Automobile vibration index forward decomposition method and system

Abstract

The invention provides an automobile vibration index forward decomposition method and system. The method comprises the following steps: acquiring a vibration signal of an automobile; based on the vibration signal and a preset structure transfer function, calculating a target vibration signal, a transfer vibration signal, an acceleration target signal and an acceleration decomposition signal; obtaining a vibration decomposition result of the automobile according to the target vibration signal and the transmission vibration signal; obtaining an acceleration decomposition result of the automobile according to the acceleration target signal and the acceleration decomposition signal; by means of the method, in-vehicle noise and uncomfortable vibration sense can be reduced, the overall NVH performance is improved, the design efficiency and quality are improved, and meanwhile the research and development cost is reduced.

Description

Technical Field

[0001] This invention relates to the field of automotive NVH technology, and in particular to a method and system for forward decomposition of automotive vibration indicators. Background Technology

[0002] NVH, an abbreviation for Noise, Vibration, and Harshness, is a crucial performance indicator in vehicle development. It directly impacts a car's comfort, perceived quality, and driving experience. In today's world, customers have increasingly higher demands for vehicles, and "human-centered design" has become a vital consideration across all industries. Vehicles exhibiting abnormal NVH vibration and noise issues, or failing to meet customer requirements for sound and vibration quality, are unlikely to be accepted by customers and the market.

[0003] Currently, most vehicle vibration design and development processes focus solely on controlling vibration magnitude. This approach, prioritizing vibration control, does not align with human biomechanics and subjective sensory requirements. Major domestic and international OEMs primarily use benchmarking to decompose vibration metrics, failing to link these metrics with subjective and objective evaluations and system design from the outset. Furthermore, vibration quality design is not integrated into the forward development process. This design method and process, which focuses solely on vibration magnitude without considering the vehicle's "vibration quality," cannot meet current customer demands for NVH development. Summary of the Invention

[0004] This invention provides a forward decomposition method for automotive vibration indicators, addressing the shortcomings of existing methods that use a benchmarking approach to decompose vibration indicators without linking them to subjective and objective evaluations and system design. This results in vehicle vibrations that do not conform to human biomechanics. The method includes:

[0005] Acquire vibration signals from the car;

[0006] Based on the vibration signal and the preset structural transfer function, the target vibration signal, the transmitted vibration signal, the target acceleration signal, and the decomposed acceleration signal are calculated.

[0007] Based on the target vibration signal and the transmitted vibration signal, the vibration decomposition result of the vehicle is obtained;

[0008] The acceleration decomposition result of the vehicle is obtained based on the acceleration target signal and the acceleration decomposition signal.

[0009] Optionally, obtaining the vibration decomposition result of the vehicle based on the target vibration signal and the transmitted vibration signal includes:

[0010] Calculate the vibration quality evaluation parameter values ​​of the target vibration signal and the transmitted vibration signal respectively;

[0011] The difference between the vibration quality evaluation parameter value of the target vibration signal and the vibration quality evaluation parameter value of the transmitted vibration signal is calculated.

[0012] When the difference between the vibration quality evaluation parameter value of the target vibration signal and the vibration quality evaluation parameter value of the transmitted vibration signal is not within the preset error range, the structural transfer function is updated.

[0013] When the difference between the vibration quality evaluation parameter value of the target vibration signal and the vibration quality evaluation parameter value of the transmitted vibration signal is within the error range, the vibration decomposition result of the vehicle is obtained.

[0014] The structural transfer function includes at least the structural transfer function from the front active end of the cab to the vehicle seat rail and the structural transfer function from the rear active end of the cab to the vehicle seat rail.

[0015] Optionally, obtaining the acceleration decomposition result of the vehicle based on the acceleration target signal and the acceleration decomposition signal includes:

[0016] Calculate the vibration quality evaluation parameters of the acceleration target signal and the vibration quality evaluation parameters of the acceleration decomposition signal, respectively.

[0017] The vibration quality evaluation parameters of the acceleration target signal and the vibration quality evaluation parameters of the acceleration decomposition signal are compared.

[0018] When the vibration quality evaluation parameter of the acceleration target signal is not greater than the vibration quality evaluation parameter of the acceleration decomposition signal, the contribution of each structural transfer function of the vehicle is ranked, and the structural transfer function with the largest contribution is used as the transfer path design parameter for the next calculation until the preset design requirements are met.

[0019] When the vibration quality evaluation parameter of the acceleration target signal is greater than the vibration quality evaluation parameter of the acceleration decomposition signal, the acceleration decomposition result of the vehicle is obtained.

[0020] Optionally, the calculation formula corresponding to the target vibration signal is as follows:

[0021]

[0022] Where X(ω) represents the target vibration signal at the angular frequency ω; H i F represents the frequency response function of the i-th path; iThe i-th path represents the working load; i = 1…m; m represents the number of vibration signal paths.

[0023] Optionally, the calculation formula corresponding to the transmitted vibration signal is as follows:

[0024]

[0025] Where B(ω) represents the transmitted vibration signal at the circular frequency ω; H1 represents the structural transfer function from the front active end A1 of the cab to the car seat guide rail; H2 represents the structural transfer function from the rear active end A2 of the cab to the car seat guide rail; K1(ω) represents the dynamic stiffness of the first path at the circular frequency ω; K2(ω) represents the dynamic stiffness of the second path at the circular frequency ω. This represents the target decomposition acceleration at point A1 at angular frequency ω; β1 represents the target decomposition acceleration at point A2 at angular frequency ω; β2 represents the vibration isolation rate of the front suspension of the cab; β3 represents the vibration isolation rate of the rear suspension of the cab.

[0026] Optionally, the calculation formula corresponding to the acceleration target signal is as follows:

[0027]

[0028] Where A(ω) is the target acceleration signal at the circular frequency ω; i = 1…m; m represents the number of paths of the vibration signal; c i (ω) represents the Fourier spectrum of the i-th path; H1 represents the structural transfer function from the active end A1 of the front cab mount to the car seat rail; H2 represents the structural transfer function from the active end A2 of the rear cab mount to the car seat rail; K1(ω) represents the dynamic stiffness of the first path at the circular frequency ω; K2(ω) represents the dynamic stiffness of the second path at the circular frequency ω; β1 represents the vibration isolation ratio of the front cab mount; β2 represents the vibration isolation ratio of the rear cab mount.

[0029] Optionally, the acceleration decomposition signal includes: the acceleration decomposition signal of the front suspension active end A1 of the cab and the acceleration decomposition signal of the rear suspension active end A2 of the cab;

[0030] The calculation formula corresponding to the acceleration decomposition signal of the active end A1 of the front suspension of the cab is as follows:

[0031]

[0032] The calculation formula corresponding to the acceleration decomposition signal of the rear suspension active end A2 of the cab is as follows:

[0033]

[0034] Among them, A enginefIndicates the acceleration at the active end of the engine's front mount; A enginef D represents the acceleration at the active end of the engine rear mount. tiref Indicates the Z-axis elevation displacement of the road surface around the front tire; D tiref H3 represents the Z-axis elevation displacement of the road surface from the rear tire; H4 represents the structural transfer function from the engine front mount active end to the cab front mount active end A1; H5 represents the structural transfer function from the engine front mount active end to the cab front mount active end A2; H6 represents the structural transfer function from the engine rear mount active end to the cab rear mount active end A2; H7 represents the structural transfer function from the front tire to the cab front mount active end A1; H8 represents the structural transfer function from the rear tire to the cab front mount active end A1; H9 represents the structural transfer function from the front tire to the cab rear mount active end A2; H 10 This represents the structural transfer function from the rear tire to the active end A2 of the rear suspension in the cab.

[0035] Based on the same inventive concept, this invention provides a forward decomposition system for automotive vibration indicators, comprising:

[0036] Signal acquisition module: used to acquire vibration signals from the vehicle;

[0037] Signal processing module: used to calculate the target vibration signal, the transmitted vibration signal, the target acceleration signal, and the decomposed acceleration signal based on the vibration signal and the preset structural transfer function;

[0038] Vibration decomposition module: used to obtain the vibration decomposition result of the vehicle based on the target vibration signal and the transmitted vibration signal;

[0039] Acceleration decomposition module: used to obtain the acceleration decomposition result of the vehicle based on the acceleration target signal and the acceleration decomposition signal.

[0040] Optionally, the vibration decomposition module is specifically used for:

[0041] Calculate the vibration quality evaluation parameter values ​​of the target vibration signal and the transmitted vibration signal respectively;

[0042] The difference between the vibration quality evaluation parameter value of the target vibration signal and the vibration quality evaluation parameter value of the transmitted vibration signal is calculated.

[0043] When the difference between the vibration quality evaluation parameter value of the target vibration signal and the vibration quality evaluation parameter value of the transmitted vibration signal is not within the preset error range, the structural transfer function is updated.

[0044] When the difference between the vibration quality evaluation parameter value of the target vibration signal and the vibration quality evaluation parameter value of the transmitted vibration signal is within the error range, the vibration decomposition result of the vehicle is obtained.

[0045] The structural transfer function includes at least the structural transfer function from the front active end of the cab to the vehicle seat rail and the structural transfer function from the rear active end of the cab to the vehicle seat rail.

[0046] Optionally, the acceleration decomposition module is specifically used for:

[0047] Calculate the vibration quality evaluation parameters of the acceleration target signal and the vibration quality evaluation parameters of the acceleration decomposition signal, respectively.

[0048] The vibration quality evaluation parameters of the acceleration target signal and the vibration quality evaluation parameters of the acceleration decomposition signal are compared.

[0049] When the vibration quality evaluation parameter of the acceleration target signal is not greater than the vibration quality evaluation parameter of the acceleration decomposition signal, the contribution of each structural transfer function of the vehicle is ranked, and the structural transfer function with the largest contribution is used as the transfer path design parameter for the next calculation until the preset design requirements are met.

[0050] When the vibration quality evaluation parameter of the acceleration target signal is greater than the vibration quality evaluation parameter of the acceleration decomposition signal, the acceleration decomposition result of the vehicle is obtained.

[0051] Optionally, the calculation formula corresponding to the target vibration signal is as follows:

[0052]

[0053] Where X(ω) represents the target vibration signal at the angular frequency ω; H i F represents the frequency response function of the i-th path; i The i-th path represents the working load; i = 1…m; m represents the number of vibration signal paths.

[0054] Optionally, the calculation formula corresponding to the transmitted vibration signal in the signal processing module is as follows:

[0055]

[0056] Where B(ω) represents the transmitted vibration signal at the circular frequency ω; H1 represents the structural transfer function from the front active end A1 of the cab to the car seat guide rail; H2 represents the structural transfer function from the rear active end A2 of the cab to the car seat guide rail; K1(ω) represents the dynamic stiffness of the first path at the circular frequency ω; K2(ω) represents the dynamic stiffness of the second path at the circular frequency ω. This represents the target decomposition acceleration at point A1 at angular frequency ω; β1 represents the target decomposition acceleration at point A2 at angular frequency ω; β2 represents the vibration isolation rate of the front suspension of the cab; β3 represents the vibration isolation rate of the rear suspension of the cab.

[0057] Optionally, the calculation formula corresponding to the acceleration target signal in the signal processing module is as follows:

[0058]

[0059] Where A(ω) is the target acceleration signal at the circular frequency ω; i = 1…m; m represents the number of paths of the vibration signal; c i (ω) represents the Fourier spectrum of the i-th path; H1 represents the structural transfer function from the active end A1 of the front cab mount to the car seat rail; H2 represents the structural transfer function from the active end A2 of the rear cab mount to the car seat rail; K1(ω) represents the dynamic stiffness of the first path at the circular frequency ω; K2(ω) represents the dynamic stiffness of the second path at the circular frequency ω; β1 represents the vibration isolation ratio of the front cab mount; β2 represents the vibration isolation ratio of the rear cab mount.

[0060] Optionally, the acceleration decomposition signal in the signal processing module includes: the acceleration decomposition signal of the front suspension active end A1 of the cab and the acceleration decomposition signal of the rear suspension active end A2 of the cab.

[0061] The calculation formula corresponding to the acceleration decomposition signal of the active end A1 of the front suspension of the cab is as follows:

[0062]

[0063] The calculation formula corresponding to the acceleration decomposition signal of the rear suspension active end A2 of the cab is as follows:

[0064]

[0065] Among them, A enginef Indicates the acceleration at the active end of the engine's front mount; A enginef D represents the acceleration at the active end of the engine rear mount. tiref Indicates the Z-axis elevation displacement of the road surface around the front tire; D tirefH3 represents the Z-axis elevation displacement of the road surface from the rear tire; H4 represents the structural transfer function from the engine front mount active end to the cab front mount active end A1; H5 represents the structural transfer function from the engine front mount active end to the cab front mount active end A2; H6 represents the structural transfer function from the engine rear mount active end to the cab rear mount active end A2; H7 represents the structural transfer function from the front tire to the cab front mount active end A1; H8 represents the structural transfer function from the rear tire to the cab front mount active end A1; H9 represents the structural transfer function from the front tire to the cab rear mount active end A2; H 10 This represents the structural transfer function from the rear tire to the active end A2 of the rear suspension in the cab.

[0066] Compared with the closest existing technology, the present invention has the following beneficial effects:

[0067] This invention provides a method and system for forward decomposition of automotive vibration indicators, comprising: acquiring a vehicle's vibration signal; calculating a target vibration signal, a transmitted vibration signal, a target acceleration signal, and an acceleration decomposition signal based on the vibration signal and a preset structural transfer function; obtaining the vehicle's vibration decomposition result based on the target vibration signal and the transmitted vibration signal; and obtaining the vehicle's acceleration decomposition result based on the target acceleration signal and the acceleration decomposition signal. The method of this invention helps reduce in-vehicle noise and uncomfortable vibration sensations, improves overall NVH performance, and enhances design efficiency and quality while reducing R&D costs.

[0068] Other features of the invention will be set forth in the following description and will be apparent in part from the description or may be learned by practicing the invention. The objects and other advantages of the invention may be realized and obtained by means of the structures particularly pointed out in the written description and the accompanying drawings.

[0069] The technical solution of the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. Attached Figure Description

[0070] The accompanying drawings are provided to further illustrate the invention and form part of the specification. They are used in conjunction with embodiments of the invention to explain the invention and do not constitute a limitation thereof. In the drawings:

[0071] Figure 1 This is a flowchart illustrating a method for forward decomposition of vehicle vibration indicators in an embodiment of the present invention.

[0072] Figure 2 This is a schematic diagram of the vibration path of the seat guide rail in a forward decomposition method for automobile vibration index in an embodiment of the present invention.

[0073] Figure 3 This is a schematic diagram illustrating the correlation between the IMF component spectrum and the target acceleration in a forward decomposition method for automobile vibration indicators according to an embodiment of the present invention.

[0074] Figure 4 This is a schematic diagram illustrating the setting of the vehicle body VTF target value in a forward decomposition method for vehicle vibration index according to an embodiment of the present invention.

[0075] Figure 5 This is a schematic diagram illustrating the decomposition of engine-to-cabin suspension design targets in a forward decomposition method for automobile vibration indicators according to an embodiment of the present invention.

[0076] Figure 6 This is a schematic diagram illustrating the decomposition of the tire-to-cabin suspension design target in a forward decomposition method for automobile vibration indicators according to an embodiment of the present invention.

[0077] Figure 7 This is a schematic diagram of the structural composition of a positive decomposition system for automobile vibration index in an embodiment of the present invention. Detailed Implementation

[0078] The preferred embodiments of the present invention will be described below with reference to the accompanying drawings. It should be understood that the preferred embodiments described herein are for illustration and explanation only and are not intended to limit the present invention.

[0079] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. "Multiple" means two or more, unless otherwise explicitly specified. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus.

[0080] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

[0081] Example 1:

[0082] This invention provides a method for the forward decomposition of automotive vibration indicators, the flowchart of which is shown below. Figure 1 As shown, it includes:

[0083] Step 1: Acquire the vibration signal of the car;

[0084] Step 2: Based on the vibration signal and the preset structural transfer function, calculate the target vibration signal, the transmitted vibration signal, the target acceleration signal, and the decomposed acceleration signal;

[0085] Step 3: Based on the target vibration signal and the transmitted vibration signal, obtain the vibration decomposition result of the vehicle;

[0086] Step 4: Obtain the acceleration decomposition result of the vehicle based on the acceleration target signal and the acceleration decomposition signal.

[0087] In this embodiment, the acquired vibration signal is used as the target vibration signal (e.g., represented by x(t)) for a key point inside the designed vehicle. The target point is set as the seat guide rail. The signal is subjected to index forward decomposition, and the target vibration signal x(t) is subjected to EMD decomposition to obtain the IMF component signals c of each order. i (t) and the corresponding Fourier spectrum c i (ω), obtained by reconstructing the vibration signal x(t) through EMD decomposition:

[0088]

[0089] Where, r n (t) represents the residual term. The EMD decomposition process described above is as follows:

[0090] First, find the local maxima and minima of the signal x(t). After obtaining all the extreme points, interpolate all the local maxima using a cubic spline interpolation function to form the upper envelope of the data. Similarly, interpolate all the local minima to form the lower envelope of the data. The average of the upper and lower envelopes is denoted as m1(t). Subtracting m1(t) from the original signal x(t) yields h1(t).

[0091] h1(t) = x(t) - m1(t)

[0092] Then consider h1(t) as the new x(t), m 11 (t) is the mean of its upper and lower envelopes, and we have:

[0093] h 11 (t)=h1(t)-m 11 (t)

[0094] Repeating this process k times, we have:

[0095] h 1k (t)=h 1(k-1) (t)-m 1k (t)

[0096] If h 1k (t) and h1(k-1) If the standard deviation SD of (t) is within the predetermined range, then the process is stopped. 1k (t) is the first-order IMF component signal of the original vibration signal x(t), denoted as c1(t) = h 1k (t), where the standard deviation SD is calculated using the following formula:

[0097]

[0098] In the formula, T is the total duration of the vibration signal X(t).

[0099] Specifically, the predetermined range of the standard deviation SD is generally 0.2 ≥ SD ≥ 0.3, but it is not limited to this. The predetermined range can also be adjusted according to the actual situation.

[0100] Let r1(t) = x(t) - c1(t), and treat r1(t) as the new x(t). Repeat the above steps to obtain the other IMF component signals of each order, denoted as c2(t), c3(t), ..., cc1(t). i (t), until r i (t) is a monotonic function until the IMF can no longer be derived.

[0101] The Fourier transform of each IMF component obtained from the decomposition yields c. i (ω).

[0102] The IMF component signals of each order obtained through EMD decomposition c i Correlation coefficients are calculated between x(t) and the original signal x(t), and the IMF component signals of each order obtained through EMD decomposition are further analyzed. i The energy ratio of x(t) to the original signal x(t) is calculated, and the correlation coefficient ρ is obtained. i for:

[0103]

[0104] Among them, E(c i (t) represents the signal c of each IMF component. i Energy of (t):

[0105]

[0106] Then, calculate the total energy E of all valid signals:

[0107]

[0108] Calculate the energy percentage, i.e., the energy E(c) of a single IMF component. i (t) represents the percentage of total energy E (c) i(t)) / E.

[0109] The effective IMF signal components are selected based on the calculated correlation coefficient and energy percentage.

[0110] For example, effective IMF signal components can be screened based on whether the correlation coefficient is greater than 0.8 and whether the energy ratio is greater than 0.1. The aforementioned 0.8 and 0.1 can also be changed to other values ​​as needed, and this application does not limit this.

[0111] It should be noted that for the obtained IMF component, the larger its correlation coefficient with the original signal, the greater the correlation between the IMF component and the original signal, and vice versa.

[0112] This invention utilizes the EMD decomposition method to remove spurious components from the original signal, adaptively filters the signal, suppresses interference signals, and improves the signal-to-noise ratio.

[0113] After performing EMD decomposition on the acquired vibration signals, a one-dimensional analysis model (or a three-dimensional multibody dynamics model; this embodiment focuses on explaining the principles) of the vehicle model needs to be established. Figure 2 As shown, the conceptual design phase assumes the vehicle is symmetrical from left to right, focusing primarily on the Z-axis vibration target decomposition, and temporarily disregarding the coupling relationships in the X, Y, and Z directions, based on the transmission path theory:

[0114]

[0115] In the formula, X(ω) represents the total vibration response of all path point loads at the target point, and H... i Let F be the frequency response function of the i-th path; i Let be the workload of the i-th path.

[0116]

[0117] In the formula K i (ω) represents the dynamic stiffness of the i-th path, a Ai (ω) is the response acceleration of the active end, a Pi (ω) represents the response acceleration of the passive end, and ω is the angular frequency.

[0118] Step 3 above, which involves obtaining the vibration decomposition result of the vehicle based on the target vibration signal and the transmitted vibration signal, may include:

[0119] Calculate the vibration quality evaluation parameter values ​​of the target vibration signal and the transmitted vibration signal respectively;

[0120] The difference between the vibration quality evaluation parameter value of the target vibration signal and the vibration quality evaluation parameter value of the transmitted vibration signal is calculated.

[0121] When the difference between the vibration quality evaluation parameter value of the target vibration signal and the vibration quality evaluation parameter value of the transmitted vibration signal is not within the preset error range, the structural transfer function is updated.

[0122] When the difference between the vibration quality evaluation parameter value of the target vibration signal and the vibration quality evaluation parameter value of the transmitted vibration signal is within the error range, the vibration decomposition result of the vehicle is obtained.

[0123] The structural transfer function includes at least the structural transfer function from the front active end of the cab to the vehicle seat rail and the structural transfer function from the rear active end of the cab to the vehicle seat rail.

[0124] Step 4 above, which involves obtaining the acceleration decomposition result of the vehicle based on the target acceleration signal and the acceleration decomposition signal, may include:

[0125] Calculate the vibration quality evaluation parameters of the acceleration target signal and the vibration quality evaluation parameters of the acceleration decomposition signal, respectively.

[0126] The vibration quality evaluation parameters of the acceleration target signal and the vibration quality evaluation parameters of the acceleration decomposition signal are compared.

[0127] When the vibration quality evaluation parameter of the acceleration target signal is not greater than the vibration quality evaluation parameter of the acceleration decomposition signal, the contribution of each structural transfer function of the vehicle is ranked, and the structural transfer function with the largest contribution is used as the transfer path design parameter for the next calculation until the preset design requirements are met.

[0128] When the vibration quality evaluation parameter of the acceleration target signal is greater than the vibration quality evaluation parameter of the acceleration decomposition signal, the acceleration decomposition result of the vehicle is obtained.

[0129] For example, the calculation formula corresponding to the target vibration signal mentioned above is as follows:

[0130]

[0131] Where X(ω) represents the target vibration signal at the angular frequency ω; H i F represents the frequency response function of the i-th path; i The i-th path represents the working load; i = 1…m; m represents the number of vibration signal paths.

[0132] For example, the calculation formula corresponding to the transmitted vibration signal mentioned above is as follows:

[0133]

[0134] Where B(ω) represents the transmitted vibration signal at the circular frequency ω; H1 represents the structural transfer function from the front active end A1 of the cab to the car seat guide rail; H2 represents the structural transfer function from the rear active end A2 of the cab to the car seat guide rail; K1(ω) represents the dynamic stiffness of the first path at the circular frequency ω; K2(ω) represents the dynamic stiffness of the second path at the circular frequency ω. This represents the target decomposition acceleration at point A1 at angular frequency ω; β1 represents the target decomposition acceleration at point A2 at angular frequency ω; β2 represents the vibration isolation rate of the front suspension of the cab; β3 represents the vibration isolation rate of the rear suspension of the cab.

[0135] For example, the calculation formula corresponding to the above-mentioned acceleration target signal is as follows:

[0136]

[0137] Where A(ω) is the target acceleration signal at the circular frequency ω; i = 1…m; m represents the number of paths of the vibration signal; c i (ω) represents the Fourier spectrum of the i-th path; H1 represents the structural transfer function from the active end A1 of the front cab mount to the car seat rail; H2 represents the structural transfer function from the active end A2 of the rear cab mount to the car seat rail; K1(ω) represents the dynamic stiffness of the first path at the circular frequency ω; K2(ω) represents the dynamic stiffness of the second path at the circular frequency ω; β1 represents the vibration isolation ratio of the front cab mount; β2 represents the vibration isolation ratio of the rear cab mount.

[0138] For example, the structural transfer function H1 from the active end A1 of the front suspension of the cab to the car seat guide rail is calculated as follows:

[0139]

[0140] H1 = Vibration isolation ratio 驾驶室前悬置 ×Acceleration impedance 驾驶室前悬置 ×VTF 驾驶室前悬置

[0141] Among them, points P1 and P2 are the passive ends of the cab suspension;

[0142] For example, the aforementioned acceleration decomposition signals include: the acceleration decomposition signal of the front suspension active end A1 of the cab and the acceleration decomposition signal of the rear suspension active end A2 of the cab; a I1,STRUCT (ω) represents the acceleration response component at the seat rail, a A1 (ω) represents the acceleration response at point A1, a P1 (ω) represents the passive acceleration response, F P1 (ω) represents the working load at the transmission path point P1.

[0143] For example, the structural transfer function H2 from the active end A2 of the rear suspension of the driver's cab to the car seat guide rail is calculated as follows:

[0144]

[0145] H2 = Vibration isolation ratio 驾驶室后悬置 ×Acceleration impedance 驾驶室后悬置 ×VTF 驾驶室后悬置

[0146] Define F1 and F2 as the forces transmitted by the front and rear suspensions of the cab, respectively, and decompose F1 and F2 as follows:

[0147]

[0148]

[0149] In the formula, K1(ω) and K2(ω) are the dynamic stiffnesses of the front and rear suspensions of the cab, respectively, and β1 and β2 are the vibration isolation rates of the front and rear cab suspensions, respectively. The vibration response transmitted from the active end of the cab suspension to the seat guide rail is:

[0150] X(ω)=H1F1+H2F2

[0151] The structural transfer function from the front and rear engine mounts (active ends) to the front and rear cab mounts (active ends) can be decomposed as follows:

[0152]

[0153] Specifically, H3, H4, H5, and H6 are:

[0154] H3 = Vibration isolation rate enginef ×Acceleration impedance enginesupportf ×VTF enginesupportf-A1

[0155] H4 = Vibration isolation rate engineb ×Acceleration impedance enginesupportb ×VTF enginesupportb-A1

[0156] H5 = Vibration isolation rate enginef ×Acceleration impedance enginesupportf ×VTF enginesupportf-A2

[0157] H6 = Vibration isolation rate engineb ×Acceleration impedance enginesupportb ×VTF enginesupportb-A2

[0158] In the formula: H3 and H4 are the structural transfer functions from the front and rear engine mounts (active ends) to point A1; H5 and H6 are the structural transfer functions from the front and rear engine mounts (active ends) to point A2.

[0159] The structural transfer function H7 from the front tire to the front suspension (active end) of the cab described above can be decomposed as follows:

[0160]

[0161] H7 = Front tire transmittance × Front suspension vibration isolation rate × Front suspension leaf spring support resistance × VTF 前支座-A1

[0162] Similarly:

[0163] H8 = Rear tire transmittance × Rear suspension vibration isolation rate × Rear suspension leaf spring support resistance × VTF 后支座-A1

[0164] H9 = Front tire transmittance × Front suspension vibration isolation rate × Front suspension leaf spring support resistance × VTF 前支座-A2

[0165] H 10 = Rear tire transmission rate × Rear suspension vibration isolation rate × Rear suspension leaf spring support resistance × VTF 后支座-A2

[0166]

[0167]

[0168] The calculation formula corresponding to the acceleration decomposition signal of the above-mentioned cab front suspension active end A1 is as follows:

[0169]

[0170] The calculation formula corresponding to the acceleration decomposition signal of the above-mentioned rear suspension active end A2 of the cab is as follows:

[0171]

[0172] Among them, A enginef Indicates the acceleration at the active end of the engine's front mount; A enginef D represents the acceleration at the active end of the engine rear mount. tiref Indicates the Z-axis elevation displacement of the road surface around the front tire; D tirefH3 represents the Z-axis elevation displacement of the road surface from the rear tire; H4 represents the structural transfer function from the engine front mount active end to the cab front mount active end A1; H5 represents the structural transfer function from the engine front mount active end to the cab front mount active end A2; H6 represents the structural transfer function from the engine rear mount active end to the cab rear mount active end A2; H7 represents the structural transfer function from the front tire to the cab front mount active end A1; H8 represents the structural transfer function from the rear tire to the cab front mount active end A1; H9 represents the structural transfer function from the front tire to the cab rear mount active end A2; H 10 This represents the structural transfer function from the rear tire to the active end A2 of the rear suspension in the cab.

[0173] Define the total vibration X(ω) as the objective and establish the IMF component spectrum c. i (ω) and the target decomposition acceleration a A1 (ω) and a A2 The relationship of (ω) is illustrated in the diagram below. Figure 3 As shown:

[0174]

[0175] X(ω)=H1F1+H2F2

[0176]

[0177]

[0178] When performing positive decomposition of vibration indices, we can first assume a. A1 (ω)=a A2 (ω)=A(ω), then we have:

[0179]

[0180] According to the above formula, in the conceptual design stage, the cab mounting vibration isolation ratio and impedance value can be given first, and a set of target values ​​for the vehicle body VTF can be set. H1 and H2 can be determined by VTF, cab mounting vibration isolation ratio and impedance value, and VTF as follows: Figure 4 As shown.

[0181] Based on the above steps, a can be initially given. A1 (ω) and a A2 (ω), thus the design target A(ω) at the seat guide rail in the conceptual design stage can be determined through the above steps.

[0182] Define the vibration quality evaluation parameter VD of the original vibration signal. Using the fractal principle, the spectral sequence of the i-th effective IMF component time series after FFT transformation is placed into a standard square frame with a side length of ε. n In a grid of squares (n = 1, 2, ..., n), count the number N instances of interference between the square boxes and the C2(ω) spectrum. nf Calculate the box dimension:

[0183]

[0184] Using the fractal principle, the i-th effective IMF time series is placed within a standard square frame, with a side length of ε. n In a grid of squares (n = 1, 2, ..., n), count the number N instances where the box interferes with the IMF time-domain curve. n Calculate the box dimension:

[0185]

[0186] The vibration quality evaluation parameters of the vibration signal can then be set as follows:

[0187]

[0188] When designing the cab in detail, the body's H1 and H2 are obtained through simulation. When the given VTF target is met, the simulated VTF is substituted into the above formula for one iteration to obtain a set of vibration signals B(ω) under the simulated H1 and H2 conditions.

[0189]

[0190] The difference between the VD value of the target signal X(ω) and the VD value of B(ω) is calculated. If the error is close to zero, H1 and H2 are no longer revised (the revisions mainly focus on the vibration isolation rate, impedance, and VTF, and the DF of the decomposed IMF). i (The amplitude is reduced by lowering the value of the small spectrum). If the requirement of zero is not met, the simulation-obtained H1 and H2 are revised, and the next iteration is performed until the error meets the requirements. This completes the representation of the vibration mass index VD in H1 and H2 during the detailed design stage of the vehicle body.

[0191] a A1 (ω) and a A2 (ω) are used as design targets for points A1 and A2 of the chassis, respectively. Based on these targets, the chassis system is further decomposed, as shown in the decomposition diagram. Figures 5-6 As shown.

[0192] H3 = Vibration isolation rate enginef ×Acceleration impedance enginesupportf ×VTF enginesupportf-A1

[0193] H4 = Vibration isolation rate engineb ×Acceleration impedance enginesupportb ×VTF enginesupportb-A1

[0194] a A1 (ω)=A enginef ×H3+A engineb ×H4+D tiref ×H7+D tireb ×H8

[0195] a A2 (ω)=A enginef ×H5+A engineb ×H6+D tiref ×H9+D tireb ×H 10

[0196] During the conceptual design phase, the vibration isolation rates and acceleration impedances of the engine's front and rear mounts can be directly defined. (H3 and H5, H4 and H6, H7 and H9, H8 and H...) 10 Simulation results can be obtained by establishing a basic multibody model during the conceptual design phase, and then the simulation results can be substituted into the above formula to calculate a. A10 (ω) and a A20 (ω), where a A10 (ω) and a A20 (ω) represents the result of the first iteration.

[0197] The calculated a A10 (ω) and a A20 Compare the VD values ​​of (ω) and A(ω), a A10 (ω) and a A20 A(ω) less than or equal to the VD value of A(ω) satisfies the design requirements, a A10 (ω) and a A20 If (ω) is greater than A(ω), the design requirements are not met, and a second iteration is performed. This involves considering the components H3 and H5, H4 and H6, H7 and H9, and H8 and H... 10 The contribution of each component is ranked, the design parameters of the transmission path with the largest contribution are modified, and the next iteration is carried out until A(ω) meets the design requirements.

[0198] This invention addresses the problem that existing methods for decomposing vibration indices use a benchmarking approach, failing to link vibration indices with subjective and objective evaluations and system design. This leads to vehicle vibration issues that do not conform to human biomechanics. The invention proposes a forward decomposition method for vehicle vibration indices, comprising the following steps: (1) defining or acquiring vibration signals; (2) performing EMD decomposition on the signals, filtering effective IMF component signals, and reconstructing the vibration signals; (3) establishing an analysis model for the vehicle model; (4) defining the structural transfer functions from the active ends of the front and rear suspensions of the cab to the seat rails inside the vehicle; (5) decomposing the transmitted forces of the front and rear suspensions of the cab; (6) setting the total vibration response at the target point and establishing the correlation between the IMF component spectrum and the target decomposed acceleration; (7) defining the vibration quality evaluation parameter VD of the original vibration signal. (8) Obtain a set of vibration signals under the simulation results of the structural transfer function through simulation iteration; (9) Divide the VD value of the target signal with the VD value of the vibration signal obtained by simulation iteration, evaluate the difference, and if the error is close to zero, the structural transfer function will not be revised; (10) Further decompose the design target signal of the chassis, and solve and iterate the chassis target response by substituting the simulation parameters; (11) Compare the chassis target response with the VD value of the total target response. If the VD value of the chassis target response is less than the VD value of the total target response, the requirement is met; otherwise, the requirement is not met. The contribution of each structural transfer function is ranked, the design parameters of the transfer path with the largest contribution are modified, and the next calculation is performed until the design requirements are met. This invention advances the vibration target design to the conceptual design stage. At the same time, this invention associates the subjective and objective parameters of the vibration target signal with the system design, defines the vibration quality as the goodness or discomfort of the vibration feeling, and defines VD as the evaluation parameter of the vibration quality. It proposes a positive decomposition idea of ​​vibration index, improves design efficiency and quality, and reduces R&D costs.

[0199] Example 2:

[0200] This invention provides a forward decomposition system for automotive vibration indicators, the structural composition of which is shown in the schematic diagram below. Figure 7 As shown, it includes:

[0201] Signal acquisition module: used to acquire vibration signals from the vehicle;

[0202] Signal processing module: used to calculate the target vibration signal, the transmitted vibration signal, the target acceleration signal, and the decomposed acceleration signal based on the vibration signal and the preset structural transfer function;

[0203] Vibration decomposition module: used to obtain the vibration decomposition result of the vehicle based on the target vibration signal and the transmitted vibration signal;

[0204] Acceleration decomposition module: used to obtain the acceleration decomposition result of the vehicle based on the acceleration target signal and the acceleration decomposition signal.

[0205] The aforementioned vibration decomposition module is specifically used for:

[0206] Calculate the vibration quality evaluation parameter values ​​of the target vibration signal and the transmitted vibration signal respectively;

[0207] The difference between the vibration quality evaluation parameter value of the target vibration signal and the vibration quality evaluation parameter value of the transmitted vibration signal is calculated.

[0208] When the difference between the vibration quality evaluation parameter value of the target vibration signal and the vibration quality evaluation parameter value of the transmitted vibration signal is not within the preset error range, the structural transfer function is updated.

[0209] When the difference between the vibration quality evaluation parameter value of the target vibration signal and the vibration quality evaluation parameter value of the transmitted vibration signal is within the error range, the vibration decomposition result of the vehicle is obtained.

[0210] The structural transfer function includes at least the structural transfer function from the front active end of the cab to the vehicle seat rail and the structural transfer function from the rear active end of the cab to the vehicle seat rail.

[0211] The aforementioned acceleration decomposition module is specifically used for:

[0212] Calculate the vibration quality evaluation parameters of the acceleration target signal and the vibration quality evaluation parameters of the acceleration decomposition signal, respectively.

[0213] The vibration quality evaluation parameters of the acceleration target signal and the vibration quality evaluation parameters of the acceleration decomposition signal are compared.

[0214] When the vibration quality evaluation parameter of the acceleration target signal is not greater than the vibration quality evaluation parameter of the acceleration decomposition signal, the contribution of each structural transfer function of the vehicle is ranked, and the structural transfer function with the largest contribution is used as the transfer path design parameter for the next calculation until the preset design requirements are met.

[0215] When the vibration quality evaluation parameter of the acceleration target signal is greater than the vibration quality evaluation parameter of the acceleration decomposition signal, the acceleration decomposition result of the vehicle is obtained.

[0216] The calculation formula corresponding to the target vibration signal mentioned above is as follows:

[0217]

[0218] Where X(ω) represents the target vibration signal at the angular frequency ω; H i F represents the frequency response function of the i-th path; i The i-th path represents the working load; i = 1…m; m represents the number of vibration signal paths.

[0219] The calculation formula corresponding to the transmitted vibration signal in the above signal processing module is as follows:

[0220]

[0221] Where B(ω) represents the transmitted vibration signal at the circular frequency ω; H1 represents the structural transfer function from the front active end A1 of the cab to the car seat guide rail; H2 represents the structural transfer function from the rear active end A2 of the cab to the car seat guide rail; K1(ω) represents the dynamic stiffness of the first path at the circular frequency ω; K2(ω) represents the dynamic stiffness of the second path at the circular frequency ω. This represents the target decomposition acceleration at point A1 at angular frequency ω; β1 represents the target decomposition acceleration at point A2 at angular frequency ω; β2 represents the vibration isolation rate of the front suspension of the cab; β3 represents the vibration isolation rate of the rear suspension of the cab.

[0222] The calculation formula for the acceleration target signal in the above signal processing module is as follows:

[0223]

[0224] Where A(ω) is the target acceleration signal at the circular frequency ω; i = 1…m; m represents the number of paths of the vibration signal; c i (ω) represents the Fourier spectrum of the i-th path; H1 represents the structural transfer function from the active end A1 of the front cab mount to the car seat rail; H2 represents the structural transfer function from the active end A2 of the rear cab mount to the car seat rail; K1(ω) represents the dynamic stiffness of the first path at the circular frequency ω; K2(ω) represents the dynamic stiffness of the second path at the circular frequency ω; β1 represents the vibration isolation ratio of the front cab mount; β2 represents the vibration isolation ratio of the rear cab mount.

[0225] The acceleration decomposition signals in the aforementioned signal processing module include: the acceleration decomposition signal of the front suspension active end A1 of the cab and the acceleration decomposition signal of the rear suspension active end A2 of the cab;

[0226] The calculation formula corresponding to the acceleration decomposition signal of the active end A1 of the front suspension of the cab is as follows:

[0227]

[0228] The calculation formula corresponding to the acceleration decomposition signal of the rear suspension active end A2 of the cab is as follows:

[0229]

[0230] Among them, A enginef Indicates the acceleration at the active end of the engine's front mount; A enginef D represents the acceleration at the active end of the engine rear mount. tiref Indicates the Z-axis elevation displacement of the road surface around the front tire; D tiref H3 represents the Z-axis elevation displacement of the road surface from the rear tire; H4 represents the structural transfer function from the engine front mount active end to the cab front mount active end A1; H5 represents the structural transfer function from the engine front mount active end to the cab front mount active end A2; H6 represents the structural transfer function from the engine rear mount active end to the cab rear mount active end A2; H7 represents the structural transfer function from the front tire to the cab front mount active end A1; H8 represents the structural transfer function from the rear tire to the cab front mount active end A1; H9 represents the structural transfer function from the front tire to the cab rear mount active end A2; H 10 This represents the structural transfer function from the rear tire to the active end A2 of the rear suspension in the cab.

[0231] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage and optical storage) containing computer-usable program code.

[0232] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0233] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0234] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0235] Obviously, those skilled in the art can make various modifications and variations to this invention without departing from its spirit and scope. Therefore, if these modifications and variations fall within the scope of the claims of this invention and their equivalents, this invention also intends to include these modifications and variations.

Claims

1. A method for forward decomposition of automotive vibration indicators, characterized in that, include: Acquire vibration signals from the car; Based on the vibration signal and the preset structural transfer function, the target vibration signal, the transmitted vibration signal, the target acceleration signal, and the decomposed acceleration signal are calculated. Based on the target vibration signal and the transmitted vibration signal, the vibration decomposition result of the vehicle is obtained; The acceleration decomposition result of the vehicle is obtained based on the acceleration target signal and the acceleration decomposition signal.

2. The method as described in claim 1, characterized in that, The step of obtaining the vibration decomposition result of the vehicle based on the target vibration signal and the transmitted vibration signal includes: Calculate the vibration quality evaluation parameter values ​​of the target vibration signal and the transmitted vibration signal respectively; The difference between the vibration quality evaluation parameter value of the target vibration signal and the vibration quality evaluation parameter value of the transmitted vibration signal is calculated. When the difference between the vibration quality evaluation parameter value of the target vibration signal and the vibration quality evaluation parameter value of the transmitted vibration signal is not within the preset error range, the structural transfer function is updated. When the difference between the vibration quality evaluation parameter value of the target vibration signal and the vibration quality evaluation parameter value of the transmitted vibration signal is within the error range, the vibration decomposition result of the vehicle is obtained. The structural transfer function includes at least the structural transfer function from the front active end of the cab to the vehicle seat rail and the structural transfer function from the rear active end of the cab to the vehicle seat rail.

3. The method as described in claim 1, characterized in that, The step of obtaining the acceleration decomposition result of the vehicle based on the acceleration target signal and the acceleration decomposition signal includes: Calculate the vibration quality evaluation parameters of the acceleration target signal and the vibration quality evaluation parameters of the acceleration decomposition signal, respectively. The vibration quality evaluation parameters of the acceleration target signal and the vibration quality evaluation parameters of the acceleration decomposition signal are compared. When the vibration quality evaluation parameter of the acceleration target signal is not greater than the vibration quality evaluation parameter of the acceleration decomposition signal, the contribution of each structural transfer function of the vehicle is ranked, and the structural transfer function with the largest contribution is used as the transfer path design parameter for the next calculation until the preset design requirements are met. When the vibration quality evaluation parameter of the acceleration target signal is greater than the vibration quality evaluation parameter of the acceleration decomposition signal, the acceleration decomposition result of the vehicle is obtained.

4. The method as described in claim 1, characterized in that, The calculation formula corresponding to the target vibration signal is as follows: Where X(ω) represents the target vibration signal at the angular frequency ω; H i F represents the frequency response function of the i-th path; i The i-th path represents the working load; i = 1…m; m represents the number of vibration signal paths.

5. The method as described in claim 1, characterized in that, The calculation formula corresponding to the transmitted vibration signal is as follows: Where B(ω) represents the transmitted vibration signal at the circular frequency ω; H1 represents the structural transfer function from the front active end A1 of the cab to the car seat guide rail; H2 represents the structural transfer function from the rear active end A2 of the cab to the car seat guide rail; K1(ω) represents the dynamic stiffness of the first path at the circular frequency ω; K2(ω) represents the dynamic stiffness of the second path at the circular frequency ω. This represents the target decomposition acceleration at point A1 at angular frequency ω; β1 represents the target decomposition acceleration at point A2 at angular frequency ω; β2 represents the vibration isolation rate of the front suspension of the cab; β3 represents the vibration isolation rate of the rear suspension of the cab.

6. The method as described in claim 1, characterized in that, The calculation formula corresponding to the acceleration target signal is as follows: Where A(ω) is the target acceleration signal at the circular frequency ω; i = 1…m; m represents the number of paths of the vibration signal; c i (ω) represents the Fourier spectrum of the i-th path; H1 represents the structural transfer function from the active end A1 of the front cab mount to the car seat rail; H2 represents the structural transfer function from the active end A2 of the rear cab mount to the car seat rail; K1(ω) represents the dynamic stiffness of the first path at the circular frequency ω; K2(ω) represents the dynamic stiffness of the second path at the circular frequency ω; β1 represents the vibration isolation ratio of the front cab mount; β2 represents the vibration isolation ratio of the rear cab mount.

7. The method as described in claim 1, characterized in that, The acceleration decomposition signal includes: the acceleration decomposition signal of the front suspension active end A1 of the cab and the acceleration decomposition signal of the rear suspension active end A2 of the cab; The calculation formula corresponding to the acceleration decomposition signal of the active end A1 of the front suspension of the cab is as follows: The calculation formula corresponding to the acceleration decomposition signal of the rear suspension active end A2 of the cab is as follows: Among them, A enginef Indicates the acceleration at the active end of the engine's front mount; A enginef D represents the acceleration at the active end of the engine rear mount. tiref Indicates the Z-axis elevation displacement of the road surface around the front tire; D tiref H3 represents the Z-axis elevation displacement of the road surface from the rear tire; H4 represents the structural transfer function from the engine front mount active end to the cab front mount active end A1; H5 represents the structural transfer function from the engine front mount active end to the cab front mount active end A2; H6 represents the structural transfer function from the engine rear mount active end to the cab rear mount active end A2; H7 represents the structural transfer function from the front tire to the cab front mount active end A1; H8 represents the structural transfer function from the rear tire to the cab front mount active end A1; H9 represents the structural transfer function from the front tire to the cab rear mount active end A2; H 10 This represents the structural transfer function from the rear tire to the active end A2 of the rear suspension in the cab.

8. A forward decomposition system for automotive vibration indicators, characterized in that, include: Signal acquisition module: used to acquire vibration signals from the vehicle; Signal processing module: used to calculate the target vibration signal, the transmitted vibration signal, the target acceleration signal, and the decomposed acceleration signal based on the vibration signal and the preset structural transfer function; Vibration decomposition module: used to obtain the vibration decomposition result of the vehicle based on the target vibration signal and the transmitted vibration signal; Acceleration decomposition module: used to obtain the acceleration decomposition result of the vehicle based on the acceleration target signal and the acceleration decomposition signal.

9. The system as described in claim 8, characterized in that, The vibration decomposition module is specifically used for: Calculate the vibration quality evaluation parameter values ​​of the target vibration signal and the transmitted vibration signal respectively; The difference between the vibration quality evaluation parameter value of the target vibration signal and the vibration quality evaluation parameter value of the transmitted vibration signal is calculated. When the difference between the vibration quality evaluation parameter value of the target vibration signal and the vibration quality evaluation parameter value of the transmitted vibration signal is not within the preset error range, the structural transfer function is updated. When the difference between the vibration quality evaluation parameter value of the target vibration signal and the vibration quality evaluation parameter value of the transmitted vibration signal is within the error range, the vibration decomposition result of the vehicle is obtained. The structural transfer function includes at least the structural transfer function from the front active end of the cab to the vehicle seat rail and the structural transfer function from the rear active end of the cab to the vehicle seat rail.

10. The system as described in claim 8, characterized in that, The acceleration decomposition module is specifically used for: Calculate the vibration quality evaluation parameters of the acceleration target signal and the vibration quality evaluation parameters of the acceleration decomposition signal, respectively. The vibration quality evaluation parameters of the acceleration target signal and the vibration quality evaluation parameters of the acceleration decomposition signal are compared. When the vibration quality evaluation parameter of the acceleration target signal is not greater than the vibration quality evaluation parameter of the acceleration decomposition signal, the contribution of each structural transfer function of the vehicle is ranked, and the structural transfer function with the largest contribution is used as the transfer path design parameter for the next calculation until the preset design requirements are met. When the vibration quality evaluation parameter of the acceleration target signal is greater than the vibration quality evaluation parameter of the acceleration decomposition signal, the acceleration decomposition result of the vehicle is obtained.

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