Simulation analysis method and device for low-frequency drum noise of servicing vehicle body

Abstract

The invention relates to the technical field of road noise simulation, in particular to a servicing vehicle body low-frequency drum noise simulation analysis method and device.The method comprises the steps that time domain data of chassis attachment force are extracted; loading the time domain data to a serviced vehicle body and carrying out time domain analysis to obtain a road noise analysis result in a time domain; and post-processing the road noise analysis result in the time domain to output a road noise simulation result of the serviced vehicle body in the target low-frequency domain through Fourier transform. Therefore, the problem of low simulation analysis efficiency and analysis precision caused by complexity and error degree of chassis modeling in traditional whole vehicle simulation in related technologies is solved.

Description

Technical Field

[0001] This application relates to the field of road noise simulation technology, and in particular to a method and apparatus for simulating and analyzing low-frequency drum noise in a vehicle body. Background Technology

[0002] Road noise, generated by the interaction between the tires and the road surface during vehicle operation and transmitted to the cabin via the suspension and body, is a low-to-mid-frequency (20-500Hz) noise that directly affects driving comfort. The low-frequency (20-80Hz) noise manifests as a pressure sensation in the ear, known as thumping noise. This problem is common in SUVs and many hatchback models, frequently causing customer complaints. Therefore, more precise simulation methods are needed to proactively control road noise during the early stages of vehicle development.

[0003] In related technologies, existing low-frequency road noise simulation (20-80Hz) methods mainly rely on whole vehicle models (including body, chassis and tires). They excite the body through axle head force load / road surface spectrum, thereby positively controlling the road noise of the vehicle model in the early stage.

[0004] However, existing low-frequency road noise simulation methods require high accuracy in tire and chassis modeling and load processing, have high computational complexity, and are prone to introducing cumulative errors. When calculating the noise transfer function based on a pure vehicle body model, the low-frequency peak prediction capability is insufficient because the dynamic characteristics of the chassis are ignored. Furthermore, the whole vehicle simulation couples the dynamic characteristics of the chassis and the vehicle body, making it difficult to focus on the independent contribution of the vehicle body structure to road noise, resulting in low vehicle body optimization efficiency, which urgently needs to be improved. Summary of the Invention

[0005] This application provides a method and apparatus for simulating and analyzing low-frequency drum noise in a vehicle body, in order to solve the problems of low simulation analysis efficiency and accuracy caused by the complexity and error of chassis modeling in traditional vehicle simulation.

[0006] The first aspect of this application provides a method for simulating and analyzing low-frequency road noise in a vehicle body, comprising the following steps: extracting time-domain data of chassis adhesion force; loading the time-domain data onto the vehicle body and performing time-domain analysis to obtain road noise analysis results in the time domain; and post-processing the road noise analysis results in the time domain to output the road noise simulation results of the vehicle body in the target low-frequency domain through Fourier transform.

[0007] Through the above-mentioned technical means, the embodiments of this application can directly excite the vehicle body for road noise simulation by extracting the time-domain data of chassis adhesion force. The simulation calculations are all performed in the time domain, which can reduce the dynamic characteristic error caused by converting the time-domain load to the frequency-domain load during simulation and avoid chassis modeling and simulation errors. Furthermore, the time-domain results are post-processed into frequency-domain road noise simulation results, which can solve the problem of complex and difficult-to-read time-domain signals, accurately associate the excitation source, verify the optimization effect, and quantify the performance indicators.

[0008] Optionally, in one embodiment of this application, loading the time-domain data onto the vehicle body and performing time-domain analysis to obtain road noise analysis results in the time domain includes: constructing a vehicle body model; Time-domain calculations are performed based on the prepared vehicle body model to obtain vibration results at the longitudinal beam indicator points, and at least one simulation parameter is determined based on the vibration results at the longitudinal beam indicator points.

[0009] Through the above-mentioned technical means, the embodiments of this application can construct an accurate vehicle body model, and then perform time-domain calculations based on the model to obtain the vibration results of the longitudinal beam indicator points. This allows for the determination of simulation parameters such as frequency calculation intervals, damping, and input force load duration, thereby effectively ensuring the authenticity and reliability of road noise simulation results. This ensures that the longitudinal beam vibration data (such as peak acceleration and resonance frequency) and the actual vehicle error are controllable, and also provides accurate parameter basis for subsequent vehicle body NVH optimization, avoiding misjudgment of road noise performance due to model or parameter deviations, and improving the development efficiency and optimization accuracy of vehicle road noise.

[0010] Optionally, in one embodiment of this application, after determining the at least one simulation parameter, the method further includes: adding a pre-built acoustic cavity model that matches the prepared vehicle body model, and performing fluid-solid coupling calculations.

[0011] Through the above-mentioned technical means, the embodiments of this application can add a cavity model and perform fluid-structure interaction on the basis of the determined simulation calculation parameters. Then, the cavity model can be used to clarify the spatial carrier of acoustic analysis, and the acoustic time-domain data of key locations in the cavity can be obtained through fluid-structure interaction to identify which structural vibrations will cause in-vehicle noise problems. The mechanical response of structural vibration is transformed into the acoustic index of in-vehicle noise, thereby realizing the quantitative evaluation of noise performance, opening up the simulation link between structural vibration and in-vehicle acoustics, and enhancing the analytical capability of vehicle body-cavity coupling effect by utilizing the time-domain force dynamic characteristics, so as to achieve accurate reproduction of low-frequency peaks.

[0012] Optionally, in one embodiment of this application, loading the time-domain data onto the vehicle body and performing time-domain analysis to obtain the road noise analysis result in the time domain includes: using the time-domain force load of the chassis attachment point measured during the vehicle road test as an excitation loaded onto the chassis attachment point of the vehicle body; calculating the human ear time-domain sound pressure response based on the vehicle body boundary to determine the road noise analysis result in the time domain.

[0013] Through the above-mentioned technical means, the embodiments of this application can directly excite the vehicle body by measuring the passive side time-domain force through BTPA and combine it with the simulation analysis model boundary to eliminate the need for chassis end modeling. Only the vehicle body model needs to be built to realize the simulation analysis of road noise, thereby effectively avoiding chassis modeling errors and improving simulation efficiency. Moreover, the simulation calculations are all performed in the time domain, which can effectively reduce the dynamic characteristic errors caused by the conversion of time-domain loads to frequency-domain loads and output the human ear response curve in the time domain.

[0014] Optionally, in one embodiment of this application, the step of post-processing the road noise analysis results in the time domain to output the road noise simulation results of the vehicle body in the target low-frequency domain through Fourier transform includes: performing Fourier transform on the road noise analysis results in the time domain to obtain a frequency domain road noise curve; and determining the road noise simulation results of the vehicle body in the target low-frequency domain based on the frequency domain road noise curve.

[0015] Through the above-mentioned technical means, the embodiments of this application can transform the ambiguous noise changes in the time domain into quantitative features that can be analyzed, correlated, and controlled in the frequency dimension, thereby revealing the frequency characteristics of road noise more intuitively and providing core basis for locating the noise source.

[0016] Optionally, in one embodiment of this application, the at least one simulation parameter is at least one of frequency calculation interval, damping, and input force load duration.

[0017] Through the above-mentioned technical means, the embodiments of this application can determine at least one simulation parameter among frequency calculation interval, damping, and input force load duration based on the vibration results of the longitudinal beam indicator point. This not only allows the parameters to fit the actual vibration characteristics of the longitudinal beam and ensures the accuracy of road noise simulation, but also provides reliable parameter support for vehicle body NVH optimization, avoids simulation distortion caused by blind parameter setting, reduces ineffective development, and improves the efficiency of road noise performance improvement.

[0018] A second aspect of this application provides a low-frequency drum noise simulation analysis device for a vehicle body, comprising: an extraction module for extracting time-domain data of chassis adhesion force; a first analysis module for loading the time-domain data onto the vehicle body and performing time-domain analysis to obtain road noise analysis results in the time domain; and a second analysis module for post-processing the road noise analysis results in the time domain to output the road noise simulation results of the vehicle body in the target low-frequency domain through Fourier transform.

[0019] Through the above-mentioned technical means, the embodiments of this application can directly excite the vehicle body for road noise simulation by extracting the time-domain data of chassis adhesion force. The simulation calculations are all performed in the time domain, which can reduce the dynamic characteristic error caused by converting the time-domain load to the frequency-domain load during simulation and avoid chassis modeling and simulation errors. Furthermore, the time-domain results are post-processed into frequency-domain road noise simulation results, which can solve the problem of complex and difficult-to-read time-domain signals, accurately associate the excitation source, verify the optimization effect, and quantify the performance indicators.

[0020] Optionally, in one embodiment of this application, the first analysis module includes: a construction unit for constructing a vehicle body model; and a first determination unit for performing time-domain calculations based on the vehicle body model to obtain vibration results at the longitudinal beam indicator points, and determining at least one simulation parameter based on the vibration results at the longitudinal beam indicator points.

[0021] Through the above-mentioned technical means, the embodiments of this application can construct an accurate vehicle body model, and then perform time-domain calculations based on the model to obtain the vibration results of the longitudinal beam indicator points. This allows for the determination of simulation parameters such as frequency calculation intervals, damping, and input force load duration, thereby effectively ensuring the authenticity and reliability of road noise simulation results. This ensures that the longitudinal beam vibration data (such as peak acceleration and resonance frequency) and the actual vehicle error are controllable, and also provides accurate parameter basis for subsequent vehicle body NVH optimization, avoiding misjudgment of road noise performance due to model or parameter deviations, and improving the development efficiency and optimization accuracy of vehicle road noise.

[0022] Optionally, in one embodiment of this application, the method further includes: adding a module for adding a pre-constructed acoustic cavity model matching the prepared vehicle body model after determining the at least one simulation parameter, and performing fluid-solid coupling calculations.

[0023] Through the above-mentioned technical means, the embodiments of this application can add a cavity model and perform fluid-structure interaction on the basis of the determined simulation calculation parameters. Then, the cavity model can be used to clarify the spatial carrier of acoustic analysis, and the acoustic time-domain data of key locations in the cavity can be obtained through fluid-structure interaction to identify which structural vibrations will cause in-vehicle noise problems. The mechanical response of structural vibration is transformed into the acoustic index of in-vehicle noise, thereby realizing the quantitative evaluation of noise performance, opening up the simulation link between structural vibration and in-vehicle acoustics, and enhancing the analytical capability of vehicle body-cavity coupling effect by utilizing the time-domain force dynamic characteristics, so as to achieve accurate reproduction of low-frequency peaks.

[0024] Optionally, in one embodiment of this application, the first analysis module further includes: a loading unit, used to apply the time-domain force load of the chassis attachment point measured during the vehicle road test of the time-domain data as an excitation to the chassis attachment point of the vehicle body; and a second determining unit, used to calculate the human ear time-domain sound pressure response based on the vehicle body boundary and determine the road noise analysis result in the time domain.

[0025] Through the above-mentioned technical means, the embodiments of this application can directly excite the vehicle body by measuring the passive side time-domain force through BTPA and combine it with the simulation analysis model boundary to eliminate the need for chassis end modeling. Only the vehicle body model needs to be built to realize the simulation analysis of road noise, thereby effectively avoiding chassis modeling errors and improving simulation efficiency. Moreover, the simulation calculations are all performed in the time domain, which can effectively reduce the dynamic characteristic errors caused by the conversion of time-domain loads to frequency-domain loads and output the human ear response curve in the time domain.

[0026] Optionally, in one embodiment of this application, the second analysis module includes: a transformation unit, used to perform Fourier transform on the road noise analysis results in the time domain to obtain a road noise curve in the frequency domain; and a third determination unit, used to determine the road noise simulation results of the vehicle body in the target low-frequency domain based on the road noise curve in the frequency domain.

[0027] Through the above-mentioned technical means, the embodiments of this application can transform the ambiguous noise changes in the time domain into quantitative features that can be analyzed, correlated, and controlled in the frequency dimension, thereby revealing the frequency characteristics of road noise more intuitively and providing core basis for locating the noise source.

[0028] Optionally, in one embodiment of this application, the at least one simulation parameter is at least one of frequency calculation interval, damping, and input force load duration.

[0029] Through the above-mentioned technical means, the embodiments of this application can determine at least one simulation parameter among frequency calculation interval, damping, and input force load duration based on the vibration results of the longitudinal beam indicator point. This not only allows the parameters to fit the actual vibration characteristics of the longitudinal beam and ensures the accuracy of road noise simulation, but also provides reliable parameter support for vehicle body NVH optimization, avoids simulation distortion caused by blind parameter setting, reduces ineffective development, and improves the efficiency of road noise performance improvement.

[0030] A third aspect of this application provides an electronic device, including: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the low-frequency drum noise simulation analysis method for vehicle body as described in the above embodiments.

[0031] A fourth aspect of this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described method for simulating and analyzing low-frequency drum noise in a vehicle body.

[0032] A fifth aspect of this application provides a computer program product that stores a computer program that, when executed by a processor, implements the above-described method for simulating and analyzing low-frequency drum noise in a vehicle body.

[0033] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0034] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein: Figure 1 The flowchart shows the actual road surface spectrum + modal tire road noise analysis, SpindleLoad road noise analysis, and chassis time-domain force load road noise analysis according to a specific embodiment of this application. Figure 2 This is a flowchart illustrating a method for simulating and analyzing low-frequency drum noise in a vehicle body according to an embodiment of this application. Figure 3 This is a flowchart of a simulation analysis method for low-frequency drum noise of a vehicle body according to a specific embodiment of this application; Figure 4 This is a comparison diagram of simulation and experiment of a C71KB project according to a specific embodiment of this application; Figure 5 This is a schematic diagram of the structure of the low-frequency drum noise simulation analysis device for a vehicle body according to an embodiment of this application; Figure 6 This is a schematic diagram of an electronic device structure according to an embodiment of this application. Detailed Implementation

[0035] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0036] The following description, with reference to the accompanying drawings, describes a method and apparatus for simulating and analyzing low-frequency drum noise in a vehicle body according to embodiments of this application. Addressing the issues of low simulation efficiency and accuracy caused by the complexity and error rate of chassis modeling in vehicle simulations, as mentioned in the background section, this application provides a method for simulating and analyzing low-frequency drum noise in a vehicle body. This method extracts time-domain data of chassis adhesion forces and directly loads this data onto the vehicle body for time-domain analysis, thereby obtaining the road noise simulation analysis results in the time domain. Further post-processing of the time-domain simulation results yields the frequency-domain road noise simulation results. This method avoids the complexity and error rate of chassis modeling in traditional vehicle simulations, eliminating the need for chassis modeling. It achieves vehicle road noise simulation analysis and prediction based on the vehicle body boundaries, supporting rapid evaluation and optimization of multiple vehicle body schemes. Thus, it solves the problems of low simulation efficiency and accuracy caused by the complexity and error rate of chassis modeling in vehicle simulations in related technologies.

[0037] The typical path of noise from the road surface to the ear is: road surface - tires - braking system - suspension - vehicle body - ear. Currently, the mainstream analysis method for road noise is: (1) Actual road surface spectrum + modal tire road noise analysis process: like Figure 1 As shown, the simulation load input is a 2D road surface spectrum in the frequency domain, the boundary of the simulation analysis model is a modal tire model + chassis suspension model + vehicle body model, and the output is the simulated human ear response in the frequency domain. This method not only requires modeling and debugging of the modal tire, but also has high requirements for the accuracy of suspension modeling and vehicle body modeling.

[0038] (2) Spindle Load Noise Analysis Process: like Figure 1 As shown, the simulation load input is the axle head force in the frequency domain (the axle head force needs to be obtained by inverting the road surface spectrum). The boundary of the simulation analysis model is the braking system model + chassis suspension model + vehicle body model. The output is the simulated human ear response in the frequency domain. This method requires the axle head force to be obtained by inverting the road surface load matrix in the early stage. The input load needs to be checked before it can be used as the simulation calculation input.

[0039] Because the aforementioned road noise analysis methods rely on a complete vehicle model (including the body, chassis, and tires) and require excitation of the body through axle head force loads / road surface spectrum, they place high demands on the modeling accuracy of tires and chassis and load processing, resulting in high computational complexity and a tendency to introduce cumulative errors. Therefore, this application provides a novel road noise simulation analysis method, such as... Figure 1As shown, this method can obtain the time-domain force load on the passive side of the chassis through BTPA (Binaural Transfer Path Analysis) technology, and use it as the input of the simulation time-domain load. The simulation analysis model boundary omits chassis end modeling, and only the prepared body needs to be built. The simulation calculations are all performed in the time domain, which reduces the dynamic characteristic error caused by converting the time-domain load to the frequency-domain load in the above two schemes. The output is also the human ear response curve in the time domain. Finally, the frequency domain is obtained by post-processing Fourier transform using Testlab software.

[0040] Specifically, Figure 2 This is a flowchart illustrating a method for simulating and analyzing low-frequency drum noise in a vehicle body, as provided in an embodiment of this application.

[0041] like Figure 2 As shown, the simulation analysis method for low-frequency drum noise of the vehicle body includes the following steps: In step S101, the time-domain data of the chassis adhesion force is extracted.

[0042] Understandably, chassis adhesion force usually refers to the adhesion force between the tires and the ground. It is a key force generated between the vehicle chassis and the ground that determines the vehicle's braking, acceleration, and steering performance. The time-domain data of chassis adhesion force can be understood as a numerical sequence that continuously records the dynamic changes of the adhesion force between the vehicle chassis (mainly through the tires) and the ground during the driving process in the time dimension. Its core is the correspondence between "time and adhesion force", which intuitively reflects how the force between the tires and the ground fluctuates over time in different driving conditions (such as acceleration, braking, steering, and driving over bumpy roads).

[0043] In actual implementation, the embodiments of this application can extract the time-domain data of the chassis attachment force by arranging sensors at the chassis suspension attachment points and using HEAD software to collect the passive lateral force at the chassis attachment points in the time domain under 60 km rough road conditions.

[0044] After extracting the time-domain data of the chassis adhesion force, it can be further used as an excitation load to be directly applied to the vehicle body for road noise time-domain analysis.

[0045] In step S102, time-domain data is loaded onto the vehicle body and time-domain analysis is performed to obtain the road noise analysis results in the time domain.

[0046] Optionally, in one embodiment of this application, time-domain data is loaded onto the vehicle body and time-domain analysis is performed to obtain road noise analysis results in the time domain, including: constructing a vehicle body model; performing time-domain calculations based on the vehicle body model to obtain vibration results of the longitudinal beam indicator points, and determining at least one simulation parameter based on the vibration results of the longitudinal beam indicator points.

[0047] The prepared vehicle model is not merely a body frame; it must fully recreate all key components related to the vehicle body in its prepared state. These include, but are not limited to: the main body structure, such as the frame, body shell (coverings), doors, and windows; fixed components, such as the engine (static assembly in non-driving conditions), transmission, suspension system (parts connected to the body), seat frame (basic state when unloaded), steering wheel, and dashboard; necessary fluids / media, such as fuel, coolant, and lubricating oil as required for preparation; and connection relationships and constraints, such as the mechanical constraints of bolt connections, weld points, and hinges (e.g., door hinges) between components, which must be accurately simulated through the model (ensuring that the force and motion transmission between components during simulation are consistent with reality).

[0048] Specifically, the vibration of the longitudinal beam is mainly caused by the transmission from the road surface to the chassis or by the powertrain excitation. In this embodiment, the corresponding excitation can be selected according to the analysis scenario, and the calculation parameters of the dynamic characteristics of the matching excitation and the boundary conditions can be set. The boundary conditions include, but are not limited to, the end constraint of the tire on the ground (such as vertical elastic support) and the kinematic pair of the suspension (such as the rotational pair between the swing arm and the body). This ensures that the excitation can be effectively transmitted along the path of "road surface → tire → suspension → longitudinal beam", thereby calculating the vibration result of the longitudinal beam indicator point and obtaining the simulation parameters from the calculation result.

[0049] The above scheme can be understood as a process of benchmarking simulation parameters. That is, the longitudinal beam vibration data is obtained by experimental testing, and the simulation results are obtained by adjusting various simulation parameters. The simulation results are then compared with the experimental data. This process is iterated continuously to confirm the simulation analysis parameters, and finally, the simulation analysis standard parameters for calculation are formed. Finally, these parameters are determined for road noise analysis.

[0050] The longitudinal beams are the "load-bearing skeleton" of the vehicle body, and their vibration performance is directly related to the structural strength of the vehicle body (such as fatigue life) and ride comfort (such as the amplitude of vibration transmitted to the cabin). The "longitudinal beam indicator point" is usually a pre-selected key location (such as the connection point between the longitudinal beam and the cross beam, the stress concentration point that is prone to fatigue, and the vibration transmission path point near the cabin). The embodiments of this application can simulate the excitation-response process of the indicator point changing over time through time domain calculation, thereby accurately restoring its vibration law under real working conditions. Compared with frequency domain analysis (which only focuses on the vibration frequency distribution), time domain data can more intuitively reflect the transient characteristics of vibration (such as the vibration decay rate under impact load and the resonance duration under periodic excitation).

[0051] In addition, in the embodiments of this application, the vibration of the longitudinal beam indicator point is a process of determining the simulation analysis parameters and the test benchmark. This benchmarking process is only performed once. After the simulation analysis parameters are determined, the simulation calculation process and method are determined. All subsequent road noise calculations will use these parameters. Subsequent projects using this method do not need to recalculate the longitudinal beam vibration data. They only need to use the passive side time-domain force load as the input of the vehicle body model.

[0052] Through the above-mentioned technical means, the embodiments of this application can construct an accurate vehicle body model, and then perform time-domain calculations based on the model to obtain the vibration results of the longitudinal beam indicator points. This allows for the determination of simulation parameters such as frequency calculation intervals, damping, and input force load duration, thereby effectively ensuring the authenticity and reliability of road noise simulation results. This ensures that the longitudinal beam vibration data (such as peak acceleration and resonance frequency) and the actual vehicle error are controllable, and also provides accurate parameter basis for subsequent vehicle body NVH optimization, avoiding misjudgment of road noise performance due to model or parameter deviations, and improving the development efficiency and optimization accuracy of vehicle road noise.

[0053] Optionally, in one embodiment of this application, at least one of the following simulation parameters is the frequency calculation interval, damping, and input force load duration.

[0054] Among them, the frequency calculation interval can be understood as the time difference between adjacent frequency points in the simulation or the time step of time domain sampling; damping describes the ability of a vibration system to consume energy during motion; the input force load duration refers to the duration for which external excitation forces (such as road impact force or engine transmission force) act on the vehicle body model in the simulation, which is essentially a parameter for simulating how long external forces act.

[0055] In actual implementation, this application embodiment can perform time-domain calculations of the longitudinal beam indicator point vibration based on the prepared vehicle body model, and obtain parameters such as frequency calculation interval, damping, and input force load duration. Then, it can further determine whether the above parameters need to be readjusted. For example, this application embodiment can determine whether the fitting degree of the 20-80HZ simulation to the test longitudinal beam vibration frequency / acceleration amplitude is higher than 90%. If it is higher, the above simulation calculation parameters are determined; otherwise, the above calculation parameters are readjusted until the preset conditions are met.

[0056] In road noise analysis, simulation parameters are determined based on the vibration results of the longitudinal beam indicator points. The core technical effect is to ensure simulation accuracy and engineering guidance: On the one hand, it enables parameters (such as frequency calculation interval, damping, and input force load duration) to accurately match the actual vibration characteristics. For example, appropriate frequency intervals are determined based on the longitudinal beam resonance frequency to avoid missing key frequency bands, and damping values ​​are optimized in combination with vibration attenuation trends to make the simulation response close to the real vehicle, ensuring that the subsequent road noise simulation results (such as vibration acceleration and transmissibility) and measured errors are controllable. On the other hand, these parameters that match the actual vibration can avoid simulation distortion caused by blindly setting parameters, provide reliable data support for vehicle NVH optimization (such as longitudinal beam stiffness improvement and suspension bushing adjustment), reduce ineffective development attempts, and improve the efficiency of road noise performance improvement.

[0057] Optionally, in one embodiment of this application, after determining at least one simulation parameter, the method further includes: adding a pre-built acoustic cavity model that matches the prepared vehicle body model, and performing fluid-solid coupling calculations.

[0058] Those skilled in the art should understand that, based on determining the simulation calculation parameters (such as frequency calculation interval, damping, input force load duration, etc.), adding a cavity model, simultaneously referencing the vehicle body model and the cavity model in the calculation file, and performing fluid-structure interaction analysis, essentially integrates structural vibration and acoustic response into a unified simulation system. This involves simulating the interaction between the vehicle body structure (such as longitudinal beams and body panels) and the internal cavity (such as the air domain in the cockpit and passenger compartment) to achieve a full-link simulation from structural vibration excitation to in-vehicle acoustic response. The cavity model is a digital reconstruction of the air domain inside the vehicle body, and its construction needs to be precisely matched with the existing vehicle body model (structural model). Fluid-structure interaction is essentially structure-acoustic coupling (since the cavity medium is air, it belongs to the category of "fluid"), and its core is to simulate the two-way process of structural vibration excitation of sound waves and sound waves reacting on the structure, breaking the isolation of analyzing only structural vibration or only acoustics.

[0059] In practical implementation, the construction of the acoustic cavity model in this application embodiment can be divided into three parts: geometric modeling, medium property definition, and boundary condition association. Geometric modeling can be based on the inner surfaces of the vehicle body structure (such as dashboards, door trim panels, roof linings, floor, etc.) to construct a closed or semi-closed air domain model. The medium inside the acoustic cavity is air, and its acoustic parameters (such as density 1.21) need to be defined. Speed ​​of sound 343 Parameters such as air damping determine the propagation speed and energy attenuation law of sound waves in the acoustic cavity (e.g., high-frequency sound waves attenuate faster in air); the "boundary" of the acoustic cavity is the inner surface of the vehicle body structure (e.g., when the longitudinal beam drives the body panel to vibrate, the panel surface is the "structure-acoustic cavity coupling interface"). The correspondence between the "structural boundary" and the "acoustic cavity boundary" needs to be clearly defined in the model (e.g., the vibration displacement of the panel will directly drive the air vibration of the acoustic cavity, and the sound pressure of the acoustic cavity will also react on the panel).

[0060] Through the above-mentioned technical means, the embodiments of this application can add a cavity model and perform fluid-structure interaction on the basis of the determined simulation calculation parameters. Then, the cavity model can be used to clarify the spatial carrier of acoustic analysis, and the acoustic time-domain data of the key positions of the cavity can be obtained through fluid-structure interaction to clarify which structural vibrations will cause in-vehicle noise problems. The mechanical response of structural vibration is transformed into the acoustic index of in-vehicle noise, thereby realizing the quantitative evaluation of noise performance, opening up the simulation link between structural vibration and in-vehicle acoustics, and using the time-domain force dynamic characteristics to enhance the analytical capability of the vehicle body-cavity coupling effect, and achieving accurate reproduction of low-frequency peaks.

[0061] Optionally, in one embodiment of this application, loading time-domain data onto the vehicle body and performing time-domain analysis to obtain road noise analysis results in the time domain further includes: using the time-domain force load of the chassis attachment point measured during the vehicle road test as an excitation loaded onto the chassis attachment point of the vehicle body; calculating the human ear time-domain sound pressure response based on the vehicle body boundary to determine the road noise analysis results in the time domain.

[0062] In this embodiment, after obtaining the time-domain force load of the passive side of the lower chassis using BTPA technology in step S101, the load is further input as a simulation time-domain load into the prepared vehicle body model for road noise simulation analysis. The architecture of a fixed vehicle body model and variable BTPA data supports rapid benchmarking analysis across multiple chassis platforms. The prepared vehicle body boundary can be understood as the outer / inner surface of the vehicle body structure in the prepared state. Calculating the time-domain sound pressure response of the human ear based on the prepared vehicle body boundary is a crucial step in automotive noise simulation, transforming structural vibration into in-vehicle acoustic experience. Specifically, the vehicle body structure in the prepared state can be used as the vibration excitation boundary. Acoustic simulation is used to calculate the changes in in-vehicle air sound pressure caused by vehicle body vibration, ultimately focusing on the sound pressure value of the "human ear position" changing over time (i.e., the "time-domain sound pressure response"), thereby converting the vibration excitation of the vehicle body structure into acoustic experience data for passengers.

[0063] Through the above-mentioned technical means, the embodiments of this application can directly excite the vehicle body by measuring the passive side time-domain force through BTPA and combine it with the simulation analysis model boundary to eliminate the need for chassis end modeling. Only the vehicle body model needs to be built to realize the simulation analysis of road noise, thereby effectively avoiding chassis modeling errors and improving simulation efficiency. Moreover, the simulation calculations are all performed in the time domain, which can effectively reduce the dynamic characteristic errors caused by the conversion of time-domain loads to frequency-domain loads and output the human ear response curve in the time domain.

[0064] In step S103, the road noise analysis results in the time domain are post-processed to output the road noise simulation results of the vehicle body in the target low-frequency domain through Fourier transform.

[0065] Optionally, in one embodiment of this application, the road noise analysis results in the time domain are post-processed to output the road noise simulation results of the vehicle body in the target low-frequency domain through Fourier transform, including: performing Fourier transform on the road noise analysis results in the time domain to obtain the road noise curve in the frequency domain; and determining the road noise simulation results of the vehicle body in the target low-frequency domain based on the road noise curve in the frequency domain.

[0066] In this embodiment, the road noise analysis results in the time domain can be Fourier transformed using Testlab software, thereby converting the noise change in the time dimension into the noise distribution in the frequency dimension, obtaining the frequency domain road noise curve. Furthermore, the simulation and experimental 20-80Hz road noise curves can be compared to confirm whether the problem frequencies are consistent. If they are consistent, the vehicle body optimization scheme can be further evaluated; otherwise, the vehicle body model can be checked, and the time domain force at the chassis attachment point can be recalculated as the excitation load to calculate the road noise.

[0067] Through the above-mentioned technical means, the embodiments of this application can transform the ambiguous noise changes in the time domain into quantitative features that can be analyzed, correlated, and controlled in the frequency dimension, thereby revealing the frequency characteristics of road noise more intuitively and providing core basis for locating the noise source.

[0068] Based on the above, such as Figure 3 As shown, a specific embodiment of the low-frequency drum noise simulation analysis method for the vehicle body of this application is illustrated in the following steps: S301: Construct a pre-built vehicle body model; The embodiments of this application can directly perform road noise simulation analysis based on the constructed vehicle body model, without the need to construct a chassis model based on the vehicle body model.

[0069] S302: Perform time-domain calculations on the vibration of the longitudinal beam indicator points of the vehicle body to obtain the vibration results of the longitudinal beam indicator points, thereby obtaining the simulation parameters for road noise simulation analysis; The simulation parameters may include frequency calculation intervals, damping, input force loads, etc.; the time-domain data includes the time-domain force at the chassis attachment point.

[0070] S303: Adjust simulation parameters such as frequency calculation interval, damping, and input force load; S304: Based on the simulation parameters in step S303, determine whether the fitting degree between the 20-80Hz low-noise simulation and the experimental longitudinal beam vibration frequency / acceleration amplitude meets the preset conditions. The preset condition can be set to a fitting degree ≥ 90%. If this condition is met, step S305 is executed; otherwise, the calculation simulation parameters are adjusted, and the simulation parameters such as frequency calculation interval, damping, and input force load are debugged.

[0071] S305: Determine the simulation calculation parameters, add a cavity model, and perform fluid-structure interaction calculation analysis; Specifically, in this embodiment, after obtaining at least one simulation parameter, a pre-constructed acoustic cavity model can be added, and fluid-solid coupling calculations can be performed. The core purpose of adding an acoustic cavity model on the basis of the prepared vehicle body model and performing fluid-structure interaction analysis is to more realistically simulate the interaction between the "vehicle structure" and the "internal air acoustic cavity". Through fluid-structure interaction analysis, it is possible to accurately calculate how the vibration of the vehicle body structure is "converted" into the sound pressure inside the vehicle (i.e., the noise level) under different excitations; which frequencies of noise are most significant; and from which parts the noise is mainly transmitted (e.g., floor gaps, door seals).

[0072] S306: Using the time-domain force at the chassis attachment point as the excitation load, road noise is calculated based on the prepared vehicle model; In this embodiment, after determining the simulation calculation parameters, the extracted time-domain force of the chassis attachment point can be used as the excitation load to perform road noise simulation based on the prepared vehicle body model.

[0073] S307: Output the simulated road noise results in the time domain obtained from step S306; S308: Post-processing is performed using Test-lab software to convert the time-domain simulated road noise results (simulation / experiment) into frequency-domain road noise simulation results, thereby obtaining the frequency-domain road noise simulation curve; S309: Compare the simulated and experimental 20-80Hz road noise curves to confirm whether the problem frequency range is consistent; if they are consistent, proceed to step S310; otherwise, verify the vehicle body model and repeat step S306. S310: Quickly evaluate body optimization solutions during the body preparation stage.

[0074] To verify the feasibility of the low-frequency drum noise simulation analysis method for the vehicle body in this application, relevant technical personnel have previously verified and benchmarked it through multiple projects, forming quasi-universal simulation calculation parameters and processes. Furthermore, based on the comparison of simulation and experimental road noise curves for projects such as N60AB / C71KS / C72KS, it shows that the simulation analysis method exhibits good consistency between the simulation and experimental problem frequencies in the 20-80Hz range, and can be used as an efficient low-frequency road noise simulation analysis method. Figure 4 As shown, Figure 4 The figure shows a comparison of the simulation (dashed line) and the test (solid line) of C71KB (red line - inner ear noise of the front driver, blue line - inner ear noise of the right rear passenger). The figure can be seen intuitively as to the simulation analysis method of low-frequency drum noise of the vehicle body in the embodiment of this application, which corresponds well to the peak frequency of 20-80Hz.

[0075] The low-frequency drum noise simulation analysis method for vehicle body proposed in this application can extract the time-domain data of chassis adhesion force and directly load this time-domain data onto the vehicle body for time-domain analysis, thereby obtaining the road noise simulation analysis results in the time domain. Further post-processing of the time-domain simulation results yields the frequency-domain road noise simulation results. This method avoids the complexity and error rate of chassis modeling in traditional vehicle simulation, eliminating the need for chassis modeling. It achieves vehicle road noise simulation analysis and prediction based on the vehicle body boundary, supporting rapid evaluation and optimization of multiple vehicle body schemes. Therefore, it solves the problems of low simulation analysis efficiency and accuracy caused by the complexity and error rate of chassis modeling in vehicle simulation in related technologies.

[0076] Next, refer to the appendix. Figure 5 This application describes a device for simulating and analyzing low-frequency drum noise in a vehicle body, based on embodiments thereof.

[0077] Figure 5 This is a block diagram of a vehicle body low-frequency drum noise simulation analysis device according to an embodiment of this application.

[0078] like Figure 5 As shown, the low-frequency drum noise simulation analysis device 10 for the vehicle body includes: an extraction module 100, a first analysis module 200, and a second analysis module 300.

[0079] The extraction module 100 is used to extract the time-domain data of the chassis adhesion force.

[0080] The first analysis module 200 is used to load time-domain data onto the vehicle body and perform time-domain analysis to obtain road noise analysis results in the time domain.

[0081] The second analysis module 300 is used to post-process the road noise analysis results in the time domain, so as to output the road noise simulation results of the vehicle body in the target low-frequency domain through Fourier transform.

[0082] Optionally, in one embodiment of this application, the first analysis module 200 includes: a construction unit and a first determination unit; wherein, the construction unit is used to construct a vehicle body model; the first determination unit is used to perform time-domain calculations based on the vehicle body model to obtain the vibration results of the longitudinal beam indicator points, and to determine at least one simulation parameter based on the vibration results of the longitudinal beam indicator points.

[0083] Optionally, in one embodiment of this application, the low-frequency drum noise simulation analysis device 10 for the vehicle body further includes: an addition module, which is used to add a pre-built acoustic cavity model matching the vehicle body model after determining at least one simulation parameter, and to perform fluid-solid coupling calculation.

[0084] Optionally, in one embodiment of this application, the first analysis module 200 further includes: a loading unit and a second determining unit; the loading unit is used to apply the time-domain force load of the chassis attachment point measured during the vehicle road test as an excitation to the chassis attachment point of the vehicle body; the second determining unit is used to calculate the human ear time-domain sound pressure response based on the vehicle body boundary and determine the road noise analysis result in the time domain.

[0085] Optionally, in one embodiment of this application, the second analysis module 300 includes a transformation unit and a third determination unit; wherein, the transformation unit is used to perform Fourier transform on the road noise analysis results in the time domain to obtain the road noise curve in the frequency domain; the third determination unit is used to determine the road noise simulation results of the vehicle body in the target low-frequency domain based on the road noise curve in the frequency domain.

[0086] Optionally, in one embodiment of this application, at least one of the following simulation parameters is the frequency calculation interval, damping, and input force load duration.

[0087] It should be noted that the foregoing explanation of the embodiment of the low-frequency drum noise simulation analysis method for the vehicle body also applies to the low-frequency drum noise simulation analysis device for the vehicle body in this embodiment, and will not be repeated here.

[0088] The low-frequency drum noise simulation analysis device for vehicle body proposed in this application can extract the time-domain data of chassis adhesion force and directly load this time-domain data onto the vehicle body for time-domain analysis, thereby obtaining the road noise simulation analysis results in the time domain. Further post-processing of the time-domain simulation results yields the frequency-domain road noise simulation results. This method avoids the complexity and error rate of chassis modeling in traditional vehicle simulation, eliminating the need for chassis modeling. It achieves vehicle road noise simulation analysis and prediction based on the vehicle body boundary, supporting rapid evaluation and optimization of multiple vehicle body schemes. Therefore, it solves the problems of low simulation analysis efficiency and accuracy caused by the complexity and error rate of chassis modeling in vehicle simulation in related technologies.

[0089] Figure 6A schematic diagram of the structure of an electronic device provided in an embodiment of this application. The electronic device may include: The memory 601, the processor 602, and the computer program stored on the memory 601 and capable of running on the processor 602.

[0090] When the processor 602 executes the program, it implements the low-frequency drum noise simulation analysis method for the vehicle body provided in the above embodiments.

[0091] Furthermore, electronic devices also include: Communication interface 603 is used for communication between memory 601 and processor 602.

[0092] The memory 601 is used to store computer programs that can run on the processor 602.

[0093] The memory 601 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage device.

[0094] If the memory 601, processor 602, and communication interface 603 are implemented independently, then the communication interface 603, memory 601, and processor 602 can be interconnected via a bus to complete communication between them. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. The bus can be divided into address bus, data bus, control bus, etc. For ease of representation, Figure 6 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0095] Optionally, in a specific implementation, if the memory 601, processor 602, and communication interface 603 are integrated on a single chip, then the memory 601, processor 602, and communication interface 603 can communicate with each other through an internal interface.

[0096] The processor 602 may be a central processing unit (CPU), an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of this application.

[0097] This application also provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the above-described method for simulating and analyzing low-frequency drum noise in a vehicle body.

[0098] This application also provides a computer program product storing a computer program that, when executed by a processor, implements the above-described method for simulating and analyzing low-frequency drum noise in a vehicle body.

[0099] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0100] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0101] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or N executable instructions for implementing custom logic functions or processes, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as should be understood by those skilled in the art to which embodiments of this application pertain.

[0102] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Alternatively, the computer-readable medium may be paper or other suitable media on which the program can be printed, since the program can be obtained electronically by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory.

[0103] It should be understood that the various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, the N steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. If implemented in hardware, as in another embodiment, it can be implemented using any one or more of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0104] Those skilled in the art will understand that all or part of the steps of the methods in the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.

[0105] Furthermore, the functional units in the various embodiments of this application can be integrated into a processing module, or each unit can exist physically separately, or two or more units can be integrated into a module. The integrated module can be implemented in hardware or as a software functional module. If the integrated module is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium.

[0106] The storage medium mentioned above can be a read-only memory, a disk, or an optical disk, etc. Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of this application.

Claims

1. A method for preparing a body low-frequency drum noise simulation analysis, characterized in that, The method comprises the following steps: extracting time domain data of chassis attachment force; loading the time domain data on a complete vehicle body and performing time domain analysis to obtain a road noise analysis result in the time domain; post-processing the road noise analysis result in the time domain to output a road noise simulation result of the complete vehicle body in a target low frequency domain through Fourier transform.

2. The method of claim 1, wherein, The loading of the time domain data on the complete vehicle body and the time domain analysis to obtain the road noise analysis result in the time domain comprises: constructing a complete vehicle body model; performing time domain calculation based on the complete vehicle body model to obtain a longitudinal beam indication point vibration result, and determining at least one simulation parameter based on the longitudinal beam indication point vibration result.

3. The method of claim 2, wherein, After the at least one simulation parameter is determined, the method further comprises: adding a pre-constructed acoustic cavity model and performing fluid-solid coupling calculation.

4. The method of claim 1, wherein, The loading of the time domain data on the complete vehicle body and the time domain analysis to obtain the road noise analysis result in the time domain comprises: loading a chassis attachment point time domain force load measured in a vehicle road test of the time domain data on a chassis attachment point of the complete vehicle body as excitation; calculating a human ear time domain sound pressure response based on a complete vehicle body boundary to determine the road noise analysis result in the time domain.

5. The method of claim 1, wherein, The post-processing of the road noise analysis result in the time domain to output the road noise simulation result of the complete vehicle body in the target low frequency domain through Fourier transform comprises: performing Fourier transform on the road noise analysis result in the time domain to obtain a frequency domain road noise curve; determining the road noise simulation result of the complete vehicle body in the target low frequency domain according to the frequency domain road noise curve.

6. The method of claim 2, wherein, The at least one simulation parameter is at least one of a frequency calculation interval, a damping, and an input force load time length.

7. A device for preparing a body low-frequency drum noise simulation analysis, characterized in that, The method comprises: a extracting module configured to extract time domain data of chassis attachment force; a first analysis module configured to load the time domain data on a complete vehicle body and perform time domain analysis to obtain a road noise analysis result in the time domain; a second analysis module configured to post-process the road noise analysis result in the time domain to output a road noise simulation result of the complete vehicle body in a target low frequency domain through Fourier transform.

8. An electronic device, comprising: The method comprises: a memory, a processor, and a computer program stored on the memory and executable on the processor, wherein the processor executes the program to implement the complete vehicle body low frequency drum noise simulation analysis method according to any one of claims 1-6.

9. A computer readable storage medium having stored thereon a computer program, characterized in that, The program is executed by the processor to implement the complete vehicle body low frequency drum noise simulation analysis method according to any one of claims 1-6.

10. A computer program product comprising a computer program, characterized in that, The computer program is executed to implement the complete vehicle body low frequency drum noise simulation analysis method according to any one of claims 1-6.

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