Cab vibration load spectrum and structural noise calculation method, system and device and medium

Abstract

The invention discloses a cab vibration load spectrum and structural noise calculation method, system and device and a medium, relates to the field of engineering vehicle design and is used for achieving calculation of a cab vibration load spectrum and / or structural noise. The method comprises the following steps: acquiring data information of a road surface; constructing a virtual test field pavement; acquiring parameters of the tire model; establishing a whole vehicle dynamics model; based on the virtual test field road surface and the whole vehicle dynamic model, the exciting force of the suspension point of the cab model in the whole vehicle is obtained; based on the actual cab, a vibration transfer function and / or a vibration sound transfer function are / is obtained; and according to the exciting force and the vibration transfer function of the suspension point of the cab model in the whole vehicle, calculating to obtain a vibration load spectrum, and / or according to the exciting force and the vibration sound transfer function of the suspension point of the cab model in the whole vehicle, calculating to obtain the structural noise of the cab. According to the scheme, the vibration load spectrum and the structural noise of the cab can be obtained more accurately, and calculation is more convenient and effective.

Description

Technical Field

[0001] The invention relates to the field of engineering vehicle design, and in particular to a method, system, device and medium for calculating a vibration load spectrum and structural noise of a cab. Background Art

[0002] In order to obtain the vibration load spectrum of the key components of the cab, it is necessary to install sensors at the corresponding positions of the actual vehicle and drive the vehicle on the actual test site roads or the actual roads of the user according to the working conditions to collect the corresponding load spectrum. In order to obtain the structural noise in the cab, it is usually necessary to install a microphone next to the driver's ear in the actual vehicle cab, drive on the actual test site roads or the actual roads of the user, obtain the indoor noise under different working conditions, and combine the working conditions and frequency decomposition to form structural noise.

[0003] The inventors have found that there are at least the following problems in the prior art: this method, whether obtaining the vibration load spectrum or the structural noise, is based on the premise that the prototype has been trial-produced and used as a test vehicle, and the load spectrum acquisition test cycle is long and the cost is high. Summary of the invention

[0004] The present invention provides a method, system, device and medium for calculating a vibration load spectrum and structural noise of a cab, so as to realize the calculation of the vibration load spectrum and / or structural noise of the cab.

[0005] The embodiment of the present invention provides a method for calculating a cab vibration load spectrum and structural noise, comprising the following steps:

[0006] Obtaining road surface data information;

[0007] constructing a virtual test field road surface according to the data information of the road surface;

[0008] Get the parameters of the tire model;

[0009] Based on the parameters of the tire model, a vehicle dynamics model is established;

[0010] Based on the virtual test field road surface and the whole vehicle dynamics model, obtaining the excitation force of the suspension point of the cab model in the whole vehicle;

[0011] Based on the actual cab, a vibration transfer function from the cab suspension point to the set component position and / or a vibration-acoustic transfer function from the cab suspension point to the driver's ear is obtained;

[0012] The vibration load spectrum is calculated based on the excitation force of the suspension point of the cab model in the whole vehicle and the vibration-acoustic transfer function, and / or the structural noise of the cab is calculated based on the excitation force of the suspension point of the cab model in the whole vehicle and the vibration-acoustic transfer function.

[0013] In some embodiments, the road surface is one of the following: a standard test field road surface, an actual road surface.

[0014] In some embodiments, the actual road surface is one of the following: a ramp, a cobblestone road, a washboard road, and a Belgian road.

[0015] In some embodiments, the road surface data information is one of the following: point cloud data, 3D model data.

[0016] In some embodiments, data information of the road surface is acquired by scanning.

[0017] In some embodiments, the step of obtaining parameters of the tire model based on the virtual proving ground road surface specifically includes the following steps:

[0018] Carry out working condition tests based on tire mechanical test bench;

[0019] According to the working condition test, obtaining mechanical characteristic parameters of the tire model;

[0020] Based on the mechanical characteristic parameters of the tire model, Ftire tire model parameter identification is carried out to obtain a Ftire tire model within a set frequency range.

[0021] In some embodiments, the working condition includes at least one of the following: a side slip test, a longitudinal slip test, and a bump over test.

[0022] In some embodiments, the set frequency range is 0 to 150 Hz.

[0023] In some embodiments, after the step of establishing the vehicle dynamics model, the following steps are also included:

[0024] The cab of the whole vehicle dynamics model is softened.

[0025] In some embodiments, the step of obtaining the vibration transfer function from the cab suspension point to the set component position based on the actual cab specifically includes the following steps:

[0026] The actual cab is tested by a hammer method or a vibration exciter method to obtain the vibration transfer function.

[0027] In some embodiments, the step of obtaining the vibration-acoustic transfer function from the cab suspension point to the driver's ear based on the actual cab specifically includes the following steps:

[0028] The vibration-acoustic transfer function is obtained by performing a hammering method or a vibration exciter method test, or a volume sound source test and a reciprocity principle on the actual cab.

[0029] The embodiment of the present invention further provides a cab vibration load spectrum and structure noise calculation system, comprising:

[0030] A scanning module is configured to obtain data information of a road surface;

[0031] A virtual proving ground road surface module is communicatively connected with the scanning module, and the virtual proving ground road surface module is configured to construct a virtual proving ground road surface according to the road surface data information acquired by the scanning module;

[0032] A tire model parameter acquisition module is configured to acquire parameters of the tire model;

[0033] A vehicle dynamics model module is communicatively connected with the tire model parameter acquisition module, and the vehicle dynamics model module is configured to establish a vehicle dynamics model based on the parameters of the tire model acquired by the tire model parameter acquisition module, and output an excitation force of a suspension point of a cab model in the vehicle;

[0034] a transfer path test rig configured to test an actual cab;

[0035] a transfer path testing module, configured to obtain a vibration transfer function and / or a vibro-acoustic transfer function based on a test of an actual cab by the transfer path testing device;

[0036] A calculation module is communicatively connected to the transfer path test module, and the calculation module is constructed to: calculate the vibration load spectrum according to the excitation force of the suspension point of the cab model in the whole vehicle and the vibration-vibration transfer function, and / or calculate the structural noise of the cab according to the excitation force of the suspension point of the cab model in the whole vehicle and the vibration-acoustic transfer function.

[0037] The embodiment of the present invention further provides a device for calculating a cab vibration load spectrum and structural noise, comprising:

[0038] Memory; and

[0039] A processor coupled to the memory, the processor being configured to execute, based on instructions stored in the memory, a method for calculating a vibration load spectrum and structural noise of a cab as provided by any technical solution of the present invention.

[0040] An embodiment of the present invention further provides a computer-readable storage medium having a computer program stored thereon. When the program is executed by a processor, the method for calculating the vibration load spectrum and structural noise of a cab provided by any technical solution of the present invention is implemented.

[0041] The method for calculating the vibration load spectrum and structural noise of the cab provided by the above technical solution adopts a combination of virtual and real methods, obtains the excitation force of the suspension points of the cab model in the whole vehicle in a simulation manner, and obtains the vibration transfer function and / or vibration-acoustic transfer function of the actual cab by testing the actual cab. According to the excitation force of the suspension points of the cab model and the vibration-acoustic transfer function of the actual cab, the vibration load spectrum of the cab can be calculated; according to the excitation force of the suspension points of the cab model and the vibration-acoustic transfer function of the actual cab, the structural noise of the cab can be calculated. It can be seen that the technical solution of the embodiment of the present invention adopts a combination of virtual and real methods, with some parameters coming from the simulation model and some parameters coming from the actual product. The accuracy of the vibration load spectrum and structural noise finally obtained is much higher than the test data using simulation alone.

[0042] The technical solution of the embodiment of the present invention can avoid completely relying on the test of physical prototypes during product development, avoiding complicated and costly experimental work. When a physical cab is available, there is no need to build a physical vehicle, and the vibration load spectrum and the structural noise in the cab of the cab setting component position under different standard test field roads and different vehicle speed conditions of the user's actual road can be calculated earlier. The setting component position is a position selected in advance, such as a position where fatigue damage occurs or is likely to occur, such as a weld position.

[0043] The technical solution of the embodiment of the present invention does not completely rely on simulation. It only needs to combine the virtual test field with the whole vehicle dynamics model to obtain the excitation force of the passive section of the cab suspension, and then obtain the vibration transfer function from the cab suspension installation point to the key component position and the vibration-acoustic transfer function to the position near the driver's ear through testing, and finally use them for the calculation of the vibration load spectrum and structural noise. This can avoid the calculation errors caused by the cab structure and acoustic finite element analysis, and obtain the vibration load spectrum and structural noise results more quickly and accurately.

[0044] By adopting the method of the embodiment of the present invention, the vibration load spectrum of the cab and the structural noise of the cab can be obtained more accurately, and the calculation is more convenient and effective. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] The drawings described herein are used to provide a further understanding of the present invention and constitute a part of this application. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0046] Figure 1 A schematic diagram of a method for calculating a cab vibration load spectrum and structural noise provided by an embodiment of the present invention.

[0047] Figure 2 A schematic diagram of obtaining parameters of a tire model by a cab vibration load spectrum and a structural noise calculation method provided in an embodiment of the present invention.

[0048] Figure 3 Schematic diagram of a virtual test field road surface constructed for the cab vibration load spectrum and structure-borne noise calculation method provided in an embodiment of the present invention.

[0049] Figure 4 Schematic diagram of the Z-direction exciting force obtained by the cab vibration load spectrum and structural noise calculation method provided in an embodiment of the present invention.

[0050] Figure 5 A schematic diagram of the Z-direction vibration load spectrum obtained by the cab vibration load spectrum and structural noise calculation method provided in an embodiment of the present invention.

[0051] Figure 6 A schematic diagram of the data storage obtained by the method for calculating the vibration load spectrum and structural noise of the cab provided in an embodiment of the present invention.

[0052] Figure 7 A schematic diagram of the structure of a cab vibration load spectrum and structure-borne noise calculation system provided by an embodiment of the present invention.

[0053] Reference numerals:

[0054] 1. Scanning module; 2. Virtual test field road surface module; 3. Tire model parameter acquisition module; 4. Vehicle dynamics model module; 5. Transfer path test device; 6. Transfer path test module; 7. Calculation module. DETAILED DESCRIPTION

[0055] Combine the following Figure 1 to Figure 7 The technical solution provided by the present invention is described in more detail. The description of the exemplary embodiments is merely illustrative and is by no means intended to limit the present disclosure and its application or use. The present disclosure can be implemented in many different forms and is not limited to the embodiments described herein. These embodiments are provided to make the present disclosure thorough and complete and to fully express the scope of the present disclosure to those skilled in the art. It should be noted that unless otherwise specifically stated, the relative arrangement of the components and steps, the composition of the materials, the numerical expressions and the numerical values ​​described in these embodiments should be interpreted as being merely exemplary and not limiting.

[0056] The words "first", "second" and similar words used in this disclosure do not indicate any order, quantity or importance, but are only used to distinguish different parts. The words "include" or "comprise" and similar words mean that the elements before the word include the elements listed after the word, and do not exclude the possibility of also including other elements.

[0057] In the present disclosure, when a specific device is described as being located between a first device and a second device, there may or may not be an intermediate device between the specific device and the first device or the second device. When a specific device is described as being connected to other devices, the specific device may be directly connected to the other devices without an intermediate device, or may not be directly connected to the other devices but have an intermediate device.

[0058] All terms used in the present disclosure, including technical terms or scientific terms, have the same meanings as those understood by ordinary technicians in the field to which the present disclosure belongs, unless otherwise specifically defined. It should also be understood that terms defined in general dictionaries, such as general dictionaries, should be interpreted as having meanings consistent with their meanings in the context of the relevant technology, and should not be interpreted in an idealized or extremely formal sense, unless explicitly defined herein.

[0059] Technologies, methods, and equipment known to ordinary technicians in the relevant art may not be discussed in detail, but where appropriate, the technologies, methods, and equipment are considered part of the specification.

[0060] The dimensions of the various parts shown in the drawings are not drawn according to the actual proportional relationship. In the drawings, the same reference numerals are attached to common structural elements or structural elements of the same type, and their repeated descriptions are appropriately omitted.

[0061] After research, the inventor found that: in the process of product development, it is often necessary to understand the vibration fatigue characteristics and structural noise of the cab early, especially before the trial production of the whole vehicle product, so as to optimize the chassis system and the cab suspension system in advance and obtain better vibration characteristics and noise characteristics during product trial production. To obtain the above-mentioned vibration characteristics and noise characteristics earlier, a joint simulation method such as a virtual test field, power simulation and finite element simulation can be used. Although this can reduce complicated experimental work, it will inevitably introduce simulation errors, poor simulation effects, and low simulation accuracy. The method of the embodiment of the present invention solves this problem.

[0062] Figure 1 A schematic diagram of a method for calculating a cab vibration load spectrum and structural noise provided by an embodiment of the present invention. Figure 2 A schematic diagram of obtaining parameters of a tire model by a cab vibration load spectrum and a structural noise calculation method provided in an embodiment of the present invention. Figure 3 Schematic diagram of a virtual test field road surface constructed for the cab vibration load spectrum and structure-borne noise calculation method provided in an embodiment of the present invention. Figure 4 Schematic diagram of the Z-direction exciting force obtained by the cab vibration load spectrum and structural noise calculation method provided in an embodiment of the present invention. Figure 5 A schematic diagram of the Z-direction vibration load spectrum obtained by the cab vibration load spectrum and structural noise calculation method provided in an embodiment of the present invention. Figure 6 A schematic diagram of the data storage obtained by the method for calculating the vibration load spectrum and structural noise of the cab provided in an embodiment of the present invention.

[0063] See also Figure 1 The embodiment of the present invention provides a method for calculating a cab vibration load spectrum and structural noise, comprising the following steps:

[0064] Step S100, obtaining road surface data information.

[0065] In step S100, data information of the road surface is acquired by scanning. The data information may be point cloud information or 3D model data. The road surface may be one of the following: a standard test field road surface or an actual road road surface. The standard test field road surface is a road surface established according to a standard, and the standard test field road surface is simpler than the actual road road surface. The actual road road surface is a road surface on which actual vehicles travel, and the road surface conditions are complex.

[0066] In some embodiments, the actual road surface is one of the following: a ramp, a cobblestone road, a washboard road, and a Belgian road.

[0067] For example, if the data to be acquired is point cloud data, the road surface is scanned with the help of a vehicle-mounted scanning system to obtain point cloud data of the road surface geometry. Point cloud is a set of vectors in a three-dimensional coordinate system. These vectors represent the position of a point in space in the form of X, Y, and Z three-dimensional coordinates. Point cloud data can be acquired in a variety of ways, such as laser scanning, photogrammetry and other technologies.

[0068] Taking laser scanning as an example, a laser scanner will emit a laser beam to the surface of an object, and then calculate the distance from the scanner to the point on the surface of the object based on the time of laser reflection. At the same time, combined with the position and angle information of the scanner itself, the three-dimensional coordinates of the point on the surface of the object can be determined. The numerous points obtained by this scan constitute a point cloud. The point cloud data volume is large and can record a large amount of spatial point information. The point cloud data of the road surface may contain hundreds of thousands, millions, or even more points.

[0069] 3D model data is a structured representation of a three-dimensional object or scene. 3D model data not only contains geometric information (such as the shape and size of the road surface), but may also contain material information (such as the color and texture of the road surface), lighting information, etc.

[0070] Step S200: constructing a virtual test field road surface according to the road surface data information.

[0071] Step S200 is performed after step S100. Based on the original point cloud of the road surface and the road centerline data, a CRG virtual road surface model can be constructed. The virtual test field road surface CRG virtual road surface model is a road surface model with a regular grid of road centerlines. Figure 3As shown, after the accuracy of the point cloud file and the CRG road surface model file is verified, the formed virtual test field road surface is stored in the database of the simulation data management system for use in the subsequent step S500.

[0072] Step S300, obtaining parameters of the tire model.

[0073] In the above step S300, various working condition tests such as lateral deviation, longitudinal slip, and bump passing of the tire model are carried out by relying on the tire mechanical test bench to obtain various mechanical performance parameters of the tire model. Based on these parameters, the FTire tire model parameter identification is carried out to form a high-frequency, high-precision, nonlinear Ftire tire model with an effective frequency range of 0 to 150 Hz. The formed Ftire tire model is stored in the database of the simulation data management system introduced later.

[0074] FTire is a high-precision tire model that can describe in detail the mechanical properties of tires under various working conditions (such as different vehicle speeds, road conditions, loads, etc.). The model takes into account the complex structure and material properties of the tire, including the elasticity, damping and friction characteristics of the carcass, belt layer, tread rubber and other parts. For example, it can simulate the forces and moments generated by the contact between the tread and the road during the rolling process of the tire, which have a crucial impact on the dynamic performance of the vehicle (such as handling, comfort, etc.).

[0075] Tire model parameter identification means: determining the specific values ​​of each parameter in the FTire tire model through specific methods and experimental data. These parameters include tire geometric parameters (such as tire radius, width, flatness, etc.), physical parameters (such as tire stiffness, damping coefficient, etc.) and friction parameters (such as friction coefficient between tire and road surface, etc.). Accurate parameters are crucial to the effectiveness of the tire model. Only when the parameters in the model match the characteristics of the actual tire can the tire model accurately simulate the behavior of the tire under actual working conditions. In vehicle dynamics simulation, if the parameters of the tire model are inaccurate, the simulation results of the vehicle's handling performance (such as steering, braking, etc.) will be far from the actual situation.

[0076] The above step S300 obtains various mechanical performance parameters of the tire model based on the tire mechanical test bench. The obtained parameters are highly accurate, which provides a guarantee for the subsequent accurate acquisition of the vibration load spectrum and structural noise.

[0077] Specifically, the following method may be used to obtain the parameters of the tire model in step S300:

[0078] Step S301, carrying out a working condition test based on a tire mechanics test bench.

[0079] Step S302, obtaining mechanical characteristic parameters of the tire model according to the working condition test. In some embodiments, the working condition includes at least one of the following: a side slip test, a longitudinal slip test, and a bump test. Through multiple working condition tests, the mechanical characteristics of the tire model under different working conditions can be more comprehensively obtained.

[0080] Step S303: Based on the mechanical characteristic parameters of the tire model, perform Ftire tire model parameter identification to obtain a Ftire tire model in a set frequency range. The set frequency range is 0 to 150 Hz, such as 0 Hz, 50 Hz, 100 Hz, 150 Hz, etc.

[0081] Step S400: establishing a vehicle dynamics model based on the parameters of the tire model.

[0082] Step S400 is after step S300. Step S100 and step S300 are not in any order and can be performed simultaneously or sequentially, for example, step S100 is before step S300, or step S300 is before step S100. Step S200 and step S400 are not in any order and can be performed simultaneously or sequentially, for example, step S200 is before step S400, or step S400 is before step S200.

[0083] Before establishing the vehicle dynamics model, the existing vehicle CAD model can be called, and on this basis, the vehicle dynamics model can be established based on the parameters of the tire model. Specifically, the topological relationship, hard point location, mass attributes, kinematic pairs connected between components, and the characteristics of elastic elements and damping elements are defined according to the structural characteristics of each system, and the vehicle dynamics model is established to experimentally obtain the parameters of elastic components such as suspension system components and suspension components.

[0084] Step S400 also includes the following: the cab of the vehicle dynamics model can be softened. The cab is softened, and a rigid-flexible coupling dynamics model of the whole machine is created by combining the structural characteristics of the whole vehicle and the relative motion relationship between systems. The model is the softened vehicle dynamics model in step S400.

[0085] Here, flexibility refers to considering the elastic properties of the cab structure, rather than simply treating it as a rigid body. Softening is to treat the cab as an elastic body that can produce a certain degree of deformation. From a material perspective, the elastic modulus, Poisson's ratio and other material parameters of the material used in the cab structure will be determined during the softening process. These parameters are used to build a model that can reflect the true elastic behavior of the cab. In addition, during the softening process, the structure of the cab will be modeled more finely. This includes accurately reflecting the geometric shapes and connection relationships of each component of the cab, such as the frame, shell, and interior, in the model. The constructed cab model no longer simply regards the cab as a whole box, but goes deep into the various structural units such as beams and plates inside the cab and their connection relationships.

[0086] The above technical solution softens the cab during the process of constructing the vehicle dynamics model, which can more realistically reflect the excitation force on the cab suspension position, so that the subsequent step S700 can more accurately obtain the vibration load spectrum and structural noise.

[0087] Step S500, based on the virtual test field road surface and the vehicle dynamics model, the excitation force of the suspension point of the cab model in the whole vehicle is obtained.

[0088] The suspension points of the cab model refer to the connection points between the cab model and the frame model, taking four suspension points as an example.

[0089] In the above step S500, the excitation force of the suspension point of the cab model in the whole vehicle is obtained through simulation. The whole vehicle dynamics model established in step S400 is used to carry out unloaded or fully loaded driving simulation calculations under different road surfaces and vehicle speed conditions in the CRG virtual road model to obtain the excitation forces in three directions of the passive end of the cab suspension point under different conditions, such as Figure 4 As shown. The three directions here refer to the XYZ directions. The XYZ coordinate system established can take a certain point in the cab as the origin, and the XYZ directions can be set as needed. In this article, XY is located in the horizontal plane, and the Z direction is along the height direction of the cab.

[0090] Step S600: based on the actual cab, obtaining a vibration transfer function from the cab suspension point to the set component position and / or a vibration-acoustic transfer function from the cab suspension point to the driver's ear.

[0091] There is no particular order for step S600 and step S100 and step S300, and they can be performed simultaneously or one after the other, for example, step S600 is performed before step S300 and step S100, or step S600 is performed before step S100 and step S300.

[0092] The above step S600 is a step of obtaining the cab transfer function, and specifically obtaining the required transfer function through an experimental method.

[0093] The vibration transfer function from the cab suspension point to the set component position can be obtained by hammering or vibration exciter test. The set component position is a pre-set position, which is prone to fatigue damage, such as the weld position. The vibration transfer function is called vibration sensitivity, which refers to the ratio of the vibration response inside the vehicle to the excitation force on the vehicle body. It is an existing function. During the vehicle design stage, the vibration transfer function can be used to predict the vibration conditions inside the vehicle.

[0094] The vibration-acoustic transfer function from the cab suspension point to the driver's ear can be obtained by hammering or vibrator testing. Alternatively, the sound-acoustic transfer function from the cab driver's ear to the suspension point can be obtained by using a volume sound source test, and the vibration-acoustic transfer function from the cab suspension point to the driver's ear (driver's ear noise) can be obtained based on the reciprocity principle. The vibration-acoustic transfer function is used to describe the transmission characteristics of vibration and sound in the system. It is used to characterize the relationship between the vibration generated by the vibration source being transmitted to a certain position through a certain path and the sound pressure generated at that position. It reflects the transmission law and characteristics between vibration and sound, and is an existing function.

[0095] The results of the vibration transfer function and the vibration-acoustic transfer function obtained in step S600 are stored in the experimental data management system. The vibration transfer function and the vibration-acoustic transfer function are in three directions, XYZ, that is, there are three vibration transfer functions and three vibration-acoustic transfer functions. For any transfer function: the first transfer function represents the transfer function in the X direction, the second transfer function represents the transfer function in the Y direction, and the third transfer function represents the transfer function in the Z direction.

[0096] Step S700, calculating the vibration load spectrum according to the excitation force and vibration-acoustic transfer function of the suspension points of the cab model in the whole vehicle, and / or calculating the structural noise of the cab according to the excitation force and vibration-acoustic transfer function of the suspension points of the cab model in the whole vehicle.

[0097] In step S700, according to the three-way excitation force of the four suspension points of the cab obtained in step S500 and the vibration transfer function from the suspension point to the set component position in three directions obtained in step S600, the two are multiplied and linearly superimposed to obtain the vibration load spectrum in three directions at each set component position, such as Figure 5 shown.

[0098] In step S700, the three-way excitation force of the four suspension points of the cab obtained in step S500 and the three-way vibration-acoustic transfer function from the suspension point to the driver's ear obtained by the test in step S600 are multiplied and linearly superimposed to obtain the structural noise at the driver's ear.

[0099] like Figure 6 As shown, the method for calculating the vibration load spectrum and structural noise of the cab provided by the present invention establishes a virtual test field according to the standard test field road surface and the actual user road surface, establishes a vehicle dynamics model in combination with the tire parameter identification result, and carries out vehicle dynamics simulation analysis in combination with the above-mentioned virtual test field to obtain the force loads of each suspension installation point of the cab under different road types and different vehicle speed conditions; carries out vibration transfer function tests from each suspension installation point of the actual cab to the position of key components, and acoustic vibration transfer function tests from each suspension installation point of the cab to the driver's ear, obtains the corresponding transfer functions, and then multiplies them with the above-mentioned force loads and linearly superimposes them, so as to obtain the vibration load spectrum of the key component positions of the cab and the indoor structural noise.

[0100] Figure 7 A schematic diagram of the structure of a cab vibration load spectrum and structure-borne noise calculation system provided by an embodiment of the present invention.

[0101] See also Figure 7 An embodiment of the present invention also provides a cab vibration load spectrum and structural noise calculation system, including a scanning module 1, a virtual test field road surface module 2, a tire model parameter acquisition module 3, a vehicle dynamics model module 4, a transfer path test device 5 and a calculation module 7.

[0102] The scanning module 1 is configured to acquire data information of a road surface.

[0103] The virtual proving ground road surface module 2 is in communication connection with the scanning module 1, and is configured to construct a virtual proving ground road surface according to the road surface data information acquired by the scanning module 1. The virtual proving ground road surface module 2 can provide a virtual road surface for dynamic simulation of various road driving conditions of the vehicle.

[0104] The tire model parameter acquisition module 3 is configured to acquire parameters of the tire model. The tire model parameter acquisition module 3 includes tire parameter testing hardware and identification software, which are used to acquire tire mechanical characteristic parameters and establish a tire model for dynamic simulation.

[0105] The vehicle dynamics model module 4 is in communication connection with the tire model parameter acquisition module 3. The vehicle dynamics model module 4 is constructed to establish a vehicle dynamics model based on the parameters of the tire model acquired by the tire model parameter acquisition module 3, and output the excitation force of the suspension point of the cab model in the vehicle. The vehicle dynamics module can establish a vehicle dynamics simulation model, combine the above-mentioned test field virtual road surface and tire model, carry out vehicle dynamics simulation of various driving conditions under different road surfaces, and output the excitation force of the passive end of the cab suspension.

[0106] The transfer path test rig 5 is configured to test an actual cab. The transfer path test rig 5 is hardware used to develop the vibration and acoustic transfer paths from the physical cab suspension locations to the key component locations and to the driver's ears.

[0107] The transfer path testing module 6 is configured to obtain a vibration transfer function and / or a vibro-acoustic transfer function based on a test of an actual cab by the transfer path testing device 5 .

[0108] The calculation module 7 is communicatively connected with the transfer path test module 6, and the calculation module 7 is constructed to calculate the vibration load spectrum according to the excitation force and vibration-vibration transfer function of the suspension point of the cab model in the whole vehicle, and / or calculate the structural noise of the cab according to the excitation force and vibration-acoustic transfer function of the suspension point of the cab model in the whole vehicle.

[0109] The models and data obtained from the above modules can be imported into the simulation design platform. Figure 6 As shown in the figure, the simulation design platform includes product data management system, simulation data management system, experimental data management system, etc., and data exchange and transmission are realized among the three systems. The simulation design platform is driven by a mixture of data and models. The whole vehicle CAD model is stored in the product data management system; the simulation data management system includes a database, a multidisciplinary integrated simulation platform such as integrated dynamics, acoustics, fluid mechanics, and software. Experimental data such as transfer functions are stored in the experimental data management system.

[0110] Based on this simulation design platform, it is possible to obtain product CAD models from the product data management system, obtain load data and other data used for simulation calculations from the experimental data management system, and pass them to the simulation data management system, in which dynamics, acoustics and other simulations and optimizations are implemented, and the product three-dimensional model improvement design is completed in the product data management system based on the simulation optimization results.

[0111] The process of calculating the cab vibration load spectrum and structural noise by using the simulation design platform and applying the above-mentioned cab vibration load spectrum and structural noise calculation is as follows, see Figure 6 and Figure 7 .

[0112] The first step is to select a standard test site road surface, including various ramps, cobblestone roads, washboard roads, Belgian roads and other performance roads, as well as the actual driving roads of users, as the roads to be scanned.

[0113] The second step is to establish a virtual test field road surface and build a CRG virtual road surface model based on the original point cloud of the road surface and the road centerline data. Figure 3 As shown, after the accuracy of the point cloud file and the CRG pavement model file is verified, the formed virtual test field pavement is stored in the database of the simulation data management system.

[0114] The third step is to identify tire parameters and conduct tire performance tests. Relying on the tire mechanical test bench, various working condition tests such as side slip, longitudinal slip, and bump crossing are carried out to obtain various mechanical performance parameters of the tire. Based on these parameters, the FTire tire model parameter identification is carried out to form a high-frequency, high-precision, nonlinear Ftire tire model with an effective frequency range of 0 to 150 Hz. The formed Ftire tire model is stored in the database of the simulation data management system.

[0115] The fourth step is to call the vehicle CAD model transmitted by the product management system and the tire model in the database in the multidisciplinary integrated simulation platform of the simulation data management system to establish a vehicle dynamics model. According to the structural characteristics of each system, the topological relationship, hard point position, mass attributes, kinematic pairs connecting components, and the characteristics of elastic elements and damping elements are defined to establish a vehicle dynamics model. The parameters of elastic components such as suspension system components and suspension components are obtained through experiments. At the same time, the cab is flexibly processed. Combined with the structural characteristics of the whole vehicle and the relative motion relationship between systems, a rigid-flexible coupling dynamics model of the whole machine is created.

[0116] The fifth step is to carry out dynamic simulation on the multidisciplinary integrated simulation platform in combination with the virtual test field road surface to obtain the excitation force of the cab suspension point. The vehicle dynamics model established in the fourth step is used to carry out unloaded or fully loaded driving simulation calculations under different road surfaces and vehicle speed conditions on the CRG virtual road surface to obtain the excitation forces in three directions of the passive end of the cab suspension point under different conditions, such as Figure 4 shown.

[0117] Step 6: The cab transfer function test is to obtain the vibration transfer function from the cab suspension point to the set component position and the vibration-acoustic transfer function from the cab suspension point to the driver's ear through the hammer method or the exciter method test; or to obtain the acoustic-acoustic transfer function from the cab driver's ear to the suspension point through the volume sound source test, and obtain the vibration-acoustic transfer function from the cab suspension point to the driver's ear based on the reciprocity principle. The obtained vibration transfer function and vibration-acoustic transfer function results are stored in the experimental data management system.

[0118] In the seventh step, the vibration load spectrum is calculated using the self-made software of the simulation data management system. According to the three-way excitation force of the four suspension points of the cab obtained in the fifth step and the vibration transfer function from the suspension point to the set component position in three directions obtained in the sixth step, the two are multiplied and linearly superimposed to obtain the vibration load spectrum in three directions at each set component position, as shown in Figure 1. Figure 4 shown.

[0119] In the eighth step, the self-made software of the simulation data management system is used to complete the calculation of the structural noise near the driver's ear. According to the three-way excitation force of the four suspension points of the cab obtained in the fifth step and the three-way vibration-acoustic transfer function from the suspension point to the driver's ear obtained by the experimental test in the sixth step, the two are multiplied and linearly superimposed to obtain the structural noise near the driver's ear.

[0120] The cab vibration load spectrum and structural noise calculation system provided by the present invention does not completely rely on virtual simulation to calculate load spectrum and structural noise during product development. As long as a physical cab is available, the cab transfer function can be tested experimentally to replace the cab simulation model, and then a joint simulation is carried out in combination with a virtual test field and a whole vehicle dynamics model. By combining simulation with a small amount of experiments, the overall calculation accuracy is improved, and the vibration load spectrum and structural noise of the key component positions of the cab under different road types and different vehicle speed conditions can be obtained more quickly and accurately. The above calculation process can be implemented in a computing device or in a simulation design platform, making the calculation more convenient and effective.

[0121] An embodiment of the present invention provides a device for calculating a vibration load spectrum and structural noise of a cab, comprising a memory and a processor coupled to the memory, wherein the processor is configured to execute a method for calculating a vibration load spectrum and structural noise of a cab in any one of the aforementioned embodiments based on instructions stored in the memory.

[0122] The memory may include, for example, a system memory, a fixed non-volatile storage medium, etc. The system memory may store, for example, an operating system, an application program, a boot loader, and other programs.

[0123] Some embodiments of the present disclosure further provide a computer-readable storage medium having a computer program stored thereon, wherein when the program is executed by a processor, the method for calculating the vibration load spectrum and structural noise of the cab in any of the above embodiments is implemented.

[0124] The processor described herein may include a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field programmable gate array (FPGA) or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof designed to perform the functions described herein. A general-purpose processor may be a microprocessor, but in an alternative, the processor may be any conventional processor, controller, microcontroller, or state machine. The processor may also be implemented as a combination of computing devices, such as a combination of a DSP and a microprocessor, a plurality of microprocessors, one or more microprocessors cooperating with a DSP core, or any other such configuration.

[0125] Storage media can be any available media that can be accessed by a computer. As an example and not limitation, such computer-readable media may include RAM, ROM, EEPROM, CD-ROM or other optical disk storage, disk storage or other magnetic storage devices, or any other medium that can be used to carry or store the desired program code in the form of instructions or data structures and can be accessed by a computer. Any connection is also properly referred to as a computer-readable medium. For example, if the software is transmitted from a website, server, or other remote source using a coaxial cable, fiber optic cable, twisted pair, digital subscriber line (DSL), or wireless technologies such as infrared, radio, and microwaves, the coaxial cable, fiber optic cable, twisted pair, DSL, or wireless technologies such as infrared, radio, and microwaves are included in the definition of the medium. As used herein, disks and discs include compact discs (CDs), laser discs, optical discs, digital versatile discs (DVDs), floppy disks, and blue-ray discs, wherein disks often reproduce data magnetically, and discs reproduce data optically with lasers. The above combination should also be included in the scope of computer-readable media.

[0126] Those skilled in the art will appreciate that the method embodiments of the present disclosure may be provided as methods, systems, or computer program products. Therefore, the present disclosure may take the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware. Moreover, the present disclosure may take the form of a computer program product implemented on one or more computer-usable non-transient storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0127] The present disclosure is described with reference to flowcharts and / or block diagrams of methods, devices (systems), and computer program products according to embodiments of the present invention. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to generate a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0128] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0129] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions for implementing the process. Figure 1 A process or multiple processes and / or boxes Figure 1 A step that specifies a function in one or more boxes.

[0130] In the description of the present invention, it is necessary to understand that the terms "center", "longitudinal", "lateral", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific position, be constructed and operated in a specific position, and therefore cannot be understood as a limitation on the protection content of the present invention. When the absolute position of the object being described changes, the relative positional relationship may also change accordingly.

[0131] In the description of the present invention, each technical feature may be combined with other technical features where feasible.

[0132] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention 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, but these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for calculating cab vibration load spectrum and structural noise, characterized in that: The following steps are involved: Obtaining road surface data information; constructing a virtual test field road surface according to the data information of the road surface; Get the parameters of the tire model; Based on the parameters of the tire model, a vehicle dynamics model is established; Based on the virtual test field road surface and the whole vehicle dynamics model, obtaining the excitation force of the suspension point of the cab model in the whole vehicle; Based on the actual cab, a vibration transfer function from the cab suspension point to the set component position and / or a vibration-acoustic transfer function from the cab suspension point to the driver's ear is obtained; The vibration load spectrum is calculated based on the excitation force of the suspension point of the cab model in the whole vehicle and the vibration-acoustic transfer function, and / or the structural noise of the cab is calculated based on the excitation force of the suspension point of the cab model in the whole vehicle and the vibration-acoustic transfer function.

2. The method for calculating the vibration load spectrum and structural noise of the cab according to claim 1, characterized in that: The road surface is one of the following: a standard test field road surface and an actual road road surface.

3. The method for calculating the vibration load spectrum and structural noise of the cab according to claim 2, characterized in that: The actual road surface is one of the following: Ramps, cobblestone roads, washboard roads, Belgian roads.

4. The method for calculating the vibration load spectrum and structural noise of the cab according to claim 1, characterized in that: The road surface data information is one of the following: point cloud data, 3D model data.

5. The method for calculating the vibration load spectrum and structural noise of the cab according to claim 1, characterized in that: Obtain road surface data information by scanning.

6. The method for calculating the vibration load spectrum and structural noise of the cab according to claim 1, characterized in that: The step of obtaining the parameters of the tire model based on the virtual proving ground road surface specifically includes the following steps: Carry out working condition tests based on tire mechanical test bench; According to the working condition test, obtaining mechanical characteristic parameters of the tire model; Based on the mechanical characteristic parameters of the tire model, Ftire tire model parameter identification is carried out to obtain a Ftire tire model within a set frequency range.

7. The method for calculating the vibration load spectrum and structural noise of the cab according to claim 6, characterized in that: The working condition includes at least one of the following: a side slip test, a longitudinal slide test, and a bump test.

8. The method for calculating the vibration load spectrum and structural noise of the cab according to claim 6, characterized in that: The set frequency range is 0 to 150 Hz.

9. The method for calculating the vibration load spectrum and structural noise of a cab according to claim 1, characterized in that: The step of establishing the vehicle dynamics model also includes the following steps: The cab of the whole vehicle dynamics model is softened.

10. The method for calculating the vibration load spectrum and structural noise of a cab according to claim 1, characterized in that: The step of obtaining the vibration transfer function from the cab suspension point to the set component position based on the actual cab specifically includes the following steps: The actual cab is tested by a hammer method or a vibration exciter method to obtain the vibration transfer function.

11. The method for calculating the vibration load spectrum and structural noise of a cab according to claim 1, characterized in that: The step of obtaining the vibration-acoustic transfer function from the cab suspension point to the driver's ear based on the actual cab specifically includes the following steps: The vibration-acoustic transfer function is obtained by using a hammer method, a vibration exciter method test or a volume sound source test and the reciprocity principle on the actual cab.

12. A cab vibration load spectrum and structural noise calculation system, characterized in that: include: A scanning module (1) is configured to obtain data information of a road surface; A virtual proving ground road surface module (2) is communicatively connected to the scanning module (1), and the virtual proving ground road surface module (2) is configured to construct a virtual proving ground road surface according to the road surface data information acquired by the scanning module (1); A tire model parameter acquisition module (3), configured to acquire parameters of the tire model; A whole vehicle dynamics model module (4) is communicatively connected to the tire model parameter acquisition module (3), and the whole vehicle dynamics model module (4) is constructed to establish a whole vehicle dynamics model based on the parameters of the tire model acquired by the tire model parameter acquisition module (3), and output an excitation force of a suspension point of a cab model in the whole vehicle; A transfer path test device (5) configured to test an actual cab; A transfer path test module (6) is configured to obtain a vibration transfer function and / or a vibro-acoustic transfer function based on a test of an actual cab by the transfer path test device (5); A calculation module (7) is communicatively connected to the transfer path test module (6), and the calculation module (7) is constructed to: calculate the vibration load spectrum based on the excitation force of the suspension point of the cab model in the whole vehicle and the vibration-vibration transfer function, and / or calculate the structural noise of the cab based on the excitation force of the suspension point of the cab model in the whole vehicle and the vibration-acoustic transfer function.

13. A device for calculating cab vibration load spectrum and structural noise, characterized in that: include: Memory; and A processor coupled to the memory, the processor being configured to execute the method for calculating the vibration load spectrum and structural noise of the cab according to any one of claims 1 to 11 based on instructions stored in the memory.

14. A computer-readable storage medium, characterized in that: A computer program is stored thereon, and when the program is executed by a processor, the method for calculating the vibration load spectrum and structural noise of the cab as claimed in any one of claims 1 to 11 is implemented.

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