Whole vehicle structure sound path noise prediction method, device, equipment and medium

Abstract

The invention discloses a whole vehicle structure sound path noise prediction method and device, equipment and a medium. The method comprises the following steps: acquiring a first transfer function matrix related to a tire connection point on a steering knuckle of a first sample vehicle to be tested; the first sample vehicle is a whole vehicle without any tire; installing a to-be-tested first sample tire in any second sample vehicle, and obtaining a first invariable loading force of the wheel center of the first sample tire under the first test working condition; the first sample tire is installed in a first test bench, and a second transfer function matrix of the wheel center of the first sample tire is obtained; and according to the first transfer function matrix, the first invariant loading force and the second transfer function matrix, obtaining a road noise prediction result under the first test working condition after the first sample tire is installed on the first sample vehicle. Through the method, the road noise test result can be predicted without assembling the sample tire on a real machine, so that the time spent on back-and-forth transportation of the sample tire is shortened, and the development efficiency of the whole vehicle is improved.

Description

Technical Field

[0001] The present application relates to the field of automobile performance testing, and in particular to a method, device, equipment and medium for predicting vehicle structure-borne road noise. Background Art

[0002] Through the road noise test of the whole vehicle structure-borne sound, the impact of the noise and vibration generated by the vehicle during driving on the owner and passengers can be evaluated and optimized. Therefore, the road noise test of the whole vehicle structure-borne sound has become an indispensable part of the vehicle development process.

[0003] The excitation source of structure-borne road noise mainly comes from the interaction between tires and the road surface, and the characteristic parameters of tires have a great impact on the road noise of the entire vehicle. In the traditional process of developing the road noise performance of the entire vehicle, the tire supplier is usually required to deliver the tires to be verified to the OEM, and then the OEM will assemble them on the new model for testing. If the test results are unqualified, the tire supplier is required to readjust and optimize the tires based on the test results returned by the OEM, and then re-deliver the tires to the OEM until the tires are fully qualified and can pass the road noise test. Therefore, when there are many tire models or the optimization plan is more complicated, and the distance between the tire supplier and the OEM is far, if the tire supplier uses the above method each time, it will cause the transportation process to consume a lot of time, which will seriously delay the vehicle development cycle.

[0004] Therefore, how to improve the efficiency of structure-borne road noise testing and thus shorten the vehicle development cycle is a technical problem that needs to be solved at present. Summary of the invention

[0005] The present application provides a method, device, equipment and medium for predicting structure-borne road noise of a whole vehicle, so as to solve the technical problem of how to improve the efficiency of structure-borne road noise testing and thus shorten the vehicle development cycle.

[0006] In order to solve the above technical problems, in a first aspect, an embodiment of the present application provides a method for predicting vehicle structure-borne road noise, comprising:

[0007] Obtaining a first transfer function matrix associated with a tire connection point on a steering knuckle of a first sample vehicle to be tested; the first sample vehicle is a complete vehicle without any tires installed;

[0008] Installing a first sample tire to be tested on any second sample vehicle to obtain a first constant load force of a wheel center of the first sample tire under a first test condition;

[0009] Installing the first sample tire into a first test bench, and obtaining a second transfer function matrix of the wheel center of the first sample tire;

[0010] A road noise prediction result is obtained under the first test condition after the first sample tire is installed on the first sample vehicle according to the first transfer function matrix, the first invariant load force and the second transfer function matrix.

[0011] Compared with the prior art, the embodiments of the present application have the following beneficial effects: after the OEM manufactures the first sample vehicle, the noise characteristic parameters of the first sample vehicle without any tires installed, i.e., the first transfer function matrix, can be measured under a standard test environment, and the first transfer function matrix can be sent to the tire supplier. After that, the tire supplier installs the first sample tire produced by itself on any second sample vehicle, tests and obtains the noise characteristic parameters of the first sample tire, and further adjusts the noise characteristic parameters of the first sample tire according to the road noise prediction result obtained by calculating together with the first transfer function matrix. Through the above-mentioned time-space separated road noise prediction process, the tire supplier can efficiently adjust and optimize the first sample tire during the production process, and the optimized first sample tire can greatly reduce the time spent by the first sample tire in the subsequent road noise test process to go back and forth between the OEM and the tire supplier, thereby improving the efficiency of vehicle development.

[0012] In some embodiments of the first aspect of the present application, the step of obtaining a first transfer function matrix related to a tire connection point on a steering knuckle of a first vehicle to be tested includes:

[0013] The first transfer function matrix includes: a first origin transfer function matrix and a first sample vehicle internal response transfer matrix;

[0014] By means of a first acceleration vibration sensor, a first sensing signal generated by each tire mounting bolt in the brake disc of the first sample vehicle when being excited is collected; the first acceleration vibration sensor is arranged around each tire mounting bolt;

[0015] According to the virtual measuring point conversion principle, in combination with the first sensor signal, the first origin transfer function matrix is ​​obtained;

[0016] collecting, by means of a first noise sensor, a second sensing signal generated by each tire mounting bolt in the brake disc of the first prototype vehicle when being stimulated; the first noise sensor being arranged inside the first prototype vehicle;

[0017] According to the virtual measuring point conversion principle, the first sample vehicle internal response transfer matrix is ​​obtained in combination with the second sensing signal.

[0018] Compared with the prior art, the above embodiment has the following beneficial effects: the mounting bolt is the connection point between the subsequent first sample tire and the first sample vehicle, so the mounting bolt is a necessary part in the road noise transmission path. By taking the mounting bolt as the excitation generation point, respectively measuring the vibration sensor signal on the brake disc around the mounting bolt and the noise sensor signal in the first sample vehicle when the mounting bolt is excited, combined with the virtual measurement point conversion principle, when the first sample vehicle is separated from the first sample tire, the first transfer matrix of the first sample vehicle and the first sample tire under the actual installation condition can be obtained, so as to improve the convenience of subsequent suppliers to optimize the first sample tire.

[0019] In some embodiments of the first aspect of the present application, obtaining, according to the first transfer function matrix, the first invariant load force, and the second transfer function matrix, a road noise prediction result under the first test condition after the first sample vehicle is installed with the first sample tire, includes:

[0020] The calculation formula of the road noise prediction result is specifically:

[0021]

[0022] Among them, P4 is the road noise prediction result; is the internal response transfer matrix of the first sample vehicle; is the second transfer function matrix; is the first origin transfer function matrix, F bl is the first constant load force.

[0023] In some embodiments of the first aspect of the present application, the step of installing the first sample tire on any second sample vehicle to obtain a first constant load force of a wheel center of the first sample tire under a first test condition includes:

[0024] In a stationary state, a third sensing signal generated by each tire mounting bolt in the brake disc of the second prototype vehicle when being excited is collected by a second acceleration vibration sensor and a second noise sensor; the second acceleration vibration sensor is arranged at different positions of the steering knuckle of the second prototype vehicle and is evenly distributed around the wheel center of the second prototype vehicle in different planes; the second noise sensor is located inside the second prototype vehicle;

[0025] According to the virtual measuring point conversion principle, in combination with the third sensing signal, a third transfer matrix from the wheel center of the second sample vehicle to each of the second acceleration vibration sensors is obtained;

[0026] collecting, by means of the second acceleration vibration sensor, a fourth sensing signal of the second sample vehicle under the first test condition;

[0027] The first invariant load force is obtained according to the third transfer matrix and the fourth sensor signal.

[0028] Compared with the prior art, the above embodiment has the following beneficial effects: since the load force at the wheel center of the tire is a constant load force, that is, no matter what kind of sample vehicle the first sample tire is loaded into, the load force at the wheel center will not change, so the first constant load force tested separately is virtually assembled with the first transfer function matrix of the body system of the first sample vehicle, so as to realize the prediction of the interior structural sound and road noise of the first sample vehicle and the first sample tire under the actual installation condition, thereby improving the efficiency of vehicle development.

[0029] In some embodiments of the first aspect of the present application, acquiring the first invariant load force according to the third transfer matrix and the fourth sensing signal includes:

[0030] The first constant load force specifically includes:

[0031]

[0032] Among them, F bl is the first constant load force; is the third transfer matrix; A5 is the fourth sensing signal.

[0033] In some embodiments of the first aspect of the present application, the step of installing the first sample tire into a first test bench and obtaining a second transfer function matrix of a wheel center of the first sample tire includes:

[0034] By means of a third acceleration vibration sensor, a fifth sensor signal generated when a first preset position around the center of the rim mounting plane in the first test bench is excited is collected; the third acceleration vibration sensor is arranged around the first preset position;

[0035] According to the virtual measuring point conversion principle, in combination with the fifth sensor signal, the second origin transfer function matrix of the wheel center of the first sample tire is obtained, and the second origin transfer function matrix is ​​used as the second transfer function matrix.

[0036] Compared with the prior art, the above embodiment has the following beneficial effects: since the present application regards the first sample tire and the first sample vehicle as two subsystems, according to the frequency domain substructure theory, the transfer function matrix of the whole vehicle system composed of the two subsystems also needs to measure the second origin transfer function matrix at the wheel center of the first sample tire. The second origin transfer function matrix can be obtained by installing the first sample tire in the first test bench and stimulating a specific position, thereby improving the convenience of the supplier in optimizing the first sample tire.

[0037] In some embodiments of the first aspect of the present application, the virtual measuring point conversion principle specifically includes:

[0038] Acquire a sensing signal collected by a sensor, and acquire a force-geometry-position information relationship matrix according to the geometric position relationship between the excitation occurrence point corresponding to when the sensing signal is generated and the wheel center;

[0039] According to the geometric position relationship between the position of the sensor and the wheel center, a response geometric position information relationship matrix is ​​obtained;

[0040] The corresponding transfer function matrix is ​​obtained according to the sensing signal, the force geometry position information relationship matrix and the response geometry position information relationship matrix.

[0041] Compared with the prior art, the above embodiment has the following beneficial effects: based on the actually collected sensor signals, the frequency response function matrix of the measured excitation force signal to the acceleration response signal can be obtained, and further through the known force-geometry-position information relationship matrix and the geometry-position information relationship matrix, an accurate transfer function matrix can be calculated to improve the accuracy of the road noise prediction results.

[0042] In a second aspect, an embodiment of the present application further provides a vehicle structure-borne road noise prediction device, comprising: a first transfer function matrix acquisition module, a first constant load force acquisition module, a second transfer function matrix acquisition module, and a road noise prediction module;

[0043] The first transfer function matrix acquisition module is used to acquire a first transfer function matrix related to a tire connection point on a steering knuckle of a first sample vehicle to be tested; the first sample vehicle is a complete vehicle without any tires installed;

[0044] The first constant load force acquisition module is used to install the first sample tire to be tested into any second sample vehicle to obtain the first constant load force of the wheel center of the first sample tire under the first test condition;

[0045] The second transfer function matrix acquisition module is used to install the first sample tire into a first test bench to acquire a second transfer function matrix of the wheel center of the first sample tire;

[0046] The road noise prediction module is used to obtain a road noise prediction result under the first test condition after the first sample vehicle is installed with the first sample tire based on the first transfer function matrix, the first invariant load force and the second transfer function matrix.

[0047] In a third aspect, the present application also provides a terminal device, comprising a processor, a memory, and a computer program stored in the memory and configured to be executed by the processor, wherein the processor implements the above-mentioned method for predicting vehicle structure-borne road noise when executing the computer program.

[0048] In a fourth aspect, the present application further provides a computer-readable storage medium, wherein the computer-readable storage medium includes a stored computer program, wherein when the computer program is running, the device where the computer-readable storage medium is located is controlled to execute the above-mentioned vehicle structure-borne sound road noise prediction method. BRIEF DESCRIPTION OF THE DRAWINGS

[0049] Figure 1 A schematic flow chart of a method for predicting vehicle structure-borne road noise provided in some embodiments of the present application;

[0050] Figure 2 A schematic diagram of excitation points and response points when obtaining a first origin transfer function matrix provided in some embodiments of the present application;

[0051] Figure 3 A schematic diagram of excitation points and response points when obtaining a first sample vehicle internal response transfer matrix provided in some embodiments of the present application;

[0052] Figure 4 A schematic diagram of an excitation point and a response point when obtaining a first constant load force provided in some embodiments of the present application;

[0053] Figure 5 A schematic diagram of the arrangement of a second acceleration vibration sensor provided in some embodiments of the present application;

[0054] Figure 6 A test schematic diagram for obtaining a second origin transfer function matrix provided in some embodiments of the present application;

[0055] Figure 7 A comparison diagram of a road noise prediction result and an actual working condition result provided in some embodiments of the present application;

[0056] Figure 8 A schematic diagram of the structure of a vehicle structure-borne road noise prediction device provided in some embodiments of the present application. DETAILED DESCRIPTION

[0057] In the traditional vehicle road noise performance development process, the tire supplier is usually required to deliver the tires to be verified to the OEM, and then the OEM will assemble them on the new model for testing. If the test results are unsatisfactory, the tire supplier needs to readjust and optimize the tires according to the test results returned by the OEM, and then re-deliver the tires to the OEM until the tires are fully qualified and can pass the road noise test. Therefore, when there are many tire models or the optimization plan is more complicated, and the tire supplier is far away from the OEM, if the tire supplier uses the above method every time, it will cause the transportation process to consume a lot of time, which will seriously delay the vehicle development cycle.

[0058] In order to solve the above technical problems, the technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0059] Embodiment 1

[0060] For the whole vehicle structure-borne road noise, there are the following component transfer path analysis theories:

[0061]

[0062] Among them, P4 is the road noise prediction result; is the first sample vehicle internal response transfer matrix, that is, the transfer function matrix from the tire connection point (wheel center) on the steering knuckle of the suspension and body combination system to the vehicle internal response; is the second transfer function matrix, i.e., the origin transfer function matrix of the tire wheel center of the wheel system; is the first origin transfer function matrix, that is, the origin transfer function matrix of the tire connection point (wheel center) on the steering knuckle of the suspension and body combination system; F bl is the first constant load force; K is the suspension / shock absorber vibration stiffness, when the mounting point is a rigid constraint such as a tire connection point, the value is infinite; ω is a parameter.

[0063] When the whole vehicle is disconnected from the tire mounting point, that is, the first sample vehicle and the first sample tire are disconnected from the mounting bolts, the four first sample tires are independent A systems, and the system of the first sample vehicle and the suspension is B system. According to the frequency domain substructure theory, the transfer function matrix of the whole vehicle system composed of A system and B system is: This means that as long as the constant load force F at the connection point of the first sample tire is obtained bl And the vehicle system transfer function matrix The structural road noise performance of the vehicle interior can be predicted, that is,

[0064] Based on the above principles, please refer to Figure 1 , is a vehicle structure-borne road noise prediction method provided in an embodiment of the present application, comprising S10 to S40, specifically:

[0065] S10: Obtaining a first transfer function matrix related to a tire connection point on a steering knuckle of a first sample vehicle to be tested; the first sample vehicle is a whole vehicle without any tires installed.

[0066] Further, in some embodiments of the present application, the step of obtaining a first transfer function matrix related to a tire connection point on a steering knuckle of a first vehicle to be tested includes:

[0067] The first transfer function matrix includes: a first origin transfer function matrix and a first sample vehicle internal response transfer matrix;

[0068] By means of a first acceleration vibration sensor, a first sensing signal generated by each tire mounting bolt in the brake disc of the first sample vehicle when being excited is collected; the first acceleration vibration sensor is arranged around each tire mounting bolt;

[0069] According to the virtual measuring point conversion principle, in combination with the first sensor signal, the first origin transfer function matrix is ​​obtained;

[0070] collecting, by means of a first noise sensor, a second sensing signal generated by each tire mounting bolt in the brake disc of the first prototype vehicle when being stimulated; the first noise sensor being arranged inside the first prototype vehicle;

[0071] According to the virtual measuring point conversion principle, the first sample vehicle internal response transfer matrix is ​​obtained in combination with the second sensing signal.

[0072] Preferably, in some embodiments of the present application, reference Figure 2 , is a schematic diagram of excitation points and response points when obtaining a first origin transfer function matrix provided in some embodiments of the present application, wherein after the first sample vehicle 1 is detached from the four tires, the entire vehicle is fixed on the air spring 6 by a clamping fixture 5; the tire connection point on the steering knuckle is used as a virtual measuring point of the wheel center, and 5 first acceleration vibration sensors 4 are arranged around the tire mounting bolts 3 on the brake disc 2 as response points. The first acceleration vibration sensor is a three-way acceleration vibration sensor, which can obtain first sensing signals in the three directions of X, Y, and Z. The first sensing signal includes an excitation force signal and an acceleration vibration response signal, that is, each tire mounting bolt 5 is hammered separately by a force hammer, and 5*3=15 excitation force signals and 15 acceleration vibration response signals are obtained by the first acceleration vibration sensor; finally, the first origin transfer function matrix is ​​obtained through the virtual measuring point conversion principle.

[0073] Preferably, in some embodiments of the present application, reference Figure 3 , which is a schematic diagram of excitation points and response points when obtaining a first sample vehicle internal response transfer matrix provided in some embodiments of the present application. On the basis of obtaining the first sensor signal, the excitation point is kept unchanged, and a microphone 8 is arranged in the first sample vehicle 1 as a first noise sensor to collect and obtain a second sensor signal. The second sensor signal includes the noise response from 15 excitation points in the brake disc 2 to the response point 8 in the vehicle. At the same time, the installation position of the first acceleration vibration sensor is kept unchanged, and the first sample vehicle internal response transfer matrix is ​​obtained through the virtual measurement point conversion principle.

[0074] The mounting bolt is the connection point between the subsequent first sample tire and the first sample vehicle, so the mounting bolt is a necessary part of the road noise transmission path. By taking the mounting bolt as the excitation generation point, respectively measuring the vibration sensor signal on the brake disc around the mounting bolt and the noise sensor signal in the first sample vehicle when the mounting bolt is excited, combined with the virtual measurement point conversion principle, the first transfer matrix of the first sample vehicle and the first sample tire under the actual installation condition can be obtained when the first sample vehicle is separated from the first sample tire, so as to improve the convenience of subsequent suppliers to optimize the first sample tire.

[0075] Furthermore, in some embodiments of the present application, the virtual measuring point conversion principle specifically includes:

[0076] Acquire a sensing signal collected by a sensor, and acquire a force-geometry-position information relationship matrix according to the geometric position relationship between the excitation occurrence point corresponding to when the sensing signal is generated and the wheel center;

[0077] According to the geometric position relationship between the position of the sensor and the wheel center, a response geometric position information relationship matrix is ​​obtained;

[0078] The corresponding transfer function matrix is ​​obtained according to the sensing signal, the force geometry position information relationship matrix and the response geometry position information relationship matrix.

[0079] In order to more clearly illustrate the method for obtaining the transfer function matrix based on the virtual measuring point conversion principle, the first origin transfer function matrix is ​​used as an example for explanation.

[0080] First, based on the 15 excitation force signals and 15 acceleration vibration response signals obtained, a frequency response function matrix of 15*15 excitation force signals to acceleration vibration response signals can be obtained. Where [α] is the acceleration vibration response matrix, and [F] is the force matrix of the excitation force. Further, in the test software, a measurement point geometric model is established according to the position coordinates of the virtual measurement points of the wheel center and the geometric position coordinate relationship of the five first acceleration vibration sensors 4 on the brake disc 2 relative to the wheel center, and the response geometric position information relationship matrix [ψ a ], and obtain the force geometry position information relationship matrix [ψ f ]; Finally, the first origin transfer function matrix is ​​obtained through matrix operation in[*] + is the pseudo-inverse operation of the matrix. When obtaining the first sample vehicle internal response transfer matrix, just replace the above [ψ a ]The response geometric position information relationship matrix of the wheel center virtual measuring point relative to the response point 8 can be used.

[0081] Based on the sensor signals actually collected, the frequency response function matrix of the measured excitation force signal to the acceleration response signal can be obtained. Furthermore, through the known force-geometry-position information relationship matrix and the geometry-position information relationship matrix, an accurate transfer function matrix can be calculated to improve the accuracy of the road noise prediction results.

[0082] S20: Installing the first sample tire to be tested into any second sample vehicle, and obtaining a first constant load force of the wheel center of the first sample tire under a first test condition.

[0083] Further, in some embodiments of the present application, the step of installing the first sample tire on any second sample vehicle to obtain a first constant load force of the wheel center of the first sample tire under a first test condition includes:

[0084] In a stationary state, a third sensing signal generated by each tire mounting bolt in the brake disc of the second prototype vehicle when being excited is collected by a second acceleration vibration sensor and a second noise sensor; the second acceleration vibration sensor is arranged at different positions of the steering knuckle of the second prototype vehicle and is evenly distributed around the wheel center of the second prototype vehicle in different planes; the second noise sensor is located inside the second prototype vehicle;

[0085] According to the virtual measuring point conversion principle, in combination with the third sensing signal, a third transfer matrix from the wheel center of the second sample vehicle to each of the second acceleration vibration sensors is obtained;

[0086] collecting, by means of the second acceleration vibration sensor, a fourth sensing signal of the second sample vehicle under the first test condition;

[0087] The first invariant load force is obtained according to the third transfer matrix and the fourth sensor signal.

[0088] Preferably, in some embodiments of the present application, reference Figure 4 , is a schematic diagram of an excitation point and a response point when obtaining a first constant load force provided in some embodiments of the present application, Figure 5 The following is a schematic diagram of the arrangement of a second acceleration vibration sensor provided in some embodiments of the present application. The first sample tire 9 is installed on any second sample vehicle, and the second acceleration vibration sensor 12 is correspondingly arranged on the steering knuckle 11 as an indication point, so that the second acceleration vibration sensor 12 is distributed around the wheel center of the first sample tire. At the same time, the special mounting bolt 10 of each first sample tire is lengthened to facilitate the force hammer excitation, and the microphone 8 is also arranged in the second sample vehicle as the second noise sensor. Similarly, by hammering each special mounting bolt 10 in the X, Y, and Z directions, a third sensing signal is obtained, including 15 excitation force signals, a response signal from the excitation point to the indication point on the steering knuckle, i.e., the second acceleration vibration sensor 12, and a noise response signal from the excitation point to the microphone 8. Similarly, similar to the above-mentioned method of obtaining the first origin transfer function matrix according to the virtual measurement point conversion principle, the third transfer function matrix is ​​obtained according to the third sensing signal. Finally, the second acceleration vibration sensor 12 at the indicating point position on the steering knuckle 11 is kept stationary, and the second sample vehicle equipped with the first sample tire 9 is driven to the test site. The vehicle is driven at a specific speed on a rough road surface according to the road noise test condition, and a fourth sensing signal collected by the second acceleration vibration sensor is obtained. The fourth sensing signal includes an acceleration vibration response, and these acceleration vibration responses constitute an operating condition data matrix [A5].

[0089] Since the load force at the wheel center of the tire is a constant load force, that is, the load force at the wheel center of the first sample tire will not change no matter what kind of sample vehicle it is loaded into, the first constant load force tested separately is virtually assembled with the first transfer function matrix of the body system of the first sample vehicle, so as to realize the prediction of the interior structure sound and road noise of the first sample vehicle and the first sample tire under the actual installation condition, thereby improving the efficiency of vehicle development.

[0090] Further, in some embodiments of the present application, obtaining the first invariant load force according to the third transfer matrix and the fourth sensing signal includes:

[0091] The first constant load force specifically includes:

[0092]

[0093] Among them, F bl is the first constant load force; is the third transfer matrix; A5 is the fourth sensing signal.

[0094] S30: Install the first sample tire into a first test bench, and obtain a second transfer function matrix of the wheel center of the first sample tire.

[0095] Further, in some embodiments of the present application, the step of installing the first sample tire into a first test bench and obtaining a second transfer function matrix of a wheel center of the first sample tire includes:

[0096] By means of a third acceleration vibration sensor, a fifth sensor signal generated when a first preset position around the center of the rim mounting plane in the first test bench is excited is collected; the third acceleration vibration sensor is arranged around the first preset position;

[0097] According to the virtual measuring point conversion principle, in combination with the fifth sensor signal, the second origin transfer function matrix of the wheel center of the first sample tire is obtained, and the second origin transfer function matrix is ​​used as the second transfer function matrix.

[0098] Preferably, in some embodiments of the present application, reference Figure 6 , which is a test schematic diagram for obtaining the second origin transfer function matrix provided in some embodiments of the present application. Further, the first sample tire 9 is installed on the tire transfer function test bench, and the weight load of the first sample vehicle on the first sample tire 9 is applied to the first sample tire 9 through a tension rope or a tensioning motor 18 and other equipment; and four aluminum blocks 15 are rigidly bonded around the center of the rim mounting plane, and three surfaces parallel to the X, Y, and Z directions of the whole vehicle are selected on each aluminum block 15 to be pasted for fixing the micro-vibrator 14, and the excitation force is applied through the micro-vibrator 14; at the same time, four third acceleration vibration sensors 16 are arranged next to the four aluminum blocks 15 as response points, and the fifth sensor signal is recorded and obtained. The fifth sensor signal includes the excitation force signals in 12 directions on the four aluminum blocks and the response signals in 12 directions of the four three-way acceleration vibration sensors; finally, the second origin transfer function matrix is ​​obtained by combining the fifth sensor signal according to the virtual measurement point conversion principle and the acquisition method similar to the first origin transfer function matrix. Figure 6 The wheel center pulley 17 and the ground 13 are also included.

[0099] Since the present application regards the first sample tire and the first sample vehicle as two subsystems, according to the frequency domain substructure theory, the transfer function matrix of the whole vehicle system composed of the two subsystems also needs to measure the second origin transfer function matrix at the wheel center of the first sample tire. The second origin transfer function matrix can be obtained by installing the first sample tire in the first test bench and stimulating a specific position, thereby improving the convenience of the supplier in optimizing the first sample tire.

[0100] S40: Obtaining a road noise prediction result under the first test condition after the first sample tire is installed on the first sample vehicle according to the first transfer function matrix, the first invariant load force, and the second transfer function matrix.

[0101] Further, in some embodiments of the present application, obtaining a road noise prediction result under the first test condition after the first sample tire is installed on the first sample vehicle according to the first transfer function matrix, the first invariant load force and the second transfer function matrix includes:

[0102] The calculation formula of the road noise prediction result is specifically:

[0103]

[0104] Among them, P4 is the road noise prediction result; is the internal response transfer matrix of the first sample vehicle; is the second transfer function matrix; is the first origin transfer function matrix, F bl is the first constant load force.

[0105] refer to Figure 7 , which is a comparison chart of a road noise prediction result and an actual working condition result provided in some embodiments of the present application. It can be seen that the overall trend of the road noise prediction result obtained by the virtual assembly method provided in the present application is close to the curve of the actual measured working condition result of the actual physical assembly (the green solid line is the road noise prediction result obtained by the virtual assembly method, and the purple dotted line is the road noise result of the actual physical assembly measured working condition).

[0106] In summary, a method for predicting vehicle structural sound road noise provided by an embodiment of the present application has the following beneficial effects: after the OEM manufactures the first sample vehicle, the noise characteristic parameters of the first sample vehicle without any tires installed, i.e., the first transfer function matrix, can be measured under a standard test environment, and the first transfer function matrix can be sent to the tire supplier. After that, the tire supplier installs the first sample tire produced by itself on any second sample vehicle, tests and obtains the noise characteristic parameters of the first sample tire, and further adjusts the noise characteristic parameters of the first sample tire based on the road noise prediction result obtained by calculating together with the first transfer function matrix. Through the above-mentioned time-space separated road noise prediction process, the tire supplier can efficiently adjust and optimize the first sample tire during the production process, and the optimized first sample tire can greatly reduce the time spent by the first sample tire in traveling back and forth between the OEM and the tire supplier during the subsequent road noise test, thereby improving the efficiency of vehicle development. In addition, through the above-mentioned road noise prediction method, OEMs can establish a library of tire road noise performance parameters for various brands and models, as well as parameters of various body systems, without the need for actual physical assembly. Only through virtual assembly, they can quickly predict the road noise conditions of various tires after different vehicles are assembled, making it easier for engineers to select tires and match the performance of tires with the entire vehicle, thereby reducing trial and error costs.

[0107] Embodiment 2

[0108] refer to Figure 8 , is a whole vehicle structure sound road noise prediction device provided in some embodiments of the present application, comprising: a first transfer function matrix acquisition module 20, a first constant load force acquisition module 30, a second transfer function matrix acquisition module 40 and a road noise prediction module 50.

[0109] Furthermore, in some embodiments of the present application, the first transfer function matrix acquisition module 20 is used to obtain a first transfer function matrix related to a tire connection point on a steering knuckle of a first sample vehicle to be tested; the first sample vehicle is a complete vehicle without any tire installed; the first constant load force acquisition module 30 is used to install the first sample tire to be tested into any second sample vehicle, and obtain the first constant load force of the wheel center of the first sample tire under the first test condition; the second transfer function matrix acquisition module 40 is used to install the first sample tire into a first test bench, and obtain the second transfer function matrix of the wheel center of the first sample tire; the road noise prediction module 50 is used to obtain a road noise prediction result under the first test condition after the first sample vehicle is installed with the first sample tire based on the first transfer function matrix, the first constant load force and the second transfer function matrix.

[0110] Further, in some embodiments of the present application, the obtaining of a first transfer function matrix related to a tire connection point on a steering knuckle of a first sample vehicle to be tested includes: the first transfer function matrix includes: a first origin transfer function matrix and a first sample vehicle internal response transfer matrix; collecting, by means of a first acceleration vibration sensor, a first sensing signal generated by each tire mounting bolt in a brake disc of the first sample vehicle when excited; the first acceleration vibration sensor is arranged around each of the tire mounting bolts; according to the virtual measuring point conversion principle, in combination with the first sensing signal, obtaining the first origin transfer function matrix; collecting, by means of a first noise sensor, a second sensing signal generated by each tire mounting bolt in a brake disc of the first sample vehicle when excited; the first noise sensor is arranged inside the first sample vehicle; according to the virtual measuring point conversion principle, in combination with the second sensing signal, obtaining the first sample vehicle internal response transfer matrix.

[0111] Further, in some embodiments of the present application, obtaining a road noise prediction result under the first test condition after the first sample tire is installed on the first sample vehicle according to the first transfer function matrix, the first invariant load force and the second transfer function matrix includes:

[0112] The calculation formula of the road noise prediction result is specifically:

[0113]

[0114] Among them, P4 is the road noise prediction result; is the internal response transfer matrix of the first sample vehicle; is the second transfer function matrix; is the first origin transfer function matrix, F bl is the first constant load force.

[0115] Further, in some embodiments of the present application, the step of installing the first sample tire in any second sample vehicle to obtain a first constant load force of the wheel center of the first sample tire under a first test condition includes: in a stationary state, collecting a third sensing signal generated by each tire mounting bolt in the brake disc of the second sample vehicle when being excited through a second acceleration vibration sensor and a second noise sensor; the second acceleration vibration sensor is arranged at different positions of the steering knuckle of the second sample vehicle and is evenly distributed around the wheel center of the second sample vehicle in different planes; the second noise sensor is located inside the second sample vehicle; according to the virtual measuring point conversion principle, in combination with the third sensing signal, obtaining a third transfer matrix from the wheel center of the second sample vehicle to each of the second acceleration vibration sensors; collecting a fourth sensing signal of the second sample vehicle under the first test condition through the second acceleration vibration sensor; and obtaining the first constant load force according to the third transfer matrix and the fourth sensing signal.

[0116] Further, in some embodiments of the present application, obtaining the first invariant load force according to the third transfer matrix and the fourth sensing signal includes:

[0117] The first constant load force specifically includes:

[0118]

[0119] Among them, F bl is the first constant load force; is the third transfer matrix; A5 is the fourth sensing signal.

[0120] Furthermore, in some embodiments of the present application, the step of installing the first sample tire into a first test bench and obtaining a second transfer function matrix of the wheel center of the first sample tire includes: collecting, by a third acceleration vibration sensor, a fifth sensor signal generated when a first preset position around the center of a rim mounting plane in the first test bench is excited; the third acceleration vibration sensor is arranged around the first preset position; and according to the virtual measuring point conversion principle, in combination with the fifth sensor signal, obtaining a second origin transfer function matrix of the wheel center of the first sample tire, and using the second origin transfer function matrix as the second transfer function matrix.

[0121] Furthermore, in some embodiments of the present application, the virtual measuring point conversion principle specifically includes: obtaining a sensor signal collected by a sensor, and obtaining a force-geometry position information relationship matrix based on the geometric position relationship between the excitation occurrence point corresponding to the generation of the sensor signal and the wheel center; obtaining a response-geometry position information relationship matrix based on the geometric position relationship between the position of the sensor and the wheel center; obtaining the corresponding transfer function matrix based on the sensor signal, the force-geometry position information relationship matrix and the response-geometry position information relationship matrix.

[0122] It can be understood that the above-mentioned device embodiment corresponds to the method embodiment of the present invention. The vehicle structure-borne sound road noise prediction method device provided by the embodiment of the present invention can implement any method embodiment of the present invention, that is, the vehicle structure-borne sound road noise prediction method provided in Example 1.

[0123] In summary, a whole vehicle structural sound road noise prediction device provided in an embodiment of the present application has the following beneficial effects: after the OEM manufactures the first sample vehicle, the noise characteristic parameters of the first sample vehicle without any tires installed, that is, the first transfer function matrix, can be measured under a standard test environment, and the first transfer function matrix can be sent to the tire supplier. After that, the tire supplier installs the first sample tire produced by itself on any second sample vehicle, tests and obtains the noise characteristic parameters of the first sample tire, and further adjusts the noise characteristic parameters of the first sample tire according to the road noise prediction result obtained by calculating together with the first transfer function matrix. Through the above-mentioned time-space separated road noise prediction process, the tire supplier can efficiently adjust and optimize the first sample tire during the production process, and the optimized first sample tire can greatly reduce the time spent by the first sample tire in the subsequent road noise test process to go back and forth between the OEM and the tire supplier, thereby improving the efficiency of vehicle development. In addition, through the above-mentioned road noise prediction method, OEMs can establish a library of tire road noise performance parameters for various brands and models, as well as parameters of various body systems, without the need for actual physical assembly. Only through virtual assembly, they can quickly predict the road noise conditions of various tires after different vehicles are assembled, making it easier for engineers to select tires and match the performance of tires with the entire vehicle, thereby reducing trial and error costs.

[0124] Embodiment 3

[0125] Based on the above-mentioned embodiment of the whole vehicle structure-borne sound and road noise prediction method, another embodiment of the present application provides a whole vehicle structure-borne sound and road noise prediction method terminal device, the whole vehicle structure-borne sound and road noise prediction method terminal device, including a processor, a memory, and a computer program stored in the memory and configured to be executed by the processor, when the processor executes the computer program, the whole vehicle structure-borne sound and road noise prediction method of any embodiment of the present application is implemented.

[0126] Exemplarily, in this embodiment, the computer program may be divided into one or more modules, which are stored in the memory and executed by the processor to complete the present application. The one or more modules may be a series of computer program instruction segments capable of completing specific functions, which are used to describe the execution process of the computer program in the vehicle structure-borne road noise prediction method and device.

[0127] The vehicle structure-borne road noise prediction method device may be a computing device such as a desktop computer, a notebook, a palm computer, a cloud server, etc. The vehicle structure-borne road noise prediction method terminal device may include, but is not limited to, a processor and a memory.

[0128] The processor may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA) or other programmable logic devices, discrete gates or transistor logic devices, discrete hardware components, etc. The general-purpose processor may be a microprocessor or the processor may be any conventional processor, etc. The processor is the control center of the whole vehicle structure-borne sound road noise prediction method device, and uses various interfaces and lines to connect the various parts of the whole vehicle structure-borne sound road noise prediction method device. The memory may be used to store the computer program and / or module, and the processor implements various functions of the whole vehicle structure-borne sound road noise prediction method device by running or executing the computer program and / or module stored in the memory, and calling the data stored in the memory. The memory may mainly include a program storage area and a data storage area, wherein the program storage area may store an operating system, an application required for at least one function, etc.; the data storage area may store data created according to the use of the mobile phone, etc. In addition, the memory may include high-speed random access memory and may also include non-volatile memory, such as a hard disk, an internal memory, a plug-in hard disk, a smart media card (SMC), a secure digital (SD) card, a flash card (FlashCard), at least one disk storage device, a flash memory device, or other volatile solid-state storage devices.

[0129] Embodiment 4

[0130] Based on the above-mentioned embodiment of the method for predicting vehicle structure-borne road noise, another embodiment of the present application provides a storage medium, wherein the storage medium includes a stored computer program, wherein when the computer program is running, the device where the storage medium is located is controlled to execute the method for predicting vehicle structure-borne road noise of any embodiment of the present application.

[0131] In this embodiment, the storage medium is a computer-readable storage medium, and the computer program includes computer program code, which may be in source code form, object code form, executable file or some intermediate form, etc. The computer-readable medium may include: any entity or device capable of carrying the computer program code, recording medium, USB flash drive, mobile hard disk, magnetic disk, optical disk, computer memory, read-only memory (ROM), random access memory (RAM), electric carrier signal, telecommunication signal and software distribution medium, etc. It should be noted that the content contained in the computer-readable medium may be appropriately increased or decreased according to the requirements of legislation and patent practice in the jurisdiction. For example, in some jurisdictions, according to legislation and patent practice, computer-readable media do not include electric carrier signals and telecommunication signals.

[0132] The specific embodiments described above further describe the purpose, technical solutions and beneficial effects of the present application in detail. It should be understood that the above description is only a specific embodiment of the present application and is not intended to limit the scope of protection of the present application. It is particularly pointed out that for those skilled in the art, any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application should be included in the scope of protection of the present application.

Claims

1. A method for predicting vehicle structure-borne road noise, characterized in that: include: Obtaining a first transfer function matrix associated with a tire connection point on a steering knuckle of a first sample vehicle to be tested; the first sample vehicle is a complete vehicle without any tires installed; Installing a first sample tire to be tested on any second sample vehicle to obtain a first constant load force of a wheel center of the first sample tire under a first test condition; Installing the first sample tire into a first test bench, and obtaining a second transfer function matrix of the wheel center of the first sample tire; A road noise prediction result is obtained under the first test condition after the first sample tire is installed on the first sample vehicle according to the first transfer function matrix, the first invariant load force and the second transfer function matrix.

2. A vehicle structure-borne noise prediction method as claimed in claim 1, characterized in that: The step of obtaining a first transfer function matrix related to a tire connection point on a steering knuckle of a first vehicle to be tested includes: The first transfer function matrix includes: a first origin transfer function matrix and a first sample vehicle internal response transfer matrix; By means of a first acceleration vibration sensor, a first sensing signal generated by each tire mounting bolt in the brake disc of the first sample vehicle when being excited is collected; the first acceleration vibration sensor is arranged around each tire mounting bolt; According to the virtual measuring point conversion principle, in combination with the first sensor signal, the first origin transfer function matrix is ​​obtained; collecting, by means of a first noise sensor, a second sensing signal generated by each tire mounting bolt in the brake disc of the first prototype vehicle when being stimulated; the first noise sensor being arranged inside the first prototype vehicle; According to the virtual measuring point conversion principle, the first sample vehicle internal response transfer matrix is ​​obtained in combination with the second sensing signal.

3. A vehicle structure-borne noise prediction method as claimed in claim 2, characterized in that: The step of obtaining, according to the first transfer function matrix, the first invariant load force, and the second transfer function matrix, a road noise prediction result under the first test condition after the first sample tire is installed on the first sample vehicle comprises: The calculation formula of the road noise prediction result is specifically: Among them, P4 is the road noise prediction result; is the internal response transfer matrix of the first sample vehicle; is the second transfer function matrix; is the first origin transfer function matrix, F bl is the first constant load force.

4. The method for predicting vehicle structure-borne road noise according to claim 1, characterized in that: The step of installing the first sample tire on any second sample vehicle to obtain a first constant load force of the wheel center of the first sample tire under a first test condition includes: In a stationary state, a third sensing signal generated by each tire mounting bolt in the brake disc of the second prototype vehicle when being excited is collected by a second acceleration vibration sensor and a second noise sensor; the second acceleration vibration sensor is arranged at different positions of the steering knuckle of the second prototype vehicle and is evenly distributed around the wheel center of the second prototype vehicle in different planes; the second noise sensor is located inside the second prototype vehicle; According to the virtual measuring point conversion principle, in combination with the third sensing signal, a third transfer matrix from the wheel center of the second sample vehicle to each of the second acceleration vibration sensors is obtained; collecting, by means of the second acceleration vibration sensor, a fourth sensing signal of the second sample vehicle under the first test condition; The first invariant load force is obtained according to the third transfer matrix and the fourth sensor signal.

5. A vehicle structure-borne road noise prediction method as claimed in claim 4, characterized in that: The step of obtaining the first invariant load force according to the third transfer matrix and the fourth sensing signal includes: The first constant load force specifically includes: Among them, F bl is the first constant load force; is the third transfer matrix; A5 is the fourth sensing signal.

6. The method for predicting vehicle structure-borne road noise according to claim 1, characterized in that: The step of installing the first sample tire into a first test bench and obtaining a second transfer function matrix of a wheel center of the first sample tire includes: By means of a third acceleration vibration sensor, a fifth sensor signal generated when a first preset position around the center of the rim mounting plane in the first test bench is excited is collected; the third acceleration vibration sensor is arranged around the first preset position; According to the virtual measuring point conversion principle, in combination with the fifth sensor signal, the second origin transfer function matrix of the wheel center of the first sample tire is obtained, and the second origin transfer function matrix is ​​used as the second transfer function matrix.

7. A method for predicting vehicle structure-borne road noise according to any one of claims 2, 4 or 6, characterized in that: The virtual measuring point conversion principle specifically includes: Acquire a sensing signal collected by a sensor, and acquire a force-geometry-position information relationship matrix according to the geometric position relationship between the excitation occurrence point corresponding to when the sensing signal is generated and the wheel center; According to the geometric position relationship between the position of the sensor and the wheel center, a response geometric position information relationship matrix is ​​obtained; The corresponding transfer function matrix is ​​obtained according to the sensing signal, the force geometry position information relationship matrix and the response geometry position information relationship matrix.

8. A vehicle structure-borne road noise prediction device, characterized in that: include: A first transfer function matrix acquisition module, a first constant load force acquisition module, a second transfer function matrix acquisition module and a road noise prediction module; The first transfer function matrix acquisition module is used to acquire a first transfer function matrix related to a tire connection point on a steering knuckle of a first sample vehicle to be tested; the first sample vehicle is a complete vehicle without any tires installed; The first constant load force acquisition module is used to install the first sample tire to be tested into any second sample vehicle to obtain the first constant load force of the wheel center of the first sample tire under the first test condition; The second transfer function matrix acquisition module is used to install the first sample tire into a first test bench to acquire a second transfer function matrix of the wheel center of the first sample tire; The road noise prediction module is used to obtain a road noise prediction result under the first test condition after the first sample vehicle is installed with the first sample tire based on the first transfer function matrix, the first invariant load force and the second transfer function matrix.

9. A terminal device, characterized in that: The method comprises a processor, a memory, and a computer program stored in the memory and configured to be executed by the processor, wherein when the processor executes the computer program, a method for predicting vehicle structure-borne road noise according to any one of claims 1 to 7 is implemented.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium includes a stored computer program, wherein when the computer program is executed, the device where the computer-readable storage medium is located is controlled to execute the vehicle structure-borne road noise prediction method according to any one of claims 1 to 7.

Images