Vehicle noise reduction method and device, equipment, storage medium and program product

Abstract

The invention relates to a vehicle noise reduction method, device and equipment, a storage medium and a program product, and relates to the technical field of vehicle noise. The method comprises the steps that target parameters of a tire system are obtained, the cavity modal frequency of a tire can be determined, a wheel system model is established, radial modal parameters of a rim can be obtained on the basis of the model, whether the rim modal can be coupled with the cavity modal of the tire to cause resonance or not can be judged according to the radial modal parameters and the cavity modal frequency, and if yes, the rim modal is determined to be coupled with the cavity modal of the tire to cause resonance. And if not, adjusting the design parameters of the rim to optimize the rim design until the rim is not coupled, thereby avoiding the noise problem caused by resonance. By adopting the method provided by the embodiment of the invention, the means of guiding the rim design in the early stage, breaking through the original noise reduction idea of singly optimizing the tire from the perspective of optimizing the rim design, reducing the noise of the whole vehicle, making a systematic overall decision on the noise caused by the tire and expanding and improving the noise reduction performance can be developed, so that the noise reduction design of the whole vehicle is more flexible and diversified.

Description

Technical Field

[0001] The present invention relates to the technical field of automobile noise, and in particular to a vehicle noise reduction method, device, equipment, storage medium and program product. Background Art

[0002] With the development of the automotive industry, the development and optimization of various vehicle functions have become a key focus of vehicle design, with noise, harshness, and harshness (NVH) becoming a crucial indicator of vehicle performance. Major manufacturers are committed to maximizing noise reduction from various perspectives, with in-vehicle noise reduction during driving, in particular, being a major research focus.

[0003] Currently, tire noise reduction can be optimized by modifying tire design. However, tires also perform other functions, such as cushioning and shock absorption, and gripping and braking. These functions may conflict with tire noise optimization, thus restricting the tire's noise reduction design and affecting the overall vehicle noise reduction performance. Summary of the Invention

[0004] One of the objectives of the present invention is to provide a vehicle noise reduction method, device, equipment, storage medium and program product to solve the problem of restricted noise reduction performance of the entire vehicle.

[0005] In order to achieve the above object, the technical solution adopted by the present invention is as follows:

[0006] A vehicle noise reduction method, the method comprising:

[0007] Obtaining target parameters of the tire system, wherein the target parameters include design parameters of the tire, the rim, and the rim connection component;

[0008] determining a cavity modal frequency of the tire based on design parameters of the tire;

[0009] Establishing a wheel system model according to the target parameters, and obtaining radial modal parameters of the rim based on the wheel system model;

[0010] Determine whether the radial modal parameter is coupled with the cavity modal frequency; if so, adjust the design parameters of the rim until they are not coupled.

[0011] Furthermore, the radial modal parameters include a target frequency, and obtaining the radial modal parameters of the rim based on the wheel system model includes:

[0012] Obtaining a frequency band to be solved for the radial modal parameters;

[0013] Establishing a characteristic equation representing the radial mode of the rim based on the wheel system model;

[0014] Solving the characteristic equation in the frequency band to be solved to obtain vibration shapes and corresponding frequencies of multiple modes;

[0015] A target vibration shape is determined from the vibration shapes of the multiple modes, and a frequency corresponding to the target vibration shape is used as a target frequency.

[0016] Further, determining a target vibration shape from the vibration shapes of the multiple modes includes:

[0017] For each mode, calculate the strain energy density;

[0018] The strain energy proportions of different regions are quantified according to the strain energy density, and the vibration mode corresponding to the mode in which the strain energy proportion of the rim region is greater than a preset proportion value is selected as the target vibration mode.

[0019] Furthermore, the frequency band to be solved is determined based on the cavity modal frequency, and the method further includes:

[0020] If the target vibration mode does not exist in the vibration modes of the multiple modes, the frequency band to be solved is corrected according to the cavity modal frequency, and the characteristic equation is re-solved based on the corrected frequency band to be solved to obtain a new vibration mode for determining the target vibration mode.

[0021] Furthermore, the radial modal parameter includes a target frequency, and the determining whether the radial modal parameter is coupled with the cavity modal frequency includes:

[0022] determining a resonance range of the tire according to the cavity modal frequency, wherein a difference between the cavity modal frequency and at least one boundary value of the resonance range is less than or equal to a preset threshold;

[0023] If the target frequency is within the resonance range, coupling is performed;

[0024] If the target frequency is not within the resonance range, no coupling is performed.

[0025] Furthermore, a wheel system model is established according to the target parameters, including:

[0026] Performing mesh modeling on the tire, the rim, and the rim connection component according to the target parameters to obtain corresponding model units;

[0027] The connection relationship between different model units and the constraint conditions of each model unit are set to obtain a wheel system model established according to the target parameters.

[0028] A vehicle noise reduction device, comprising:

[0029] an acquisition module, configured to acquire target parameters of the tire system, wherein the target parameters include design parameters of the tire, the rim, and the rim connection component;

[0030] a cavity modal processing module, configured to determine the cavity modal frequency of the tire according to design parameters of the tire;

[0031] a model building module, configured to build a wheel system model according to the target parameters, and obtain radial modal parameters of the rim based on the wheel system model;

[0032] The judging module is configured to judge whether the radial modal parameters are coupled with the cavity modal frequency, and if so, to adjust the design parameters of the rim until they are not coupled.

[0033] An electronic device comprises: a processor, and a memory communicatively connected to the processor;

[0034] The memory stores computer-executable instructions;

[0035] The processor executes the computer-executable instructions stored in the memory to implement any one of the above vehicle noise reduction methods.

[0036] A computer-readable storage medium includes: computer-executable instructions stored in the computer-readable storage medium, and the computer-executable instructions are used to implement any of the above vehicle noise reduction methods when executed by a processor.

[0037] A computer program product includes a computer program, and when the computer program is executed by a processor, the vehicle noise reduction method as described in any one of the above items is implemented.

[0038] The present invention has the following beneficial effects: Based on the radial modal parameters and cavity modal frequencies, it can be determined whether the rim mode will couple with the tire cavity mode, causing resonance. If coupling occurs, the rim design parameters are adjusted to optimize the rim design until coupling is eliminated, thus avoiding noise issues caused by resonance. The present invention's method can be used to develop early guidance for rim design, breaking away from the original single-minded approach of optimizing tire noise reduction from the perspective of rim design optimization. This reduces overall vehicle noise, enables systematic and coordinated decision-making on tire-induced noise, expands methods for improving noise reduction performance, and makes overall vehicle noise reduction design more flexible and diverse. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] Figure 1 A schematic flow chart of a vehicle noise reduction method provided by an exemplary embodiment of the present invention;

[0040] Figure 2 A schematic diagram of a modeling process of a wheel system model provided by an exemplary embodiment of the present invention;

[0041] Figure 3 A schematic structural diagram of a wheel system model provided by an exemplary embodiment of the present invention;

[0042] Figure 4 A schematic diagram of a solution process for radial modal parameters provided by an exemplary embodiment of the present invention;

[0043] Figure 5 A schematic diagram of a vibration shape of a rim radial mode provided by an exemplary embodiment of the present invention;

[0044] Figure 6 A schematic structural diagram of a vehicle noise reduction device provided by an exemplary embodiment of the present invention;

[0045] Figure 7 A schematic structural diagram of an electronic device provided by an exemplary embodiment of the present invention.

[0046] The above drawings have shown specific embodiments of the present invention, which will be described in more detail below. These drawings and the text description are not intended to limit the scope of the present invention in any way, but rather to illustrate the concept of the present invention to those skilled in the art by referring to specific embodiments. DETAILED DESCRIPTION

[0047] The following describes the embodiments of the present invention with reference to the accompanying drawings and preferred embodiments. Those skilled in the art will readily appreciate the other advantages and benefits of the present invention from the disclosure herein. The present invention may also be implemented or applied through various other specific embodiments, and the various details in this specification may be modified or altered based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are intended only to illustrate the present invention and are not intended to limit the scope of protection of the present invention.

[0048] It should be noted that the illustrations provided in the following embodiments are merely schematic illustrations of the basic concept of the present invention. Therefore, the illustrations only show components related to the present invention and are not drawn according to the number, shape, and size of components in actual implementation. In actual implementation, the type, quantity, and proportion of each component may be changed arbitrarily, and the component layout may also be more complex.

[0049] Exemplary embodiments will be described in detail herein, examples of which are illustrated in the accompanying drawings. In the following description, when referring to the drawings, like numbers in different figures represent like or similar elements unless otherwise indicated. The embodiments described in the following exemplary embodiments are not intended to represent all possible embodiments consistent with the present invention. Rather, they are merely examples of apparatus and methods consistent with certain aspects of the present invention, as detailed in the appended claims.

[0050] The terms "comprises," "comprising," or any other variations thereof are intended to encompass non-exclusive inclusion, such that a process, method, product, or apparatus that includes a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, product, or apparatus. Without further limitation, the presence of additional identical or equivalent elements in a process, method, product, or apparatus that includes the elements is not precluded. For example, the terms "first," "second," etc., when used, are used to indicate names and do not imply any particular order.

[0051] With the development of the automotive industry, vehicle noise control has become a crucial performance indicator. Excessive noise, especially during driving, not only impacts the user experience but can also interfere with the driver's perception and impact driving safety. Therefore, noise reduction performance is a key optimization objective in vehicle design.

[0052] Tires are one of the main sources of noise during vehicle driving. When considering noise reduction performance, we can start with the tires. By adjusting tread parameters and implanting sound-absorbing materials, the noise can be reduced to a certain extent. However, as a complex system that undertakes multiple core functions such as load transfer, grip braking, and cushioning and shock absorption, some of the performance indicators of tires are naturally mutually exclusive. For example, although reducing the hardness of the tread rubber can reduce noise, it will also reduce the durability of the tire. Although implanting sound-absorbing materials can absorb some noise, it will also increase resistance and energy consumption. For practical reasons, it is often not possible to maximize noise reduction as a tire design goal during the vehicle design process. In addition, in some cases, even if the tire design is optimized by prioritizing the noise reduction performance of the tire, the noise reduction effect during actual vehicle driving may not meet expectations.

[0053] The inventors discovered that a key problem with the aforementioned noise reduction approach is that it treats the tire as a single noise source when considering noise reduction. Noise reduction optimization is considered solely from the perspective of tire design, forcing a trade-off between the tire's own noise reduction performance and other performance characteristics. This single-minded approach to noise reduction has hindered breakthroughs in overall vehicle noise reduction design. The inventors discovered that while the tire is a significant source of noise, its initial noise is not equivalent to the noise perceived inside the vehicle. The rim, as the tire's power transmission path, also affects noise transmission. Rim modes can couple with tire cavity modes, causing resonance and generating additional noise. The initial noise generated by the tire is further amplified by transmission through the rim, a key reason why the noise reduction effect during actual vehicle driving falls short of expectations.

[0054] Based on this, a technical concept has been proposed. Given known tire design parameters, a noise analysis model of the tire system is established in conjunction with conductive components such as the rim. This model is used to obtain the radial modal parameters of the rim in this system. Based on these radial modal parameters and the tire cavity frequency, it is analyzed whether the rim will couple with the tire cavity mode to cause resonance. If resonance occurs, the rim design can be modified to avoid resonance and improve the noise reduction performance of the entire vehicle. In this way, the original single-minded approach of optimizing tire noise reduction from the perspective of rim design can be broken away. A systematic and comprehensive decision-making process can be made on tire-induced noise, expanding the means to improve noise reduction performance and making the overall vehicle noise reduction design more flexible and diverse.

[0055] The application scenarios mentioned above are only some examples. Those skilled in the art can expand the application according to specific needs and scenarios. The embodiments of the present invention do not impose specific limitations on this. Figures 1 to 5 A testing method according to an exemplary embodiment of the present invention will be described.

[0056] Figure 1 Schematic diagram of a vehicle noise reduction method provided by an exemplary embodiment of the present invention. Figure 1 As shown, the method may include:

[0057] Step S101: obtaining target parameters of the tire system.

[0058] The target parameters include the design parameters of the tire, rim, and rim connection components. The tire design parameters may include the diameter and circumference of the air cavity inside the tire.

[0059] In the embodiments of the present invention, the rim connection components may include wheel components such as a clevis, a brake disc, and a center bearing. The clevis may also be called a steering knuckle, a hub bracket, or a steering arm, and the center bearing may also be called a hub bearing or a wheel bearing. In the embodiments of the present invention, these terms have the same meaning.

[0060] Step S102: determining the cavity modal frequency of the tire according to the design parameters of the tire.

[0061] For example, the cavity modal frequency of the tire can be obtained by the following formula according to the design parameters of the tire.

[0062]

[0063] In the above formula, c is the speed of sound in the gas medium; L c L is the central circumference of the air cavity, and the diameter of the air cavity is equal to the sum of the rim outer diameter and the half tire height; cp is the ground contact length of the tire; m is the ratio of the deformed cross-sectional area of the tire ground contact to the undeformed cross-sectional area; V is the vehicle speed; L is the outer circumference of the tire.

[0064] Step S103: establishing a wheel system model according to the target parameters, and obtaining radial modal parameters of the rim based on the wheel system model.

[0065] In an embodiment of the present invention, based on the design parameters of the tire, rim, and rim connection components, CAE (Computer Aided Engineering) software can be used to model the tire, rim, and rim connection components separately, and then the respective modeling results can be combined into a three-dimensional model of the entire tire system. The software can also be used to perform modal analysis on the wheel system model to solve the radial modal parameters of the rim in the entire tire system.

[0066] For example, the CAD (Computer Aided Design) data of the rim, clevis, brake disc and central bearing can be obtained, and the CAD data can be imported into CAE pre-processing software to perform mesh division to obtain mesh units of various components such as the rim.

[0067] For example, tire modeling requires simulating tire contact characteristics. The CDtire model in CAE software can be used as the linearized tire modeling result. Detailed shell elements with material properties are used to represent the tire's deformation behavior under load. Elastic behavior is achieved through anisotropic shell elements and hysteresis effects that accommodate bending. CDtire is a tire model used for noise, vibration, and multibody dynamics simulations. By adjusting fitting parameters, it approximates test data such as actual tire deformation and dynamic characteristics, resulting in a reasonable analytical tire model.

[0068] Step S104 , determining whether the radial modal parameters are coupled with the cavity modal frequency; if so, adjusting the design parameters of the rim until they are not coupled.

[0069] The radial modal parameters may include vibration shapes and frequencies corresponding to the vibration shapes.

[0070] Through the above steps, vibration mode diagrams of different modes can be obtained based on the wheel system model. Each vibration mode diagram can represent the vibration mode of the radial mode of the tire system under this mode. A vibration mode with an ideal shape (such as a petal shape) is selected from them and the frequency corresponding to the vibration mode is used as the target frequency of the rim in the radial mode. If this target frequency is not coupled with the cavity mode frequency of the tire, there is no need to adjust the rim design. If this target frequency is coupled with the cavity mode frequency of the tire, the rim design needs to be adjusted until its target frequency is not coupled with the cavity mode frequency.

[0071] The design parameters of the rim can be adjusted in a variety of ways, such as reconstructing the spoke topology of the rim, increasing the number of spokes, changing the cross-sectional shape of the rim, and replacing different materials. The specific method can be selected based on the quantitative relationship between the target frequency and the cavity modal frequency. After the adjustment is completed, steps S103 and S104 are re-executed until the target frequency is decoupled from the cavity modal frequency.

[0072] In an embodiment of the present invention, determining whether the radial modal parameter is coupled with the cavity modal frequency may include: determining a resonance range of the tire based on the cavity modal frequency; coupling if the target frequency is within the resonance range; and not coupling if the target frequency is not within the resonance range.

[0073] The difference between the cavity modal frequency and at least one boundary value of the resonance range is less than or equal to a preset threshold. The preset threshold can be obtained by multiplying the cavity modal frequency by a specific ratio. For example, if the cavity modal frequency is 200 Hz, 200 Hz × 0.1 = 20 Hz, then the preset threshold can be 20 Hz, and the upper limit of the resonance range can be 220 Hz.

[0074] In some possible implementations, the cavity modal frequency can be modified to obtain a range that resonates with it. For example, the cavity modal frequency can be multiplied by a coefficient greater than 1 to obtain the upper limit of the interval, and the cavity modal frequency can be multiplied by a coefficient less than 1 to obtain the lower limit of the interval.

[0075] For example, the cavity modal frequency of the tire is 200 Hz, which is multiplied by 1.1 to 220 Hz, and multiplied by 0.9 to 180 Hz. Then (180 Hz, 220 Hz) can be used as the resonance interval. In this case, the frequency avoidance index of the rim is 0.1.

[0076] In the above embodiment, by obtaining the target parameters of the tire system, the cavity modal frequency of the tire can be determined and a wheel system model can be established. Based on this model, the radial modal parameters of the rim can be obtained. Based on the radial modal parameters and the cavity modal frequency, it can be determined whether the rim mode will couple with the tire cavity mode to cause resonance. If coupled, the design parameters of the rim are adjusted to optimize the rim design until it is not coupled, thereby avoiding noise problems caused by resonance. The method of the embodiment of the present invention can be used to develop early guidance for rim design, breaking the original single-minded optimization of tire noise reduction from the perspective of optimizing rim design, reducing vehicle noise, making systematic and coordinated decisions on tire-induced noise, expanding the means to improve noise reduction performance, and making vehicle noise reduction design more flexible and diversified.

[0077] In one embodiment, Figure 2 As shown in Figure 2, a wheel system model is established based on the target parameters, including:

[0078] Step S201 : mesh modeling is performed on the tire, rim, and rim connection components according to target parameters to obtain corresponding model units.

[0079] For tire modeling, shell elements can be used to describe each layer of the tire structure separately to achieve configurability. For example, a three-dimensional shell element model of the tire's multi-layer structure can be established, separating the crown, belt layer, carcass ply, and sidewall structure into independent shell layers. The thickness and spatial topology of each layer are defined based on actual geometric parameters, and anisotropic material properties are assigned to each shell layer. The in-plane stiffness is defined based on the elastic matrix of the cord-rubber composite material, a tire-ground contact pair is defined, and a friction model is set to describe tangential slip behavior.

[0080] For modeling the rim and its connecting components, such as the clevis, brake disc, and center bearing, you can import their CAD data for meshing. The rim can be modeled using second-order tetrahedral elements, while the clevis, brake disc, and center bearing can be modeled using tetrahedral or shell elements.

[0081] Step S202 : setting the connection relationship between different model units and the constraint conditions of each model unit to obtain a wheel system model established according to the target parameters.

[0082] The constraint condition may refer to the rotational degree of freedom of the component.

[0083] In an embodiment of the present invention, the model units obtained by the above modeling can be assembled, rigid units can be used to simulate the bolts involved in the assembly, and constraints of each model unit can be set to obtain a finite element model corresponding to the entire tire system.

[0084] Figure 3 A schematic structural diagram of a wheel system model provided by an exemplary embodiment of the present invention.

[0085] like Figure 3 As shown, the clasp's bodyside mounting point can be constrained to six degrees of freedom, while the central bearing and clasp release rotational freedom to ensure the tire's rotatability. The tire and rim can be connected using the CDTire module in CAE software using the flexible element rbe3. Figure 3 The black triangle in the figure indicates that the rotational freedom at that position is a six-degree-of-freedom constraint.

[0086] In the above embodiment, a finite element model of the tire system can be established based on the design parameters of each component in the tire system, which facilitates the analysis of the radial mode of the rim through computer-aided software. This eliminates the need to manufacture physical components, reduces costs, and accelerates development progress.

[0087] In one embodiment, Figure 4As shown in Figure 2, the radial modal parameters of the rim are obtained based on the wheel system model, including:

[0088] Step S401: Obtain the frequency band of radial modal parameters to be solved.

[0089] The frequency band to be solved represents the frequency range for solving radial modal parameters. This can be set manually based on the wheel system or based on the tire's cavity modal frequencies and preset rules. The frequency range affects the order of the solved radial modes. The frequency band to be solved should cover all important modes of the rim.

[0090] For example, based on the wheel system model and the actual noise reduction requirements of the vehicle, the frequency band to be solved can be set to 0-300 Hz.

[0091] The modal order represents the number of vibration modes to be calculated, and the order is proportional to the frequency. Each mode has a natural frequency and its corresponding vibration mode (e.g., the first-order mode is the lowest-frequency vibration mode, the second-order is the next lowest, and so on).

[0092] Step S402: establishing a characteristic equation for characterizing the radial mode of the rim based on the wheel system model.

[0093] Step S403 : solving the characteristic equation in the frequency band to be solved to obtain vibration shapes and corresponding frequencies of multiple modes.

[0094] In the embodiment of the present invention, the radial modal analysis of the rim can be transformed into a problem of solving the eigenvalue of the wheel system. According to the mass matrix and stiffness matrix of the model, the characteristic equation can be established: [K]{Φ}=ω 2 [M]{Φ}, by solving this equation we can get a series of eigenvalues ω i 2 and the eigenvector {Φ i}.

[0095] Where [K] represents the stiffness matrix, which is generated by the material elastic modulus, geometry, and connection relationship of the wheel system. [M] represents the mass matrix, which is generated by the structural mass distribution (density and volume) of the wheel system. Eigenvalue ω i 2 and can be used to obtain the frequency f i =ω i / 2π. Eigenvector {Φ i} can characterize the vibration mode at this frequency.

[0096] Step S404 : determining a target vibration shape from the vibration shapes of the multiple-order modes, and taking the frequency corresponding to the target vibration shape as the target frequency.

[0097] In some possible implementations, the target mode shape can be identified using a frequency response function or strain energy distribution. For example, strain energy distribution identification can calculate the strain energy density for each mode. The strain energy contribution of different regions is quantified based on this strain energy density, and the mode shape corresponding to the mode where the strain energy contribution of the rim region exceeds a preset proportion is selected as the target mode shape.

[0098] Specifically, the strain energy proportion of each component of the rim (such as the rim, spokes, etc.) can be quantified based on the strain energy density. If the strain energy proportion of the rim exceeds 70% of the total strain energy, the mode can be determined to be the radially dominant mode, and the vibration mode can be recorded as the target vibration mode, and the frequency corresponding to the vibration mode can be used as the target frequency.

[0099] In some possible implementations, CAE software can also be used to generate all vibration mode diagrams within the frequency band to be solved, and the target vibration mode is selected based on the vibration mode shape in each order modal vibration mode diagram. For example, a petal-shaped vibration mode of the rim is the target vibration mode.

[0100] Figure 5 Schematic diagram of a vibration mode of a rim radial mode provided by an exemplary embodiment of the present invention. Figure 5 As shown in the example, the vibration shape of a certain mode is petal-shaped, which meets the requirements of rim radial modal analysis. It can be used as the target vibration shape, and the frequency corresponding to the vibration shape can be used as the target frequency. Figure 5 The frequency corresponding to the vibration mode shown, i.e., the target frequency, is 223 Hz, and the resonance range of the tire's cavity modal frequency is (180 Hz, 220 Hz). If the target frequency is not within this resonance range, there is no need to adjust the rim design parameters.

[0101] In one embodiment, the frequency range to be solved can be determined based on the cavity modal frequency. For example, after obtaining the cavity modal frequency of the tire, it can be modified to obtain the frequency range to be solved. For example, if the cavity modal frequency of the tire is 200 Hz, this frequency can be increased by 100 Hz to obtain the upper limit of the solution range, and decreased by 100 Hz to obtain the lower limit of the solution range.

[0102] Optionally, if the target vibration mode does not exist in the vibration modes of the multi-order modes, the frequency band to be solved is corrected according to the cavity modal frequency, and the characteristic equation is re-solved based on the corrected frequency band to be solved to obtain a new vibration mode for determining the target vibration mode.

[0103] In an embodiment of the present invention, if there is no target vibration shape that meets the requirements among the vibration shapes of all modes solved within the frequency band to be solved, it can be considered that the range of the frequency band to be solved is inappropriate. For example, the frequency band to be solved is 100Hz~200Hz, and the frequency corresponding to the target vibration shape may be greater than 200Hz. In response to this situation, the frequency band to be solved can be re-corrected. For example, 200Hz is added to the cavity modal frequency of 200Hz to obtain a new upper limit of the solution range of 400Hz, and the vibration shapes of each mode are solved within the new solution range to determine whether there is a target vibration shape. If so, the target frequency can be confirmed. If not, the frequency band to be solved can be further corrected until the target vibration shape is found.

[0104] In the above embodiment, a smaller frequency band to be solved can be first determined based on the cavity modal frequency to reduce the amount of calculation in the process of solving the radial modal parameters. If the target vibration mode is not found in this frequency band, the solution range can be gradually expanded by correcting the frequency band to be solved, thereby improving the solution efficiency and quickly determining the radial modal parameters of the rim to determine the subsequent noise optimization strategy.

[0105] Figure 6 This is a schematic structural diagram of a vehicle noise reduction device provided by an exemplary embodiment of the present invention. Figure 6 As shown, the vehicle noise reduction device 600 may include:

[0106] An acquisition module 601 is configured to acquire target parameters of a tire system, wherein the target parameters include design parameters of the tire, the rim, and the rim connection components;

[0107] a cavity mode processing module 602, configured to determine the cavity mode frequency of the tire according to the design parameters of the tire;

[0108] A model building module 603 is used to build a wheel system model according to the target parameters, and obtain radial modal parameters of the rim based on the wheel system model;

[0109] The judgment module 604 is used to judge whether the radial modal parameters are coupled with the cavity modal frequency. If coupled, the design parameters of the rim are adjusted until they are not coupled.

[0110] In one embodiment, the model building module 603 is also used to: obtain the frequency band to be solved for the radial modal parameters; establish a characteristic equation characterizing the radial mode of the rim based on the wheel system model; solve the characteristic equation within the frequency band to be solved to obtain the vibration mode and corresponding frequency of the multi-order mode; determine the target vibration mode from the vibration mode of the multi-order mode, and use the frequency corresponding to the target vibration mode as the target frequency.

[0111] In one embodiment, the model building module 603 is further configured to: calculate the strain energy density for each mode; quantify the strain energy proportion of different regions based on the strain energy density, and select the vibration mode corresponding to the mode in which the strain energy proportion of the rim region is greater than a preset proportion value as the target vibration mode.

[0112] In one embodiment, the model building module 603 is further used to: if the target vibration mode does not exist in the vibration mode of the multi-order mode, then correct the frequency band to be solved according to the cavity modal frequency, and re-solve the characteristic equation based on the corrected frequency band to be solved to obtain a new vibration mode for determining the target vibration mode.

[0113] In one embodiment, the judgment module 604 is further configured to: determine a resonance range of the tire according to the cavity modal frequency; couple if the target frequency is within the resonance range; and decouple if the target frequency is not within the resonance range.

[0114] In one embodiment, the model building module 603 is further used to: perform grid modeling on the tire, the rim, and the rim connecting components according to the target parameters to obtain corresponding model units; set the connection relationship between different model units and the constraints of each model unit to obtain a wheel system model established according to the target parameters.

[0115] The vehicle noise reduction device provided in this embodiment is used to implement the technical solution in any of the aforementioned method embodiments. Its implementation principles and technical effects are similar and will not be described in detail here.

[0116] It should be understood that the above-described device embodiments are merely illustrative, and the devices of the present invention may be implemented in other ways. For example, the division of units / modules in the above-described embodiments is merely a logical functional division, and actual implementations may employ alternative divisions. For example, multiple units, modules, or components may be combined or integrated into another system, or some features may be omitted or not implemented.

[0117] In addition, unless otherwise specified, the functional units / modules in the various embodiments of the present invention may be integrated into a single unit / module, each unit / module may exist physically separately, or two or more units / modules may be integrated together. The aforementioned integrated units / modules may be implemented in the form of hardware or software program modules.

[0118] Figure 7 FIG1 is a schematic diagram of the structure of an electronic device provided by an exemplary embodiment of the present invention. Figure 7 As shown, the electronic device 70 includes:

[0119] Processor 71, memory 72, and communication interface 73;

[0120] The memory 72 is used to store executable instructions of the processor 71; the executable instructions may be computer-executable instructions;

[0121] The processor 71 is configured to execute the technical solution in any of the aforementioned method embodiments by executing the executable instructions.

[0122] Optionally, the memory 72 can be independent or integrated with the processor 71.

[0123] Optionally, when the memory 72 is a device independent of the processor 71, the electronic device 70 may further include:

[0124] The bus 74 , the memory 72 and the communication interface 73 are connected to the processor 71 via the bus 74 and communicate with each other. The communication interface 73 is used to communicate with other devices.

[0125] Optionally, the communication interface 73 may be implemented using a transceiver. The communication interface is used to enable communication between the database access device and other devices (e.g., a client, a read-write library, and a read-only library). The memory may include random access memory (RAM) and may also include non-volatile memory (non-volatile memory), such as at least one disk storage device.

[0126] Bus 74 may be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus. Buses can be categorized as address buses, data buses, control buses, and the like. For ease of illustration, the figure shows only one line, but this does not imply that there is only one bus or only one type of bus.

[0127] The above-mentioned processor can be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc.; it can also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field programmable gate array (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, and discrete hardware components.

[0128] The electronic device is used to execute the technical solution in any of the aforementioned method embodiments, and its implementation principles and technical effects are similar and will not be repeated here.

[0129] An embodiment of the present invention further provides a readable storage medium, which may be a computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor, the technical solution provided by any of the aforementioned method embodiments is implemented.

[0130] An embodiment of the present invention further provides a computer program product, including a computer program, which is used to implement the technical solution provided by any of the aforementioned method embodiments when executed by a processor.

[0131] Those skilled in the art will appreciate that all or part of the steps in the above-described method embodiments can be implemented using hardware associated with program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments. The aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0132] In the above embodiments, the description of each embodiment has its own emphasis. For parts not described in detail in a particular embodiment, please refer to the relevant description of other embodiments. The technical features of the above embodiments can be combined in any way. To keep the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0133] Other embodiments of the present invention will readily occur to those skilled in the art after considering the specification and practicing the invention disclosed herein. The present invention is intended to cover any variations, uses, or adaptations of the present invention that follow the general principles of the invention and include common knowledge or customary techniques in the art not disclosed herein. The description and examples are to be considered as exemplary only, with the true scope and spirit of the invention being indicated by the following claims.

[0134] The above embodiments are only preferred embodiments for fully illustrating the present invention, and the protection scope of the present invention is not limited thereto. Any equivalent substitution or modification made by those skilled in the art based on the present invention is within the protection scope of the present invention.

Claims

1. A vehicle noise reduction method, characterized in that: include: Obtaining target parameters of the tire system, wherein the target parameters include design parameters of the tire, the rim, and the rim connection component; determining a cavity modal frequency of the tire based on design parameters of the tire; Establishing a wheel system model according to the target parameters, and obtaining radial modal parameters of the rim based on the wheel system model; Determine whether the radial modal parameter is coupled with the cavity modal frequency; if so, adjust the design parameters of the rim until there is no coupling.

2. The vehicle noise reduction method according to claim 1, characterized in that: The radial modal parameters include a target frequency, and obtaining the radial modal parameters of the rim based on the wheel system model includes: Obtaining a frequency band to be solved for the radial modal parameters; Establishing a characteristic equation representing the radial mode of the rim based on the wheel system model; Solving the characteristic equation in the frequency band to be solved to obtain vibration shapes and corresponding frequencies of multiple modes; A target vibration shape is determined from the vibration shapes of the multiple modes, and a frequency corresponding to the target vibration shape is used as a target frequency.

3. The vehicle noise reduction method according to claim 2, characterized in that: Determining a target vibration shape from the vibration shapes of the multiple modes includes: For each mode, calculate the strain energy density; The strain energy proportions of different regions are quantified according to the strain energy density, and the vibration mode corresponding to the mode in which the strain energy proportion of the rim region is greater than a preset proportion value is selected as the target vibration mode.

4. The vehicle noise reduction method according to claim 2, characterized in that: The frequency band to be solved is determined based on the cavity modal frequency, and the method further includes: If the target vibration mode does not exist in the vibration modes of the multiple modes, the frequency band to be solved is corrected according to the cavity modal frequency, and the characteristic equation is re-solved based on the corrected frequency band to be solved to obtain a new vibration mode for determining the target vibration mode.

5. The vehicle noise reduction method according to any one of claims 1 to 4, characterized in that: The radial modal parameter includes a target frequency, and determining whether the radial modal parameter is coupled with the cavity modal frequency includes: determining a resonance range of the tire according to the cavity modal frequency, wherein a difference between the cavity modal frequency and at least one boundary value of the resonance range is less than or equal to a preset threshold; If the target frequency is within the resonance range, coupling is performed; If the target frequency is not within the resonance range, no coupling is performed.

6. The vehicle noise reduction method according to any one of claims 1 to 4, characterized in that: The step of establishing a wheel system model according to the target parameters includes: Performing mesh modeling on the tire, the rim, and the rim connection component according to the target parameters to obtain corresponding model units; The connection relationship between different model units and the constraint conditions of each model unit are set to obtain a wheel system model established according to the target parameters.

7. A vehicle noise reduction device, characterized in that: include: an acquisition module, configured to acquire target parameters of the tire system, wherein the target parameters include design parameters of the tire, the rim, and the rim connection component; a cavity modal processing module, configured to determine the cavity modal frequency of the tire according to design parameters of the tire; a model building module, configured to build a wheel system model according to the target parameters, and obtain radial modal parameters of the rim based on the wheel system model; The judging module is configured to judge whether the radial modal parameters are coupled with the cavity modal frequency, and if so, to adjust the design parameters of the rim until they are not coupled.

8. An electronic device, characterized in that: include: a processor, and a memory communicatively connected to the processor; The memory stores computer-executable instructions; The processor executes the computer-executable instructions stored in the memory to implement the method according to any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that The computer-readable storage medium stores computer-executable instructions, which are used to implement the method according to any one of claims 1 to 6 when executed by a processor.

10. A computer program product, characterized in that The invention comprises a computer program, which implements the method according to any one of claims 1 to 6 when being executed by a processor.

Images