Vehicle part optimization method and device and terminal equipment

Abstract

The embodiment of the invention is suitable for the technical field of vehicles, and provides a vehicle part optimization method and device and terminal equipment, and the method comprises the steps: obtaining a parameter value corresponding to each preset index on a transmission path; the transmission path is a path for transmitting sound vibration in the to-be-designed vehicle; the parameter value is used for representing the sound and vibration performance of the part corresponding to the preset index; according to the parameter value of each preset index and a preset relation model, determining a whole vehicle sound pressure value of the to-be-designed vehicle; the whole vehicle sound pressure value is used for representing the whole vehicle sound vibration performance in the to-be-designed vehicle; the relation model is used for representing the correlation between the sound and vibration performance of each part and the sound and vibration performance of the whole vehicle; and optimizing corresponding parts on the transmission path in the to-be-designed vehicle based on the whole vehicle sound pressure value and the corresponding standard sound pressure value. By adopting the method, the parts in the vehicle can be reasonably optimized.

Description

Technical Field

[0001] The present application belongs to the field of vehicle technology, and in particular, relates to a method, device and terminal equipment for optimizing vehicle parts. Background Art

[0002] The noise, vibration and harshness performance of a vehicle is one of the important indicators for evaluating the acoustic and vibration performance of the vehicle. Among them, the noise and vibration phenomena in the vehicle are usually the superposition of the sounds and vibrations generated by multiple excitation sources after reaching the target location.

[0003] Therefore, when testing the NVH performance of a vehicle, it is usually necessary to set up a measurement sensor at the target position. Then, based on the sound and vibration signals collected at the target position, if it is determined that the NVH performance of the vehicle does not meet the requirements, the vehicle components are optimized.

[0004] However, the existing methods mainly rely on the experience of NVH engineers to determine the parts that need to be optimized and the degree of optimization. Therefore, in the prior art, the method of optimizing the performance of parts is not reasonable. Summary of the invention

[0005] The embodiments of the present application provide a method, apparatus and terminal device for optimizing vehicle parts, which can solve the problem of unreasonable methods for optimizing the performance of parts.

[0006] In a first aspect, an embodiment of the present application provides a method for optimizing vehicle parts, the method comprising:

[0007] Obtaining parameter values ​​corresponding to each preset index on the transmission path; the transmission path is a path for transmitting sound and vibration in the vehicle to be designed; the parameter values ​​are used to characterize the sound and vibration performance of the components corresponding to the preset index;

[0008] Determine the whole vehicle sound pressure value of the vehicle to be designed according to the parameter value of each preset index and the preset relationship model; the whole vehicle sound pressure value is used to characterize the whole vehicle sound and vibration performance in the vehicle to be designed; the relationship model is used to characterize the relationship between the sound and vibration performance of each component and the sound and vibration performance of the whole vehicle;

[0009] Based on the sound pressure value of the whole vehicle and the corresponding standard sound pressure value, the corresponding components on the transfer path in the vehicle to be designed are optimized.

[0010] In a second aspect, an embodiment of the present application provides a vehicle parts optimization device, the device comprising:

[0011] An acquisition module is used to acquire parameter values ​​corresponding to each preset index on a transmission path; the transmission path is a path for transmitting sound and vibration in the vehicle to be designed; the parameter values ​​are used to characterize the sound and vibration performance of the components corresponding to the preset index;

[0012] A determination module is used to determine the whole vehicle sound pressure value of the vehicle to be designed according to the parameter value of each preset indicator and the preset relationship model; the whole vehicle sound pressure value is used to characterize the whole vehicle sound and vibration performance in the vehicle to be designed; the relationship model is used to characterize the relationship between the sound and vibration performance of each component and the sound and vibration performance of the whole vehicle;

[0013] The optimization module is used to optimize the corresponding components on the transfer path of the vehicle to be designed based on the sound pressure value of the whole vehicle and the corresponding standard sound pressure value.

[0014] In a third aspect, an embodiment of the present application provides a terminal device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the method of the first aspect described above when executing the computer program.

[0015] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium, which stores a computer program. When the computer program is executed by a processor, the method of the first aspect described above is implemented.

[0016] In a fifth aspect, an embodiment of the present application provides a computer program product, which, when executed on a terminal device, enables the terminal device to execute the method of the first aspect.

[0017] Compared with the prior art, the embodiment of the present application has the following beneficial effects: when optimizing the components of the vehicle to be designed, the parameter values ​​corresponding to each preset index on the transmission path can be obtained first. Afterwards, the whole vehicle sound pressure value of the vehicle to be designed is determined according to the parameter value of each preset index and the preset relationship model to determine the whole vehicle acoustic vibration performance in the vehicle to be designed. Then, based on the whole vehicle sound pressure value and the corresponding standard sound pressure value, the corresponding components on the transmission path in the vehicle to be designed are reasonably optimized. It can be understood that the relationship model can characterize the relationship between the acoustic vibration performance of each component and the acoustic vibration performance of the whole vehicle. Therefore, when optimizing the components, the whole vehicle acoustic vibration performance of the vehicle to be designed can be determined again based on the optimized components in a timely manner to optimize the components of the vehicle reasonably and quickly. Moreover, when optimizing the components, only the components on the transmission path are optimized, rather than all the components in the vehicle. Based on this, not only the components that need to be optimized can be accurately determined, but also the degree of optimization can be reasonably and quickly determined based on the whole vehicle sound pressure value and the corresponding standard sound pressure value, providing a direction for the optimization of the components. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0019] Figure 1 This is a flowchart of an implementation method of a vehicle parts optimization method provided by an embodiment of the present application;

[0020] Figure 2 It is a structural schematic diagram of a vehicle parts optimization device provided by an embodiment of the present application;

[0021] Figure 3 It is a structural diagram of a terminal device provided in one embodiment of the present application. DETAILED DESCRIPTION

[0022] In the following description, specific details such as specific system structures, technologies, etc. are provided for the purpose of illustration rather than limitation, so as to provide a thorough understanding of the embodiments of the present application. However, it should be clear to those skilled in the art that the present application may also be implemented in other embodiments without these specific details. In other cases, detailed descriptions of well-known systems, devices, circuits, and methods are omitted to prevent unnecessary details from obstructing the description of the present application.

[0023] It should be understood that when used in the present specification and the appended claims, the term "comprising" indicates the presence of described features, wholes, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, wholes, steps, operations, elements, components and / or combinations thereof.

[0024] In addition, in the description of the present application specification and the appended claims, the terms "first", "second", "third", etc. are only used to distinguish the descriptions and cannot be understood as indicating or implying relative importance.

[0025] The NVH performance of a vehicle is one of the important indicators for evaluating the acoustic and vibration performance of the vehicle. Among them, the noise and vibration phenomena in the vehicle are usually the superposition of the sounds and vibrations generated by multiple excitation sources after reaching the target location.

[0026] However, the existing methods mainly rely on the experience of NVH engineers to determine the parts that need to be optimized and the degree of optimization. Therefore, in the prior art, the method of optimizing the performance of parts is not reasonable.

[0027] Based on this, in order to reasonably optimize the performance of components, the embodiment of the present application provides a method for optimizing vehicle components, which can be applied to terminal devices such as laptop computers, ultra-mobile personal computers (UMPC), netbooks, personal digital assistants (PDA), etc., without limitation.

[0028] See also Figure 1 , Figure 1 The following is a flowchart of a method for optimizing vehicle parts provided by an embodiment of the present application. The method comprises the following steps:

[0029] S101. Obtain parameter values ​​corresponding to each preset indicator on a transmission path; the transmission path is a path for transmitting sound and vibration in a vehicle to be designed; the parameter values ​​are used to characterize the sound and vibration performance of components corresponding to the preset indicators.

[0030] In one embodiment, the transmission path is a path for transmitting sound and vibration (noise and vibration) in the vehicle to be designed, which may include one or more transmission paths. Exemplarily, in this embodiment, the transmission path may specifically include three types, namely, a first structural transmission path, a second structural transmission path, and an air transmission path.

[0031] It should be noted that, because the components that transmit noise and vibration in each transmission path are different, the preset indicators corresponding to each transmission path may be different. Among them, the parameter value corresponding to each preset indicator can be used to characterize the acoustic and vibration performance of the component corresponding to the preset indicator. In this embodiment, the acoustic and vibration performance is the NVH performance described above, which will not be explained again.

[0032] The transmission path consists of three parts: the excitation source, the intermediate path, and the response. The excitation source is used to generate noise and vibration, the intermediate path is used to transmit noise and vibration, and the response can be considered as the ear noise of the occupants in the vehicle.

[0033] Specifically, for the first structural transmission path, it can be: powertrain, powertrain suspension, powertrain suspension connection point to body suspension frame side connection point, body suspension, and body suspension attachment point to the driver's right ear.

[0034] The powertrain is a series of components and assemblies that are used to generate power for the vehicle to be designed and transmit the power to the road surface. The powertrain includes but is not limited to an engine, a gearbox, a drive shaft, a differential, and a clutch. For example, when the engine is working, it will vibrate and make noise.

[0035] The powertrain suspension is an elastic shock-absorbing element that is installed between the powertrain and the vehicle body to support and connect the two and attenuate the force transmission between the two.

[0036] The powertrain suspension connection point is a connection point between the powertrain suspension and the vehicle frame. Among the vehicle body suspension frame side connection points, the vehicle body suspension is a device in which a non-load-bearing vehicle body is supported on the vehicle frame by an elastic suspension device.

[0037] The frame is also called the beam, which is the base of the vehicle to be designed. It is generally composed of two longitudinal beams and several cross beams, and is supported on the wheels via the suspension device, the front axle, and the rear axle. Therefore, the body suspension frame side connection point can be considered as the connection point between the body suspension and the frame.

[0038] The above-mentioned body suspension attachment points can be considered as the passive side of the body suspension.

[0039] In the first structural transmission path, the powertrain mount, the connection point of the powertrain mount to the vehicle body mount frame side connection point and the vehicle body mount can be considered as the middle path. The driver's right ear can be considered as the response part in the transmission path.

[0040] The above description is an explanation of the first structural transfer path.

[0041] It should be added that, in order to reasonably characterize the path sound pressure of the transfer path, the acoustic and vibration performance of each component of the first structural transfer path needs to be digitally characterized using preset indicators to participate in subsequent processing.

[0042] Specifically, the preset indexes of the first structural transfer path may be as shown in Table 1 below:

[0043] Table 1:

[0044]

[0045] The frequency domain displacement of the vibration is that when the vibration signal of the powertrain is collected, the collected vibration signal is processed by Fourier transform to convert the vibration signal in the time domain into a more intuitive and rich vibration signal in the frequency domain. Then, the vibration signal in the frequency domain is used to characterize the acoustic and vibration performance of the powertrain. Among them, the unit of the frequency domain displacement can be represented by mm. It can be understood that when the vibration of the powertrain is continuously collected, the vibration signal in the frequency domain can form a frequency domain displacement sequence.

[0046] The above-mentioned dynamic stiffness refers to the ability of a structure (the structure of a component) to resist deformation under specific dynamic excitation, and is measured by the natural frequency of the structure. That is, it can be considered that dynamic stiffness is a characteristic that measures the ability of a structure to resist predetermined dynamic excitation. Based on this, it can be further considered that dynamic stiffness has the ability to measure the ability of a structure to resist vibration. In addition, sound is generated by vibration, so it can be considered that dynamic stiffness can characterize the acoustic and vibration performance of the powertrain suspension and the body suspension. Among them, the unit of dynamic stiffness can be characterized by N / mm.

[0047] The above-mentioned vibration transfer function (vibration transfer function) is obtained by converting the vibration signal into a vibration signal in the frequency domain and performing a frequency response analysis of the system. Among them, the vibration transfer function reflects the transfer characteristics (amplitude-frequency characteristics and phase-frequency characteristics) of the structure (structure of the component) to the vibration signal, which depends on the characteristics of the structure itself. Therefore, it can be considered that the magnitude of the vibration transfer function reflects the structure's ability to attenuate vibration, and the frequency characteristics of the peak value reflect the strength of the correlation between the structure and the noise problem. That is, the vibration transfer function can also characterize the acoustic and vibration performance between the powertrain suspension connection point and the body suspension frame side connection point. Among them, the unit of the vibration transfer function can be characterized by mm / N.

[0048] The noise transfer function can be used to evaluate the acoustic sensitivity characteristics of structure-borne acoustic signals. The unit of the noise transfer function can be Pa / N.

[0049] The driver's right ear sound pressure can be calculated based on the above preset indicators and used to characterize the whole vehicle acoustic and vibration performance of the vehicle to be designed. The unit of the driver's right ear sound pressure can be Pa.

[0050] It can be understood that the above transmission paths all correspond to one or more components inside the vehicle to be designed. That is, the acoustic and vibration performance represented by the parameters corresponding to the above preset indicators can be considered as the acoustic and vibration performance of the components corresponding to the preset indicators.

[0051] To sum up, these are the preset indicators corresponding to the first structural path.

[0052] The second structural transmission path may be: the axle head, the suspension, the connection point between the suspension and the frame, the connection point between the suspension and the frame and the body, the body suspension, and the body suspension attachment point to the driver's right ear.

[0053] The shaft head is the excitation source, which refers to the two ends of the shaft. Specifically, the shaft is a mechanical part that supports the rotating parts inside the vehicle to be designed and rotates with them to transmit motion, torque or bending moment.

[0054] The above-mentioned frame has been explained in the first structural transfer path, and will not be described again. The above-mentioned suspension is a general term for all force transmission connection devices between the frame and the axle. Usually, the suspension of the vehicle to be designed includes elastic elements, shock absorbers and force transmission devices, which respectively play the role of buffering, vibration reduction and force transmission. Among them, the suspension and the frame are usually connected by bolts and sleeves. Based on this, it can be considered that the connection point between the suspension and the frame is the bolts and sleeves and other components that connect the suspension and the frame.

[0055] The connection method between the above-mentioned vehicle body and the frame includes but is not limited to suspension, connecting sleeves and other methods. Therefore, the connection point between the above-mentioned vehicle body and the frame includes but is not limited to any point on the suspension, or any position of the connecting sleeve, etc., and is not limited to this. Exemplarily, the suspension is used to connect the vehicle body and the frame, and is used to transmit the interaction force between the vehicle body and the frame. The connecting sleeve is used to be arranged between the upper plate of the subframe and the lower plate of the subframe of the frame, and the center of the connecting sleeve is a through hole, which is used to bolt the subframe and the vehicle body.

[0056] It should be noted that the above connection method is only an example in this embodiment. In other embodiments, the connection method between the body and the frame may be different, and the corresponding connection points between the frame and the body may also be different.

[0057] The suspension connection point can be considered as any point in the suspension, or a connection point in the suspension that is connected to both the frame and the body, without limitation. In this embodiment, the components corresponding to the connection point between the suspension connection point and the connection point between the frame and the body may only include components such as the suspension, the frame and the body, and may also include components between the connection point between the suspension connection point and the connection point between the frame and the body, without limitation.

[0058] The above-mentioned vehicle body suspension and the vehicle body suspension attachment point to the driver's right ear have been explained in the first structural transfer path and will not be explained again.

[0059] In the second structural transmission path, the suspension, the connection point between the suspension and the frame, the connection point between the suspension and the frame and the body, and the body suspension can be considered as the middle path. The driver's right ear can be considered as the response part in the transmission path.

[0060] The above description is an explanation of the second structural transmission path.

[0061] It should be added that, in order to reasonably characterize the path sound pressure of the transmission path, the acoustic and vibration performance of each component of the second structural transmission path needs to be digitally characterized using preset indicators to participate in subsequent processing.

[0062] Specifically, the preset index of the first structure transfer path can be shown in Table 2 below:

[0063] Table 2:

[0064]

[0065]

[0066] In one embodiment, the above-mentioned frequency domain displacement, dynamic stiffness, vibration transfer function, noise transfer function and driver's right ear sound pressure have been explained in the first structural transfer path and will not be further explained.

[0067] The above vibration transmissibility is used to characterize the dimensionless ratio of the response amplitude to the excitation amplitude when the suspension is subjected to steady-state forced vibration. For the vibration transmissibility of the suspension, the frequency domain displacement of the suspension vibration can be collected as the excitation amplitude, and the frequency domain displacement of the vibration corresponding to the connection point between the suspension and the frame can be used as the response amplitude to calculate the vibration transmissibility. It should be noted that the smaller the value corresponding to the vibration transmissibility, the better the vibration isolation effect of the suspension, that is, the higher the acoustic vibration performance.

[0068] To sum up, these are the preset indicators corresponding to the second structure transmission path.

[0069] For the air transmission path, the noise and vibration generated by the excitation source are transmitted to the response part through the air. Therefore, the air transmission path can be specifically composed of: powertrain (excitation source), vehicle body (transmission path) and driver's right ear (response part).

[0070] Among them, in the air transmission path, since the noise is transmitted directly in the air, the corresponding preset indicators can be the radiated sound power of the powertrain (for example, the radiated sound power of the engine) and the noise attenuation from the powertrain to the driver's right ear.

[0071] The above-mentioned radiated sound power is an absolute quantity, which is only related to the sound source and can be used to measure the sound radiation capability of a sound source. Among them, the radiated sound power of the powertrain can be measured according to the existing sound power measurement method based on the sound pressure method, which is not described in detail. In this embodiment, the unit of the above-mentioned radiated sound power can be W.

[0072] The above-mentioned noise attenuation is the amount of noise attenuation due to the structure in the vehicle to be designed, which reflects part of the sound energy back to the sound source during the transmission process of the noise. The noise attenuation can be determined based on the existing sound source attenuation calculation formula, which is not described in detail. In this embodiment, the unit of the noise attenuation can be W / Pa.

[0073] To sum up, these are the preset indicators corresponding to the air transmission path.

[0074] In one embodiment, the terminal device can obtain the parameter value corresponding to each preset indicator during the test process of the vehicle to be designed. The test process includes but is not limited to the test of the vehicle to be designed under the working conditions of starting, idling, accelerating, constant speed, coasting, etc., and the test under the road conditions of mountain roads, highways or deserts, etc., which are not limited.

[0075] S102. Determine the whole vehicle sound pressure value of the vehicle to be designed according to the parameter value of each preset indicator and the preset relationship model; the whole vehicle sound pressure value is used to characterize the whole vehicle acoustic and vibration performance in the vehicle to be designed; the relationship model is used to characterize the relationship between the acoustic and vibration performance of each component and the acoustic and vibration performance of the whole vehicle.

[0076] In one embodiment, the above-mentioned preset relationship model can be obtained by mathematically analyzing the parameters corresponding to each key indicator in each test process of a designed standard vehicle in advance.

[0077] For example, the parameter values ​​corresponding to each preset index on the transmission path of the standard vehicle and the standard sound pressure value corresponding to the final response part can be obtained in the process of testing or simulating the standard vehicle in advance. Then, the terminal device can use the sound pressure value as the dependent variable and the parameter values ​​of each preset index as the independent variable to perform mathematical analysis to obtain the above relationship model.

[0078] It should be noted that in order to establish the above-mentioned correlation model, it is necessary not only to collect the parameter values ​​corresponding to each preset index, but also to collect the standard sound pressure value corresponding to the final response part (i.e., the sound pressure of the driver's right ear). In this way, a correlation relationship between the sound pressure value and each preset index is established. That is, in the process of optimizing the vehicle to be designed, the sound pressure value corresponding to the response part in the above-mentioned transmission path is calculated based on the parameter value of each preset index corresponding to the excitation source and the intermediate path.

[0079] Among them, based on the above explanation of the parameter values ​​corresponding to each preset indicator, it can be known that it can be used to characterize the acoustic and vibration performance of the components corresponding to the preset indicator. Similarly, the standard sound pressure value obtained by the terminal device can be used to characterize the acoustic and vibration performance of the entire vehicle.

[0080] Based on this, the pre-generated relationship model can be used to characterize the relationship between the acoustic and vibration performance of each component and the acoustic and vibration performance of the entire vehicle. That is, when the acoustic and vibration performance of each component changes (that is, the parameters of the preset indicators corresponding to the component change), the final acoustic and vibration performance of the entire vehicle to be designed will also change.

[0081] Specifically, since there are multiple transmission paths in the vehicle to be designed, the terminal device can determine the path sound pressure value corresponding to each transmission path according to the parameter value corresponding to the preset index on each transmission path. Then, the multiple path sound pressure values ​​are input into the relationship model to obtain the whole vehicle sound pressure value.

[0082] Exemplarily, for any transmission path, the terminal device may calculate the product of the parameter values ​​corresponding to each preset indicator on the transmission path, and then determine the path sound pressure value according to the product and the preset value.

[0083] Among them, based on the units corresponding to each preset indicator in the first structure transmission path and the second structure transmission path, it can be known that after multiplying the parameters of each preset indicator, the unit of the path sound pressure value finally obtained is Pa, which is used to characterize the noise contribution of the transmission path.

[0084] Specifically, taking the first structural transfer path as an example, when the parameters corresponding to each preset indicator are multiplied, the corresponding unit changes are as follows:

[0085]

[0086] Correspondingly, when the parameters corresponding to each preset indicator in the second structure transfer path are multiplied, the corresponding unit changes are as follows:

[0087]

[0088] It should be noted that for the air transmission path, the units corresponding to the preset indicators are W and W / Pa. Therefore, when calculating the path sound pressure value corresponding to the air transmission path, the calculation method can be:

[0089]

[0090] Based on this, in the actual calculation process, the inverse of the noise attenuation can be calculated first, and then the product of the radiated sound power and the inverse of the noise attenuation can be calculated.

[0091] In one embodiment, after calculating the product of the parameters corresponding to each preset indicator in each transmission path, the product needs to be further processed to obtain a path sound pressure value that can characterize the acoustic vibration performance of the transmission path.

[0092] Specifically, the path sound pressure value can be determined according to the product and the preset value by inputting the product and the preset value into a preset calculation formula of the path sound pressure value to obtain the above path sound pressure value. The calculation formula of the path sound pressure value can be as follows:

[0093]

[0094] Among them, Li is the path sound pressure value corresponding to the i-th transmission path, p i is the product corresponding to the i-th transmission path, p o is the preset value. Specifically, p o =2×10 -5 Pa.

[0095] After obtaining the path sound pressure values ​​corresponding to each of the above-mentioned transmission paths, the sound pressure values ​​of each path can be synthesized by the calculation formula of the following correlation model, and then the whole vehicle sound pressure value used to characterize the sound and vibration performance of the whole vehicle to be designed can be obtained. Specifically, the calculation formula of the correlation model can be:

[0096]

[0097] Among them, L 设 is the sound pressure value of the whole vehicle, L i is the path sound pressure value corresponding to the i-th transmission path, and N is the total number of transmission paths. Since three transmission paths are taken as an example in this embodiment, the above N can be specifically 3.

[0098] It should be noted that the above method is used to quantify the dimensions corresponding to each key indicator on the transmission path, and then establish a relationship model between the acoustic and vibration performance corresponding to each component and the acoustic and vibration performance of the whole vehicle. Therefore, the terminal device can determine the acoustic and vibration performance of the whole vehicle to be designed based on the relationship model at any time, and after optimizing the components of the vehicle to be designed, the acoustic and vibration performance of the whole vehicle to be designed can also be determined again based on the acoustic and vibration performance of the optimized components, so as to avoid excess or insufficient acoustic and vibration performance of the whole vehicle after design.

[0099] S103. Based on the whole vehicle sound pressure value and the corresponding standard sound pressure value, the corresponding components on the transfer path of the vehicle to be designed are optimized.

[0100] In one embodiment, the standard sound pressure value can characterize the acoustic and vibration performance of a designed standard vehicle. Since the whole vehicle sound pressure value of the vehicle to be designed may be greater than or less than the standard sound pressure value, the acoustic and vibration performance of the vehicle to be designed may be excessive or insufficient. Therefore, when optimizing the components, the acoustic and vibration performance of the components may be improved or reduced.

[0101] Among them, when the overall sound pressure value is greater than the standard sound pressure value, it can be considered that the noise and vibration generated by the vehicle to be designed are too large, so it can be determined that the whole vehicle acoustic and vibration performance of the vehicle to be designed is lower than the acoustic and vibration performance of the standard vehicle. And when the overall sound pressure value is less than the standard sound pressure value, it can be considered that the noise and vibration generated by the vehicle to be designed are small, so it can be determined that the whole vehicle acoustic and vibration performance of the vehicle to be designed is higher than the acoustic and vibration performance of the standard vehicle.

[0102] However, when a vehicle has multiple transmission paths, if each component on any transmission path is randomly optimized, the optimized component may not be the component that needs to be optimized most, resulting in a general optimization effect on the acoustic and vibration performance of the entire vehicle.

[0103] Based on this, in order to determine the components that need to be optimized to improve the optimization effect of the whole vehicle's acoustic and vibration performance, the terminal device can calculate the contribution of each transfer path when the whole vehicle's sound pressure value is greater than or less than the standard sound pressure value. Afterwards, based on multiple contributions, the target transfer path is determined to optimize the corresponding components on the target transfer path in the vehicle to be designed until the optimized whole vehicle's sound pressure value is equal to the standard sound pressure value.

[0104] It has been explained above that when the sound pressure value of the whole vehicle is greater than or less than the standard sound pressure value, the acoustic and vibration performance of the vehicle to be designed will be excessive or insufficient. Therefore, when optimizing the components in the vehicle to be designed, the optimized sound pressure value of the whole vehicle needs to be equal to the standard sound pressure value.

[0105] It should be noted that when the standard sound pressure value is a specific value, the sound pressure difference between the whole vehicle sound pressure value and the standard sound pressure value can be calculated. Then, when the sound pressure difference is less than a preset value, it can be considered that the whole vehicle sound pressure value is equal to the standard sound pressure value. Otherwise, it is determined that the whole vehicle sound pressure value is greater than or less than the standard sound pressure value.

[0106] In another embodiment, if the number of standard sound pressure values ​​is two, a standard sound pressure value range can be formed. Then, when the whole vehicle sound pressure value is within the standard sound pressure value range, it can be determined that the whole vehicle sound pressure value is equal to the standard sound pressure value. Otherwise, it is determined that the whole vehicle sound pressure value is greater than or less than the standard sound pressure value.

[0107] In one embodiment, the above contribution is used to characterize the contribution of the sound pressure value of the vehicle to be designed to the overall sound pressure value when the transmission path transmits noise and vibration. It can be understood that the larger the contribution, the better the effect of the transmission path in transmitting noise and vibration. In other words, the acoustic and vibration performance of the transmission path is poor and the noise and vibration cannot be effectively reduced.

[0108] Specifically, the contribution amount can be determined based on the following calculation formula, which is described in detail as follows:

[0109]

[0110] Among them, Contri represents the contribution of the i-th transmission path, L i is the path sound pressure value corresponding to the i-th transmission path, L 设 is the sound pressure value of the whole vehicle.

[0111] Based on this, in order to effectively optimize the acoustic and vibration performance of the vehicle to be designed, the maximum value of the contribution amount can be determined as the target transfer path to optimize each component on the target transfer path and improve the optimization effect.

[0112] It should be noted that, since the target transmission path may contain multiple preset indicators, the number of components corresponding to the target transmission path is usually large. At this time, in order to further determine the components that need to be optimized so as to reasonably optimize the acoustic and vibration performance of the vehicle to be designed, the terminal device can first determine the first indicator and the second indicator according to the parameter values ​​corresponding to each preset indicator on the target transmission path and the preset standard parameter values. Then, the acoustic and vibration performance of the first component that affects the parameter value of the first indicator is reduced, and the acoustic and vibration performance of the second component that affects the parameter value corresponding to the second indicator is improved.

[0113] Among them, the acoustic vibration performance represented by the parameter value corresponding to the first indicator is higher than the acoustic vibration performance represented by the standard parameter value; the acoustic vibration performance represented by the parameter value corresponding to the second indicator is lower than the acoustic vibration performance represented by the standard parameter value.

[0114] In one embodiment, the above-mentioned standard parameter value may be a numerical value corresponding to the same preset index predetermined when a standard vehicle is tested. It should be noted that the larger the parameter value, the better the acoustic and vibration performance of the corresponding component is not necessarily. For example, for the preset index being noise attenuation, the larger the corresponding parameter value, the higher the acoustic and vibration performance. That is, the greater the noise attenuation, the more conducive to noise attenuation, and therefore, the higher the acoustic and vibration performance. However, for the preset index being suspension vibration transmissibility, the smaller the corresponding value, the higher the acoustic and vibration performance. That is, the smaller the suspension vibration transmissibility, the more difficult it is for the corresponding component to transmit noise and vibration, and therefore, the higher the acoustic and vibration performance.

[0115] Therefore, when determining the first indicator and the second indicator, the parameter value corresponding to the preset indicator can be compared with the standard parameter value according to the determination method corresponding to each preset indicator to determine whether the acoustic vibration performance represented by the parameter value corresponding to the preset indicator is lower than the acoustic vibration performance represented by the standard parameter value. The determination method corresponding to the preset indicator can be: pre-setting whether the larger the parameter value corresponding to the preset indicator, the higher the acoustic vibration performance represented.

[0116] It should be noted that the purpose of reducing the acoustic and vibration performance of the first component that affects the parameter value of the first indicator and improving the acoustic and vibration performance of the second component that affects the parameter value corresponding to the second indicator is to balance the acoustic and vibration performance of each component on the target transmission path on the basis of making the acoustic and vibration performance of the whole vehicle to be designed after the final optimization equal to the standard acoustic and vibration performance.

[0117] Among them, reducing the acoustic vibration performance of the first component and improving the acoustic vibration performance of the second component can be achieved by redesigning the shape, size, structure or material of the first component and the second component in various ways, and there is no limitation to this.

[0118] Specifically, the terminal device may first calculate the partial sound pressure value based on the path sound pressure value of other transmission paths. Then, calculate the difference between the standard sound pressure value and the partial sound pressure value. Then, inversely calculate the target path sound pressure value corresponding to the target transmission path based on the difference. Then, based on the number of preset indicators on the target transmission path and the target path sound pressure value, calculate the average acoustic vibration performance that the component corresponding to each preset indicator needs to provide. For example, the value obtained by dividing the target path sound pressure value by the number is used as the average parameter value corresponding to each preset indicator. That is, when the parameter value obtained from the component corresponding to each preset indicator on the target transmission path is the average parameter value, the path sound pressure value of the target transmission path calculated by it will be the target path sound pressure value. At this time, the sound pressure value of the whole vehicle calculated by combining the path sound pressure values ​​on other transmission paths will be equal to the standard sound pressure value. Based on this, when optimizing components, the terminal device can optimize the first component and the second component based on the parameter value corresponding to each current preset indicator and the average parameter value, provide the staff with the optimization direction of each component, and improve the optimization efficiency of the vehicle to be designed.

[0119] In summary, it is an optimization scheme for balancing the acoustic and vibration performance of each component on the target transmission path.

[0120] In another embodiment, when the whole vehicle sound pressure value is greater than the standard sound pressure value, it can be considered that the acoustic vibration performance of the vehicle to be designed will be lower than the acoustic vibration performance of the standard vehicle. Based on this, in order to make the acoustic vibration performance of the optimized vehicle to be designed equal to the standard acoustic vibration performance, the terminal device can only improve the acoustic vibration performance of the first component and maintain the acoustic vibration performance of the second component.

[0121] Similarly, when the sound pressure value of the whole vehicle is less than the standard sound pressure value, it can be considered that the acoustic vibration performance of the vehicle to be designed will be better than the acoustic vibration performance of the standard vehicle. Based on this, the terminal device can also only reduce the acoustic vibration performance of the second component and maintain the acoustic vibration performance of the first component.

[0122] Among them, by using the above-mentioned optimization scheme to optimize each component on the target transmission path, the acoustic and vibration performance of the vehicle to be designed after the final optimization can be equal to the standard acoustic and vibration performance, and the acoustic and vibration performance of each component on the target transmission path can be complementary.

[0123] Specifically, the terminal device can first calculate the difference between the standard sound pressure value and the sound pressure value of the whole vehicle. Then, the expected path sound pressure value corresponding to the target transfer path is inversely calculated based on the difference. After that, the sound pressure difference between the expected path sound pressure value and the current target path sound pressure value is calculated. At this time, when the sound pressure value of the whole vehicle is greater than the standard sound pressure value (the acoustic and vibration performance of the whole vehicle is lower than the standard acoustic and vibration performance), the terminal device can determine the sound pressure difference as the optimization direction for optimizing the first component to improve the acoustic and vibration performance of the first component. That is, when the target path sound pressure value of the target transfer path is calculated based on the parameter value of the preset indicator corresponding to the optimized first component, its target path sound pressure value will be equal to the expected path sound pressure value.

[0124] Similarly, when the whole vehicle sound pressure value is less than the standard sound pressure value (i.e., the whole vehicle acoustic and vibration performance is higher than the standard acoustic and vibration performance), the terminal device can determine the sound pressure difference as the optimization direction for optimizing the second component, so as to reduce the acoustic and vibration performance of the second component based on the sound pressure difference. That is, when calculating the target path sound pressure value of the target transfer path based on the parameter value of the preset index corresponding to the second component after reducing the acoustic and vibration performance, its target path sound pressure value will be equal to the expected path sound pressure value.

[0125] It should be noted that, compared with the first optimization scheme of balancing the acoustic and vibration performance of each component on the target transmission path, the second optimization scheme requires fewer components to be optimized and has a higher optimization efficiency.

[0126] In summary, the above description is a solution for optimizing the corresponding components in the vehicle to be designed. It should be noted that the above two optimization solutions are only examples. In another embodiment, components of other transmission paths can also be optimized at the same time, which is not limited to this.

[0127] In this embodiment, when optimizing the components of the vehicle to be designed, the parameter values ​​corresponding to each preset index on the transmission path can be obtained first. Then, according to the parameter value of each preset index and the preset relationship model, the whole vehicle sound pressure value of the vehicle to be designed is determined to determine the whole vehicle acoustic vibration performance in the vehicle to be designed. Then, based on the whole vehicle sound pressure value and the corresponding standard sound pressure value, the corresponding components on the transmission path in the vehicle to be designed are reasonably optimized. It can be understood that the relationship model can characterize the relationship between the acoustic vibration performance of each component and the acoustic vibration performance of the whole vehicle. Therefore, when optimizing the components, the whole vehicle acoustic vibration performance of the vehicle to be designed can be determined again based on the optimized components in a timely manner to reasonably and quickly optimize the components of the vehicle. Moreover, when optimizing the components, only the components on the transmission path are optimized, rather than all the components in the vehicle. Based on this, not only the components that need to be optimized can be accurately determined, but also the degree of optimization can be reasonably and quickly determined based on the whole vehicle sound pressure value and the corresponding standard sound pressure value, providing a direction for the optimization of the components.

[0128] See also Figure 2 , Figure 2 1 is a structural block diagram of a vehicle parts optimization device provided in an embodiment of the present application. The vehicle parts optimization device in this embodiment includes modules for executing Figure 1 For details, please refer to the steps in the corresponding embodiment. Figure 1 as well as Figure 1 For the convenience of explanation, only the parts related to this embodiment are shown. Figure 2 The vehicle parts optimization device 200 may include: an acquisition module 210, a determination module 220 and an optimization module 230, wherein:

[0129] The acquisition module 210 is used to obtain parameter values ​​corresponding to each preset indicator on the transmission path; the transmission path is the path for transmitting sound and vibration in the vehicle to be designed; the parameter values ​​are used to characterize the sound and vibration performance of the components corresponding to the preset indicators.

[0130] The determination module 220 is used to determine the whole vehicle sound pressure value of the vehicle to be designed according to the parameter value of each preset indicator and the preset relationship model; the whole vehicle sound pressure value is used to characterize the whole vehicle acoustic and vibration performance in the vehicle to be designed; the relationship model is used to characterize the relationship between the acoustic and vibration performance of each component and the acoustic and vibration performance of the whole vehicle.

[0131] The optimization module 230 is used to optimize the corresponding components on the transfer path of the vehicle to be designed based on the whole vehicle sound pressure value and the corresponding standard sound pressure value.

[0132] In one embodiment, the transmission path includes multiple paths; the determination module 220 is further configured to:

[0133] The path sound pressure value corresponding to each transfer path is determined according to the parameter value corresponding to the preset index on each transfer path; and the sound pressure value of the multiple paths is input into the relationship model to obtain the sound pressure value of the whole vehicle.

[0134] In one embodiment, the determination module 220 is further configured to:

[0135] The product of the parameter values ​​corresponding to each preset indicator on the transfer path is calculated; and the path sound pressure value is determined according to the product and the preset value.

[0136] In one embodiment, the calculation formula corresponding to the relationship model is as follows:

[0137]

[0138] Among them, L 设 is the sound pressure value of the whole vehicle, L i is the path sound pressure value corresponding to the i-th transmission path, and N is the total number of transmission paths.

[0139] In one embodiment, the transfer path includes a first structural transfer path, a second structural transfer path, and an air transfer path;

[0140] The preset indicators on the first structural transmission path include the frequency domain displacement of the powertrain vibration, the dynamic stiffness of the powertrain suspension, the vibration transfer function from the powertrain suspension connection point to the body suspension frame side connection point, the dynamic stiffness of the body suspension, and the noise transfer function from the body suspension attachment point to the driver's right ear;

[0141] The preset indicators on the second structural transmission path include the frequency domain displacement of the axle head vibration, the vibration transmissibility of the suspension, the dynamic stiffness of the connection point between the suspension and the frame, the vibration transmission function from the connection point of the suspension to the connection point between the frame and the body, the dynamic stiffness of the body suspension, and the noise transmission function from the attachment point of the body suspension to the driver's right ear;

[0142] Preset indicators on the air transfer path include the radiated sound power of the powertrain and the noise attenuation from the powertrain to the driver's right ear.

[0143] In one embodiment, the optimization module 230 is further configured to:

[0144] If the sound pressure value of the whole vehicle is greater than or less than the standard sound pressure value, the contribution of each transfer path is calculated; the transfer path corresponding to the maximum contribution is determined as the target transfer path; the corresponding components on the target transfer path in the vehicle to be designed are optimized until the optimized sound pressure value of the whole vehicle is equal to the standard sound pressure value.

[0145] In one embodiment, the optimization module 230 is further configured to:

[0146] The first indicator and the second indicator are determined according to the parameter values ​​corresponding to each preset indicator on the target transmission path and the preset standard parameter values; the acoustic vibration performance represented by the parameter value corresponding to the first indicator is higher than the acoustic vibration performance represented by the standard parameter value; the acoustic vibration performance represented by the parameter value corresponding to the second indicator is lower than the acoustic vibration performance represented by the standard parameter value; the acoustic vibration performance of the first component that has an impact on the parameter value of the first indicator is reduced, and the acoustic vibration performance of the second component that has an impact on the parameter value corresponding to the second indicator is improved.

[0147] In one embodiment, the optimization module 230 is further configured to:

[0148] If the sound pressure value of the whole vehicle is greater than the standard sound pressure value, the acoustic and vibration performance of the first component is improved; if the sound pressure value of the whole vehicle is less than the standard sound pressure value, the acoustic and vibration performance of the second component is reduced.

[0149] When it is understood that Figure 2 In the structural block diagram of the vehicle parts optimization device shown, each module is used to execute Figure 1 The steps in the corresponding embodiments, and for Figure 1 Each step in the corresponding embodiment has been explained in detail in the above embodiment. Figure 1 as well as Figure 1 The relevant descriptions in the corresponding embodiments are not repeated here.

[0150] Figure 3 1 is a block diagram of a terminal device provided by an embodiment of the present application. Figure 3 As shown, the terminal device 300 of this embodiment includes: a processor 310, a memory 320, and a computer program 330 stored in the memory 320 and executable on the processor 310, such as a program of a vehicle parts optimization method. When the processor 310 executes the computer program 330, the steps of each embodiment of the above-mentioned vehicle parts optimization method are implemented, such as Figure 1 Alternatively, the processor 310 implements the above when executing the computer program 330 Figure 2 The functions of each module in the corresponding embodiment are, for example, Figure 2 For details on the functions of modules 210 to 230, please refer to Figure 2 Related description in the corresponding embodiment.

[0151] Exemplarily, the computer program 330 may be divided into one or more modules, one or more modules are stored in the memory 320, and are executed by the processor 310 to implement the vehicle parts optimization method provided in the embodiment of the present application. One or more modules may be a series of computer program instruction segments that can perform specific functions, and the instruction segments are used to describe the execution process of the computer program 330 in the terminal device 300. For example, the computer program 330 may implement the vehicle parts optimization method provided in the embodiment of the present application.

[0152] The terminal device 300 may include, but is not limited to, a processor 310 and a memory 320. Those skilled in the art will appreciate that Figure 3 It is only an example of the terminal device 300 and does not constitute a limitation of the terminal device 300. It may include more or fewer components than shown in the figure, or a combination of certain components, or different components. For example, the terminal device may also include input and output devices, network access devices, buses, etc.

[0153] The processor 310 may be a central processing unit, or other general-purpose processors, digital signal processors, application-specific integrated circuits, off-the-shelf programmable gate arrays or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or any conventional processor, etc.

[0154] The memory 320 may be an internal storage unit of the terminal device 300, such as a hard disk or memory of the terminal device 300. The memory 320 may also be an external storage device of the terminal device 300, such as a plug-in hard disk, a smart memory card, a flash memory card, etc. equipped on the terminal device 300. Furthermore, the memory 320 may also include both an internal storage unit of the terminal device 300 and an external storage device.

[0155] An embodiment of the present application provides a computer-readable storage medium, which stores a computer program. The computer program is executed by a processor to implement the vehicle component optimization method in each of the above embodiments.

[0156] An embodiment of the present application provides a computer program product. When the computer program product is run on a terminal device, the terminal device executes the vehicle component optimization method in each of the above embodiments.

[0157] The above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application, and should all be included in the protection scope of the present application.

Claims

1. A method for optimizing vehicle parts, characterized in that: The method comprises: Obtaining parameter values ​​corresponding to each preset indicator on the transmission path; the transmission path is a path for transmitting sound and vibration in the vehicle to be designed; the parameter values ​​are used to characterize the sound and vibration performance of the components corresponding to the preset indicators; According to the parameter value of each of the preset indicators and the preset relationship model, the whole vehicle sound pressure value of the vehicle to be designed is determined; the whole vehicle sound pressure value is used to characterize the whole vehicle acoustic and vibration performance in the vehicle to be designed; the relationship model is used to characterize the relationship between the acoustic and vibration performance of each of the components and the acoustic and vibration performance of the whole vehicle; Based on the whole vehicle sound pressure value and the corresponding standard sound pressure value, the corresponding components on the transfer path in the vehicle to be designed are optimized.

2. The method according to claim 1, characterized in that The transmission paths include multiple ones; the whole vehicle sound pressure value of the vehicle to be designed is determined according to the parameter value of each preset indicator and the preset relationship model, including: Determining the path sound pressure value corresponding to each of the transmission paths according to the parameter values ​​corresponding to the preset indicators on each of the transmission paths; The sound pressure values ​​of the various paths are input into the relationship model to obtain the sound pressure value of the entire vehicle.

3. The method according to claim 2, characterized in that The determining of the path sound pressure value corresponding to each of the transmission paths according to the parameter value corresponding to the preset index on each of the transmission paths comprises: For any of the transmission paths, calculating the product of the parameter values ​​corresponding to each of the preset indicators on the transmission path; The path sound pressure value is determined according to the product and a preset value.

4. The method according to claim 2, characterized in that: The calculation formula corresponding to the relationship model is as follows: Among them, L 设 is the sound pressure value of the whole vehicle, L i is the path sound pressure value corresponding to the i-th transmission path, and N is the total number of the transmission paths.

5. The method according to claim 1, characterized in that: The transmission path includes a first structure transmission path, a second structure transmission path and an air transmission path; The preset indicators on the first structural transmission path include the frequency domain displacement of the powertrain vibration, the dynamic stiffness of the powertrain suspension, the vibration transfer function from the powertrain suspension connection point to the body suspension frame side connection point, the dynamic stiffness of the body suspension, and the noise transfer function from the body suspension attachment point to the driver's right ear; The preset indicators on the second structural transmission path include the frequency domain displacement of the axle head vibration, the vibration transmissibility of the suspension, the dynamic stiffness of the connection point between the suspension and the frame, the vibration transmission function from the connection point of the suspension to the connection point between the frame and the body, the dynamic stiffness of the body suspension, and the noise transmission function from the attachment point of the body suspension to the driver's right ear; The preset indicators on the air transfer path include the radiated sound power of the powertrain and the noise attenuation from the powertrain to the driver's right ear.

6. The method according to any one of claims 1 to 5, characterized in that: The optimizing corresponding components on the transfer path in the vehicle to be designed based on the whole vehicle sound pressure value and the corresponding standard sound pressure value includes: If the whole vehicle sound pressure value is greater than or less than the standard sound pressure value, then calculating the contribution of each transfer path; Determine the transfer path corresponding to the maximum value of the contribution as the target transfer path; Optimize the components corresponding to the target transfer path in the vehicle to be designed until the optimized sound pressure value of the whole vehicle is equal to the standard sound pressure value.

7. The method according to claim 6, characterized in that The optimizing of the components corresponding to the target transfer path in the vehicle to be designed includes: Determine a first indicator and a second indicator according to the parameter values ​​corresponding to each of the preset indicators on the target transfer path and the preset standard parameter value; the acoustic vibration performance represented by the parameter value corresponding to the first indicator is higher than the acoustic vibration performance represented by the standard parameter value; the acoustic vibration performance represented by the parameter value corresponding to the second indicator is lower than the acoustic vibration performance represented by the standard parameter value; The acoustic vibration performance of the first component that affects the parameter value of the first indicator is reduced, and the acoustic vibration performance of the second component that affects the parameter value corresponding to the second indicator is improved.

8. The method according to claim 7, characterized in that The optimizing of the components corresponding to the target transfer path in the vehicle to be designed includes: If the whole vehicle sound pressure value is greater than the standard sound pressure value, improving the acoustic and vibration performance of the first component; If the whole vehicle sound pressure value is less than the standard sound pressure value, the acoustic and vibration performance of the second component is reduced.

9. A vehicle parts optimization device, characterized in that: The device comprises: An acquisition module, used to acquire parameter values ​​corresponding to each preset index on a transmission path; the transmission path is a path for transmitting sound and vibration in a vehicle to be designed; the parameter values ​​are used to characterize the sound and vibration performance of the components corresponding to the preset index; A determination module, used to determine the whole vehicle sound pressure value of the vehicle to be designed according to the parameter value of each preset index and the preset relationship model; the whole vehicle sound pressure value is used to characterize the whole vehicle acoustic and vibration performance in the vehicle to be designed; the relationship model is used to characterize the relationship between the acoustic and vibration performance of each of the components and the acoustic and vibration performance of the whole vehicle; The optimization module is used to optimize the corresponding components on the transfer path in the vehicle to be designed based on the whole vehicle sound pressure value and the corresponding standard sound pressure value.

10. A terminal device 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 method according to any one of claims 1 to 8 is implemented.

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