In-vehicle tire cavity sound optimization method by using amplitude-frequency and phase-frequency characteristics of spiral spring and medium

Abstract

The invention discloses an in-vehicle tire cavity sound optimization method based on amplitude-frequency and phase-frequency characteristics of a spiral spring and a medium. The method comprises the following steps: establishing a whole vehicle road noise analysis finite element model; according to the whole vehicle road noise analysis finite element model, calculating in-vehicle sound pressure, and determining problem frequency; and analyzing the principal component contribution of the in-vehicle sound pressure to the problem frequency, and further optimizing the tire cavity sound. According to the method, a tire cavity sound optimization scheme is determined by building a whole vehicle finite element model for NVH simulation analysis and analyzing a wheel cavity sound transmission path.

Description

Technical Field

[0001] The present invention relates to the field of passenger car road noise tire cavity sound development, and more specifically, to a method and medium for optimizing the in-vehicle tire cavity sound by utilizing the amplitude-frequency and phase-frequency characteristics of a spiral spring. Background Art

[0002] As new energy vehicles become more popular, the problem of road noise caused by uneven roads is prominent due to the lack of traditional fuel engine noise masking, resulting in a poor riding experience. Reducing tire cavity noise in the passenger compartment can improve riding comfort, reduce complaints, and increase product sales. Tire cavity noise is mainly transmitted to the interior of the vehicle through structural paths, and the process is complex, involving multiple components such as rims, steering knuckles, and suspensions.

[0003] The two biggest factors affecting tire cavity sound are the excitation load generated by tire cavity resonance and the load amplification generated by suspension resonance. The tire cavity resonance excitation frequency is related to the tire size and is generally around 200Hz. If the suspension also has modes in this frequency range, it often causes the load transferred from the suspension to the vehicle body to be amplified, resulting in obvious tire cavity sound in the passenger compartment, which seriously affects the driving experience.

[0004] During the process of developing vehicle NVH performance, the vehicle tire cavity noise is usually reduced by increasing the chassis and body installation point stiffness, reducing the body NTF, and adding tire sound-absorbing cotton. However, this often brings about problems such as large design changes and significant cost increases.

[0005] Therefore, it is necessary to develop a method and medium for optimizing the cavity sound of the tire inside the vehicle by utilizing the amplitude-frequency and phase-frequency characteristics of the spiral spring.

[0006] The information disclosed in the background technology section of the present invention is only intended to deepen the understanding of the general background technology of the present invention, and should not be regarded as acknowledging or suggesting in any form that the information constitutes the prior art already known to those skilled in the art. Summary of the invention

[0007] The present invention proposes a method and medium for optimizing the cavity sound of a tire in a vehicle by utilizing the amplitude-frequency and phase-frequency characteristics of a coil spring. The method can determine the optimization scheme for the cavity sound of a tire by building a finite element model of a whole vehicle for NVH simulation analysis and performing a wheel cavity cavity sound transmission path analysis.

[0008] In a first aspect, an embodiment of the present disclosure provides a method for optimizing the cavity sound of a tire in a vehicle by using the amplitude-frequency and phase-frequency characteristics of a spiral spring, comprising:

[0009] Establish a finite element model for vehicle road noise analysis;

[0010] Calculate the sound pressure inside the vehicle according to the vehicle road noise analysis finite element model to determine the problem frequency;

[0011] The main component contribution of the in-vehicle sound pressure to the problem frequency is analyzed, and then the tire cavity sound is optimized.

[0012] Preferably, the whole vehicle road noise analysis finite element model includes a complete body assembly finite element model, a chassis assembly finite element model, and a powertrain finite element model.

[0013] Preferably, the in-vehicle sound pressure is:

[0014]

[0015] In the formula, F ij (x) Excitation load obtained from the mule car road test, i represents the principal component, j represents the four axle head degrees of freedom in the three directions of X, Y, and Z, H j (x) is the noise transfer function from the axle head to the vehicle interior in each direction corresponding to the load, and x is the frequency of concern for the sound pressure P(x) in the passenger compartment.

[0016] Preferably, analyzing the main component contribution of the in-vehicle sound pressure to the problem frequency includes:

[0017] When i = a, P a (x0) The principal component contributes the most;

[0018] P a (x0) Problem frequency X0 is used for transfer path contribution analysis;

[0019] The maximum contribution path sound pressure is recorded as P amax (x0), and its corresponding phase is recorded as

[0020] Preferably, P a The problem frequency X0 of (x0) is analyzed for the transfer path contribution:

[0021]

[0022] In the formula, G κ (x0) is the noise transfer function from the front and rear suspension to the vehicle interior in the three degrees of freedom directions of X, Y, and Z for all n mounting points on the vehicle body. aκ (x0) is the principal component of a and G κ (x0) corresponds to the load, κ represents the position and degree of freedom of the different mounting points of the front and rear suspension and the vehicle body, and n represents the number of mounting points.

[0023] Preferably, the tire cavity sound optimization includes:

[0024] Determine the rear coil spring path tire cavity sound contribution P corresponding to the principal component with the largest contribution aspring (x0);

[0025] The tire cavity sound optimization scheme is determined based on the relationship between the tire cavity sound contribution and the sound pressure of the path with the maximum contribution.

[0026] Preferably, if P amax (x0)≠P aspring (x0), then the tire cavity sound optimization scheme is:

[0027]

[0028] Preferably, if P amax (x0) = P aspring (x0) and the rear coil spring resonates at frequency x0, then the tire cavity sound optimization solution is:

[0029]

[0030] Preferably, if P amax (x0) = P aspring (x0) and the rear coil spring does not resonate at frequency x0, then the tire cavity sound optimization solution is:

[0031]

[0032] In a second aspect, an embodiment of the present disclosure further provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the method for optimizing the cavity sound of a vehicle tire using the amplitude-frequency and phase-frequency characteristics of a spiral spring.

[0033] The methods and apparatus of the present invention have other features and advantages that will be apparent from, or will be described in detail in, the accompanying drawings and subsequent detailed descriptions incorporated herein, which together serve to explain the specific principles of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] The above and other objects, features and advantages of the present invention will become more apparent through a more detailed description of exemplary embodiments of the present invention in conjunction with the accompanying drawings, wherein like reference numerals generally represent like components throughout the exemplary embodiments of the present invention.

[0035] Figure 1 A flow chart showing the steps of a method for optimizing the cavity sound of a vehicle tire using the amplitude-frequency and phase-frequency characteristics of a spiral spring according to an embodiment of the present invention.

[0036] Figure 2 A schematic diagram of a finite element model for whole vehicle road noise analysis according to an embodiment of the present invention is shown.

[0037] Figure 3 A schematic diagram of road noise tire cavity sound analysis according to an embodiment of the present invention is shown.

[0038] Figure 4 A schematic diagram showing TPA analysis results according to an embodiment of the present invention.

[0039] Figure 5 A schematic diagram showing the optimization analysis results of road noise and wheel cavity sound according to an embodiment of the present invention is shown. DETAILED DESCRIPTION

[0040] The preferred embodiments of the present invention will be described in more detail below. Although the preferred embodiments of the present invention are described below, it should be understood that the present invention can be implemented in various forms and should not be limited to the embodiments set forth herein.

[0041] To facilitate understanding of the solutions and effects of the embodiments of the present invention, two specific application examples are given below. Those skilled in the art should understand that the examples are only for facilitating understanding of the present invention, and any specific details thereof are not intended to limit the present invention in any way.

[0042] Example 1

[0043] Figure 1 A flow chart showing the steps of a method for optimizing the cavity sound of a vehicle tire using the amplitude-frequency and phase-frequency characteristics of a spiral spring according to an embodiment of the present invention.

[0044] like Figure 1 As shown, the method for optimizing the cavity sound of a tire in a vehicle using the amplitude-frequency and phase-frequency characteristics of a spiral spring includes:

[0045] Step 101, establishing a finite element model for vehicle road noise analysis;

[0046] Step 102, calculating the sound pressure inside the vehicle according to the finite element model of vehicle road noise analysis, and determining the problem frequency;

[0047] Step 103 : Analyze the contribution of the main component of the in-vehicle sound pressure to the problem frequency, and then optimize the tire cavity sound.

[0048] In one example, the whole vehicle road noise analysis finite element model includes a complete body assembly finite element model, a chassis assembly finite element model, and a powertrain finite element model.

[0049] In one example, the sound pressure inside the car is:

[0050]

[0051] In the formula, F ij(x) Excitation load obtained from the mule car road test, i represents the principal component, j represents the four axle head degrees of freedom in the three directions of X, Y, and Z, H j (x) is the noise transfer function from the axle head to the vehicle interior in each direction corresponding to the load, and x is the frequency of concern for the sound pressure P(x) in the passenger compartment.

[0052] In one example, analyzing the main component contribution of the in-vehicle sound pressure to the problem frequency includes:

[0053] When i = a, P a (x0) The principal component contributes the most;

[0054] P a (x0) Problem frequency X0 is used for transfer path contribution analysis;

[0055] The maximum contribution path sound pressure is recorded as P amax (x0), and its corresponding phase is recorded as

[0056] In one example, for P a The problem frequency X0 of (x0) is analyzed for the transfer path contribution:

[0057]

[0058] In the formula, G κ (x0) is the noise transfer function from the front and rear suspension to the vehicle interior in the three degrees of freedom directions of X, Y, and Z for all n mounting points on the vehicle body. aκ (x0) is the principal component of a and G κ (x0) corresponds to the load, κ represents the position and degree of freedom of the different mounting points of the front and rear suspension and the vehicle body, and n represents the number of mounting points.

[0059] In one example, tire cavity sound optimization includes:

[0060] Determine the rear coil spring path tire cavity sound contribution P corresponding to the principal component with the largest contribution aspring (x0);

[0061] The tire cavity sound optimization scheme is determined based on the relationship between the tire cavity sound contribution and the sound pressure of the path with the maximum contribution.

[0062] In one example, if P amax (x0)≠P aspring (x0), then the optimization scheme for tire cavity noise is:

[0063]

[0064] In one example, if P amax (x0) = Paspring (x0) and the rear coil spring resonates at frequency x0, then the tire cavity sound optimization solution is:

[0065]

[0066] In one example, if P amax (x0) = P aspring (x0) and the rear coil spring does not resonate at frequency x0, the tire cavity sound optimization solution is:

[0067]

[0068] Specifically, during the vehicle data development stage, the present invention first builds a whole-vehicle finite element model for NVH simulation analysis and performs wheel cavity sound transmission path analysis. If the coil spring path contributes the most and is caused by the excessively large load on this path, the load amplitude-frequency characteristic is optimized to reduce the amplitude, so that the contribution of the coil spring path is reduced. If the non-coil spring path contributes the most, the coil spring wire diameter, outer diameter and material length are optimized to increase the load transferred by this path while matching the phase, making it the largest negative contribution path, thereby offsetting the contribution of the path with the largest contribution and achieving tire cavity sound reduction.

[0069] Compared with the traditional methods of optimizing tire cavity sound by monotonously increasing the dynamic stiffness of the vehicle body mounting point and reducing the noise transfer function of the vehicle body mounting point, the present invention utilizes the amplitude-frequency and phase-frequency characteristics of the spring and achieves tire cavity sound reduction only through multi-objective optimization design of the wire diameter, outer diameter, and material length of the rear coil spring. The tire cavity sound of the problem frequency can be reduced by about 5dB, with obvious effects and without the need to modify the vehicle body structure, and the cost remains basically unchanged.

[0070] Figure 2 A schematic diagram of a finite element model for whole vehicle road noise analysis according to an embodiment of the present invention is shown.

[0071] Establish a finite element model for vehicle road noise analysis, including the finite element model of the vehicle body assembly, the finite element model of the chassis assembly, the finite element model of the powertrain, and other assembly models, such as Figure 2 shown.

[0072] Based on the finite element model of vehicle road noise analysis, the sound pressure P(x) in the passenger compartment is calculated, and the frequency X0 of the tire cavity sound problem is determined.

[0073]

[0074] In the formula, F ij (x) Excitation load obtained from the mule car road test, i represents the selected principal component. This patent considers the first three principal components, j represents the four axis head X, Y, and Z directions of freedom, H j(x) is the noise transfer function from the axle head to the vehicle interior in all directions corresponding to the load, and x is the frequency of concern for the sound pressure P(x) in the passenger compartment, and its value range is 20Hz≤x≤300Hz.

[0075] Figure 3 A schematic diagram of road noise tire cavity sound analysis according to an embodiment of the present invention is shown.

[0076] The A-weighted sound pressure level response curve corresponding to the rear-seat sound pressure P(x) of a certain model of road noise is as follows: Figure 3 As shown, the problem frequency corresponding to the diagnosed tire cavity sound is X0=190 Hz.

[0077] P(x0) principal component and transfer path contribution analysis:

[0078] First, analyze the principal component contribution of P(x) at the problem frequency X0. Assume that when i=a, P a (x0) principal component has the largest contribution; a The problem frequency X0 of (x0) is analyzed for the transfer path contribution:

[0079]

[0080] In the formula, G κ (x0) is the noise transfer function from the front and rear suspension to the vehicle interior in the three degrees of freedom directions of X, Y, and Z for all n mounting points on the vehicle body. aκ (x0) is the principal component of a and G κ (x0) corresponds to the load, κ represents the position and degree of freedom of the different mounting points of the front and rear suspension and the vehicle body, and n represents the number of mounting points. The maximum contribution path sound pressure is recorded as P amax (x0), and its corresponding phase is recorded as

[0081] Figure 4 A schematic diagram showing TPA analysis results according to an embodiment of the present invention.

[0082] Figure 4 The contribution of the first principal component with the largest contribution to the interior sound pressure of a certain vehicle model's road noise is ranked in the transmission path corresponding to the frequency X0=190Hz of the tire cavity sound.

[0083] For tire cavity sound optimization, let the tire cavity sound contribution of the rear coil spring path corresponding to the principal component a with the largest contribution be:

[0084] P aspring (x0) = G spring (x0)*D aspring (x0)

[0085] Its phase is recorded as The load transferred to the vehicle body is Daspring (x0), weight of coil spring W spring , wire diameter r, outer diameter R, material length L, then there is the following relationship:

[0086]

[0087] The vehicle weight is recorded as W b , the noise transfer function from the spring installation point to the interior of the vehicle is G spring (x0), which is a function of m variables such as sheet metal thickness and sheet metal shape, and the variables are recorded as X1, X2,…, X m , the functional relationship is as follows:

[0088]

[0089] If P amax (x0)≠P aspring (x0), the tire cavity sound optimization can be transformed into the following optimization problem:

[0090]

[0091] If P amax (x0) = P aspring (x0) and the rear coil spring resonates at frequency x0, it can be transformed into the following multi-objective optimization problem:

[0092]

[0093] If P amax (x0) = P aspring (x0) and the rear coil spring does not resonate at frequency x0, it can be transformed into the following multi-objective optimization problem:

[0094]

[0095] Figure 5 A schematic diagram showing the optimization analysis results of road noise and wheel cavity sound according to an embodiment of the present invention is shown.

[0096] Combined with engineering feasibility, the effect of the optimal tire cavity noise optimization solution is confirmed. Figure 5 The patented adjusted coil spring material length L and wire diameter r are used for a certain vehicle model to optimize the tire cavity sound on the driver's right ear at 40kph rough road.

[0097] Regardless of whether the tire cavity sound is caused by the resonance of the body sheet metal or the resonance of the chassis components, as long as the condition of "the non-rear coil spring path contribution is the largest or the spring path contribution is the largest and the spring resonates" is met, the amplitude-frequency characteristic and phase-frequency characteristic can be optimized by adjusting the wire diameter, outer diameter and wire length of the rear coil spring. Compared with traditional tire cavity sound solutions such as body sheet metal structure optimization, suspension shock absorbers, tire sound-absorbing cotton, etc., this method has the advantages of low cost, small modification involvement and short optimization cycle.

[0098] Example 2

[0099] An embodiment of the present disclosure provides a computer-readable storage medium storing a computer program. When the computer program is executed by a processor, the method for optimizing the cavity sound of a vehicle tire using the amplitude-frequency and phase-frequency characteristics of a spiral spring is implemented.

[0100] According to the computer-readable storage medium of the embodiment of the present disclosure, non-transitory computer-readable instructions are stored thereon. When the non-transitory computer-readable instructions are executed by a processor, all or part of the steps of the above-mentioned methods of each embodiment of the present disclosure are executed.

[0101] The above-mentioned computer-readable storage media include, but are not limited to: optical storage media (e.g., CD-ROM and DVD), magneto-optical storage media (e.g., MO), magnetic storage media (e.g., magnetic tape or mobile hard disk), media with built-in rewritable non-volatile memory (e.g., memory card) and media with built-in ROM (e.g., ROM box).

[0102] Those skilled in the art should understand that the purpose of the above description of the embodiments of the present invention is only to exemplarily illustrate the beneficial effects of the embodiments of the present invention, and is not intended to limit the embodiments of the present invention to any given examples.

[0103] The embodiments of the present invention have been described above, and the above description is exemplary, not exhaustive, and is not limited to the disclosed embodiments. Many modifications and changes will be apparent to those skilled in the art without departing from the scope and spirit of the described embodiments.

Claims

1. A method for optimizing the cavity sound of a tire in a vehicle using the amplitude-frequency and phase-frequency characteristics of a spiral spring, characterized in that: include: Establish a finite element model for vehicle road noise analysis; Calculate the sound pressure inside the vehicle according to the vehicle road noise analysis finite element model to determine the problem frequency; The main component contribution of the in-vehicle sound pressure to the problem frequency is analyzed, and then the tire cavity sound is optimized.

2. The method for optimizing the cavity sound of a tire in a vehicle using the amplitude-frequency and phase-frequency characteristics of a spiral spring according to claim 1, wherein: The whole vehicle road noise analysis finite element model includes a complete body assembly finite element model, a chassis assembly finite element model, and a powertrain finite element model.

3. The method for optimizing the cavity sound of a tire in a vehicle using the amplitude-frequency and phase-frequency characteristics of a spiral spring according to claim 1, wherein: The sound pressure inside the car is: In the formula, F ij (x) Excitation load obtained from the mule car road test, i represents the principal component, j represents the four axle head degrees of freedom in the three directions of X, Y, and Z, H j (x) is the noise transfer function from the axle head to the vehicle interior in each direction corresponding to the load, and x is the frequency of concern for the sound pressure P(x) in the passenger compartment.

4. The method for optimizing the cavity sound of a tire in a vehicle using the amplitude-frequency and phase-frequency characteristics of a spiral spring according to claim 1, wherein: Analyzing the main component contribution of the in-vehicle sound pressure to the problem frequency includes: When i = a, P a (x0) The principal component contributes the most; P a (x0) Problem frequency X0 is used for transfer path contribution analysis; The maximum contribution path sound pressure is recorded as P amax (x0), and its corresponding phase is recorded as 5. The method for optimizing the cavity sound of a tire in a vehicle using the amplitude-frequency and phase-frequency characteristics of a spiral spring according to claim 4, wherein: P a The problem frequency X0 of (x0) is analyzed for the transfer path contribution: In the formula, G κ (x0) is the noise transfer function from the front and rear suspension to the vehicle interior in the three degrees of freedom directions of X, Y, and Z for all n mounting points on the vehicle body. ak (x0) is the principal component of a and G k (x0) corresponds to the load, κ represents the position and degree of freedom of the different mounting points of the front and rear suspension and the vehicle body, and n represents the number of mounting points.

6. The method for optimizing the cavity sound of a tire in a vehicle using the amplitude-frequency and phase-frequency characteristics of a spiral spring according to claim 4, wherein: Tire cavity sound optimization includes: Determine the rear coil spring path tire cavity sound contribution P corresponding to the principal component with the largest contribution aspring (x0); The tire cavity sound optimization scheme is determined based on the relationship between the tire cavity sound contribution and the sound pressure of the path with the maximum contribution.

7. The method for optimizing the cavity sound of a vehicle tire using the amplitude-frequency and phase-frequency characteristics of a spiral spring according to claim 6, wherein: If P amax (x0)≠P aspring (x0), then the tire cavity sound optimization scheme is:

8. The method for optimizing the cavity sound of a vehicle tire using the amplitude-frequency and phase-frequency characteristics of a spiral spring according to claim 6, wherein: If P amax (x0) = P aspring (x0) and the rear coil spring resonates at frequency x0, then the tire cavity sound optimization solution is:

9. The method for optimizing the cavity sound of a tire in a vehicle using the amplitude-frequency and phase-frequency characteristics of a spiral spring according to claim 6, wherein: If P amax (x0) = P aspring (x0) and the rear coil spring does not resonate at frequency x0, then the tire cavity sound optimization solution is:

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, which, when executed by a processor, implements the method for optimizing the cavity sound of a vehicle tire using the amplitude-frequency and phase-frequency characteristics of a spiral spring according to any one of claims 1 to 9.

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