invention in conjunction with the above-mentioned drawings. DETAILED DESCRIPTION

[0063] 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.

[0064] 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.

[0065] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as those commonly understood by those skilled in the art to which the present invention belongs. 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 of the related listed items.

[0066] Embodiment 1

[0067] See also Figure 1 , which is shown as a vehicle noise optimization method in a first embodiment of the present invention, comprising the following steps:

[0068] Step S100, based on the finite element preprocessor and the three-dimensional model of the vehicle, finite element analysis is performed and a finite element model of the vehicle body is established.

[0069] Specifically, in this embodiment, the above-mentioned finite element pre-processor is HyperMesh. When in use, a three-dimensional geometric model is obtained from an stp format file established by the three-dimensional software. The model includes key components such as the car body, suspension system, and interior, and is imported into HyperMesh. After material property definition, boundary conditions and load input, as well as model simplification and finite element mesh division, a finite element model of the car body is obtained.

[0070] Step S200, applying working condition excitation loads to the key installation points on the finite element model, and performing vibration frequency response analysis on the key installation points to screen and perform structural optimization on the key installation points whose performance does not meet the standards.

[0071] Specifically, in this embodiment, the above-mentioned key mounting points include suspension system mounting points, engine brackets, shock absorber mounting points, seat mounting points, etc. Then, according to different working conditions, different types of loads are applied to the key mounting points, such as force, displacement, acceleration, etc. For example, the suspension mounting point may be excited by the vertical acceleration caused by the uneven road surface, while the engine bracket may be excited by the vibration force caused by the operation of the engine.

[0072] Furthermore, in this embodiment, the steps of performing vibration frequency response analysis on the key installation points to screen and perform structural optimization on the key installation points whose performance does not meet the standards specifically include:

[0073] Applying unit loads in the X, Y, and Z directions of the key mounting points, obtaining the response displacement of the vehicle body under the unit load, and calculating the average value of the dynamic stiffness corresponding to the key mounting points within a unit frequency range;

[0074] The mounting parts corresponding to the key mounting points whose average dynamic stiffness is less than the target value are selected, and the structures of the mounting parts are optimized.

[0075] Specifically, by applying unit load or vibration excitation under actual working conditions in the three directions of X, Y, and Z, the excitation frequency range is determined according to the spectrum characteristics of the excitation source. Usually, the common operating frequency range of the vehicle is selected for analysis, such as the main frequency and its multiples when the engine is working, the natural frequency of the suspension system, etc.

[0076] After applying excitation to the key mounting points, finite element analysis is used to calculate the vibration response of the mounting points at different frequencies, including displacement, acceleration, velocity and other response quantities. The purpose of frequency response analysis is to display the response amplitude of the structure at different excitation frequencies, and to determine the response characteristics of the key mounting points within the operating frequency range through the frequency response curve. If certain mounting points show large displacement or acceleration at a specific frequency, it means that there may be a resonance problem at this point. Key mounting points with low dynamic stiffness also indicate that their vibration resistance is insufficient.

[0077] In this embodiment, specific improvement methods include: increasing the stiffness of the mounting point by increasing the thickness of the structural parts near the mounting point, using higher strength materials or adding reinforcing ribs, thereby reducing the vibration response; slowing down the transmission of the excitation load by optimizing the installation method, such as improving the suspension design, adding vibration damping pads or changing the installation angle; adding shock absorbers or vibration isolation pads at key mounting points to reduce the possibility of vibration transmission and resonance by increasing damping, significantly reducing the noise and vibration of the vehicle, improving the overall NVH performance, and enhancing ride comfort.

[0078] Furthermore, in this embodiment, the calculation formula of the average value of the dynamic stiffness is as follows:

[0079] ;

[0080] ;

[0081] In the formula, is the average value of the dynamic stiffness, is the excitation frequency, is the acceleration admittance at the origin, is the unit load, is the number of unit frequencies, is the response displacement.

[0082] Step S300, based on the finite element model, a cavity mesh model inside the vehicle is established, a modal analysis is performed on the sound response size of each position in the cavity mesh model, and the acoustic cavity mode obtained by the analysis is coupled with the finite element model to obtain an acoustic cavity coupling model.

[0083] Specifically, in this embodiment, the cavity mesh model in the car is established on the basis of the body structure modeling, retaining the inner wall parts of the body in contact with the sound cavity to form a closed cavity. The "Mesh-Creat-Acoustic Cavity Mesh" command in the Hypermesh software can generate a cavity fluid mesh model of the air in the car using the thin wall structure, generate tetrahedral units, and define appropriate acoustic material properties for the air medium in the car, including air density, sound speed, etc. Then, modal analysis is performed on the cavity mesh model in the car to calculate the modal characteristics of the cavity at different frequencies. The acoustic cavity mode reflects the resonance state of the cavity in the car at various frequencies, reveals the propagation path and resonance position of the sound wave in the car, and finally couples the cavity mesh model with the finite element model of the car body to accurately simulate the generation and propagation path of the noise inside the vehicle.

[0084] Step S400, apply working condition excitation loads to each of the key installation points in turn, calculate the noise response of the target point in the vehicle through the acoustic cavity coupling model, and determine whether the noise response meets the requirements. By applying working condition excitation loads to the key installation points in turn and calculating the in-vehicle noise response based on the acoustic cavity coupling model, the noise distribution and noise source in the vehicle can be accurately evaluated. At the same time, by comparing with the preset standard, it is determined whether the noise meets the requirements.

[0085] Step S500: If the noise response does not meet the requirements, the contribution of the vehicle body structure on the transmission path is analyzed to optimize the structural parts corresponding to the main contribution. By analyzing various parts of the vehicle body, the vehicle body panels or key installation points that cause greater vibration and noise are found, so as to optimize them in a targeted and effective manner, reduce unnecessary changes, and reduce development costs.

[0086] Specifically, in this embodiment, the step of analyzing the contribution of the vehicle body structure on the transfer path specifically includes:

[0087] Dividing the body panels into plates based on the cavity grid model, and calculating the contribution coefficient corresponding to each plate, so as to optimize the structural parts corresponding to the main contribution;

[0088] A plurality of target plates corresponding to contribution coefficients exceeding a preset value are selected from each plate, and the plate thickness of each target plate is optimized. Specifically, the divided parts include doors, roofs, floors, hoods, trunks, etc.

[0089] Preferably, in this embodiment, the calculation formula of the contribution coefficient is as follows:

[0090] ;

[0091] ;

[0092] ;

[0093] In the formula, is the contribution coefficient of the pth plate, is the noise response quantity, is the noise response generated by the pth plate, for The conjugate complex number of Re ( ) is the real part of the complex number, P is the number of plates, J is the number of finite elements in the plate, is the acoustic transfer vector of the jth finite element, is the normal vibration velocity of the jth finite element.

[0094] It is understandable that by increasing the thickness of the plate, the rigidity of the structure can be increased, thereby reducing the transmission of vibration. In this embodiment, after identifying the plate that mainly contributes to the noise, the noise reduction effect can be further improved by providing sound absorbing materials, providing shock absorbers, etc.

[0095] Specifically, in this embodiment, the step of optimizing the plate thickness of each target plate specifically includes:

[0096] Based on the plate thickness of each target plate as a design variable, the acceleration response of the key mounting point corresponding to the target plate, and the first-order torsional modal frequency and the first-order bending modal frequency of the vehicle body as constraints, a target optimization model is established to minimize the noise response amount at the target plate and the vehicle body mass:

[0097] ;

[0098] ;

[0099] ;

[0100] ;

[0101] ;

[0102] , ;

[0103] In the formula, is the design variable vector, is the objective function of the noise response, is the number of unit response frequencies, is the objective function of vehicle body mass, is the thickness of the qth plate, and are the upper and lower limits of the thickness of the qth plate, respectively. is the first-order torsional mode frequency, and are the upper and lower limits of the first-order torsional modal frequency, is the first-order bending mode frequency, and are the upper and lower limits of the first-order bending mode frequency, is the acceleration response, is the target acceleration response, is the excitation frequency, is the response displacement.

[0104] It is understandable that, compared with the conventional method of optimizing the thickness of local panels, although the performance can be improved locally, it may cause new noise problems in other areas due to the neglect of the vibration transfer characteristics of the entire body system. For example, the dynamic stiffness of the mounting point changes due to changes in the thickness of the panel. The present application uses the acceleration response as a constraint condition, and the optimization process considers the dynamic coupling effect between key mounting points, so that the vibration response of the entire body under different working conditions is more coordinated, thereby effectively avoiding the problems caused by local optimization and enhancing the targeted and comprehensive nature of the optimization.

[0105] In summary, the vehicle noise optimization method in the above-mentioned embodiment of the present invention establishes a finite element model of the vehicle body, and performs vibration frequency response analysis on the key installation points on the finite element model, screens out parts with substandard performance and optimizes them, so as to more accurately solve the problems of structural resonance and noise propagation, and then further analyzes the contribution coefficient of the vehicle body panels on the noise transmission path, so as to find the components with the largest noise contribution and perform targeted optimization. Finally, by establishing a multi-objective optimization model, the thickness of the panels is optimized, and the dynamic coupling effect between the key installation points is taken into account, so that the vibration response of the entire vehicle body under different working conditions is more coordinated, thereby effectively avoiding the problems caused by local optimization and enhancing the targetedness and comprehensiveness of the optimization.

[0106] Embodiment 2

[0107] The second embodiment of the present application also provides a vehicle noise optimization system, which is used to implement the embodiments and preferred implementations, and the descriptions that have been made will not be repeated. As used below, the terms "module", "unit", "subunit", etc. can implement a combination of software and / or hardware for a predetermined function. Although the system described in the following embodiments is preferably implemented in software, the implementation of hardware, or a combination of software and hardware, is also possible and conceivable.

[0108] like Figure 2 As shown, the system includes: a vehicle body finite element module 100 , a first optimization module 200 , a sound cavity finite element module 300 , a noise module 400 and a second optimization module 500 .

[0109] The vehicle body finite element module 100 is used to perform finite element analysis based on the finite element preprocessor and the three-dimensional model of the vehicle, and to establish a finite element model of the vehicle body;

[0110] The first optimization module 200 is used to apply working condition excitation loads to the key installation points on the finite element model, and to screen and optimize the structures of the key installation points whose performance does not meet the standards by performing vibration frequency response analysis on the key installation points;

[0111] The acoustic cavity finite element module 300 is used to establish a cavity mesh model in the vehicle based on the finite element model, perform modal analysis on the sound response size of each position in the cavity mesh model, and couple the acoustic cavity mode obtained by the analysis with the finite element model to obtain an acoustic cavity coupling model;

[0112] The noise module 400 is used to apply working condition excitation loads to each of the key installation points in turn, calculate the noise response of the target point in the vehicle through the acoustic cavity coupling model, and determine whether the noise response meets the requirements;

[0113] The second optimization module 500 is used to analyze the contribution of the vehicle body structure on the transmission path if the noise response does not meet the requirements, so as to optimize the structural parts corresponding to the main contribution.

[0114] Specifically, in this embodiment, the first optimization module 200 is specifically used for:

[0115] Applying unit loads in the X, Y, and Z directions of the key mounting points, obtaining the response displacement of the vehicle body under the unit load, and calculating the average value of the dynamic stiffness corresponding to the key mounting points within a unit frequency range;

[0116] The mounting parts corresponding to the key mounting points whose average dynamic stiffness is less than the target value are selected, and the structures of the mounting parts are optimized.

[0117] Furthermore, in this embodiment, the second optimization module 500 is specifically used for:

[0118] Dividing the body panels into plates based on the cavity grid model, and calculating the contribution coefficient corresponding to each plate, so as to optimize the structural parts corresponding to the main contribution;

[0119] A plurality of target plates corresponding to contribution coefficients exceeding preset values ​​are selected from each plate, and the plate thickness of each target plate is optimized.

[0120] Furthermore, in this embodiment, the second optimization module 500 is also used for:

[0121] Based on the plate thickness of each target plate as a design variable, the acceleration response of the key mounting point corresponding to the target plate, and the first-order torsional modal frequency and the first-order bending modal frequency of the vehicle body as constraints, a target optimization model is established to minimize the noise response amount at the target plate and the vehicle body mass:

[0122] ;

[0123] ;

[0124] ;

[0125] ;

[0126] ;

[0127] , ;

[0128] In the formula, is the design variable vector, is the objective function of the noise response, is the number of unit response frequencies, is the objective function of vehicle body mass, is the thickness of the qth plate, and are the upper and lower limits of the thickness of the qth plate, respectively. is the first-order torsional mode frequency, and are the upper and lower limits of the first-order torsional modal frequency, is the first-order bending mode frequency, and are the upper and lower limits of the first-order bending mode frequency, is the acceleration response, is the target acceleration response, is the excitation frequency, is the response displacement.

[0129] In summary, the vehicle noise optimization system in the above-mentioned embodiment of the present invention establishes a finite element model of the vehicle body through the vehicle body finite element module 100, and performs vibration frequency response analysis on key installation points on the finite element model through the first optimization module 200, screens out and optimizes parts with substandard performance, so as to more accurately solve the structural resonance and noise propagation problems, and then further analyzes the contribution coefficient of the vehicle body panels on the noise transmission path through the second optimization module 500, so as to find the components with the largest noise contribution and perform targeted optimization, and finally optimizes the thickness of the panels by establishing a multi-objective optimization model, taking into account the dynamic coupling effect between key installation points, so that the vibration response of the entire vehicle body under different working conditions is more coordinated, thereby effectively avoiding the problems caused by local optimization and enhancing the targetedness and comprehensiveness of the optimization.

[0130] It should be noted that each module can be a functional module or a program module, and can be implemented by software or hardware. For modules implemented by hardware, each module can be located in the same processor; or each module can be located in different processors in any combination.

[0131] Embodiment 3

[0132] The third embodiment of the present application provides a computer. It can be understood that the principles mentioned in the vehicle noise optimization system in this embodiment correspond to the vehicle noise optimization method in the first embodiment of the present application. For details of the relevant principles not described, please refer to the first embodiment and will not be repeated here.

[0133] The computer may include a processor 81 and a memory 82 storing computer program commands.

[0134] Specifically, the processor 81 may include a central processing unit (CPU), or an application specific integrated circuit (ASIC), or may be configured to implement one or more integrated circuits of the embodiments of the present application.

[0135] Among them, the memory 82 may include a large-capacity memory for data or commands. By way of example and not limitation, the memory 82 may include a hard disk drive (HDD), a floppy disk drive, a solid-state drive (SSD), a flash memory, an optical disk, a magneto-optical disk, a magnetic tape, or a universal serial bus (USB) drive, or a combination of two or more of these. Where appropriate, the memory 82 may include a removable or non-removable (or fixed) medium. Where appropriate, the memory 82 may be inside or outside the data processing device. In a specific embodiment, the memory 82 is a non-volatile memory. In a specific embodiment, the memory 82 includes a read-only memory (ROM) and a random access memory (RAM). Where appropriate, the ROM may be a mask-programmed ROM, a programmable ROM (PROM), an erasable PROM (EPROM), an electrically erasable PROM (EEPROM), an electrically alterable ROM (EAROM) or a flash memory (FLASH), or a combination of two or more of these. Under appropriate circumstances, the RAM can be a static random access memory (SRAM) or a dynamic random access memory (DRAM), wherein the DRAM can be a fast page mode dynamic random access memory (FPMDRAM), an extended data output dynamic random access memory (EDODRAM), a synchronous dynamic random access memory (SDRAM), etc.

[0136] The memory 82 may be used to store or cache various data files required for processing and / or communication, as well as possible computer program commands executed by the processor 81 .

[0137] The processor 81 implements any one of the vehicle noise optimization methods in the above embodiments by reading and executing computer program commands stored in the memory 82 .

[0138] In some embodiments, the computer may further include a communication interface 83 and a bus 80. Figure 3 As shown, the processor 81, the memory 82, and the communication interface 83 are connected via a bus 80 and communicate with each other.

[0139] The communication interface 83 is used to implement communication between the modules, devices, units and / or equipment in the embodiment of the present application. The communication interface 83 can also implement data communication with other components such as: external devices, image / data acquisition equipment, databases, external storage, and image / data processing workstations.

[0140] The bus 80 includes hardware, software or both, and couples the components of the computer to each other. The bus 80 includes but is not limited to at least one of the following: a data bus, an address bus, a control bus, an expansion bus, and a local bus. By way of example and not limitation, bus 80 may include an Accelerated Graphics Port (AGP) or other graphics bus, an Extended Industry Standard Architecture (EISA) bus, a Front Side Bus (FSB), a Hyper Transport (HT) interconnect, an Industry Standard Architecture (ISA) bus, an InfiniBand interconnect, a Low Pin Count (LPC) bus, a memory bus, a Micro Channel Architecture (MCA) bus, a Peripheral Component Interconnect (PCI) bus, a PCI-Express (PCI-X) bus, a Serial Advanced Technology Attachment (SATA) bus, a Video Electronics Standards Association Local Bus (VLB) bus, or other suitable buses or a combination of two or more of these. Where appropriate, bus 80 may include one or more buses. Although embodiments of the present application describe and illustrate a particular bus, the present application contemplates any suitable bus or interconnect.

[0141] Embodiment 4

[0142] In combination with the vehicle noise optimization method in the above embodiments, the fourth embodiment of the present application provides a readable storage medium having computer program commands stored thereon; when the computer program commands are executed by a processor, any one of the vehicle noise optimization methods in the above embodiments is implemented.

[0143] The technical features of the above-described embodiments may be arbitrarily combined. To make the description concise, not all possible combinations of the technical features in the embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0144] The above-mentioned embodiments only express several implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be understood as limiting the scope of the invention patent. It should be pointed out that, for a person of ordinary skill in the art, several variations and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the protection scope of the patent of the present application shall be subject to the attached claims.

Claims

1. A vehicle noise optimization method, characterized in that: The following steps are involved: Based on the finite element preprocessor and the three-dimensional model of the vehicle, finite element analysis is performed and a finite element model of the vehicle body is established; Applying working condition excitation loads to the key installation points on the finite element model, and performing vibration frequency response analysis on the key installation points to screen and perform structural optimization on the key installation points whose performance does not meet the standards; A cavity mesh model in the vehicle is established based on the finite element model, a modal analysis is performed on the sound response size of each position in the cavity mesh model, and the acoustic cavity mode obtained by the analysis is coupled with the finite element model to obtain an acoustic cavity coupling model; Applying working condition excitation loads to each of the key installation points in turn, calculating the noise response of the target point in the vehicle through the acoustic cavity coupling model, and judging whether the noise response meets the requirements; If the noise response does not meet the requirements, a contribution analysis is performed on the vehicle body structure on the transmission path to optimize the structural parts corresponding to the main contribution; The steps of analyzing the contribution of the vehicle body structure on the transfer path specifically include: Dividing the body panels into plates based on the cavity grid model, and calculating the contribution coefficient corresponding to each plate, so as to optimize the structural parts corresponding to the main contribution; Select multiple target plates whose contribution coefficients exceed preset values ​​from each plate, and optimize the plate thickness of each target plate; The step of optimizing the plate thickness of each target plate specifically includes: Based on the plate thickness of each target plate as a design variable, the acceleration response of the key mounting point corresponding to the target plate, and the first-order torsional modal frequency and the first-order bending modal frequency of the vehicle body as constraints, a target optimization model is established to minimize the noise response amount at the target plate and the vehicle body mass: ； ； ； ； ； ， ； In the formula, is the design variable vector, is the objective function of the noise response, is the number of unit response frequencies, is the objective function of vehicle body mass, is the thickness of the qth plate, and are the upper and lower limits of the thickness of the qth plate, respectively. is the first-order torsional mode frequency, and are the upper and lower limits of the first-order torsional modal frequency, is the first-order bending mode frequency, and are the upper and lower limits of the first-order bending mode frequency, is the acceleration response, is the target acceleration response, is the excitation frequency, is the response displacement.

2. The vehicle noise optimization method according to claim 1, characterized in that: The steps of performing vibration frequency response analysis on the key installation points to screen and optimize the structures of the key installation points whose performance does not meet the standards specifically include: Applying unit loads in the X, Y, and Z directions of the key mounting points, obtaining the response displacement of the vehicle body under the unit load, and calculating the average value of the dynamic stiffness corresponding to the key mounting points within a unit frequency range; The mounting parts corresponding to the key mounting points whose average dynamic stiffness is less than the target value are selected, and the structures of the mounting parts are optimized.

3. The vehicle noise optimization method according to claim 2, characterized in that: The calculation formula of the average dynamic stiffness is as follows: ； ； In the formula, is the average value of the dynamic stiffness, is the excitation frequency, is the acceleration admittance at the origin, is the unit load, is the number of unit frequencies, is the response displacement.

4. The vehicle noise optimization method according to claim 1, characterized in that: The calculation formula of the contribution coefficient is as follows: ； ； ； In the formula, is the contribution coefficient of the pth plate, is the noise response quantity, is the noise response generated by the pth plate, for The conjugate complex number of Re ( ) is the real part of the complex number, P is the number of plates, J is the number of finite elements in the plate, is the acoustic transfer vector of the jth finite element, is the normal vibration velocity of the jth finite element.

5. A vehicle noise optimization system, characterized in that: include: The vehicle body finite element module is used to perform finite element analysis based on the finite element preprocessor and the three-dimensional model of the vehicle, and to establish a finite element model of the vehicle body; A first optimization module is used to apply working condition excitation loads to key installation points on the finite element model, and to screen and optimize the structures of key installation points whose performance does not meet the standards by performing vibration frequency response analysis on the key installation points; An acoustic cavity finite element module is used to establish an in-vehicle cavity mesh model based on the finite element model, perform modal analysis on the sound response size of each position in the cavity mesh model, and couple the acoustic cavity mode obtained by the analysis with the finite element model to obtain an acoustic cavity coupling model; A noise module is used to apply working condition excitation loads to each of the key installation points in turn, calculate the noise response of the target point in the vehicle through the acoustic cavity coupling model, and determine whether the noise response meets the requirements; A second optimization module is used for analyzing the contribution of the vehicle body structure on the transmission path if the noise response does not meet the requirements, so as to optimize the structural parts corresponding to the main contribution; Wherein, the second optimization module is specifically used for: Dividing the body panels into plates based on the cavity grid model, and calculating the contribution coefficient corresponding to each plate, so as to optimize the structural parts corresponding to the main contribution; Select multiple target plates whose contribution coefficients exceed preset values ​​from each plate, and optimize the plate thickness of each target plate; Wherein, the second optimization module is further used for: Based on the plate thickness of each target plate as a design variable, the acceleration response of the key mounting point corresponding to the target plate, and the first-order torsional modal frequency and the first-order bending modal frequency of the vehicle body as constraints, a target optimization model is established to minimize the noise response amount at the target plate and the vehicle body mass: ； ； ； ； ； ， ； In the formula, is the design variable vector, is the objective function of the noise response, is the number of unit response frequencies, is the objective function of vehicle body mass, is the thickness of the qth plate, and are the upper and lower limits of the thickness of the qth plate, respectively. is the first-order torsional mode frequency, and are the upper and lower limits of the first-order torsional modal frequency, is the first-order bending mode frequency, and are the upper and lower limits of the first-order bending mode frequency, is the acceleration response, is the target acceleration response, is the excitation frequency, is the response displacement.

6. The vehicle noise optimization system according to claim 5, characterized in that: The first optimization module is specifically used for: Applying unit loads in the X, Y, and Z directions of the key mounting points, obtaining the response displacement of the vehicle body under the unit load, and calculating the average value of the dynamic stiffness corresponding to the key mounting points within a unit frequency range; The mounting parts corresponding to the key mounting points whose average dynamic stiffness is less than the target value are selected, and the structures of the mounting parts are optimized.

7. A computer comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, the vehicle noise optimization method according to any one of claims 1 to 4 is implemented.

8. A storage medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, the vehicle noise optimization method as described in any one of claims 1 to 4 is implemented.

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