Vehicle noise optimization method and device, vehicle and storage medium

Abstract

The invention relates to a vehicle noise optimization method and device, a vehicle and a storage medium, and relates to the technical field of computers. The method comprises the following steps: acquiring a noise exceeding value of a target part of a vehicle; the noise exceeding value is a difference value between a noise value generated by the target part and a reference noise value corresponding to the target part in the vehicle driving process; determining target equivalent static stiffness corresponding to the noise exceeding value of the target part; the noise generated by the target part with the target equivalent static stiffness is lower than a reference noise value corresponding to the target part; and determining an optimization scheme of the target part of the vehicle based on the target equivalent static stiffness. Therefore, the structure of the target part can be optimized based on the optimization scheme, so that the noise generated by the target part in the vehicle driving process is reduced.

Description

Technical Field

[0001] The present application relates to the field of computer technology, in particular to the field of vehicle simulation and stiffness analysis technology, and specifically to a vehicle noise optimization method, device, vehicle and storage medium. Background Art

[0002] With the upgrading of consumption, the noise, vibration and harshness (NVH) of automobiles have become one of the main considerations for consumers when buying cars. Noise is a common NVH problem, and its formation principle is based on the excitation source-path-response point method. The sources of noise generated by automobiles are generally diverse and complex, such as machine vibration, airflow excitation, impact noise, etc. The generation mechanisms of various sound sources are quite different. The sound radiation caused by the vibration of the automobile panel structure can generally be simplified to the sound radiation problem of a rectangular plate on an infinite obstacle plate. The plate transmits vibration in the form of bending waves and radiates noise into the car. The stiffness of the structure can be improved by optimizing the plate structure, and its vibration speed can be reduced, thereby reducing its radiated sound energy, and ultimately reducing the vehicle's overall noise response.

[0003] According to the frequency, the noise inside the car can be divided into low-frequency, medium-frequency and high-frequency noise, among which low-frequency sound is most likely to cause ear pressure to passengers. For example, the vibration of the car's back door structure is the main source of low-frequency noise in the car, especially the back door of the sport utility vehicle (SUV) model, which has a great impact on low-frequency road noise due to its large contact area with the sound cavity. The car's large sloping back door design and fashionable configurations such as through-type taillights and tail wings occupy part of the back door's structural design space, resulting in a decrease in the overall stiffness of the back door, which increases the vibration speed of the back door structure and worsens the low-frequency noise of the whole vehicle. In addition, due to the high demand for lightweighting of automobiles due to power consumption, the overall equivalent static stiffness of the automobile's component structure may decrease after the weight reduction, which will also cause noise deterioration. Therefore, how to reduce the noise caused by the vibration of the vehicle's component structure is a technical problem that needs to be solved urgently. Summary of the invention

[0004] The present application provides a vehicle noise optimization method, device, vehicle and storage medium to at least solve the technical problem of noise deterioration caused by structural vibration of vehicle components in the related art. The technical solution of the present application is as follows:

[0005] According to a first aspect of the present application, a vehicle noise optimization method is provided, the method comprising: obtaining a noise excess value of a target component of a vehicle; the noise excess value is the difference between a noise value generated by the target component and a reference noise value corresponding to the target component during vehicle driving; determining a target equivalent static stiffness corresponding to the noise excess value of the target component; the noise generated by the target component having the target equivalent static stiffness is lower than the reference noise value corresponding to the target component; and determining an optimization scheme for the target component of the vehicle based on the target equivalent static stiffness.

[0006] According to the above technical means, by determining the target equivalent static stiffness corresponding to the noise exceeding value of the target component, determining the optimization scheme of the target component, optimizing the equivalent static stiffness of the target component, reducing the vibration and noise of the target component during vehicle driving, thereby reducing the vehicle noise and improving the user experience. In addition, by converting the problem of the target component of the vehicle affecting the vehicle noise into the equivalent static stiffness analysis and optimization problem of the target component, the multi-degree-of-freedom analysis of the vehicle is split into the analysis and optimization of the target component, thereby improving the analysis and processing efficiency.

[0007] In a possible implementation, determining a target equivalent static stiffness corresponding to a noise excess value of a target component includes: converting the noise excess value of the target component into a vibration velocity change of the target component; the vibration velocity is proportional to the equivalent static stiffness; and determining the target equivalent static stiffness corresponding to the noise excess value of the target component based on the vibration velocity change.

[0008] According to the above technical means, by converting the noise excess value into the vibration velocity change, the vibration characteristics of the target components can be controlled more accurately, and the accuracy of the target static stiffness can be improved, thereby more effectively reducing vibration and reducing noise.

[0009] In another possible implementation, a target equivalent static stiffness corresponding to the noise excess value of a target component is determined based on the vibration velocity change, including: determining the equivalent static stiffness of the target component based on the modal vibration shape of the target component; and determining the target equivalent static stiffness based on the vibration velocity change and the equivalent static stiffness of the target component.

[0010] According to the above technical means, by analyzing the modal vibration shape of the target component, the vibration mode of the target component that causes the noise to exceed the standard can be determined more accurately, thereby determining the target equivalent static stiffness required for the target component, and performing noise control in a more targeted manner.

[0011] In another possible implementation, a target equivalent static stiffness is determined based on the vibration velocity change and the equivalent static stiffness of the target component, including: determining the equivalent static stiffness increment required for the target component based on the vibration velocity change and the load force of the target component; adding the equivalent static stiffness increment to the equivalent static stiffness of the target component to obtain the target equivalent static stiffness.

[0012] According to the above technical means, the equivalent static stiffness increment required for the target component is accurately calculated based on the vibration velocity change and the load force of the target component, so that the equivalent static stiffness of the target component can be adjusted more accurately to improve the dynamic performance of the target component, reduce vibration and noise, and thus improve the performance of the entire vehicle.

[0013] In another possible implementation, the method further includes: calculating the whole vehicle mode of the vehicle based on the whole vehicle finite element model, and determining the whole vehicle modal vibration shape; and intercepting the modal vibration shape of the target component from the whole vehicle modal vibration shape.

[0014] According to the above-mentioned technical means, based on the finite element model of the whole vehicle, it is possible to understand the interaction between all vehicle components and the dynamic response of the whole vehicle, so as to more accurately determine the modal vibration shape of the whole vehicle, accurately identify the dynamic behavior and vibration characteristics of the target components in the whole vehicle, and reduce the impact of the target components on the vibration and noise of the whole vehicle.

[0015] In another possible implementation, obtaining a noise excess value of a target component of a vehicle includes: obtaining a noise value of the vehicle during driving; the noise value includes noise values ​​of multiple frequency bands; screening a noise value generated by the target component from the noise values ​​according to the frequency band corresponding to the target component; and determining a difference between the noise value generated by the target component and a reference noise value corresponding to the target component as the noise excess value.

[0016] According to the above technical means, by analyzing the noise in different frequency bands, the noise of the target components can be identified more accurately, so that the noise control of the target components can be more targeted. In addition, determining the noise excess value of the target components is helpful to formulate an effective noise optimization plan and improve the user experience.

[0017] In another possible implementation, an optimization scheme for a target component of the vehicle is determined based on the target equivalent static stiffness, including: based on the target equivalent static stiffness, topologically optimizing the structure of the target component to determine an optimization scheme for the target component; in the optimization scheme for the target component, the weight of the target component is lower than a weight threshold; and different topological structures of the target component correspond to different equivalent static stiffnesses.

[0018] According to the above-mentioned technical means, the structure of the target components is optimized based on topology optimization, the equivalent static stiffness of the target components is improved, the dynamic performance and NVH characteristics of the vehicle are improved, and the weight of the vehicle is taken into consideration to design the structure of the target components to be lightweight, thereby reducing the weight of the entire vehicle, improving fuel efficiency and reducing emissions, thereby achieving cost reduction and efficiency improvement.

[0019] In another possible implementation, the method further includes: bringing the optimization scheme of the target component into the whole vehicle model of the vehicle to obtain the optimized noise value of the vehicle during driving; when the optimized noise value is lower than the reference noise value of the vehicle, optimizing the target component of the vehicle according to the optimization scheme of the target component.

[0020] According to the above technical means, the optimization scheme of the target components is verified in the whole vehicle model, which avoids the negative impact of the target components on other performance of the vehicle and ensures that the optimized noise value is lower than the reference noise value of the vehicle, thereby improving the overall performance of the vehicle.

[0021] According to the second aspect provided by the present application, a vehicle noise optimization device is provided, the device comprising: an acquisition module and a determination module. The acquisition module is used to acquire the noise excess value of the target component of the vehicle; the noise excess value is the difference between the noise value generated by the target component and the reference noise value corresponding to the target component during the driving process of the vehicle; the determination module is used to determine the target equivalent static stiffness corresponding to the noise excess value of the target component; the noise generated by the target component with the target equivalent static stiffness is lower than the reference noise value corresponding to the target component; the determination module is also used to determine the optimization scheme of the target component of the vehicle based on the target equivalent static stiffness.

[0022] In one possible implementation, a determination module is specifically used to convert the noise excess value of a target component into a vibration velocity change of the target component; the vibration velocity is proportional to the equivalent static stiffness; based on the vibration velocity change, the target equivalent static stiffness corresponding to the noise excess value of the target component is determined.

[0023] In another possible implementation, the determination module is specifically used to determine the equivalent static stiffness of the target component based on the modal vibration shape of the target component; and to determine the target equivalent static stiffness based on the vibration velocity change and the equivalent static stiffness of the target component.

[0024] In another possible implementation, the determination module is specifically used to determine the equivalent static stiffness increment required for the target component based on the vibration velocity change and the load force of the target component; the equivalent static stiffness increment is added to the equivalent static stiffness of the target component to obtain the target equivalent static stiffness.

[0025] In another possible implementation, the device further includes: an interception module. The determination module is further used to calculate the whole vehicle mode of the vehicle based on the whole vehicle finite element model and determine the whole vehicle modal vibration shape; the interception module is used to intercept the modal vibration shape of the target component from the whole vehicle modal vibration shape.

[0026] In another possible implementation, the acquisition module is specifically used to obtain the noise value of the vehicle during driving; the noise value includes noise values ​​of multiple frequency bands; according to the frequency band corresponding to the target component, the noise value generated by the target component is screened from the noise value; the difference between the noise value generated by the target component and the reference noise value corresponding to the target component is determined as the noise excess value.

[0027] In another possible implementation, a determination module is specifically used to perform topological optimization on the structure of a target component based on a target equivalent static stiffness, and determine an optimization scheme for the target component; in the optimization scheme for the target component, a weight of the target component is lower than a weight threshold; and different topological structures of the target component correspond to different equivalent static stiffnesses.

[0028] In another possible implementation, the device further includes: a processing module and an optimization module. The processing module is used to bring the optimization scheme of the target component into the whole vehicle model of the vehicle to obtain the optimized noise value of the vehicle during driving; the optimization module is used to optimize the target component of the vehicle according to the optimization scheme of the target component when the optimized noise value is lower than the reference noise value of the vehicle.

[0029] According to the third aspect provided by the present application, a vehicle is provided, comprising: a processor; a memory for storing processor executable instructions; wherein the processor is configured to execute instructions to implement the method of the above-mentioned first aspect and any possible implementation manner thereof.

[0030] According to the fourth aspect provided by the present application, a computer-readable storage medium is provided. When the instructions in the computer-readable storage medium are executed by the processor of the vehicle, the vehicle is enabled to execute the method in the above-mentioned first aspect and any possible implementation method thereof.

[0031] According to the fifth aspect provided by the present application, a computer program product is provided, the computer program product comprising computer instructions, and when the computer instructions are executed on a vehicle, the vehicle executes the method of the above-mentioned first aspect and any possible implementation manner thereof.

[0032] Therefore, the above technical features of the present application have the following beneficial effects:

[0033] (1) By determining the target equivalent static stiffness corresponding to the noise excess value of the target component, the optimization scheme of the target component is determined, and the equivalent static stiffness of the target component is optimized, thereby reducing the vibration and noise of the target component during vehicle driving, thereby reducing the vehicle noise and improving the user experience. In addition, by converting the problem of the target component of the vehicle affecting the vehicle noise into the equivalent static stiffness analysis and optimization problem of the target component, the multi-degree-of-freedom analysis of the vehicle is split into the analysis and optimization of the target component, thereby improving the analysis and processing efficiency.

[0034] (2) By converting the noise excess value into the vibration velocity change, the vibration characteristics of the target components can be controlled more accurately, and the accuracy of the target static stiffness can be improved, thereby more effectively reducing vibration and noise.

[0035] (3) By analyzing the modal vibration shape of the target component, the vibration mode of the target component that causes the noise to exceed the standard can be more accurately determined, thereby determining the target equivalent static stiffness required for the target component and performing noise control in a more targeted manner.

[0036] (4) Based on the vibration velocity change and the load force of the target component, the equivalent static stiffness increment required for the target component is accurately calculated, so that the equivalent static stiffness of the target component can be adjusted more accurately to improve the dynamic performance of the target component, reduce vibration and noise, and thus improve the performance of the entire vehicle.

[0037] (5) Based on the finite element model of the whole vehicle, we can understand the interaction between all vehicle components and the dynamic response of the whole vehicle, so as to more accurately determine the modal vibration shape of the whole vehicle and accurately identify the dynamic behavior and vibration characteristics of the target components in the whole vehicle, so as to reduce the impact of the target components on the vibration and noise of the whole vehicle.

[0038] (6) By analyzing the noise in different frequency bands, the noise of the target components can be identified more accurately, so that the noise control of the target components can be carried out more specifically. In addition, determining the noise exceeding the standard value of the target components is helpful to formulate an effective noise optimization plan and improve the user experience.

[0039] (7) Based on topological optimization, the structure of the target components is optimized to improve the equivalent static stiffness of the target components, improve the dynamic performance and NVH characteristics of the vehicle, and take the weight of the vehicle into consideration to design the structure of the target components to be lightweight, thereby reducing the weight of the vehicle, improving fuel efficiency and reducing emissions, and achieving cost reduction and efficiency improvement.

[0040] (8) The optimization scheme of the target components is verified in the whole vehicle model, which avoids the negative impact of the target components on other performance of the vehicle and ensures that the optimized noise value is lower than the reference noise value of the vehicle, thereby improving the overall performance of the vehicle.

[0041] It should be noted that the technical effects brought about by any implementation method in the second to fifth aspects can refer to the technical effects brought about by the corresponding implementation method in the first aspect, and will not be repeated here.

[0042] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] The drawings herein are incorporated into the specification and constitute a part of the specification, illustrate embodiments consistent with the present application, and together with the specification are used to explain the principles of the present application, and do not constitute improper limitations on the present application.

[0044] Figure 1 is a flow chart of a vehicle noise optimization method according to an exemplary embodiment;

[0045] Figure 2 is a flow chart of another vehicle noise optimization method according to an exemplary embodiment;

[0046] Figure 3 is a flow chart of another vehicle noise optimization method according to an exemplary embodiment;

[0047] Figure 4 is a flow chart of another vehicle noise optimization method according to an exemplary embodiment;

[0048] Figure 5 is a flow chart of another vehicle noise optimization method according to an exemplary embodiment;

[0049] Figure 6 is a flow chart of another vehicle noise optimization method according to an exemplary embodiment;

[0050] Figure 7 is a flow chart of another vehicle noise optimization method according to an exemplary embodiment;

[0051] Figure 8 is a schematic diagram showing the whole vehicle road noise response of a vehicle before and after optimization according to an exemplary embodiment;

[0052] Fig. 9 is a flow chart of another vehicle noise optimization method according to an exemplary embodiment;

[0053] Fig.10 is a schematic diagram of an equivalent static stiffness analysis boundary of a back door of a vehicle according to an exemplary embodiment;

[0054] Fig.11is a schematic diagram of a vehicle back door topology optimization according to an exemplary embodiment;

[0055] Fig.12 is a schematic diagram showing an optimization solution for a back door of a vehicle according to an exemplary embodiment;

[0056] Fig.13 is a block diagram of a vehicle noise optimization device according to an exemplary embodiment;

[0057] Fig.14 is a block diagram of a vehicle according to an exemplary embodiment. DETAILED DESCRIPTION

[0058] In order to enable ordinary persons in the art to better understand the technical solution of the present application, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the accompanying drawings.

[0059] It should be noted that the terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchangeable where appropriate, so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present application. On the contrary, they are merely examples of devices and methods consistent with some aspects of the present application as detailed in the attached claims.

[0060] With the upgrading of consumption, automobile NVH has become one of the main considerations for consumers when buying cars. Noise is a common NVH problem, and its formation principle is based on the excitation source-path-response point method. The sources of noise generated by automobiles are generally diverse and complex, such as machine vibration, airflow excitation, impact noise, etc. The generation mechanisms of various sound sources vary greatly. The sound radiation caused by the vibration of the automobile panel structure can generally be simplified to the sound radiation problem of a rectangular plate on an infinitely large obstacle plate. The plate transmits vibration in the form of bending waves and radiates noise into the car. The stiffness of the structure can be improved by optimizing the plate structure, and its vibration speed can be reduced, thereby reducing its radiated sound energy, and ultimately reducing the vehicle's overall noise response.

[0061] According to the frequency, the noise inside the car can be divided into low-frequency, medium-frequency and high-frequency noise. Among them, low-frequency sound is most likely to cause user complaints because it causes pressure on the ears of passengers. The vibration of the car's back door structure is the main source of low-frequency noise in the car. In particular, the back door of SUV models has a large contact area with the sound cavity and has a great impact on low-frequency road noise. The car's large sloping back door design and fashionable configurations such as through-type taillights and tail wings occupy part of the structural design space, resulting in a decrease in the overall stiffness of the back door, which increases the vibration speed of the back door structure, thereby worsening the low-frequency noise of the entire vehicle. At the same time, due to the power consumption of the car, the overall equivalent static stiffness of the back door structure may be reduced after the weight is reduced, which may also cause the low-frequency noise to deteriorate. Therefore, it is necessary to balance the relationship between lightweight and low-frequency structural noise in the early stage of vehicle development.

[0062] In the related art, the road noise response of the whole vehicle is calculated by establishing a tire model of the vehicle, and the road noise response of the whole vehicle is calculated by adding a road spectrum excitation using a modal tire model, that is, a tire model is established and its stiffness and mode are calculated, and the model is calibrated after benchmarking with the test to form a super unit, and the road noise response is calculated by loading a random road spectrum; or a detailed tire model is established, and the road noise response of the whole vehicle is calculated by a random vibration road noise analysis method. In other related technologies, the vibration acceleration of the hybrid vehicle is loaded on the steering knuckle, and the road noise response of the whole vehicle is calculated by the product of the transfer function and the load; or on this basis, the principal component analysis method is added to decouple the noise inside the vehicle to improve the analysis accuracy. The above-mentioned related technologies propose solutions for determining the road noise response of the whole vehicle and improving the analysis accuracy, but do not provide specific structural optimization solutions for vehicles based on the road noise response of the whole vehicle. Therefore, how to reduce the noise caused by the structural vibration of vehicle components is a technical problem that needs to be solved urgently.

[0063] In response to the above problems, this application proposes a vehicle noise optimization method, in which the target equivalent static stiffness corresponding to the noise excess value of the target component is determined, the optimization scheme of the target component is determined, and the equivalent static stiffness of the target component is optimized, thereby reducing the vibration and noise of the target component during vehicle driving, thereby reducing the vehicle noise and improving the user experience. In addition, by converting the problem of the target component of the vehicle affecting the vehicle noise into the equivalent static stiffness analysis and optimization problem of the target component, the multi-degree-of-freedom analysis of the vehicle is split into the analysis and optimization of the target component, thereby improving the analysis and processing efficiency.

[0064] For ease of understanding, the vehicle noise optimization method provided by the present application is specifically introduced below with reference to the accompanying drawings.

[0065] Figure 1 is a flow chart of a vehicle noise optimization method according to an exemplary embodiment. Figure 1 As shown, the vehicle noise optimization method includes the following steps:

[0066] S101. Obtaining noise exceeding standard values ​​of target components of a vehicle.

[0067] The noise excess value is the difference between the noise value generated by the target component during vehicle driving and the reference noise value corresponding to the target component.

[0068] As a possible implementation method, the optimization device can obtain the noise excess value of the target component of the vehicle.

[0069] Exemplarily, the optimization device can obtain the noise value of the vehicle during driving, thereby filtering the noise value generated by the target component from the noise value of the vehicle according to the noise frequency band corresponding to the target component, and determining the difference between the noise value generated by the target component and the reference noise value corresponding to the target component as the noise excess value of the target component.

[0070] S102: Determine a target equivalent static stiffness corresponding to a noise exceeding standard value of a target component.

[0071] Among them, the noise generated by the target component with the target equivalent static stiffness is lower than the reference noise value corresponding to the target component.

[0072] As a possible implementation method, after the optimization device obtains the noise excess value of the target component of the vehicle, it can determine the target equivalent static stiffness corresponding to the noise excess value of the target component, so as to determine the optimization plan of the target component based on the target equivalent static stiffness.

[0073] Exemplarily, the optimization device can convert the noise excess value of the target component into the vibration velocity variation of the target component, thereby determining the target equivalent static stiffness corresponding to the noise excess value of the target component based on the vibration velocity variation. The vibration velocity variation is the variation of the vibration velocity of the target component during the driving process of the vehicle. The vibration velocity is used to reflect the vibration intensity of the target component, and is usually used to measure the intensity and frequency of the vibration.

[0074] S103: Determine an optimization solution for target components of the vehicle based on the target equivalent static stiffness.

[0075] As a possible implementation method, after the optimization device determines the target equivalent static stiffness corresponding to the noise overscalar of the target component, the optimization device can perform topological optimization on the structure of the target component based on the target equivalent static stiffness, and determine the optimization scheme of the target component, so as to optimize the target component based on the optimization scheme. In the optimization scheme of the target component, the weight of the target component is lower than the weight threshold, and different topological structures of the target component correspond to different equivalent static stiffnesses.

[0076] Exemplarily, the optimization device can perform topological optimization on the structure of the target component based on the target equivalent static stiffness, so that the optimized equivalent static stiffness of the target component meets the requirement of the target equivalent static stiffness, and use the target equivalent static stiffness and the stiffness index of the mounting point on the target component as the constraint conditions of the topological optimization, and use the minimum overall mass of the target component as the goal of the topological analysis, and perform topological analysis on the model of the target component to obtain the ideal frame structure of the target component, thereby determining the optimization scheme of the target component. Among them, the minimum overall mass of the target component is used as the target representation of the topological analysis, and when the target component is topologically optimized based on the target equivalent static stiffness, the frame structure of the target component is adjusted to improve the equivalent static stiffness of the target component and minimize the overall weight of the target component.

[0077] It should be noted that the equivalent static stiffness is an indicator to measure the target component's ability to resist deformation when subjected to external force. The equivalent static stiffness of the target component affects the rigidity and torsional characteristics of the target component. Target components with high equivalent static stiffness can reduce vibration and noise during vehicle driving and improve vehicle performance.

[0078] It should be understood that the optimization device determines the target equivalent static stiffness corresponding to the noise excess value of the target component, determines the optimization scheme of the target component, optimizes the equivalent static stiffness of the target component, reduces the vibration and noise of the target component during vehicle driving, thereby reducing the vehicle noise and improving the user experience. In addition, by converting the problem of the target component of the vehicle affecting the vehicle noise into the equivalent static stiffness analysis and optimization problem of the target component, the multi-degree-of-freedom analysis of the vehicle is split into the analysis and optimization of the target component, thereby improving the analysis and processing efficiency. In addition, the optimization device optimizes the structure of the target component based on topological optimization, improves the equivalent static stiffness of the target component, improves the dynamic performance and NVH characteristics of the vehicle, and considers the weight of the vehicle to design the structure of the target component in a lightweight way, thereby reducing the weight of the vehicle, improving fuel efficiency and reducing emissions, and achieving cost reduction and efficiency improvement.

[0079] In some embodiments, the optimization device can determine the target equivalent static stiffness corresponding to the noise excess value by converting the noise excess value of the target component into the vibration velocity change of the target component. Figure 2 As shown, the above step S102 can be specifically implemented as the following steps S1021-S1022:

[0080] S1021. Convert the noise excess value of the target component into a vibration velocity change of the target component.

[0081] Among them, the vibration velocity is proportional to the equivalent static stiffness.

[0082] As a possible implementation method, the optimization device can convert the noise excess value of the target component into the vibration velocity change of the target component.

[0083] For example, the acoustic radiation of the plate structure vibration of the vehicle parts can generally be simplified to the acoustic radiation problem of a rectangular plate with an area of ​​a*b on an infinite obstacle plate. The plate of the parts transmits vibration in the form of bending waves and radiates noise into the vehicle. The bending wave equation of the plate vibration of the parts is as follows:

[0084]

[0085] Where E represents the elastic modulus of the plate material of the component, h represents the plate thickness of the component, σ represents the Poisson's ratio, ξ represents the plate normal displacement of the component, and m represents the plate weight of the component per unit area. Based on formula (1), the normal velocity distribution of the (p, q)-order mode on a rectangular simply supported plate with an area of ​​a*b can be obtained as follows:

[0086] v n (x,y)=v pq sin(pπx / a)sin(qπy / b) (2)

[0087] For a rectangular simply supported plate with an area of ​​S = a*b, the effective value of the average radiation velocity is defined as:

[0088]

[0089] in, It means that the time and space average, at the interface between the simply supported plate and the air medium, the particle velocity of the simply supported plate is equal to the particle velocity of the air, so the effective sound pressure of the fluid particle at the plate interface can be obtained, and further the radiated sound power of the rectangular simply supported plate with area S can be obtained as:

[0090]

[0091] Among them, σ pq It represents the acoustic radiation efficiency of the (p,q)-order mode radiation of the rectangular simply supported plate. When the acoustic radiation efficiency is constant, the radiation sound pressure of the simply supported plate is The square of its vibration speed Directly proportional.

[0092] In the resonance region, the relationship between the vibration velocity ν and the equivalent static stiffness K of the resonance point of the simply supported plate (i.e., the point with the largest vibration displacement) is:

[0093]

[0094] Among them, F represents the load force of the target component, ω represents the circular frequency, and ε represents the damping ratio. Therefore, by optimizing the structure of the target component and improving the equivalent static stiffness of the structure, its vibration velocity can be reduced, thereby reducing its radiated sound energy and ultimately reducing its vehicle noise response.

[0095] Therefore, based on the above expression (4), the optimization device can convert the noise excess value of the target component into the vibration velocity change of the target component, so as to determine the equivalent static stiffness that needs to be improved for the target component, and convert the noise response problem of the whole vehicle into the equivalent static stiffness problem of the local components of the vehicle, thereby simplifying the problem and improving the processing efficiency.

[0096] S1022. Determine the target equivalent static stiffness corresponding to the noise exceeding standard value of the target component based on the vibration velocity change.

[0097] As a possible implementation method, after the optimization device converts the noise excess value into a vibration velocity change, the target equivalent static stiffness corresponding to the noise excess value of the target component can be determined based on the vibration velocity change.

[0098] Exemplarily, the optimization device can intercept the modal vibration shape of the target component from the modal shaping of the whole vehicle, and determine the equivalent static stiffness of the target component based on the modal vibration shape of the target component, thereby determining the target equivalent static stiffness based on the vibration velocity change and the equivalent static stiffness of the target component.

[0099] It should be noted that the modal vibration shape describes the vibration form of the structure at a certain natural frequency (modal frequency). Each modal vibration shape corresponds to a specific natural frequency, including vibration nodes (points that do not vibrate) and anti-nodes (points with the largest vibration amplitude). By analyzing the modal vibration shape, the vibration response of the structure under dynamic load can be predicted, and the equivalent static stiffness of the target component can be determined based on the modal vibration shape of the target component. Road noise response refers to the phenomenon that the vibration and noise generated by the contact between the tire and the road surface is transmitted to the vehicle through the vehicle structure during the driving process of the vehicle. In other words, the road noise response is the noise generated by the vehicle components during the driving process.

[0100] It should be understood that the optimization device can more accurately control the vibration characteristics of the target components and improve the accuracy of the target static stiffness by converting the noise excess value into the vibration velocity change, thereby more effectively reducing vibration and reducing noise.

[0101] In other embodiments, the optimization device may determine the equivalent static stiffness of the target component based on the modal vibration shape of the target component, thereby determining the target equivalent static stiffness based on the vibration velocity variation and the equivalent static stiffness of the target component. Figure 3As shown, the above step S1022 can be specifically implemented as the following steps S1022a-S1022b:

[0102] S1022a. Determine the equivalent static stiffness of the target component based on the modal vibration shape of the target component.

[0103] As a possible implementation method, the optimization device can determine the equivalent static stiffness of the target component based on the modal vibration shape of the target component.

[0104] Exemplarily, the optimization device can intercept the modal vibration shape of the target component from the government vehicle model, thereby constraining the lock and hinge according to the modeling method of the target component in the whole vehicle state, and adding a normal load based on the maximum displacement area of ​​the modal vibration shape of the target component, calculating the displacement of the target component in the loading direction, and thus obtaining the equivalent static stiffness of the target component. The optimization device can determine the equivalent static stiffness of the target component through the following expression:

[0105]

[0106] Where T0 represents the equivalent static stiffness of the target component, F0 represents the normal load added to the maximum displacement area of ​​the modal vibration shape of the target component, and D0 represents the displacement of the target component in the loading direction.

[0107] S1022b. Determine the target equivalent static stiffness based on the vibration velocity change and the equivalent static stiffness of the target component.

[0108] As a possible implementation method, after the optimization device determines the equivalent static stiffness of the target component, the target equivalent static stiffness can be determined based on the vibration velocity change and the equivalent static stiffness of the target component.

[0109] Exemplarily, the optimization device can determine the equivalent static stiffness increment required for the target component based on the vibration velocity change and the load force of the target component, and then add the equivalent static stiffness increment to the equivalent static stiffness of the target component to obtain the target equivalent static stiffness.

[0110] It should be understood that the optimization device more accurately determines the vibration mode of the target component that causes the noise to exceed the standard by analyzing the modal vibration shape of the target component, thereby determining the target equivalent static stiffness required for the target component and performing noise control in a more targeted manner.

[0111] In some other embodiments, the optimization device may determine the equivalent static stiffness increment required for the target component based on the vibration velocity variation and the load force of the target component, thereby determining the target equivalent static stiffness. Figure 4 As shown, the above step S1022b can be specifically implemented as the following steps S401-S402:

[0112] S401. Determine the equivalent static stiffness increment required for the target component based on the vibration velocity variation and the load force of the target component.

[0113] As a possible implementation, the optimization device may determine the equivalent static stiffness increment required for the target component based on the vibration velocity change and the load force of the target component according to the above expression (5).

[0114] S402, adding the equivalent static stiffness increment to the equivalent static stiffness of the target component to obtain the target equivalent static stiffness.

[0115] As a possible implementation method, after the optimization device determines the equivalent static stiffness increment required for the target component, the equivalent static stiffness increment can be added to the equivalent static stiffness of the target component to obtain the target equivalent static stiffness.

[0116] Exemplarily, the optimization device determines the increment of the equivalent static stiffness of the target component through the noise-vibration-stiffness relationship, and performs structural optimization on the target component until its equivalent static stiffness meets the target equivalent static stiffness, thereby achieving optimized road noise response through equivalent static stiffness optimization, simplifying the model, reducing calculation time, and improving optimization efficiency.

[0117] It should be understood that the optimization device accurately calculates the equivalent static stiffness increment required for the target component based on the vibration velocity change and the load force of the target component, so that the equivalent static stiffness of the target component can be adjusted more accurately to improve the dynamic performance of the target component, reduce vibration and noise, and thus improve the performance of the entire vehicle.

[0118] In some other embodiments, the optimization device may also determine the modal vibration shape of the whole vehicle, so as to extract the modal vibration shape of the target component from the modal vibration shape of the whole vehicle and determine the equivalent static stiffness of the target component. Figure 5 As shown, the vehicle noise optimization method provided in the embodiment of the present application also includes the following steps S501-S502:

[0119] S501. Calculate the whole vehicle mode of the vehicle based on the whole vehicle finite element model, and determine the whole vehicle mode vibration shape.

[0120] As a possible implementation method, the optimization device can construct a finite element model of the whole vehicle, and then calculate the whole vehicle mode of the vehicle based on the finite element model of the whole vehicle to determine the modal vibration shape of the whole vehicle.

[0121] Exemplarily, the optimization device can establish a finite element model of the whole vehicle, including finite element models of components such as the body, closures, chassis, interior and exterior trim, including meshing and relative motion relationship modeling, and adjust the degrees of freedom of some components such as locks, hinges, and sealing strips to satisfy correct and reasonable motion relationships. The optimization device can calculate the vehicle's whole vehicle mode based on the whole vehicle finite element model, set the modal calculation boundary according to the modal analysis specification, check the rationality of the whole vehicle model overlap through the modal vibration mode, complete the whole vehicle modal distribution table, and on this basis ensure that each component system designed in the model can achieve reasonable frequency avoidance and obtain the whole vehicle modal vibration mode.

[0122] It should be noted that calculating the whole vehicle mode can assist in checking whether the overlap of the whole vehicle model is reasonable, such as the overlap of the component bracket and the internal motion relationship and the mass inertia of the whole vehicle. It can also provide a reference for finding problem points in the later stage. For example, as the target component is an important component system for road noise, the rationality of its modal distribution may cause obvious differences in road noise response, which needs to be paid special attention to in the modal distribution table. In the case where the target component is the back door of the vehicle, since the modal result file of the whole vehicle model calculation is too large, and the back door mode is generally concentrated in the range of 15-50Hz, in the early project, the back door generally contributes more to low-frequency road noise, mainly concentrated in the frequency band of 20-30Hz. It is recommended that the upper and lower limits of the calculated mode frequency can be set to 0-50Hz.

[0123] It should be understood that a finite element model is a mathematical model that simulates the behavior of the entire entity or system by dividing a complex entity or system into many small, simple, and regularly shaped parts, namely finite elements, applying simplified equations on these finite elements, and then combining the equations of these finite elements. Finite element models can reduce costs, shorten development cycles, and improve product quality.

[0124] S502: extracting the modal vibration shape of the target component from the modal vibration shape of the whole vehicle.

[0125] As a possible implementation method, after the optimization device determines the modal vibration shape of the whole vehicle, the modal vibration shape of the target component can be intercepted from the modal vibration shape of the whole vehicle, so as to determine the equivalent static stiffness of the target component based on the modal vibration shape of the target component.

[0126] It should be understood that the optimization device can understand the interaction between all vehicle components and the dynamic response of the vehicle based on the finite element model of the vehicle, so as to more accurately determine the modal vibration shape of the vehicle and accurately identify the dynamic behavior and vibration characteristics of the target components in the vehicle, so as to reduce the impact of the target components on the vibration and noise of the vehicle.

[0127] In some other embodiments, the optimization device may also obtain the noise value of the vehicle during driving, filter the noise value generated by the target components, and thus determine the noise exceeding the standard value. Figure 6 As shown, the above step S101 can be specifically implemented as the following steps S1011-S1013:

[0128] S1011. Obtain the noise value of the vehicle during driving.

[0129] The noise value includes noise values ​​of multiple frequency bands.

[0130] As a possible implementation method, the optimization device can obtain the noise value of the vehicle during driving.

[0131] Exemplarily, the optimization device can calculate the road noise response of the vehicle in the whole vehicle state during driving, that is, the noise value, according to the whole vehicle road noise analysis specification. The road noise response in the whole vehicle state includes road noise responses in multiple frequency bands, such as: high-frequency road noise response, medium-frequency road noise response and low-frequency road noise response.

[0132] S1012. Filter the noise value generated by the target component from the noise values ​​according to the frequency band corresponding to the target component.

[0133] As a possible implementation method, after the optimization device obtains the noise value of the vehicle during driving, it can filter the noise value generated by the target component from the noise value according to the frequency band corresponding to the target component.

[0134] Exemplarily, the optimization device may compare the noise value of the vehicle during driving with the reference noise value corresponding to the vehicle, and perform cause analysis based on modal contribution factors, node contribution amounts, etc. for the frequency bands in which the noise value of the vehicle during driving exceeds the reference noise value, and determine the target components that cause the road noise response to exceed the reference noise value in combination with the modal vibration shape of the whole vehicle, and screen the noise value generated by the target components from the noise values ​​based on the frequency bands corresponding to the target components.

[0135] S1013. Determine the difference between the noise value generated by the target component and the reference noise value corresponding to the target component as the noise excess value.

[0136] As a possible implementation method, after the optimization device screens the noise value generated by the target component from the noise values, the difference between the noise value generated by the target component and the reference noise value corresponding to the target component can be determined as the noise excess value.

[0137] It should be understood that the optimization device can more accurately identify the noise of the target components by analyzing the noise in different frequency bands, so as to control the noise of the target components in a more targeted manner, and determining the noise excess value of the target components will help to formulate an effective noise optimization plan and improve the user experience.

[0138] In some other embodiments, after determining the optimization scheme of the target component, the optimization device may also bring the optimization scheme of the target component into the vehicle model to obtain the optimized noise value of the vehicle during driving, so as to optimize the target component based on the optimized noise value. Figure 7 As shown, the vehicle noise optimization method provided in the embodiment of the present application also includes the following steps S104-S105:

[0139] S104: Bring the optimization solution of the target component into the whole vehicle model of the vehicle to obtain the optimized noise value of the vehicle during driving.

[0140] As a possible implementation method, the optimization device can bring the optimization plan of the target component into the vehicle model to obtain the optimized noise value of the vehicle during driving, and verify whether the road noise response of the vehicle is reduced to below the reference noise value.

[0141] S105. When the optimized noise value is lower than the reference noise value of the vehicle, optimize the target component of the vehicle according to the optimization scheme of the target component.

[0142] As a possible implementation method, after the optimization device obtains the optimized noise value of the vehicle during driving, the optimized noise value can be compared with the reference noise value of the vehicle. When the optimized noise value is lower than the reference noise value of the vehicle, it indicates that the optimization work of the target component is completed, and the optimization device can optimize the target component of the vehicle according to the optimization plan of the target component.

[0143] Exemplarily, when the optimized noise value is not lower than the reference noise value of the vehicle, it means that the optimization of the target component has not achieved the expected effect, and the structure of other components of the vehicle does not meet the equivalent static stiffness requirements of the component. The optimization device can optimize the other components of the vehicle and determine an optimization plan to reduce the vehicle's overall noise value to below the vehicle's reference noise value to meet the vehicle's road noise response target.

[0144] It should be understood that verifying the optimization scheme of the target component in the whole vehicle model avoids the negative impact of the target component on other performance of the vehicle, and ensures that the optimized noise value is lower than the reference noise value of the vehicle, thereby improving the overall performance of the vehicle.

[0145] It should be noted that the target component of this solution can be any component on the vehicle that causes the vehicle road noise response, such as: back door, door, body, closure, chassis, etc., and this embodiment of the application does not limit this. Among them, the structural vibration of the back door is the main low-frequency noise source in the car, and the low-frequency noise source easily causes the user to feel ear pressure, causing user dissatisfaction. Therefore, the target component in the embodiment of the application is mainly applicable to the back door component of the vehicle, but is also applicable to other components on the vehicle.

[0146] As an example, Figure 8 is a schematic diagram showing the whole vehicle road noise response before and after optimization according to an exemplary embodiment. Figure 8 As shown, the vertical axis represents the noise intensity in decibels dBA, and the horizontal axis represents the frequency in Hertz Hz. Figure 8 There are four curves in it, basic result_1 / 3 octave, optimized solution_1 / 3 octave, basic result_spectrum, and optimized solution_spectrum. Figure 8 It can be seen that the 1 / 3 octave band and spectrum of the optimized solution have decreased to varying degrees compared with the 1 / 3 octave band and spectrum of the basic result.

[0147] Fig. 9 is a flow chart of another vehicle noise optimization method according to an exemplary embodiment. Fig. 9 As shown, the process includes the following steps: computer-aided design (CAD) data, finite element vehicle model, judging whether the road noise response exceeds the standard, and completing if the road noise response does not exceed the standard. In the case of poor road noise response, cause analysis, and in the case of other causes, other areas are analyzed and optimized, and the road noise response meets the target, and the process is completed. In the case of the rear door, the rear door monomer equivalent static stiffness target, rear door structure optimization, rear door solution determination, judging whether the road noise response of the whole vehicle meets the target, and completing if the road noise response of the whole vehicle meets the target, and in the case of the road noise response of the whole vehicle does not meet the target, other areas are analyzed and optimized, and the road noise response meets the target, and the process is completed.

[0148] Fig.10 FIG. 1 is a schematic diagram of an equivalent static stiffness analysis boundary of a vehicle back door according to an exemplary embodiment. Fig.10 As shown in the figure, the tailgate modal calculation boundary is set according to the modal analysis specification to complete the modal distribution table, evaluate whether the above tailgate mode can reasonably avoid frequency, and assist in checking whether the overlap of the whole vehicle model is reasonable, such as the overlap of component brackets and internal motion relationships and the mass inertia of the whole vehicle.

[0149] Fig.11 is a schematic diagram of a vehicle back door topology optimization according to an exemplary embodiment. Fig.11 As shown in the figure, the topology optimization of the vehicle's tailgate structure uses a topology optimization algorithm to determine the optimal distribution of the tailgate structure in the design space and the positions of the hinges and lock points in the tailgate while meeting the target equivalent static stiffness and the weight of the vehicle's tailgate is less than the weight threshold.

[0150] Fig.12 is a schematic diagram showing an optimization solution for a back door of a vehicle according to an exemplary embodiment. Fig.12 As shown, the optimization plan for the vehicle's tailgate is: the material thickness of the vehicle's tailgate is set to 1.0 mm, weight-reducing holes are added to the structure of the tailgate to reduce the weight of the tailgate, and a new bracket is added to the tailgate.

[0151] The above mainly introduces the solution provided by the embodiment of the present application from the perspective of the method. In order to achieve the above functions, the vehicle noise optimization device or the vehicle includes a hardware structure and / or software module corresponding to the execution of each function. It should be easily appreciated by those skilled in the art that, in combination with the units and algorithm steps of each example described in the embodiments disclosed herein, the present application can be implemented in the form of hardware or a combination of hardware and computer software. Whether a function is executed in the form of hardware or computer software driving hardware depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to exceed the scope of the present application.

[0152] The embodiment of the present application can divide the vehicle noise optimization device or the vehicle into functional modules according to the above method. For example, the vehicle noise optimization device or the vehicle can include various functional modules corresponding to the various functional divisions, or two or more functions can be integrated into one processing module. The above integrated modules can be implemented in the form of hardware or in the form of software functional modules. It should be noted that the division of modules in the embodiment of the present application is schematic and is only a logical functional division. There may be other division methods in actual implementation.

[0153] Fig.13 is a block diagram of a vehicle noise optimization device according to an exemplary embodiment. Fig.13The vehicle noise optimization device 1300 includes: an acquisition module 1301 and a determination module 1302. The acquisition module 1301 is used to acquire the noise excess value of the target component of the vehicle; the noise excess value is the difference between the noise value generated by the target component and the reference noise value corresponding to the target component during the vehicle driving process; the determination module 1302 is used to determine the target equivalent static stiffness corresponding to the noise excess value of the target component; the noise generated by the target component with the target equivalent static stiffness is lower than the reference noise value corresponding to the target component; the determination module 1302 is also used to determine the optimization scheme of the target component of the vehicle based on the target equivalent static stiffness.

[0154] In one possible implementation, the determination module 1302 is specifically used to convert the noise excess value of the target component into the vibration velocity change of the target component; the vibration velocity is proportional to the equivalent static stiffness; based on the vibration velocity change, determine the target equivalent static stiffness corresponding to the noise excess value of the target component.

[0155] In another possible implementation, the determination module 1302 is specifically configured to determine the equivalent static stiffness of the target component based on the modal vibration shape of the target component; and determine the target equivalent static stiffness based on the vibration velocity variation and the equivalent static stiffness of the target component.

[0156] In another possible implementation, the determination module 1302 is specifically used to determine the equivalent static stiffness increment required for the target component based on the vibration velocity change and the load force of the target component; the equivalent static stiffness increment is added to the equivalent static stiffness of the target component to obtain the target equivalent static stiffness.

[0157] In another possible implementation, the device further includes: an interception module 1303. The determination module 1302 is further configured to calculate the whole vehicle mode of the vehicle based on the whole vehicle finite element model and determine the whole vehicle modal vibration shape; the interception module 1303 is configured to intercept the modal vibration shape of the target component from the whole vehicle modal vibration shape.

[0158] In another possible implementation, the acquisition module 1301 is specifically used to obtain the noise value of the vehicle during driving; the noise value includes noise values ​​of multiple frequency bands; according to the frequency band corresponding to the target component, the noise value generated by the target component is filtered from the noise value; the difference between the noise value generated by the target component and the reference noise value corresponding to the target component is determined as the noise excess value.

[0159] In another possible implementation, the determination module 1302 is specifically used to perform topological optimization on the structure of the target component based on the target equivalent static stiffness, and determine an optimization scheme for the target component; in the optimization scheme for the target component, the weight of the target component is lower than a weight threshold; different topological structures of the target component correspond to different equivalent static stiffnesses.

[0160] In another possible implementation, the device further includes: a processing module 1304 and an optimization module 1305. The processing module 1304 is used to bring the optimization scheme of the target component into the whole vehicle model of the vehicle to obtain the optimized noise value of the vehicle during driving; the optimization module 1305 is used to optimize the target component of the vehicle according to the optimization scheme of the target component when the optimized noise value is lower than the reference noise value of the vehicle.

[0161] According to the above technical means, by determining the target equivalent static stiffness corresponding to the noise exceeding value of the target component, determining the optimization scheme of the target component, optimizing the equivalent static stiffness of the target component, reducing the vibration and noise of the target component during vehicle driving, thereby reducing the vehicle noise and improving the user experience. In addition, by converting the problem of the target component of the vehicle affecting the vehicle noise into the equivalent static stiffness analysis and optimization problem of the target component, the multi-degree-of-freedom analysis of the vehicle is split into the analysis and optimization of the target component, thereby improving the analysis and processing efficiency.

[0162] Regarding the device in the above embodiment, the specific manner in which each module performs operations has been described in detail in the embodiment of the method, and will not be elaborated here.

[0163] Fig.14 FIG. 1 is a block diagram of a vehicle according to an exemplary embodiment. Fig.14 As shown, vehicle 1400 includes, but is not limited to, a processor 1401 and a memory 1402 .

[0164] The memory 1402 is used to store executable instructions of the processor 1401. It can be understood that the processor 1401 is configured to execute instructions to implement the vehicle noise optimization method in the above embodiment.

[0165] It should be noted that those skilled in the art can understand that Fig.14 The vehicle structure shown in the figure does not constitute a limitation on the vehicle, and the vehicle may include Fig.14 More or fewer components may be shown, or certain components may be combined, or the components may be arranged differently.

[0166] The processor 1401 is the control center of the vehicle, which uses various interfaces and lines to connect various parts of the entire vehicle, and executes various functions of the vehicle and processes data by running or executing software programs and / or modules stored in the memory 1402, and calling data stored in the memory 1402, so as to monitor the vehicle as a whole. The processor 1401 may include one or more processing units. Optionally, the processor 1401 may integrate an application processor and a modem processor, wherein the application processor mainly processes the operating system, user interface, and application programs, etc., and the modem processor mainly processes wireless communications. It is understandable that the above-mentioned modem processor may not be integrated into the processor 1401.

[0167] The memory 1402 may be used to store software programs and various data. The memory 1402 may mainly include a program storage area and a data storage area, wherein the program storage area may store an operating system, an application program required by at least one functional module (such as a determination unit, a processing unit, etc.), etc. In addition, the memory 1402 may include a high-speed random access memory, and may also include a non-volatile memory, such as at least one disk storage device, a flash memory device, or other volatile solid-state storage devices.

[0168] In an exemplary embodiment, a computer-readable storage medium including instructions is also provided, such as a memory 1402 including instructions. The instructions can be executed by a processor 1401 of a vehicle 1400 to implement the vehicle noise optimization method in the above embodiment.

[0169] In actual implementation, Fig.13 The functions of the acquisition module 1301, the determination module 1302, the interception module 1303, the processing module 1304 and the optimization module 1305 in the embodiment can be realized by Fig.14 The processor 1401 in the embodiment calls the computer program stored in the memory 1402 to implement. The specific execution process can refer to the description of the method part in the above embodiment, which will not be repeated here.

[0170] Optionally, the computer-readable storage medium may be a non-temporary computer-readable storage medium, for example, the non-temporary computer-readable storage medium may be a read-only memory (ROM), a random access memory (RAM), a CD-ROM, a magnetic tape, a floppy disk, an optical data storage device, etc.

[0171] In an exemplary embodiment, the present application also provides a computer program product including one or more instructions, and the one or more instructions can be executed by the processor 1401 of the vehicle to complete the vehicle noise optimization method in the above embodiment.

[0172] It should be noted that when the instructions in the above-mentioned computer-readable storage medium or one or more instructions in the computer program product are executed by the vehicle's processor, the various processes of the above-mentioned method embodiment are implemented and the same technical effect as the above-mentioned method can be achieved. To avoid repetition, they will not be repeated here.

[0173] Through the description of the above implementation methods, technical personnel in the relevant field can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0174] In the several embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of modules or units is only a logical function division, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0175] The units described as separate components may or may not be physically separated, and the components shown as units may be one physical unit or multiple physical units, that is, they may be located in one place or distributed in multiple different places. Some or all of the units may be selected according to actual needs to achieve the purpose of the present embodiment.

[0176] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

[0177] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a readable storage medium. Based on this understanding, the technical solution of the embodiment of the present application is essentially or the part that contributes to the prior art or the full classification part or part of the technical solution can be embodied in the form of a software product, which is stored in a storage medium, including a number of instructions to enable a device (which can be a single-chip microcomputer, chip, etc.) or a processor (processor) to execute the full classification part or part of the steps of each embodiment method of the present application. The aforementioned storage medium includes: U disk, mobile hard disk, ROM, RAM, disk or CD and other media that can store program code.

[0178] The above are only specific implementations of the present application, but the protection scope of the present application is not limited thereto, and any changes or substitutions within the technical scope disclosed in the present application should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A vehicle noise optimization method, characterized in that: The method comprises: Acquire a noise excess value of a target component of the vehicle; the noise excess value is a difference between a noise value generated by the target component during the driving of the vehicle and a reference noise value corresponding to the target component; Determine a target equivalent static stiffness corresponding to the noise exceeding standard value of the target component; the noise generated by the target component having the target equivalent static stiffness is lower than a reference noise value corresponding to the target component; Based on the target equivalent static stiffness, an optimization scheme for target components of the vehicle is determined.

2. The method according to claim 1, characterized in that The step of determining the target equivalent static stiffness corresponding to the noise exceeding standard value of the target component comprises: Converting the noise excess value of the target component into a vibration velocity change of the target component; the vibration velocity is proportional to the equivalent static stiffness; Based on the vibration velocity variation, a target equivalent static stiffness corresponding to the noise exceeding standard value of the target component is determined.

3. The method according to claim 2, characterized in that The step of determining the target equivalent static stiffness corresponding to the noise exceeding standard value of the target component based on the vibration velocity variation includes: Determining the equivalent static stiffness of the target component based on the modal vibration shape of the target component; The target equivalent static stiffness is determined based on the vibration velocity variation and the equivalent static stiffness of the target component.

4. The method according to claim 3, characterized in that The step of determining the target equivalent static stiffness based on the vibration velocity variation and the equivalent static stiffness of the target component comprises: Determining the equivalent static stiffness increment required for the target component based on the vibration velocity variation and the load force of the target component; The equivalent static stiffness increment is added to the equivalent static stiffness of the target component to obtain the target equivalent static stiffness.

5. The method according to claim 3, characterized in that: The method further comprises: Based on the whole vehicle finite element model, calculating the whole vehicle mode of the vehicle and determining the whole vehicle modal vibration shape; The modal vibration shape of the target component is intercepted from the modal vibration shape of the whole vehicle.

6. The method according to any one of claims 1 to 5, characterized in that: The step of obtaining the noise exceeding standard value of the target component of the vehicle includes: Acquiring a noise value of the vehicle during driving; the noise value includes noise values ​​of multiple frequency bands; According to the frequency band corresponding to the target component, filtering the noise value generated by the target component from the noise values; The difference between the noise value generated by the target component and the reference noise value corresponding to the target component is determined as the noise excess value.

7. The method according to any one of claims 1 to 5, characterized in that: The step of determining an optimization scheme for a target component of the vehicle based on the target equivalent static stiffness includes: Based on the target equivalent static stiffness, the structure of the target component is topologically optimized to determine an optimization scheme for the target component; in the optimization scheme for the target component, the weight of the target component is lower than a weight threshold; different topological structures of the target component correspond to different equivalent static stiffnesses.

8. The method according to any one of claims 1 to 5, characterized in that: The method further comprises: Bringing the optimization scheme of the target component into the whole vehicle model of the vehicle to obtain the optimized noise value of the vehicle during driving; When the optimized noise value is lower than the reference noise value of the vehicle, the target component of the vehicle is optimized according to the optimization scheme of the target component.

9. A vehicle noise optimization device, characterized in that: The device comprises: an acquisition module and a determination module; The acquisition module is used to acquire the noise excess value of the target component of the vehicle; the noise excess value is the difference between the noise value generated by the target component and the reference noise value corresponding to the target component during the driving of the vehicle; The determination module is used to determine the target equivalent static stiffness corresponding to the noise exceeding standard value of the target component; the noise generated by the target component having the target equivalent static stiffness is lower than the reference noise value corresponding to the target component; The determination module is further used to determine an optimization solution for a target component of the vehicle based on the target equivalent static stiffness.

10. A vehicle, characterized in that: include: processor; a memory for storing instructions executable by the processor; The processor is configured to execute the instructions to implement the method according to any one of claims 1 to 8.

11. A computer-readable storage medium, characterized in that: When the computer-executable instructions stored in the computer-readable storage medium are executed by a processor of a vehicle, the vehicle is capable of performing the method of any one of claims 1 to 8.

12. A computer program product, characterized in that The computer program product comprises computer instructions which, when executed on a vehicle, cause the vehicle to perform the method according to any one of claims 1 to 8.

Images