Suspension road noise performance type selection method, device and equipment and storage medium

Abstract

The invention discloses a suspension road noise performance model selection method, device and equipment and a storage medium, and relates to the technical field of automobile NVH performance development, and the suspension road noise performance model selection method comprises the steps: based on an interior vehicle body finite element model of a historical vehicle model, curing vehicle body attachment points and acoustic response points to establish an interior vehicle body simulation NTF transfer function; constructing a suspension exciting force simulation analysis model of the suspension to be selected, and outputting frequency domain exciting force at the attachment point of the suspension and the vehicle body according to the suspension exciting force simulation analysis model; according to the frequency domain exciting force and an interior vehicle body simulation NTF transfer function, obtaining an in-vehicle road noise spectrum curve and a sound pressure level of the suspension to be selected; and comparing the in-vehicle road noise spectrum curve and the sound pressure level of the suspension to be selected, and performing suspension road noise performance selection. According to the method, the model selection period can be shortened, and the model selection conclusion is more accurate.

Description

Technical Field

[0001] This application relates to the field of automotive NVH performance development technology, specifically to a suspension road noise performance selection method, device, equipment, and storage medium. Background Technology

[0002] To improve automotive development efficiency and reduce development costs, domestic and international automakers have adopted a platform-based architecture development strategy. The key aspects of platform architecture development include the chassis system, underbody, powertrain, thermal management system, and electrical and electronic architecture. Within the chassis system, the type and structure of the suspension affect driving performance, noise, vibration and harshness (NVH) performance, crash safety performance, and fatigue durability.

[0003] In the early suspension selection phase of platform development, the NVH field needs to quickly evaluate the NVH performance of suspension systems with different structural types. Among these, the NVH performance of the suspension system mainly involves tire-road noise performance (road noise performance).

[0004] Currently, real-vehicle testing methods are commonly used to evaluate suspension road noise performance. These methods qualitatively analyze in-vehicle road noise and suspension attachment point excitation for different suspension models, but they cannot quantitatively predict the road noise performance of different suspension schemes during the platform architecture conceptual design phase.

[0005] To achieve quantitative evaluation of suspension road noise performance, one approach is to use the inverse matrix method to solve for the excitation force and then apply it to a road noise analysis finite element model (composed of acoustic cavity finite elements and interior body structure finite elements) to obtain road noise results. However, this method requires establishing complete interior body finite element models adapted to different suspensions, which is time-consuming and makes it difficult to conduct quantitative analysis in a timely manner according to project schedules. Furthermore, changes in the suspension structure alter the suspension attachment point positions, structural features, and noise transfer function (NTF) in the interior body finite element model, affecting the accuracy of analyzing suspension road noise performance using the interior body finite element model.

[0006] Another approach is to use a hybrid model consisting of virtual wheel center force, suspension finite element method, and interior / body test transfer function to predict and optimize in-vehicle road noise. The virtual wheel center force is obtained by multiplying the inverse matrix of the vibration transfer function (VTF) from the wheel center to the steering knuckle vibration acceleration measurement point with the measured steering knuckle vibration acceleration. However, both the VTF from the wheel center to the steering knuckle vibration acceleration and the steering knuckle vibration acceleration are affected by the suspension system structure, leading to insufficient accuracy in assessing suspension road noise performance. Summary of the Invention

[0007] This application provides a method, apparatus, equipment, and storage medium for selecting suspension road noise performance, which can shorten the selection cycle and make the selection conclusion more accurate.

[0008] In a first aspect, embodiments of this application provide a method for selecting suspension road noise performance, characterized in that the method includes: Based on the finite element model of the interior and body of historical models, the body attachment points and acoustic response points are solidified to establish the NTF transfer function for interior and body simulation. Construct a simulation analysis model of the suspension excitation force of the candidate suspension, and output the frequency domain excitation force at the suspension-vehicle contact point based on the simulation analysis model of the suspension excitation force; Based on the frequency domain excitation force and the NTF transfer function of the interior and body simulation, the in-vehicle road noise spectrum curve and sound pressure level of the suspension to be selected are obtained. Compare the in-vehicle road noise spectrum curves and sound pressure levels of the candidate suspensions to select the suspension based on its road noise performance.

[0009] In conjunction with the first aspect, in one implementation, the construction of the suspension excitation force simulation analysis model for the selected suspension includes: The tire CD Tire model is determined based on the road surface spectrum model and tire size specifications. Construct a finite element model of the proposed suspension type; The tire CD Tire model and the finite element model of the suspension to be selected are assembled into a suspension excitation force simulation analysis model.

[0010] In conjunction with the first aspect, in one implementation, the step of outputting the frequency domain excitation force at the suspension-vehicle contact point based on the suspension excitation force simulation analysis model includes: Simulation calculations are performed based on the suspension excitation force simulation analysis model to output the excitation force at the suspension-vehicle contact point in the frequency range of 20-200Hz.

[0011] In conjunction with the first aspect, in one embodiment, obtaining the in-vehicle road noise spectrum curve and sound pressure level of the selected suspension based on the frequency domain excitation force and the interior and vehicle body simulation NTF transfer function includes: The frequency domain excitation force and the interior body simulation NTF transfer function are multiplied to obtain the in-vehicle road noise spectrum curve and sound pressure level of the selected suspension.

[0012] In conjunction with the first aspect, in one embodiment, the vehicle body attachment points include a front mounting point for the left front upper wishbone, a rear mounting point for the left front upper wishbone, a front mounting point for the right front upper wishbone, a rear mounting point for the right front upper wishbone, a mounting point for the front shock absorber upper mount, a front mounting point for the front lower control arm, and a rear mounting point for the front lower control arm.

[0013] In conjunction with the first aspect, in one embodiment, the acoustic response point is one of the following: the driver's left ear position, the driver's right ear position, the front passenger's left ear position, the front passenger's right ear position, the rear passenger's left ear position, the rear passenger's right ear position, or the middle position in the rear.

[0014] In conjunction with the first aspect, in one embodiment, the candidate suspension includes at least two of the following: MacPherson strut, double wishbone, modified MacPherson strut, torsion beam suspension, four-link suspension, five-link suspension, H-arm suspension, and solid axle suspension.

[0015] Secondly, embodiments of this application provide a suspension road noise performance selection device, the suspension road noise performance selection device comprising: The simulation module is based on the finite element model of the interior and body of historical models, and solidifies the body attachment points and acoustic response points to establish the NTF transfer function for interior and body simulation. The analysis module is used to construct a simulation analysis model of the suspension excitation force of the candidate suspension, and output the frequency domain excitation force at the suspension-vehicle contact point based on the simulation analysis model of the suspension excitation force. The calculation module obtains the in-vehicle road noise spectrum curve and sound pressure level of the selected suspension based on the frequency domain excitation force and the NTF transfer function of the interior and body simulation. The comparison module is used to compare the in-vehicle road noise spectrum curves and sound pressure levels of the selected suspensions to select the suspension based on its road noise performance.

[0016] Thirdly, this application provides a suspension road noise performance selection device, which includes a processor, a memory, and a suspension road noise performance selection program stored in the memory and executable by the processor. When the suspension road noise performance selection program is executed by the processor, it implements the steps of the suspension road noise performance selection method described above.

[0017] Fourthly, embodiments of this application provide a computer-readable storage medium storing a suspension road noise performance selection program, wherein when the suspension road noise performance selection program is executed by a processor, it implements the steps of the suspension road noise performance selection method as described above.

[0018] The beneficial effects of the technical solutions provided in this application include: Based on the finite element model of the interior and body of a historical vehicle model, the body attachment points and acoustic response points are fixed to establish the NTF transfer function for interior and body simulation. A suspension excitation force simulation analysis model of the candidate suspension is constructed, and the frequency domain excitation force at the suspension-body attachment point is output according to the suspension excitation force simulation analysis model. Based on the frequency domain excitation force and the interior and body simulation NTF transfer function, the in-vehicle road noise spectrum curve and sound pressure level of the candidate suspension are obtained. The in-vehicle road noise spectrum curve and sound pressure level of the candidate suspension are compared to select the suspension road noise performance.

[0019] This application establishes a fixed model by reusing the NTF transfer function of the interior and body of historical vehicle models, eliminating the need for 3D modeling and finite element modeling of the interior and body, thus significantly shortening the selection cycle. It directly uses the sound pressure level of the vehicle interior as the selection basis, avoiding the indirect evaluation of traditional attachment point excitation. Furthermore, the fixed body attachment points and acoustic response points ensure that the comparison of suspension schemes only reflects the differences in the transmission characteristics of the suspension itself, making the selection conclusion more accurate. At the same time, it supports the horizontal comparison of road noise performance of multiple suspensions on the same platform, enabling rapid quantitative selection. Attached Figure Description

[0020] Figure 1 This is a flowchart illustrating an embodiment of the suspension road noise performance selection method of this application; Figure 2 This is a diagram of the hybrid modeling and prediction road noise architecture in this application; Figure 3 A flowchart comparing the traditional method and the process of this application; Figure 4 This is a comparison curve of predicted road noise for different suspension schemes in this application; Figure 5 This is a schematic diagram of the functional modules of an embodiment of the suspension road noise performance selection device of this application; Figure 6 This is a schematic diagram of the hardware structure of the suspension road noise performance selection device involved in the embodiments of this application. Detailed Implementation

[0021] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present application.

[0022] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0023] In a first aspect, embodiments of this application provide a method for selecting suspension road noise performance.

[0024] In one embodiment, reference is made to Figure 1 , Figure 1 This is a flowchart illustrating the first embodiment of the suspension road noise performance selection method of this application. Figure 1 As shown, the selection method for suspension road noise performance includes: S1. Based on the finite element model of the interior and body of historical models, solidify the body attachment points and acoustic response points to establish the NTF transfer function for interior and body simulation. It should be noted that during the platform architecture conceptual design phase, it is not possible to quickly and quantitatively predict the road noise performance of different suspension schemes. Furthermore, traditional methods require the establishment of complete interior and body finite element models, resulting in long modeling times and difficulty in meeting project schedules. Additionally, the virtual wheel center force method is affected by the suspension structure, leading to insufficient evaluation accuracy.

[0025] Therefore, this embodiment uses the interior and body simulation NTF of the previous generation model to build a proxy model, so as to realize the quantitative selection of suspension road noise performance in the early stage of the platform project based on the in-vehicle road noise prediction results. This avoids the problems of long modeling time and difficulty in meeting project schedule when using the interior and body finite element model method, and also overcomes the shortcomings of insufficient evaluation accuracy caused by the influence of the suspension structure on the virtual wheel center force.

[0026] Specifically, this embodiment establishes a proxy model based on the NTF transfer function of the interior and body simulation of a historical vehicle model (base vehicle or benchmark vehicle). The amplitude and phase data are not affected by the suspension type and structure. The key to constructing the interior and body simulation NTF transfer function model is to use a specific file format and fix the excitation point (body (suspension) attachment point) ID and response point (driver's ear, etc.) ID of the NTF according to the suspension type.

[0027] In other words, this embodiment uses NTF solidification technology and uses a solidified simulation NTF transfer function matrix to characterize the vehicle body system, ensuring that: (1) in the analysis of different suspension schemes, the excitation point (vehicle attachment point) ID and the response point (in-vehicle position) ID are strictly consistent; (2) the NTF amplitude / phase characteristics remain unchanged, eliminating the fact that the NTF becomes a variable due to the differences in the vehicle body in the traditional method, which affects the accuracy of the suspension road noise performance analysis using the interior body finite element model.

[0028] It's worth noting that in automotive NVH engineering, "Trimmed Body" specifically refers to the body structure plus the interior trim, excluding the suspension system. The suspension is a chassis component connected to the body via attachment points, but it is not included in the finite element model of the Trimmed Body.

[0029] Specifically, in the simulation process of obtaining the interior body NTF transfer function matrix, taking the previous generation double wishbone front suspension as an example, the previous generation double wishbone front suspension was not included in the model. During the simulation, only the body model (excluding the suspension) was used, that is, the previous generation double wishbone front suspension was stripped away. Separating the suspension structure variables from the body NTF variables makes the comparison results of suspension road noise performance quantitatively comparable.

[0030] In this embodiment, a fixed ID mapping is established in the vehicle body model for the attachment point position of the previous generation model (defined by the double wishbone suspension). This does not involve adding the suspension model to the vehicle body model, but rather mapping the physical position of the suspension (such as the front mounting point of the upper wishbone) to a node ID on the vehicle body model. For example, the coordinates of attachment point A of the previous generation double wishbone suspension in the vehicle body model are recorded as ID=1001, and all subsequent suspension schemes use ID=1001 as the excitation point.

[0031] It is worth noting that, in this embodiment, the vehicle body attachment points include the front mounting point of the left front suspension upper wishbone, the rear mounting point of the left front suspension upper wishbone, the front mounting point of the right front suspension upper wishbone, the rear mounting point of the right front suspension upper wishbone, the mounting point of the front shock absorber upper mount, the front mounting point of the front lower control arm, and the rear mounting point of the front lower control arm.

[0032] The acoustic response point is one of the following: the driver's left ear position, the driver's right ear position, the front passenger's left ear position, the front passenger's right ear position, the rear passenger's left ear position, the rear passenger's right ear position, or the middle position in the rear.

[0033] The selected suspension types include at least two of the following: MacPherson strut, double wishbone, modified MacPherson strut, torsion beam suspension, four-link suspension, five-link suspension, H-arm suspension, and solid axle suspension.

[0034] It is understandable that the vehicle body attachment point, acoustic response point, and optional suspension can be determined according to the actual situation, and this embodiment does not impose any restrictions here.

[0035] S2. Construct a simulation analysis model of the suspension excitation force of the selected suspension, and output the frequency domain excitation force at the suspension-vehicle contact point based on the simulation analysis model of the suspension excitation force. See Figure 2 As shown, this embodiment establishes a suspension excitation force simulation analysis model consisting of a road surface spectrum model, a CD Tire tire model, and a suspension finite element model.

[0036] The road surface excitation utilizes a 3D road surface spectrum model obtained through laser scanning; the tire model employs a CD Tire model within the platform's planned bandwidth; and the suspension model establishes a finite element model of the selected suspension system. The suspension finite element model includes, but is not limited to, finite element models of bushings, springs, shock absorbers, suspension links, steering knuckles, subframes, steering gears, and tie rods. These models are generated using finite element preprocessing software.

[0037] Then, simulation calculations are performed based on the suspension excitation force simulation analysis model to output the excitation force at the suspension-vehicle contact point in the frequency range of 20-200Hz.

[0038] Specifically, the suspension excitation force analysis model can be run within the computer program to output the frequency domain (20-200Hz) excitation force results at the suspension-vehicle contact point for each suspension scheme under uniform speed conditions on rough asphalt pavement.

[0039] S3. Based on the frequency domain excitation force and the NTF transfer function of the interior and body simulation, obtain the in-vehicle road noise spectrum curve and sound pressure level of the suspension to be selected; Specifically, in this embodiment, the frequency domain excitation force and the NTF transfer function of the interior and vehicle body simulation are multiplied to obtain the in-vehicle road noise spectrum curve and sound pressure level of the selected suspension. This process can be implemented in general-purpose post-processing software or by writing a Matlab or Python computer program.

[0040] Therefore, in this embodiment, road noise prediction is achieved based on a hybrid modeling mechanism, namely, a hybrid modeling approach combining a suspension excitation force simulation model (road surface spectrum model + CD Tire tire model + suspension finite element model) and a vehicle body proxy model (interior and body simulation NTF transfer function). This approach enables road noise prediction even when the platform lacks a new generation of interior and body finite element models. Furthermore, the selection criterion has been upgraded from attachment point excitation to in-vehicle noise sound pressure level, resulting in more direct results.

[0041] S4. Compare the in-vehicle road noise spectrum curves and sound pressure levels of the candidate suspensions to select the suspension based on road noise performance.

[0042] In this embodiment, the same set of simulated NTF data can be reused to evaluate all similar suspension schemes within the platform, supporting horizontal comparison of road noise performance of multiple suspensions under the same platform.

[0043] For different suspension schemes, such as MacPherson strut, double wishbone, and improved MacPherson strut, the in-vehicle road noise spectrum curve and sound pressure level can be determined based on step S3, thereby selecting the suspension type and structural parameters with the best road noise performance.

[0044] This completes the selection of suspension road noise performance; see [link / reference]. Figure 3As shown, it is a flowchart comparing the traditional method and the present application. It can be seen that the present application avoids the problems of long modeling time and difficulty in meeting project schedules when using the interior body finite element model method.

[0045] The following concrete example will further illustrate the above steps: Selection of road noise performance for front suspension of electric vehicle platforms using MacPherson strut and double wishbone front suspensions.

[0046] 1. Establish a proxy model for NVH performance of the vehicle body system: Based on the finite element model of the interior body (Trimmed Body) of a mass-produced double wishbone front suspension vehicle, modify the node IDs of the front suspension and body attachment points (front / rear mounting points of the left and right front suspension upper wishbone, mounting points of the front shock absorber upper mounting seat, and front / rear mounting points of the front lower control arm) according to the pre-compiled node numbers, and apply X / Y / Z direction unit force excitation to each node. Using the acoustic cavity node (FLR) at the driver's right ear position in the vehicle as the acoustic response point, conduct NTF simulation analysis from the suspension attachment point to the driver's right ear in the vehicle to obtain the interior body NTF transfer function matrix; 2. Based on the tire size specifications planned for the new generation platform architecture project, select a tire CD Tire model with the same or similar specifications (e.g., 245 / 45 R20) from the tire CD Tire model database. 3. In the finite element preprocessing software, assemble the 245 / 45 R20 tire CD Tire model, the finite element model of the selected double wishbone front suspension, and the finite element model of the rear suspension (e.g., five-link rear suspension) into a suspension excitation force analysis model, and load the pavement spectrum PSD of the rough asphalt road at 60kph. Then, according to the solver type, export the corresponding format of the suspension excitation force analysis finite element template file (double wishbone + five-link version). 4. Submit the suspension excitation force finite element template file exported in step 3 to the finite element solver, perform simulation calculations to solve the frequency domain excitation force (20-200Hz) at the joint between the double wishbone suspension and the vehicle body, and output the suspension excitation force file; 5. Replace the double wishbone front suspension finite element model with the MacPherson front suspension finite element model, execute step 3 again to obtain the MacPherson + five-link version suspension excitation analysis finite element template file in the same format, and repeat step 4. 6. Multiply the frequency domain excitation force of the double wishbone front suspension attachment point obtained in step 4 and the frequency domain excitation force of the MacPherson front suspension obtained in step 5 with the NTF transfer function of the interior and body simulation to obtain the in-vehicle road noise spectrum curve and sound pressure level.

[0047] 7. Compare the RMS values ​​and frequency spectrum curves of the in-vehicle noise obtained in step 6 for the double wishbone front suspension and the MacPherson strut front suspension. See [reference needed]. Figure 4As shown, the results indicate that the sound pressure level RMS value of the double wishbone front suspension is 1.5 dB(A) lower than that of the MacPherson strut suspension in the 20-200 Hz frequency range. Therefore, the double wishbone front suspension is determined to be the preferred option.

[0048] In summary, this application uses a finite element model of the interior and body of a historical vehicle model to solidify the body contact points and acoustic response points to establish an NTF transfer function for interior and body simulation; it constructs a suspension excitation force simulation analysis model for the candidate suspension, and outputs the frequency domain excitation force at the suspension-body contact point based on the suspension excitation force simulation analysis model; based on the frequency domain excitation force and the interior and body simulation NTF transfer function, it obtains the in-vehicle road noise spectrum curve and sound pressure level of the candidate suspension; and it compares the in-vehicle road noise spectrum curve and sound pressure level of the candidate suspension to select the suspension road noise performance.

[0049] This application establishes a fixed model by reusing the NTF transfer function of the interior and body of historical vehicle models, eliminating the need for 3D modeling and finite element modeling of the interior and body, thus significantly shortening the selection cycle. It directly uses the sound pressure level of the vehicle interior as the selection basis, avoiding the indirect evaluation of traditional attachment point excitation. Furthermore, the fixed body attachment points and acoustic response points ensure that the comparison of suspension schemes only reflects the differences in the transmission characteristics of the suspension itself, making the selection conclusion more accurate. At the same time, it supports the horizontal comparison of road noise performance of multiple suspensions on the same platform, enabling rapid quantitative selection.

[0050] Secondly, embodiments of this application also provide a suspension road noise performance selection device.

[0051] In one embodiment, reference is made to Figure 5 , Figure 5 This is a functional module diagram of an embodiment of the suspension road noise performance selection device of this application. Figure 5 As shown, the suspension road noise performance selection device includes: The simulation module is based on the finite element model of the interior and body of historical models, and solidifies the body attachment points and acoustic response points to establish the NTF transfer function for interior and body simulation. The analysis module is used to construct a simulation analysis model of the suspension excitation force of the candidate suspension, and output the frequency domain excitation force at the suspension-vehicle contact point based on the simulation analysis model of the suspension excitation force. The calculation module obtains the in-vehicle road noise spectrum curve and sound pressure level of the selected suspension based on the frequency domain excitation force and the NTF transfer function of the interior and body simulation. The comparison module is used to compare the in-vehicle road noise spectrum curves and sound pressure levels of the selected suspensions to select the suspension based on its road noise performance.

[0052] Furthermore, in one embodiment, the analysis module constructs a simulation analysis model of the suspension excitation force of the selected suspension, including: The tire CD Tire model is determined based on the road surface spectrum model and tire size specifications. Construct a finite element model of the proposed suspension type; The tire CD Tire model and the finite element model of the suspension to be selected are assembled into a suspension excitation force simulation analysis model.

[0053] Further, in one embodiment, the analysis module outputs the frequency domain excitation force at the suspension-vehicle contact point based on the suspension excitation force simulation analysis model, including: Simulation calculations are performed based on the suspension excitation force simulation analysis model to output the excitation force at the suspension-vehicle contact point in the frequency range of 20-200Hz.

[0054] Further, in one embodiment, the calculation module obtains the in-vehicle road noise spectrum curve and sound pressure level of the selected suspension based on the frequency domain excitation force and the NTF transfer function of the interior and vehicle body simulation, including: The frequency domain excitation force and the interior body simulation NTF transfer function are multiplied to obtain the in-vehicle road noise spectrum curve and sound pressure level of the selected suspension.

[0055] Furthermore, in one embodiment, the vehicle body attachment points include a front mounting point for the left front upper wishbone, a rear mounting point for the left front upper wishbone, a front mounting point for the right front upper wishbone, a rear mounting point for the right front upper wishbone, a mounting point for the front shock absorber upper mount, a front mounting point for the front lower control arm, and a rear mounting point for the front lower control arm.

[0056] Furthermore, in one embodiment, the acoustic response point is one of the following: the driver's left ear position, the driver's right ear position, the front passenger's left ear position, the front passenger's right ear position, the rear passenger's left ear position, the rear passenger's right ear position, or the middle position in the rear.

[0057] Furthermore, in one embodiment, the suspension to be selected includes at least two of the following: MacPherson strut, double wishbone, modified MacPherson strut, torsion beam suspension, four-link suspension, five-link suspension, H-arm suspension, and solid axle suspension.

[0058] The functions of each module in the suspension road noise performance selection device correspond to the steps in the above-mentioned suspension road noise performance selection method embodiment, and their functions and implementation processes will not be described in detail here.

[0059] Thirdly, this application provides a suspension road noise performance selection device, which can be a personal computer (PC), laptop computer, server or other device with data processing capabilities.

[0060] Reference Figure 6 , Figure 6This is a schematic diagram of the hardware structure of the suspension road noise performance selection device involved in the embodiments of this application. In this embodiment, the suspension road noise performance selection device may include a processor, a memory, a communication interface, and a communication bus.

[0061] The communication bus can be of any type and is used to interconnect the processor, memory, and communication interface.

[0062] The communication interface includes input / output (I / O) interfaces, physical interfaces, and logical interfaces used for interconnecting components within the suspension road noise performance selection device, as well as interfaces used for interconnecting the suspension road noise performance selection device with other devices (such as other computing devices or user equipment). Physical interfaces can be Ethernet interfaces, fiber optic interfaces, ATM interfaces, etc.; user equipment can be displays, keyboards, etc.

[0063] Memory can be various types of storage media, such as random access memory (RAM), read-only memory (ROM), non-volatile RAM (NVRAM), flash memory, optical storage, hard disk, programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), etc.

[0064] The processor can be a general-purpose processor, which can call the suspension road noise performance selection program stored in the memory and execute the suspension road noise performance selection method provided in the embodiments of this application. For example, the general-purpose processor can be a central processing unit (CPU). The method executed when the suspension road noise performance selection program is called can be referred to in the various embodiments of the suspension road noise performance selection method of this application, and will not be repeated here.

[0065] Those skilled in the art will understand that Figure 6 The hardware structure shown does not constitute a limitation of this application and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0066] Fourthly, embodiments of this application also provide a computer-readable storage medium.

[0067] The computer-readable storage medium of this application stores a suspension road noise performance selection program, wherein when the suspension road noise performance selection program is executed by a processor, it implements the steps of the suspension road noise performance selection method as described above.

[0068] The method implemented when the suspension road noise performance selection procedure is executed can be referred to in various embodiments of the suspension road noise performance selection method of this application, and will not be repeated here.

[0069] It should be noted that the sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0070] The terms "comprising" and "having," and any variations thereof, in the specification, claims, and accompanying drawings of this application are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to such process, method, product, or apparatus. The terms "first," "second," and "third," etc., are used to distinguish different objects, etc., and do not indicate a sequence, nor do they limit "first," "second," and "third" to different types.

[0071] In the description of the embodiments of this application, terms such as "exemplary," "for example," or "for instance" are used to indicate examples, illustrations, or explanations. Any embodiment or design described as "exemplary," "for example," or "for instance" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of terms such as "exemplary," "for example," or "for instance" is intended to present the relevant concepts in a concrete manner.

[0072] In the description of the embodiments of this application, unless otherwise stated, " / " means "or". For example, A / B can mean A or B. The "and / or" in the text is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist simultaneously, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more.

[0073] In some processes described in the embodiments of this application, multiple operations or steps are included in a specific order. However, it should be understood that these operations or steps may not be executed in the order they appear in the embodiments of this application, or they may be executed in parallel. The sequence number of the operation is only used to distinguish different operations, and the sequence number itself does not represent any execution order. In addition, these processes may include more or fewer operations, and these operations or steps may be executed sequentially or in parallel, and these operations or steps may be combined.

[0074] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes several instructions to cause a terminal device to execute the methods described in the various embodiments of this application.

[0075] The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A method for selecting suspension road noise performance, characterized in that, The suspension road noise performance selection method includes: Based on the finite element model of the interior and body of historical models, the body attachment points and acoustic response points are solidified to establish the NTF transfer function for interior and body simulation. Construct a simulation analysis model of the suspension excitation force of the candidate suspension, and output the frequency domain excitation force at the suspension-vehicle contact point based on the simulation analysis model of the suspension excitation force; Based on the frequency domain excitation force and the NTF transfer function of the interior and body simulation, the in-vehicle road noise spectrum curve and sound pressure level of the suspension to be selected are obtained. Compare the in-vehicle road noise spectrum curves and sound pressure levels of the candidate suspensions to select the suspension based on its road noise performance.

2. The suspension road noise performance selection method as described in claim 1, characterized in that, The simulation analysis model for the suspension excitation force of the selected suspension includes: The tire CD Tire model is determined based on the road surface spectrum model and tire size specifications. Construct a finite element model of the proposed suspension type; The tire CD Tire model and the finite element model of the suspension to be selected are assembled into a suspension excitation force simulation analysis model.

3. The suspension road noise performance selection method as described in claim 2, characterized in that, The step of outputting the frequency domain excitation force at the suspension-vehicle contact point based on the suspension excitation force simulation analysis model includes: Simulation calculations are performed based on the suspension excitation force simulation analysis model to output the excitation force at the suspension-vehicle contact point in the frequency range of 20-200Hz.

4. The suspension road noise performance selection method as described in claim 1, characterized in that, The step of obtaining the in-vehicle road noise spectrum curve and sound pressure level of the selected suspension based on the frequency domain excitation force and the NTF transfer function of the interior and body simulation includes: The frequency domain excitation force and the interior body simulation NTF transfer function are multiplied to obtain the in-vehicle road noise spectrum curve and sound pressure level of the selected suspension.

5. The suspension road noise performance selection method as described in claim 1, characterized in that: The vehicle body attachment points include the front mounting point of the left front upper wishbone, the rear mounting point of the left front upper wishbone, the front mounting point of the right front upper wishbone, the rear mounting point of the right front upper wishbone, the mounting point of the front shock absorber upper mount, the front mounting point of the front lower control arm, and the rear mounting point of the front lower control arm.

6. The suspension road noise performance selection method as described in claim 1, characterized in that: The acoustic response point is one of the following: the driver's left ear position, the driver's right ear position, the front passenger's left ear position, the front passenger's right ear position, the rear passenger's left ear position, the rear passenger's right ear position, or the middle position in the rear.

7. The suspension road noise performance selection method as described in claim 1, characterized in that: The selected suspension types include at least two of the following: MacPherson strut, double wishbone, modified MacPherson strut, torsion beam suspension, four-link suspension, five-link suspension, H-arm suspension, and solid axle suspension.

8. A suspension road noise performance selection device, characterized in that, The suspension road noise performance selection device includes: The simulation module is based on the finite element model of the interior and body of historical models, and solidifies the body attachment points and acoustic response points to establish the NTF transfer function for interior and body simulation. The analysis module is used to construct a simulation analysis model of the suspension excitation force of the candidate suspension, and output the frequency domain excitation force at the suspension-vehicle contact point based on the simulation analysis model of the suspension excitation force. The calculation module obtains the in-vehicle road noise spectrum curve and sound pressure level of the selected suspension based on the frequency domain excitation force and the NTF transfer function of the interior and body simulation. The comparison module is used to compare the in-vehicle road noise spectrum curves and sound pressure levels of the selected suspensions to select the suspension based on its road noise performance.

9. A suspension road noise performance selection device, characterized in that, The suspension road noise performance selection device includes a processor, a memory, and a suspension road noise performance selection program stored in the memory and executable by the processor, wherein when the suspension road noise performance selection program is executed by the processor, it implements the steps of the suspension road noise performance selection method as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a suspension road noise performance selection program, wherein when the suspension road noise performance selection program is executed by a processor, it implements the steps of the suspension road noise performance selection method as described in any one of claims 1 to 7.

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