Dynamic total low-frequency noise problem prediction method
By combining bench testing and simulation, the problem of predicting low-frequency noise in the powertrain of new energy vehicles was solved, enabling risk prediction and shortening of the design cycle in the early stage, optimizing the structural parameters of the powertrain, and improving design efficiency.
Patent Information
- Application Number
- CN202511552398.4
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-10-28
- Publication Date
- 2026-01-23
AI Technical Summary
The design of powertrains for new energy vehicles is frozen early, but the time required for performance evaluation and problem identification in the actual vehicle stage is long and difficult, which cannot meet the needs of rapid development.
By combining bench testing and simulation, the low-frequency NVH performance of the powertrain is predicted using noise and vibration data. This includes building a powertrain excitation force test bench, collecting excitation force data, comparing modal programming tables and performing simulation analysis, optimizing structural parameters, and conducting real vehicle verification.
Predicting risks in the early stages of R&D can shorten the development cycle, reduce iterative optimization costs, and improve design efficiency.
Smart Images
Figure CN121389486A_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The present application relates to the technical field of vehicle noise control, and more particularly to a powertrain low-frequency noise problem prediction method. BACKGROUND
[0002] Compared with traditional fuel vehicles, new energy vehicles have small background noise, and passengers are more likely to complain about NVH problems such as knocking and abnormal sound. The design of the main noise source powertrain is frozen early, and the performance of the real vehicle stage is intervened to find out the problem and optimize the cycle, which is difficult.
[0003] With the continuous shortening of the development cycle of new energy vehicles, engineers need to intervene in the early design stage to complete the powertrain sound quality and vibration prediction, avoid a large number of problem troubleshooting work in the later stage, reduce the iteration cycle, and save time and resources.
[0004] Therefore, a powertrain low-frequency noise problem prediction method is needed. SUMMARY
[0005] The purpose of the present application is to provide a powertrain low-frequency noise problem prediction method to solve the above-mentioned problems in the prior art, to use noise and vibration data as evaluation indexes, and to combine bench testing and simulation to predict the risk of meeting the powertrain low-frequency NVH performance standards.
[0006] The present application provides a powertrain low-frequency noise problem prediction method, which comprises:
[0007] Obtaining a low-frequency noise target value in the vehicle;
[0008] Building a powertrain excitation force test bench;
[0009] Using the powertrain excitation force test bench, collecting excitation force data of the powertrain mounting point, and extracting peak frequency;
[0010] Using the extracted excitation force data collection and peak frequency, performing vehicle modal planning table comparison;
[0011] According to the comparison result, it is determined whether to optimize the powertrain structure parameters;
[0012] If yes, return to the step of building the powertrain excitation force test bench;
[0013] If not, import the excitation force test data into the simulation module to perform noise response simulation analysis and vibration response simulation analysis under the excitation force of each working condition;
[0014] According to the noise response simulation analysis result and the vibration response simulation analysis result, the problem list of the same platform vehicle type and the noise target value are checked;
[0015] Based on the simulation results, the risk of reaching the standard is predicted, and if the standard is reached, the dynamic total structure parameters can be solidified;
[0016] A real vehicle test is performed to verify.
[0017] The dynamic total low-frequency noise problem prediction method as described above, wherein preferably, the target value of the low-frequency noise in the vehicle is obtained, comprising:
[0018] Based on the performance test results of the competitive vehicle model and the design target of the same platform vehicle, the target value A of the low-frequency noise sound pressure level at the right ear of the driver in the vehicle is determined.
[0019] The dynamic total low-frequency noise problem prediction method as described above, wherein preferably, the dynamic total excitation force test bench is built, comprising:
[0020] A target dynamic total design bench tooling is provided, wherein the bench tooling comprises a drive shaft, bench motors are arranged on both sides of the drive shaft, a dynamic total is arranged on the drive shaft, a plurality of dynamic total suspensions and toolings are arranged on the dynamic total, and a vibration sensor is detachably arranged on each of the dynamic total suspensions and toolings, wherein each vibration sensor is pasted on the tooling plane of the corresponding dynamic total suspension and tooling.
[0021] The dynamic total low-frequency noise problem prediction method as described above, wherein preferably, the dynamic total excitation force test bench is used to collect excitation force data of the dynamic total mounting point and extract peak frequencies, comprising:
[0022] The data acquisition system acquires test data of the vibration sensor under each steady-state working condition through the LMS Test.Lab data acquisition front end, wherein the sampling rate of the data acquisition system is greater than or equal to 50 kHz, and multiple times of data are collected for each working condition;
[0023] The test data collected by the data acquisition system is transmitted to the upper computer system and stored in the format of time domain data;
[0024] The transfer function of the dynamic total to the dynamic total suspension and tooling and the peak frequency are extracted through the upper computer system.
[0025] The dynamic total low-frequency noise problem prediction method as described above, wherein preferably, the extracted excitation force data collection and peak frequency are used for whole vehicle modal planning table comparison, comprising:
[0026] The vibration data acquired by the data acquisition system is analyzed, and the abnormal peak frequency is compared with the modal frequency table of each component in the whole vehicle modal planning table.
[0027] The method for predicting the problem of low-frequency noise of the powertrain, wherein preferably, the determining whether to optimize the powertrain structure parameter according to the comparison result comprises:
[0028] According to the comparison result, it is determined whether there is a similar frequency point;
[0029] If there is a similar frequency point, the powertrain structure parameter needs to be optimized for frequency avoidance processing;
[0030] If there is no similar frequency point, the powertrain structure parameter does not need to be optimized.
[0031] The method for predicting the problem of low-frequency noise of the powertrain, wherein preferably, in the case where the powertrain structure parameter does not need to be optimized, the import of the excitation force test data into the simulation module, the noise response simulation analysis and the vibration response simulation analysis under the excitation force of each working condition comprise:
[0032] The simulation model of the whole vehicle in the research and development stage is imported into the acoustic simulation module together with the time domain data of the excitation force under each working condition, and the noise response simulation analysis under the excitation force of the powertrain is performed to obtain the noise response data of the monitoring point in the vehicle in the frequency range of 0-500Hz;
[0033] The simulation model of the transmission system is imported into the dynamics simulation module together with the time domain data of the excitation force under each working condition to obtain the vibration response data of the powertrain structure in the frequency range of 0-500Hz.
[0034] The method for predicting the problem of low-frequency noise of the powertrain, wherein preferably, the checking of the problem list of the same platform vehicle model and the noise target value according to the noise response simulation analysis result and the vibration response simulation analysis result comprises:
[0035] The noise response data of the vehicle is compared with the problem list data of the same platform vehicle model to identify whether there is peak data in the same frequency range or a frequency range that can cause noise problems.
[0036] The method for predicting the problem of low-frequency noise of the powertrain, wherein preferably, the prediction of the risk of meeting the standard based on the simulation result comprises:
[0037] The noise value obtained by simulation is compared with the set noise target value to determine the risk of meeting the standard according to error factors,
[0038] In the case where the standard is met, the powertrain structure parameter can be solidified, comprising:
[0039] The powertrain structure parameter is solidified, and the next sample vehicle is produced to wait for the trial production vehicle to be produced and verified by being installed in the vehicle;
[0040] The prediction of the risk of meeting the standard based on the simulation result further comprises:
[0041] If the target value is not met, if there is a high risk of meeting the target value, return to the powertrain structure parameter optimization step and re-perform simulation prediction; if there is a low risk of meeting the target value, and the optimization cost is high and the cycle is long, then through path optimization, the acoustic package structure is designed for the problem frequency band to achieve the target value of the in-vehicle noise.
[0042] The powertrain low-frequency noise problem prediction method as described above, preferably, the real vehicle test verification comprises:
[0043] On the real vehicle, the low-frequency noise sound pressure level at the right ear of the driver in the vehicle is tested, and the target value is verified to meet the target value.
[0044] The present application provides a powertrain low-frequency noise problem prediction method, which takes noise sound pressure level and vibration data as evaluation index, and obtains excitation force under each working condition for structure vibration and noise simulation verification; the parameters of the powertrain are continuously optimized and iterated in the early stage of research and development to meet the target value of the in-vehicle low-frequency noise; through the whole vehicle verification result, it is found that the present application has obvious effect on predicting risk in the early stage of design and shortening development cycle. BRIEF DESCRIPTION OF DRAWINGS
[0045] In order to make the purpose, technical scheme and advantages of the present application clearer, the present application will be further described below in combination with the drawings, wherein:
[0046] Figure 1 The flowchart of the powertrain low-frequency noise problem prediction method provided by the present application is provided;
[0047] Figure 2 The logic diagram of the powertrain low-frequency noise problem prediction method provided by the present application is provided;
[0048] Figure 3 The definition diagram of excitation force is provided;
[0049] Figure 4 The schematic diagram of the powertrain excitation force test bench is provided;
[0050] Figure 5 The schematic diagram of the monitoring point is provided.
[0051] Reference signs: 1-bench motor, 2-driving shaft, 3-powertrain suspension and tooling, 4-powertrain, 5-vibration sensor. DETAILED DESCRIPTION
[0052] Various exemplary embodiments of the present disclosure will now be described in detail with reference to the accompanying drawings. The description of the exemplary embodiments is merely illustrative in nature and is in no way intended to limit, either directly or indirectly, this disclosure and its applications or uses. The present disclosure can be implemented in numerous different forms, not just the embodiments described herein. These embodiments are provided so that this disclosure will be thorough and complete, and fully convey the scope of the present disclosure to those skilled in the art. It should be noted that the relative arrangement of components and steps set forth in these embodiments, the components of the materials, numerical expressions, and numerical values, unless specifically stated otherwise, should be interpreted as merely illustrative, and not as a limitation.
[0053] The terms "first", "second", and similar terms used in the present disclosure do not denote any order, number or importance, but are used to identify different parts. The terms "comprise", "include" or "contain" and similar terms mean that the elements before the term encompass the elements listed after the term, and do not exclude the possibility of also encompassing other elements. "Up", "down", and the like are used only to indicate relative positional relationships, and when the absolute position of the described object changes, the relative positional relationship can also change accordingly.
[0054] In the present disclosure, when it is described that a specific component is located between a first component and a second component, there can be an intervening component between the specific component and the first component or the second component, or there can be no intervening component. When it is described that a specific component is connected to other components, the specific component can be directly connected to the other components without an intervening component, or can not be directly connected to the other components with an intervening component.
[0055] All terms used in the present disclosure, including technical terms or scientific terms, have the same meaning as understood by a person of ordinary skill in the art to which the present disclosure belongs, unless otherwise specifically defined. It should also be understood that terms defined in a general dictionary should be interpreted in a manner consistent with their meanings in the context of the relevant technology, and should not be interpreted in an idealized or excessively formalized sense, unless otherwise explicitly defined herein.
[0056] Techniques, methods, and equipment known to those of ordinary skill in the relevant art can not be discussed in detail, but where appropriate, the techniques, methods, and equipment should be considered as part of the specification.
[0057] Currently, the dynamic total NVH problem relies on testing and troubleshooting of trial vehicles, and optimization methods are developed based on transmission paths and excitation sources. At this time, the dynamic total product development cycle has entered the countdown, and the parameter design optimization method to match the vehicle performance target has brought about the cost of the cycle and the cost of the cost, which is immeasurable. The defects of this way of troubleshooting dynamic total NVH problems are: long cycle of real vehicle troubleshooting, uncertain optimization effect, and new round of verification is needed for different samples, which cannot meet the rapid development demand at present.
[0058] As Figure 1 and Figure 2 shown, the dynamic total low-frequency noise problem prediction method provided by the embodiment in the actual execution process, specifically includes the following steps:
[0059] Step S1, obtaining the low-frequency noise target value in the vehicle.
[0060] Specifically, based on the performance test results of the competitive vehicle model and the design target of the same platform vehicle, the low-frequency noise sound pressure level target value A at the right ear of the driver in the vehicle 0-500Hz is formulated.
[0061] Step S2, building a dynamic total excitation force test bench.
[0062] Specifically, the target dynamic total design bench tooling, wherein, as Figure 4 shown, the bench tooling includes a drive shaft 2, the drive shaft 2 is provided with a bench motor 1 on both sides, the drive shaft 2 is provided with a dynamic total 4, the dynamic total 4 is provided with a plurality of dynamic total suspensions and toolings 3, each of the dynamic total suspension and tooling 3 is detachably provided with three vibration sensors 5, wherein each of the vibration sensors 5 is pasted on the tooling plane of the corresponding dynamic total suspension and tooling 3.
[0063] The rotational freedom has a great influence on the overall transmission and the sound pressure level generated thereby, and three vibration sensors 5 are needed to be installed on one dynamic total suspension and tooling 3 to obtain the vibration test data of the dynamic total mounting point in X, Y, Z, Rx, Ry, Rz six directions, and the vibration sensor 5 is pasted on the tooling plane. The stiffness of the test bench is large enough, in order to reduce the micro deformation, the test tooling design needs to meet the excitation force acquisition of six directions of the dynamic total under each working condition, which is detachable and does not interfere with the test results, wherein the working condition refers to the working state of the vehicle under certain conditions. As Figure 3 shown, the excitation force refers to the measured absolute excitation force of the excitation source installed on the test bench with infinite stiffness, which can describe the inherent properties of the dynamic total excitation source and does not change with the transmission path, which can effectively predict low-frequency NVH problems.
[0064] Step S3, using the dynamic total excitation force test bench to collect the excitation force data of the dynamic total mounting point, and extracting the peak frequency.
[0065] In one embodiment of the dynamic total low-frequency noise problem prediction method of the application, the step S3 can specifically include:
[0066] Step S31, the data acquisition system acquires the test data of the vibration sensor under each steady state condition through LMS Test.Lab data acquisition front end, wherein the sampling rate of the data acquisition system is greater than or equal to 50kHz, and each group of working conditions is collected multiple times.
[0067] Wherein, during the acquisition process, it is necessary to ensure that no other sound source and vibration source are in operation, and each group of working condition is acquired for multiple times, for example, 3 times, to ensure the consistency of the detection data.
[0068] Step S32, transmitting the test data acquired by the data acquisition system to the host computer system, and storing in the format of time domain data.
[0069] Step S33, extracting the transfer function and peak frequency from the dynamic total 4 to the dynamic total suspension and tooling 3 by the host computer system.
[0070] The present application obtains time domain data for reflecting the response of the in-vehicle noise and the dynamic total structure response through the dynamic total excitation force test bench, realizes the risk prediction and parameter optimization iteration in the early stage of research and development, and shortens the research and development cycle.
[0071] Step S4, using the extracted excitation force data acquisition and peak frequency to perform vehicle modal planning table comparison.
[0072] Specifically, the vibration data acquired by the data acquisition system is analyzed, and the existing abnormal peak frequency is compared with the modal frequency table of each component in the vehicle modal planning table.
[0073] Step S5, determining whether to optimize the dynamic total structure parameters according to the comparison result.
[0074] Specifically, according to the comparison result, it is judged whether there is a similar frequency point; if there is a similar frequency point, the dynamic total structure parameters need to be optimized for frequency avoidance processing; if there is no similar frequency point, the dynamic total structure parameters do not need to be optimized.
[0075] Frequency proximity may cause resonance problems such as booming, abnormal sound, and vibration, and at this time the dynamic total structure parameters need to be optimized for frequency avoidance processing.
[0076] Step S6, if yes, return to the step of building the dynamic total excitation force test bench.
[0077] Step S7, if no, import the excitation force test data into the simulation module to perform noise response simulation analysis and vibration response simulation analysis under the excitation force of each working condition.
[0078] In one embodiment of the dynamic total low-frequency noise problem prediction method of the present application, the step S7 can specifically include:
[0079] Step S71, importing the vehicle simulation model in the research and development stage and the excitation force time domain data under each working condition into the acoustic simulation module (software 1) to perform in-vehicle noise response simulation analysis under the dynamic total excitation force, to obtain the noise response data of the in-vehicle monitoring point in the frequency range of 0-500Hz.
[0080] In one embodiment of the present application, the monitoring point is located at the right ear of the driver in the vehicle, as monitoring point 1 in Figure 5 In another embodiment of the present application, the monitoring point is located at the right ear of the middle passenger in the rear seat, as monitoring point 2 in Figure 5 It should be noted that in specific implementation, the monitoring point position can be defined by itself, and the present application does not make specific limitation thereto.
[0081] Step S72, obtaining a transmission system simulation model, importing the dynamic simulation module (software 2) together with the excitation force time domain data in each working condition to obtain the dynamic overall structure vibration response data in the frequency range of 0-500Hz.
[0082] The transmission system simulation model includes the simulation model of the dynamic overall 4, the drive shaft 2 and the dynamic overall suspension and tooling 3.
[0083] Step S8, according to the noise response simulation analysis result and the vibration response simulation analysis result, checking the same platform vehicle type problem list and noise target value.
[0084] Specifically, the in-vehicle noise response data is compared with the same platform vehicle type problem list data to identify whether there is peak data in the same frequency band or a frequency band that can produce noise problems.
[0085] Step S9, predicting the risk of meeting the standard based on the simulation result, if the standard is met, the dynamic overall structure parameters can be solidified.
[0086] Specifically, the noise value obtained by simulation is compared with the set noise target value to judge the risk of meeting the standard according to the error factors. Since the vibration of the weak structure is larger, it can be transmitted to the vehicle, so the noise problem caused by the weak structure can be identified based on the dynamic overall structure vibration response data.
[0087] In one embodiment of the present application, in the case of meeting the standard, the dynamic overall structure parameters can be solidified, including: solidifying the dynamic overall structure parameters, producing the next sample, waiting for the trial production vehicle to be produced, and verifying the vehicle.
[0088] Further, in one embodiment of the present application, the prediction of the risk of meeting the standard based on the simulation result further includes: in the case of not meeting the standard, if there is a high risk of meeting the standard, returning to the dynamic overall structure parameter optimization step to re-predict the simulation; if there is a low risk of meeting the standard, and the optimization cost is high and the cycle is long, the acoustic package structure is designed for the problem frequency band through path optimization to achieve the in-vehicle noise target value.
[0089] Step S10, performing real vehicle test verification.
[0090] Specifically, on the real vehicle, the 0-500Hz low-frequency noise sound pressure level in the vehicle is tested to verify whether the target value meets the standard.
[0091] The low-frequency noise problem prediction method provided by the embodiment of the present application takes noise sound pressure level and vibration data as evaluation indexes, obtains excitation force under each working condition, and is used for structure vibration and noise simulation verification; each parameter state of the power assembly is continuously optimized and iterated in the early stage of research and development to meet the target value requirement of the low-frequency noise in the vehicle; it is found through the whole vehicle verification result that the present application has obvious effect on predicting risk in the early stage of design and shortening the development cycle.
[0092] So far, the embodiments of the present disclosure have been described in detail. In order to avoid obscuring the concept of the present disclosure, some details known in the art are not described. Those skilled in the art can fully understand how to implement the technical solutions disclosed herein according to the above description.
[0093] Although some specific embodiments of the present disclosure have been described in detail through examples, those skilled in the art should understand that the above examples are only for illustration, not for limiting the scope of the present disclosure. Those skilled in the art should understand that the above embodiments can be modified or some technical features can be replaced equivalently without departing from the scope and spirit of the present disclosure. The scope of the present disclosure is defined by the appended claims.
Claims
1. A method of predicting a total low frequency noise problem, characterized by, The method comprises the following steps: acquiring a low-frequency noise target value in a vehicle; building a dynamic total excitation force test bench; collecting excitation force data of a dynamic total mounting point by using the dynamic total excitation force test bench, and extracting a peak frequency; performing a whole vehicle modal planning table comparison by using the extracted excitation force data collection and the peak frequency; determining whether to optimize a dynamic total structure parameter according to a comparison result; if yes, returning to the step of building the dynamic total excitation force test bench; if no, importing the excitation force test data into a simulation module to perform noise response simulation analysis and vibration response simulation analysis under excitation force of each working condition; performing a same platform vehicle model problem list and noise target value comparison according to a noise response simulation analysis result and a vibration response simulation analysis result; predicting a compliance risk based on a simulation result, and if the compliance risk is met, the dynamic total structure parameter can be solidified; performing real vehicle test verification.
2. The method of claim 1, wherein, The acquiring of the low-frequency noise target value in the vehicle comprises the following steps: based on a competitive product vehicle performance test result and a same platform vehicle design target, formulating a low-frequency noise sound pressure level target value A at a driver's right ear in the vehicle within 0-500Hz.
3. The method of claim 1, wherein the total low frequency noise problem is predicted based on the total low frequency noise problem prediction model. The building of the dynamic total excitation force test bench comprises the following steps: a target dynamic total design bench tooling, wherein the bench tooling comprises a driving shaft, bench motors are arranged on both sides of the driving shaft, a dynamic total is arranged on the driving shaft, a plurality of dynamic total suspensions and toolings are arranged on the dynamic total, and a vibration sensor is detachably arranged on each of the dynamic total suspensions and toolings, wherein each of the vibration sensors is pasted on a tooling plane of the corresponding dynamic total suspension and tooling.
4. The method of claim 1, wherein, The collecting of the excitation force data of the dynamic total mounting point by using the dynamic total excitation force test bench and the extracting of the peak frequency comprise the following steps: a data acquisition system acquires test data of the vibration sensor under each steady state working condition through an LMS Test.Lab data acquisition front end, wherein a sampling rate of the data acquisition system is greater than or equal to 50kHz, and multiple times of collection are performed for each group of working conditions; the test data collected by the data acquisition system is transmitted to an upper computer system, and is stored in a time domain data format; a transfer function of the dynamic total to the dynamic total suspension and tooling and a peak frequency are extracted by the upper computer system.
5. The method of claim 1, wherein, The performing of the whole vehicle modal planning table comparison by using the extracted excitation force data collection and the peak frequency comprises the following steps: analyzing vibration data acquired by the data acquisition system, and comparing an abnormal peak frequency with modal frequency tables of each component in a whole vehicle modal planning table.
6. The method of claim 1, wherein, The determining of whether to optimize the dynamic total structure parameter according to the comparison result comprises the following steps: determining whether there is a similar frequency point according to the comparison result; if there is a similar frequency point, the dynamic total structure parameter needs to be optimized for frequency avoidance processing; if there is no similar frequency point, the dynamic total structure parameter does not need to be optimized.
7. The method of claim 1, wherein the total low frequency noise problem is predicted based on the total low frequency noise problem of the first and second electronic devices. In the case that the dynamic total structure parameter does not need to be optimized, the importing of the excitation force test data into the simulation module to perform the noise response simulation analysis and the vibration response simulation analysis under the excitation force of each working condition comprises the following steps: The whole vehicle simulation model in the research and development stage is imported into the acoustic simulation module together with the excitation force time domain data under each working condition to perform simulation analysis on the interior noise response under the dynamic total excitation force, so as to obtain the noise response data of the monitoring points in the vehicle in the frequency range of 0-500Hz. The transmission system simulation model is imported into the dynamics simulation module together with the excitation force time domain data under each working condition to obtain the dynamic total structure vibration response data in the frequency range of 0-500Hz.
8. The method of claim 1, wherein, According to the noise response simulation analysis result and the vibration response simulation analysis result, the problem list of the same platform vehicle type and the noise target value are checked, including: The interior noise response data is compared with the problem list data of the same platform vehicle type to identify whether there is peak data in the same frequency range or a frequency range that can cause a noise problem.
9. The method of claim 1, wherein, The simulation result is used to predict the risk of meeting the standard, including: The noise value obtained by simulation is compared with the set noise target value to judge the risk of meeting the standard according to the error factors, In the case of meeting the standard, the dynamic total structure parameters can be solidified, including: The dynamic total structure parameters are solidified, and the next sample is produced, and the trial production vehicle is produced and verified by installation. The simulation result is used to predict the risk of meeting the standard, including: In the case of not meeting the standard, if there is a high risk of meeting the standard, the dynamic total structure parameter optimization step is returned to perform simulation prediction again; if there is a low risk of meeting the standard, and the optimization cost is high and the cycle is long, the acoustic package structure is designed for the problem frequency range through path optimization to achieve the target value of the interior noise.
10. The method of claim 1, wherein, The real vehicle test verification includes: On the real vehicle, the low-frequency noise sound pressure level at the right ear of the driver in the vehicle in the frequency range of 0-500Hz is tested to verify whether the target value meets the standard.