Whole vehicle road noise evaluation method and system and storage medium

Abstract

The invention provides a vehicle road noise evaluation method and system and a storage medium, and belongs to the technical field of vehicle road noise analysis. The method comprises the following steps: carrying out a real vehicle steering knuckle acceleration test to obtain an acceleration power spectrum matrix; constructing a vehicle road noise analysis simplified model; acquiring a transfer function from a wheel center to a steering knuckle measuring point; obtaining a wheel center load; acquiring node force and speed of each attachment point of the chassis and the vehicle body; obtaining the power sum of the chassis and each attachment point of the vehicle body; and drawing a power sum curve, and evaluating the road noise of the whole vehicle. According to the method, a chassis finite element model and a vehicle body simplified model are combined to form a vehicle road noise analysis simplified model, a tested road noise wheel center load is loaded on the model, chassis attachment point power flow analysis is carried out, a power sum curve is used as an index of road noise evaluation, and vehicle road noise is evaluated. A road noise evaluation optimization time node is advanced to a chassis development stage, and enough time and space are reserved for subsequent development and optimization.

Description

Technical Field

[0001] The present invention belongs to the technical field of automobile road noise analysis, and in particular relates to a whole vehicle road noise evaluation method, system and storage medium. Background Art

[0002] Road noise (abbreviated as road noise) refers to the random load generated by the unevenness of the road when the car is driving, which is transmitted to the chassis suspension and body through the tires, resulting in the low- and medium-frequency noise generated in the car through the sound cavity and sheet metal parts through sound-solid coupling. It affects the ride comfort of the car and is one of the NVH performances that consumers focus on when buying a car, so it has received the focus of major automobile companies.

[0003] At present, the design of automobiles is mostly based on the architecture, following the development sequence of chassis first, that is, when designing the whole vehicle, the chassis is designed first, and only after a series of feasibility verifications of the chassis are passed, the body data is designed and released, and the interval between them is as long as several months. The development of the whole vehicle road noise cannot be analyzed, calculated and optimized until the body data is available. In the chassis design stage, the road noise of the whole vehicle cannot be effectively evaluated and optimized, and a lot of time is wasted in this stage.

[0004] The traditional vehicle road noise development process is: define development goals in the concept stage - simulation optimization in the virtual prototype stage - adjustment in the real vehicle stage. However, as the automobile development cycle is getting shorter and shorter, there is less time and space left for road noise simulation optimization after the virtual prototype data is released: on the one hand, there are only a few weeks from the release of the virtual prototype data to the data freeze, which is very time-sensitive; on the other hand, a large amount of design data is basically frozen at this stage, especially the chassis data, which provides limited optimization space for road noise. Therefore, it is very difficult to achieve the performance goals of vehicle road noise development. Summary of the invention

[0005] The purpose of the present invention is to solve the above-mentioned problems existing in the prior art, and to provide a method, system and storage medium for evaluating the road noise of a whole vehicle, so as to advance the optimization time node of the road noise evaluation to the chassis development stage, and to leave enough time and space for subsequent development and optimization.

[0006] The present invention is achieved through the following technical solutions:

[0007] A first aspect of the present invention provides a method for evaluating vehicle road noise, the specific steps comprising:

[0008] Conduct a real vehicle steering knuckle acceleration test to obtain the acceleration power spectrum matrix;

[0009] Construct a simplified model for vehicle road noise analysis;

[0010] Get the transfer function from the wheel center to the steering knuckle measuring point;

[0011] Obtain wheel center load;

[0012] Obtain the nodal forces and velocities at each attachment point between the chassis and the vehicle body;

[0013] Get the total power of each attachment point between the chassis and the body;

[0014] Draw the power sum curve and evaluate the vehicle road noise.

[0015] A further improvement of the present invention is:

[0016] Conduct a real vehicle steering knuckle acceleration test to obtain the acceleration power spectrum matrix. The specific operations include:

[0017] Use a mule car or a real car with the same chassis model to test the wheel center force to obtain the acceleration signal, perform Fourier transform on the acceleration signal to obtain the frequency signal, and then obtain the acceleration power spectrum matrix G A .

[0018] A further improvement of the present invention is:

[0019] During the test, an acceleration sensor is arranged on each steering knuckle of the four wheels of the mule car or a real car with the same chassis model, wherein 4 to 5 acceleration sensors are arranged on each wheel steering knuckle, and any three acceleration sensors are not coplanar.

[0020] A further improvement of the present invention is:

[0021] Construct a simplified model for vehicle road noise analysis. The specific operations include:

[0022] The simplified model for vehicle road noise analysis includes chassis model and simplified body model;

[0023] The chassis model includes chassis suspension, front subframe, rear subframe, shock absorber, and power system, among which the chassis suspension, front subframe, rear subframe, and shock absorber are finite element models, and the power system includes the mass, moment of inertia, and center of mass coordinates of the power system;

[0024] A simplified body model is established according to the mass, moment of inertia and center of mass coordinates of the body, and the points where the chassis model and the simplified body model are connected are connected to form a simplified model for road noise analysis of the entire vehicle.

[0025] A further improvement of the present invention is:

[0026] Get the transfer function from the wheel center to the steering knuckle measurement point. The specific operations include:

[0027] The frequency response analysis of the simplified model of vehicle road noise analysis is carried out. A unit sinusoidal load F0sin(2πf*t) is applied to the wheel center position of the simplified model of vehicle road noise analysis, where F0=1. The acceleration response of each test point of the steering knuckle is output, that is, the transfer function of each frequency point is obtained, and then the acceleration transfer function matrix H is obtained. A .

[0028] A further improvement of the present invention is:

[0029] Obtain wheel center load. The specific operations include:

[0030] First, the wheel center load power spectrum matrix is ​​obtained by formula (1):

[0031] G F =H A + G A H A +H (1)

[0032] In formula (1): G F is the wheel center load power spectrum matrix; G A is the acceleration power spectrum matrix; H A is the acceleration transfer function matrix; H A + is the inverse matrix of the transfer function matrix; H A +H is the inverse matrix H A + The Hermitian conjugate transposed matrix of ;

[0033] The power spectrum matrix G of the wheel center load F Perform SVD decomposition and get:

[0034] G F =FF H (2)

[0035] In formula (2), F is the wheel center load matrix, F H is the Hermitian conjugate transposed matrix of F.

[0036] A further improvement of the present invention is:

[0037] Obtain the node forces and velocities at each attachment point between the chassis and the body. The specific operations include:

[0038] The obtained wheel center load is loaded into the simplified model of vehicle road noise analysis, and simulation calculation is performed to output the node force and velocity of each attachment point between the chassis and the body.

[0039] The output of the simulation calculation is defined as follows:

[0040] Establish a node set Setout of all chassis and body attachment points. In the calculation file, specify the output physical quantities as the velocity V and node force f in the X, Y, and Z directions of each attachment point in the Setout set. The output data format is complex.

[0041] A further improvement of the present invention is:

[0042] Get the total power of each attachment point between the chassis and the body. The specific operations include:

[0043] Formula (3) is used to obtain the total power P of each attachment point between the chassis and the body:

[0044]

[0045] Where abs represents the amplitude of the complex number, n represents the number of attachment points, and i represents the i-th attachment point.

[0046] A further improvement of the present invention is:

[0047] Draw the power sum curve. The specific operations include:

[0048] The power sum curve is drawn with the frequency value as the horizontal axis and the sum of the powers of the attachment points between the chassis and the body after A-weighting as the vertical axis.

[0049] A further improvement of the present invention is:

[0050] Evaluate the road noise of the vehicle. The specific operations include:

[0051] The power sum curve is used as an indicator for road noise evaluation. The specific evaluation is as follows:

[0052] If the total power value is ≥ the target setting value, it means that the road noise at the frequency corresponding to the total power is large and chassis design optimization is required;

[0053] If the total power value is less than the target setting value, it indicates that the road noise at the frequency corresponding to the total power is small.

[0054] A second aspect of the present invention provides a vehicle road noise evaluation system, comprising:

[0055] The acceleration test unit is used to perform acceleration test on the steering knuckle of a real vehicle and obtain the acceleration power spectrum matrix;

[0056] A model building unit, used to build a simplified model for vehicle road noise analysis;

[0057] A first acquisition unit is used to acquire a transfer function from the wheel center to the steering knuckle measurement point;

[0058] A second acquisition unit is used to acquire the wheel center load;

[0059] A third acquisition unit is used to acquire the node force and velocity of each attachment point between the chassis and the vehicle body;

[0060] A fourth acquisition unit, used to acquire the total power of each attachment point between the chassis and the vehicle body;

[0061] The road noise evaluation unit is used to draw the power sum curve and evaluate the road noise of the entire vehicle.

[0062] According to a third aspect of the present invention, a computer-readable storage medium is provided, wherein the computer-readable storage medium stores at least one computer-executable program, and when the at least one program is executed by the computer, the computer executes the steps in the vehicle road noise evaluation method.

[0063] Compared with the prior art, the present invention has the following beneficial effects:

[0064] The present invention combines a detailed finite element model of the chassis and a simplified model of the vehicle body to form a whole-vehicle road noise analysis model, loads the tested road noise wheel center load on the model, and performs a power flow analysis on the chassis attachment point. Due to the strong correlation between the power curve and the road noise, the power sum curve can be used as an indicator for road noise evaluation in the chassis design stage. By analyzing and optimizing the total power flow at the chassis attachment point of the whole vehicle, the road noise performance of the whole vehicle can be effectively predicted and controlled in the chassis parts development stage.

[0065] The present invention advances the road noise evaluation optimization time node to the chassis development stage, leaving enough time and space for subsequent development and optimization.

[0066] This invention is the first in the industry to propose a chassis evaluation method for the road noise performance of a whole vehicle, providing a new perspective and solution for the development of road noise of the whole vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0067] Figure 1 This is a flow chart of the vehicle road noise assessment method;

[0068] Figure 2 Simplify the model for full vehicle road noise analysis;

[0069] Figure 3 It is the correlation curve between the total power curve and the vehicle road noise;

[0070] Figure 4 This is a modal contribution analysis. DETAILED DESCRIPTION

[0071] The present invention is further described in detail below in conjunction with the accompanying drawings:

[0072] like Figure 1 As shown, the present invention provides a method for evaluating vehicle road noise, which specifically includes the following steps:

[0073] S100, performing a real vehicle steering knuckle acceleration test to obtain an acceleration power spectrum matrix;

[0074] This stage is the chassis development stage. The vehicle data only includes the chassis model data, and the body is in the development stage. The specific operations of the actual vehicle steering knuckle acceleration test include:

[0075] A mule car (a modified car that uses the existing car's body-in-white to modify the chassis and powertrain in the early stage of product development to examine the chassis performance) or a real car with the same chassis model is used to test the wheel center force to obtain the acceleration signal, and the acceleration signal is Fourier transformed to obtain the frequency signal, and then the acceleration power spectrum matrix G is obtained. A .

[0076] During the test, an acceleration sensor is arranged on each steering knuckle of the four wheels of the mule car or a real car of the same chassis model, wherein 4 to 5 acceleration sensors are arranged on each wheel steering knuckle, and any three acceleration sensors are not coplanar.

[0077] S200, build a simplified model for vehicle road noise analysis;

[0078] The simplified model of vehicle road noise analysis includes chassis model and simplified body model. The chassis model includes chassis suspension, front subframe, rear subframe, shock absorber, and power system. The chassis suspension, front subframe, rear subframe, shock absorber, etc. are detailed finite element models constructed by Altair Hypermesh software. The power system includes the mass, moment of inertia, and center of mass coordinates of the power system.

[0079] Since there is no body data at the chassis development stage, the present invention establishes a simplified body model based on the mass, moment of inertia and center of mass coordinates of the body, and connects the points where the chassis model and the simplified body model are attached to construct a simplified model for road noise analysis of the entire vehicle.

[0080] There are two types of connection units for the chassis model and the simplified body model: (1) bolt connection, which is simplified using rigid units; (2) bushing connection, which is simplified using cbush units. Figure 2 shown.

[0081] S300, obtaining a transfer function from the wheel center to the steering knuckle measuring point;

[0082] The frequency response analysis of the simplified model of vehicle road noise analysis constructed in step S200 is performed using simulation analysis software. A unit sinusoidal load F0sin(2πf*t) is applied to the wheel center position in the simplified model of vehicle road noise analysis, where F0=1. The acceleration response of each measuring point of the steering knuckle is output, that is, the transfer function of each frequency point is obtained, and then the acceleration transfer function matrix H is obtained. A ;

[0083] The response points in the frequency response analysis are consistent with the arrangement points (ie, measurement points) of the acceleration sensors in step S100.

[0084] S400, obtaining wheel center load;

[0085] The wheel center load power spectrum matrix is ​​obtained by formula (1):

[0086] G F =H A + G A H A +H (1)

[0087] In formula (1): G F is the wheel center load power spectrum matrix; G A is the acceleration power spectrum matrix; H A is the acceleration transfer function matrix, which is obtained by step 3; H A + is the transfer function matrix H A The inverse matrix of A +H is the inverse matrix H A + The Hermitian conjugate transposed matrix of .

[0088] Generally, H A It is not a square matrix, so it cannot be directly inverted. It needs to be decomposed by SVD and then its pseudo-inverse matrix is ​​calculated as follows:

[0089] H A =UσV H (2)

[0090] In formula (2), H A is an m×n matrix, then U, V H are m×m and n×n unitary matrices respectively, and σ is an m×n diagonal matrix:

[0091]

[0092] Then H A The inverse matrix H A + It can be obtained by the following formula (4):

[0093] H + A =V[1 / σ]U H (4)

[0094] In addition, G obtained by formula (1) F is the power spectrum matrix of the load. In order to find the wheel center load, it is necessary to perform SVD decomposition of the matrix and implement PCA decomposition:

[0095]

[0096] The wheel center load matrix is ​​obtained by calculating F in formula (5), F H is the Hermitian conjugate transposed matrix of F.

[0097] S500, obtaining the node force and speed of each attachment point between the chassis and the vehicle body;

[0098] The wheel center load obtained in step S400 is loaded into the simplified model of vehicle road noise analysis constructed in step S200, and simulation calculation is performed to output the node force and velocity of each attachment point between the chassis and the vehicle body.

[0099] The simulation calculation of the present invention adopts Altair Optistruct software, and the output of the simulation calculation is defined as follows:

[0100] Establish a node set Setout of all chassis and body attachment points. In the calculation file, specify the output physical quantities as the velocity V and node force f in the X, Y, and Z directions of each attachment point in the Setout set. The output data format is complex.

[0101] S600, obtaining the total power of each attachment point between the chassis and the vehicle body;

[0102] The total power P of each attachment point between the chassis and the body is obtained using formula (6):

[0103]

[0104] In formula (6), abs represents the amplitude of the complex number, n represents the number of attachment points, i represents the i-th attachment point, and formula (6) represents the accumulation of the power of each attachment point between the chassis and the body.

[0105] S700, draw the power sum curve and evaluate the vehicle road noise;

[0106] The total power obtained in step S600 is plotted using Altair Hypergraph software, specifically, the frequency value is used as the horizontal axis, and the total power of each attachment point between the chassis and the body after A weighting is used as the vertical axis to plot the total power curve.

[0107] The A weighting processing method adopts the existing method, which will not be repeated here.

[0108] The target setting value of the power sum curve of the present invention is summarized based on multiple vehicle model data and engineering experience, and the target setting value is defined as -20dB(A).

[0109] According to a large amount of vehicle model data, the power sum curve of the chassis and body attachment points and the vehicle road noise have a strong correlation, which is reflected in the peak of the power sum curve and the peak of the road noise curve being basically the same. Figure 3 For a car model example:

[0110] from Figure 3 It can be seen that due to the strong correlation between the power curve and road noise, the power sum curve can be used as an indicator for road noise evaluation during the chassis design stage. The specific evaluation is as follows:

[0111] (1) The total power value is ≥ the target setting value (-20 dB(A)), indicating that the road noise at the frequency corresponding to the total power is large and chassis design optimization is required;

[0112] (2) The total power value is less than the target setting value (-20dB(A)), indicating that the frequency road noise corresponding to the total power is small.

[0113] The present invention combines the chassis finite element model and the simplified body model to form a simplified model for road noise analysis of the whole vehicle, loads the tested road noise wheel center load on the model, performs power flow analysis on the chassis attachment point, uses the power sum curve as an indicator for road noise evaluation, evaluates the road noise of the whole vehicle, and advances the optimization time node of road noise evaluation to the chassis development stage, leaving enough time and space for subsequent development and optimization.

[0114] For the frequency band where the power sum curve exceeds the target setting value, diagnosis and optimization are required. The purpose of diagnosis is to find out the specific cause of the exceeding of the standard, so as to adjust the design parameters in a targeted manner. The specific diagnosis and optimization process is as follows:

[0115] (1) Diagnostic methods

[0116] For the frequency band that exceeds the standard, the frequency point with the largest total power value is selected, and the simplified model of vehicle road noise analysis constructed in step S200 is used to perform modal contribution analysis and operational deformation mode analysis (ODS: Operational Deflection Shape Analysis).

[0117] Modal contribution analysis (such as Figure 4The optimization is done by using the Modal / Panel participation tool under the NVH menu of the Altair Hyperview software (as shown in the figure). According to the modal contribution analysis results, the top three modes with higher contributions are selected, and the animation of the response modes is viewed using the Altair Hyperview software to determine the chassis components that cause the power value to exceed the standard, which are then used as the objects for subsequent optimization.

[0118] (2) Optimization method

[0119] a) Definition of design variables: Using the results of the above diagnostic analysis, determine the design parameters that need to be optimized, set these design parameters as variables in the Hypermesh software, and define the upper and lower limits of the variables based on the actual problem.

[0120] b) Definition of response: Using Altair Compose software, the power value of the frequency point exceeding the standard is used to establish the third type response function as follows:

[0121] R P =abs(F i *V i )

[0122] Where Rp is the objective function, abs represents the amplitude of the complex number, and i is the frequency value that exceeds the standard.

[0123] c) The optimization goal is to minimize the above response function. Altair Optisruct is used to perform optimization analysis, and the above third type response function calculation program is called during the optimization process.

[0124] d) Finally find the optimal design parameter value.

[0125] The embodiment of the present invention further provides a vehicle road noise evaluation system, comprising:

[0126] The acceleration test unit is used to perform acceleration test on the steering knuckle of a real vehicle and obtain the acceleration power spectrum matrix;

[0127] A model building unit, used to build a simplified model for vehicle road noise analysis;

[0128] A first acquisition unit is used to acquire a transfer function from the wheel center to the steering knuckle measurement point;

[0129] A second acquisition unit is used to acquire the wheel center load;

[0130] A third acquisition unit is used to acquire the node force and velocity of each attachment point between the chassis and the vehicle body;

[0131] A fourth acquisition unit, used to acquire the total power of each attachment point between the chassis and the vehicle body;

[0132] The road noise evaluation unit is used to draw the power sum curve and evaluate the road noise of the entire vehicle.

[0133] An embodiment of the present invention further provides a computer-readable medium, wherein the computer-readable storage medium stores at least one program executable by a computer, and when the at least one program is executed by the computer, the computer executes the steps in the vehicle road noise evaluation method as described above.

[0134] Those skilled in the art can understand that all or part of the processes in the above-mentioned embodiment methods can be completed by instructing the relevant hardware through a computer program, and the program can be stored in a non-volatile computer-readable storage medium. When the program is executed, it can include the processes of the embodiments of the above-mentioned methods. Among them, any reference to memory, storage, database or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory. Non-volatile memory may include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM) or flash memory. Volatile memory may include random access memory (RAM) or external cache memory. As an illustration and not limitation, RAM is available in many forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link (Synchlink) DRAM (SLDRAM), memory bus (Rambus) direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM).

[0135] The above technical solution is only one implementation mode of the present invention. For those skilled in the art, it is easy to make various types of improvements or modifications based on the principles disclosed in the present invention, and it is not limited to the technical solution described in the above specific embodiments of the present invention. Therefore, the above description is only preferred and does not have a restrictive meaning.

Claims

1. A vehicle road noise evaluation method, characterized in that: The specific steps include: Conduct a real vehicle steering knuckle acceleration test to obtain the acceleration power spectrum matrix; Construct a simplified model for vehicle road noise analysis; Get the transfer function from the wheel center to the steering knuckle measuring point; Obtain wheel center load; Obtain the nodal forces and velocities at each attachment point between the chassis and the vehicle body; Get the total power of each attachment point between the chassis and the body; Draw the power sum curve and evaluate the vehicle road noise.

2. The vehicle road noise evaluation method according to claim 1, characterized in that: Conduct a real vehicle steering knuckle acceleration test to obtain the acceleration power spectrum matrix. The specific operations include: A mule car or a real car with the same chassis model is used to test the wheel center force to obtain an acceleration signal, and the acceleration signal is subjected to Fourier transform to obtain a frequency signal, thereby obtaining an acceleration power spectrum matrix.

3. The vehicle road noise evaluation method according to claim 2, characterized in that: During the test, an acceleration sensor is arranged on each steering knuckle of the four wheels of the mule car or a real car with the same chassis model, wherein 4 to 5 acceleration sensors are arranged on each wheel steering knuckle, and any three acceleration sensors are not coplanar.

4. The vehicle road noise evaluation method according to claim 1, characterized in that: Construct a simplified model for vehicle road noise analysis. The specific operations include: The simplified model for vehicle road noise analysis includes a chassis model and a simplified body model; The chassis model includes a chassis suspension, a front subframe, a rear subframe, a shock absorber, and a power system, wherein the chassis suspension, the front subframe, the rear subframe, and the shock absorber are finite element models, and the power system includes the mass, moment of inertia, and center of mass coordinates of the power system; A simplified body model is established according to the mass, moment of inertia and center of mass coordinates of the body, and the points where the chassis model and the simplified body model are connected are connected to form a simplified model for road noise analysis of the entire vehicle.

5. The vehicle road noise evaluation method according to claim 1, characterized in that: Get the transfer function from the wheel center to the steering knuckle measurement point. The specific operations include: The frequency response analysis of the simplified model of vehicle road noise analysis is carried out. A unit sinusoidal load F0sin(2πf*t) is applied to the wheel center position of the simplified model of vehicle road noise analysis, where F0=1. The acceleration response of each test point of the steering knuckle is output, that is, the transfer function of each frequency point is obtained, and then the acceleration transfer function matrix H is obtained. A .

6. The vehicle road noise evaluation method according to claim 1, characterized in that: Obtain wheel center load. The specific operations include: First, the wheel center load power spectrum matrix is ​​obtained by formula (1): G F =H A + G A H A +H (1) In formula (1): G F is the wheel center load power spectrum matrix; G A is the acceleration power spectrum matrix; H A is the acceleration transfer function matrix; H A + is the inverse matrix of the transfer function matrix; H A +H is the inverse matrix H A + The Hermitian conjugate transposed matrix of ; The power spectrum matrix G of the wheel center load F Perform SVD decomposition and get: G F =FF H (2) In formula (2), F is the wheel center load matrix, F H is the Hermitian conjugate transposed matrix of F.

7. The vehicle road noise evaluation method according to claim 1, characterized in that: Obtain the node forces and velocities at each attachment point between the chassis and the body. The specific operations include: The obtained wheel center load is loaded into the simplified model of vehicle road noise analysis, and simulation calculation is performed to output the node force and velocity of each attachment point between the chassis and the body. The output of the simulation calculation is defined as follows: Establish a node set Setout of all chassis and body attachment points. In the calculation file, specify the output physical quantities as the velocity V and node force f in the X, Y, and Z directions of each attachment point in the Setout set. The output data format is complex.

8. The vehicle road noise evaluation method according to claim 1, characterized in that: Get the total power of each attachment point between the chassis and the body. The specific operations include: Formula (3) is used to obtain the total power P of each attachment point between the chassis and the body: Where abs represents the amplitude of the complex number, n represents the number of attachment points, and i represents the i-th attachment point.

9. The vehicle road noise evaluation method according to claim 1, characterized in that: Draw the power sum curve. The specific operations include: The power sum curve is drawn with the frequency value as the horizontal axis and the sum of the powers of the attachment points between the chassis and the body after A-weighting as the vertical axis.

10. The vehicle road noise evaluation method according to claim 1, characterized in that: Evaluate the road noise of the whole vehicle. The specific operations include: The power sum curve is used as an indicator for road noise evaluation. The specific evaluation is as follows: If the total power value is ≥ the target setting value, it means that the road noise at the frequency corresponding to the total power is large and chassis design optimization is required; If the total power value is less than the target setting value, it indicates that the road noise at the frequency corresponding to the total power is small.

11. A vehicle road noise evaluation system, characterized in that: include: The acceleration test unit is used to perform acceleration test on the steering knuckle of a real vehicle and obtain the acceleration power spectrum matrix; A model building unit, used to build a simplified model for vehicle road noise analysis; A first acquisition unit is used to acquire a transfer function from the wheel center to the steering knuckle measurement point; A second acquisition unit is used to acquire the wheel center load; A third acquisition unit is used to acquire the node force and velocity of each attachment point between the chassis and the vehicle body; A fourth acquisition unit, used to acquire the total power of each attachment point between the chassis and the vehicle body; The road noise evaluation unit is used to draw the power sum curve and evaluate the road noise of the entire vehicle.

12. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores at least one computer-executable program, and when the at least one program is executed by the computer, the computer executes the steps of the vehicle road noise evaluation method according to any one of claims 1 to 10.

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